Dual-motor electric drive axle control method

Abstract

The present invention provides a control method for a dual-motor electric drive axle. The control method is applied to a dual-motor electric drive axle system, which includes: at least two driving gears respectively arranged on the output shafts of a first motor and a second motor; a driven shaft arranged on one side of the output shafts of the first motor and the second motor and parallel to the output shafts of the first motor and the second motor, and at least two first transmission components respectively connected to the at least two driving gears are arranged on the driven shaft; a synchronizer assembly movably arranged on the driven shaft; a second transmission component arranged on the driven shaft, and the output end of the second transmission component is sequentially connected with a main reducer and a differential, and the output end of the differential is connected with a wheel, so as to control the switching of the transmission between different gears through the synchronizer assembly to drive the wheel to rotate, solving the problem of low conversion efficiency that occurs when a single-motor system in the prior art works under complex and changeable working conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of automobiles, and more particularly, to a control method for a dual-motor electric drive axle. Background Art

[0002] With the increasingly severe global environmental problems and the deepening of the energy crisis, the automotive industry is undergoing a transformation from traditional fuel vehicles to new energy vehicles. New energy vehicles, especially electric vehicles, have become a new trend in the development of the automotive industry due to their zero emissions, low noise, and high energy efficiency. In the field of commercial vehicles, electrification is also an important direction. However, since commercial vehicles usually carry heavy loads, their requirements for the power system are more stringent. It is necessary to not only ensure sufficient power output but also take into account economy and practicality.

[0003] Currently, most new energy commercial vehicles adopt a single-motor drive system. This system has a simple structure and is easy to control, but there are some limitations in actual working conditions. The conversion efficiency of the single-motor system between low-speed high-torque and high-speed low-torque is not high. Especially in complex and variable working conditions, such as urban congestion and mountain climbing, the working point of the motor often deviates from its high-efficiency operation range, resulting in increased energy consumption and reduced economy. In addition, when the single-motor system responds to sudden power demands, such as emergency acceleration or steep slopes, the flexibility and adaptability of its power output are also relatively limited. Summary of the Invention

[0004] The main object of the present invention is to provide a control method for a dual-motor electric drive axle to solve the problem of low conversion efficiency that occurs when the existing single-motor system works under complex and variable working conditions.

[0005] To achieve the above object, according to one aspect of the present invention, there is provided a control method for a dual-motor electric drive axle. The control method is applied to a dual-motor electric drive axle system, and the dual-motor electric drive axle system includes:

[0006] A first motor and a second motor. The dual-motor electric drive axle system further includes:

[0007] At least two driving gears, which are respectively arranged on the output shafts of the first motor and the second motor;

[0008] A driven shaft, which is arranged on one side of the output shafts of the first motor and the second motor and is parallel to the output shafts of the first motor and the second motor. At least two first transmission components respectively connected to the at least two driving gears are arranged on the driven shaft;

[0009] A clutch sleeve assembly, which is movably arranged on the driven shaft to be connected to at least one of the at least two driving gears through the at least two first transmission components, so as to switch between different gears;

[0010] The second transmission component is arranged on the driven shaft. The output end of the second transmission component is sequentially connected with a main reducer and a differential. The output end of the differential is connected with a wheel, so as to control the switching of the transmission between different gears through the engaging sleeve assembly and drive the wheel to rotate;

[0011] The dual-motor electric drive axle control method includes obtaining the output torque of the driven shaft of the vehicle and the required torque in the predetermined operation stage of the vehicle during the driving process of the vehicle; the required torque is the torques of the first motor and the second motor in the predetermined operation stage.

[0012] Define the ratio of the output torque to the required torque as the torque distribution coefficient, and divide the torque distribution coefficient into multiple torque points at a set interval, and calculate the energy consumption corresponding to the first motor and the second motor when they are in different gears at each torque point respectively;

[0013] Combine the multiple energy consumptions in the set combination order, and select the combination with the minimum energy consumption in the set combination order;

[0014] Control the vehicle operation with the vehicle operation parameters corresponding to the combination with the minimum energy consumption;

[0015] Wherein, the vehicle operation parameters include the gear position of the transmission when the first motor drives the engaging sleeve assembly to selectively engage with one of at least two driving gears, the gear position of the transmission when the second motor drives the engaging sleeve assembly to selectively engage with one of at least two driving gears, and the torque distribution coefficient; the set combination order is the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the third gear, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the fourth gear, the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the third gear, and the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the fourth gear.

[0016] Further, the dual-motor electric drive axle system further includes: a first output shaft, the first output shaft is arranged at the driving end of the first motor, and at least two driving gears include a first-gear driving gear and a second-gear driving gear arranged on the first output shaft;

[0017] The first transmission component includes a first engaging tooth in transmission connection with the first-gear driving gear and a second engaging tooth in transmission connection with the second-gear driving gear;

[0018] The engaging sleeve assembly includes a first engaging sleeve arranged between the first engaging tooth and the second engaging tooth, so that when the first engaging sleeve engages with the first engaging tooth, the transmission is in the first-gear state, and when the first engaging sleeve engages with the second engaging tooth, the transmission is in the second-gear state.

[0019] Further, the dual-motor electric drive axle system further includes: a second output shaft disposed at the driving end of the second motor, and at least two driving gears including a third-gear driving gear and a fourth-gear driving gear disposed on the second output shaft;

[0020] The first transmission component includes a third engaging tooth drivingly connected to the third-gear driving gear and a fourth engaging tooth drivingly connected to the fourth-gear driving gear;

[0021] The synchronizer assembly includes a second synchronizer sleeve disposed between the third engaging tooth and the fourth engaging tooth; when the second synchronizer sleeve engages with the third engaging tooth, the transmission is in the third gear state, and when the second synchronizer sleeve engages with the fourth engaging tooth, the transmission is in the fourth gear state.

[0022] Further, the second transmission component is a reduction gear disposed on the driven shaft, and the reduction gear is connected to the main reducer to drive the wheels to rotate through the differential.

[0023] Further, the steps of dividing the torque distribution coefficient into multiple torque points at a set interval and respectively calculating the energy consumption corresponding to different gears of the first motor and the second motor at each torque point include:

[0024] During vehicle driving, obtain the required vehicle speed and the first characteristic parameters. The first characteristic parameters include the speed ratio of the vehicle's main reducer, the transmission ratio when the transmission is in the first gear, the transmission ratio when the transmission is in the second gear, the transmission ratio when the transmission is in the third gear, the transmission ratio when the transmission is in the fourth gear, and the wheel radius;

[0025] According to the required vehicle speed and the first characteristic parameters, calculate the rotational speed of the transmission in the gear when the first motor drives the first synchronizer sleeve to selectively engage with one of the first engaging tooth and the second engaging tooth, and the rotational speed of the transmission in the gear when the second motor drives the second synchronizer sleeve to selectively engage with one of the third engaging tooth and the fourth engaging tooth;

[0026] Calculate the first torque respectively corresponding to the first motor and the second motor at different gears at each torque point;

[0027] According to the first torque and the rotational speed of the first motor or the second motor corresponding to the gear where the first torque is located, obtain the energy consumption corresponding to the first motor and the second motor at different gears at each torque point.

[0028] Further, the steps of combining multiple energy consumptions in a set combination order and selecting the combination with the minimum energy consumption in the set combination order include:

[0029] Traverse the preset energy consumption table, and determine the first energy consumption of the first motor when the transmission is in the first gear corresponding to the first torque point, the second energy consumption of the first motor when the transmission is in the second gear, the third energy consumption of the second motor when the transmission is in the third gear, and the fourth energy consumption of the second motor when the transmission is in the fourth gear according to the corresponding relationship between each torque point and the energy consumption.

[0030] Repeat the step of traversing the preset energy consumption table for a set number of times to determine the combination with the minimum energy consumption among all the total energy consumptions obtained by combining each torque point in the set combination order.

[0031] Among them, the preset energy consumption table includes multiple torque points, and the first energy consumption of the first motor when the transmission is in the first gear corresponding to each torque point, the second energy consumption of the first motor when the transmission is in the second gear, the third energy consumption of the second motor when the transmission is in the third gear, and the fourth energy consumption of the second motor when the transmission is in the fourth gear.

[0032] Further, the steps for obtaining the required torque of the vehicle include:

[0033] Obtain the second characteristic parameters of the vehicle, where the second characteristic parameters include the required power of the vehicle, the rotational speed of the driven shaft, the transmission efficiency of the main reducer, the radius of the wheel, and the required vehicle speed.

[0034] Substitute the second characteristic parameters into the first formula to calculate the required torque.

[0035] Among them, the first formula is:

[0036] ;

[0037] In the formula: represents the required torque;

[0038] represents the required power;

[0039] represents the transmission efficiency of the main reducer;

[0040] represents the rotational speed of the driven shaft, , u represents the required vehicle speed, i0 represents the main reducer ratio, and r represents the wheel radius.

[0041] Further, the first calculation formulas for calculating the rotational speeds of the first motor and the second motor corresponding to different gears of the vehicle's transmission according to the required vehicle speed and the first characteristic parameters include:

[0042] The calculation formula for calculating the rotational speed of the first motor corresponding to the first torque point when the transmission is in the first gear is:

[0043] ;

[0044] Where: n1 represents the rotational speed of the first motor, i1 represents the transmission ratio when the transmission is in the first gear, i0 represents the final drive ratio, r represents the wheel radius, and u represents the required vehicle speed; and / or,

[0045] The calculation formula for the rotational speed of the first motor corresponding to the transmission being in the second gear at the first torque point is:

[0046] ;

[0047] Where: n1 represents the rotational speed of the first motor, i2 represents the transmission ratio when the transmission is in the second gear, i0 represents the final drive ratio, r represents the wheel radius, and u represents the required vehicle speed; and / or,

[0048] The calculation formula for the rotational speed of the second motor corresponding to the transmission being in the third gear at the first torque point is:

[0049] ;

[0050] Where: n2 represents the rotational speed of the second motor, i3 represents the transmission ratio when the transmission is in the third gear, i0 represents the final drive ratio, r represents the wheel radius, and u represents the required vehicle speed; and / or,

[0051] The calculation formula for the rotational speed of the second motor corresponding to the transmission being in the fourth gear at the first torque point is;

[0052] ;

[0053] Where: n2 represents the rotational speed of the second motor, i4 represents the transmission ratio when the transmission is in the fourth gear, i0 represents the final drive ratio, r represents the wheel radius, and u represents the required vehicle speed;

[0054] Calculate the rotational speeds of the first motor or the second motor corresponding to different gears at each torque point of the transmission according to the first calculation formula, and obtain the rotational speeds of the first motor and the second motor of the vehicle corresponding to different gears at all torque points.

[0055] Furthermore, the second calculation formula for calculating the first torque of the first motor and the second motor corresponding to different gears of the transmission at each torque point includes:

[0056] The formula for calculating the first required torque of the first motor when the transmission is in the first gear at the first torque point is:

[0057] ;

[0058] Where: represents the first required torque of the first motor, The torque value representing the first torque point represents the required torque, and i1 represents the transmission ratio when the transmission is in the first gear; and / or,

[0059] The formula for calculating the first required torque of the first motor when the transmission is in the second gear at the first torque point is:

[0060] ;

[0061] In the formula: represents the first required torque of the first motor, represents the torque value of the first torque point, represents the required torque, and i2 represents the transmission ratio when the transmission is in the second gear; and / or,

[0062] The formula for calculating the first required torque of the second motor when the transmission is in the third gear at the first torque point is:

[0063] ;

[0064] In the formula: represents the first required torque of the second motor, represents the torque value of the first torque point, represents the required torque, and i3 represents the transmission ratio when the transmission is in the third gear; and / or,

[0065] The formula for calculating the first required torque of the second motor when the transmission is in the fourth gear at the first torque point is:

[0066] ; and / or,

[0067] In the formula: represents the first required torque of the second motor, represents the torque value of the first torque point, i4 represents the transmission ratio when the transmission is in the fourth gear, represents the required torque;

[0068] Calculate the rotational speeds of the first motor and the second motor corresponding to different gears at each torque point of the transmission according to the second calculation formula, and obtain the first required torques corresponding to the first motor and the second motor when the transmission is in different gears at all torque points.

[0069] Furthermore, the third calculation formula for the energy consumption corresponding to the first motor and the second motor when they are in different gears at each torque point according to the first torque and the rotational speed corresponding to the gear where the first torque is located includes:

[0070] ;

[0071] In the formula: E 11Represents the first energy consumption when the transmission is in the first gear at the first torque point, T MG1 Represents the first required torque of the first motor, i1 represents the transmission ratio when the transmission is in the first gear, and n1 represents the rotational speed of the first motor. Represents the simulation step size. Represents the efficiency of the first motor; and / or

[0072] ;

[0073] In the formula: E 12 Represents the first energy consumption when the transmission is in the second gear at the first torque point, i2 represents the transmission ratio when the transmission is in the second gear. Represents the simulation step size. Represents the efficiency of the first motor; and / or

[0074] ;

[0075] In the formula: E 21 Represents the first energy consumption when the transmission is in the third gear at the first torque point, i3 represents the transmission ratio when the transmission is in the third gear, n2 represents the rotational speed of the second motor, T MG2 Represents the first required torque of the second motor. Represents the efficiency of the second motor. Represents the simulation step size; and / or

[0076] ;

[0077] In the formula: E 22 Represents the first energy consumption when the transmission is in the fourth gear at the first torque point, i4 represents the transmission ratio when the transmission is in the fourth gear, T MG2 Represents the first required torque of the second motor. Represents the simulation step size. Represents the efficiency of the second motor.

[0078] Applying the technical solution of the present invention, the structure of the present invention allows the first motor and the second motor to switch between eight different modes, greatly improving the adaptability and flexibility of the vehicle under different driving conditions. Combining the dynamic adjustment of the engaging sleeve assembly, it can optimize the energy distribution of the two motors in real time according to the driving requirements, reduce the overall system energy consumption, and improve the energy utilization efficiency; the dual-motor system can provide sufficient torque and power by reasonably matching the transmission ratios of different gears to meet the power requirements of the vehicle under various driving conditions.

[0079] The architecture of this application cancels the traditional clutch and uses a synchronizer assembly for gear shifting, achieving compactness and integration of the structure, reducing the system volume and weight, and being beneficial to the performance improvement and cost control of the vehicle.

[0080] Through the precise control of the synchronizer assembly, intelligent gear shifting is achieved, improving the response speed and control accuracy of the system, and further enhancing the driving experience and safety of the vehicle.

[0081] In summary, the dual-motor electric drive axle system of this application not only improves the energy efficiency and power performance of new energy commercial vehicles, but also achieves compactness and intelligent control of the structure, which is of great significance for promoting the development and application of new energy vehicle technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0082] The accompanying drawings forming a part of this application are used to provide a further understanding of the present invention. The schematic embodiments and descriptions thereof of the present invention are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0083] Figure 1 Shows the architecture diagram of the dual-motor electric drive axle system of the embodiment of this application.

[0084] Among them, the above-mentioned accompanying drawings include the following reference numerals:

[0085] 1. First motor; 2. Second motor; 3. Driven shaft; 4. Second transmission component; 5. Main reducer; 6. Differential; 7. Wheel; 8. First output shaft; 9. First gear driving gear; 10. Second gear driving gear; 11. First engaging tooth; 12. Second engaging tooth; 13. First synchronizer; 14. Second output shaft; 15. Third gear driving gear; 16. Fourth gear driving gear; 17. Third engaging tooth; 18. Fourth engaging tooth; 19. Second synchronizer. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0086] It should be noted that, without conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0087] The purpose of this application is to provide a control method for a dual-motor electric drive axle in view of the above problems. This control method is applied to a dual-motor electric drive axle control system. The dual-motor electric drive axle system provided by this application includes a first motor 1 and a second motor 2. The dual-motor electric drive axle system further includes:

[0088] At least two driving gears are respectively arranged on the output shafts of the first motor 1 and the second motor 2; a driven shaft 3 is arranged on one side of the output shafts of the first motor 1 and the second motor 2 and is arranged parallel to the output shafts of the first motor 1 and the second motor 2. At least two first transmission components connected to the at least two driving gears are arranged on the driven shaft 3;

[0089] A clutch sleeve assembly is movably arranged on the driven shaft 3 to be connected to at least one of the at least two driving gears through the at least two first transmission components, so as to switch between different gears;

[0090] A second transmission component 4 is arranged on the driven shaft 3. The output end of the second transmission component 4 is sequentially connected with a main reducer 5 and a differential 6. The output end of the differential 6 is connected with a wheel 7, so as to control the switching of the transmission between different gears through the clutch sleeve assembly to drive the wheel 7 to rotate.

[0091] Further, the dual-motor electric drive axle system further includes: a first output shaft 8, the first output shaft 8 is arranged at the driving end of the first motor 1, and the at least two driving gears include a first-gear driving gear 9 and a second-gear driving gear 10 arranged on the first output shaft 8;

[0092] The first transmission components include a first meshing tooth 11 in transmission connection with the first-gear driving gear 9 and a second meshing tooth 12 in transmission connection with the second-gear driving gear 10;

[0093] The clutch sleeve assembly includes a first clutch sleeve 13 arranged between the first meshing tooth 11 and the second meshing tooth 12, so that when the first clutch sleeve 13 meshes with the first meshing tooth 11, the transmission is in the first-gear state, and when the first clutch sleeve 13 meshes with the second meshing tooth 12, the transmission is in the second-gear state.

[0094] Further, the dual-motor electric drive axle system further includes: a second output shaft 14, arranged at the driving end of the second motor 2, and the at least two driving gears include a third-gear driving gear 15 and a fourth-gear driving gear 16 arranged on the second output shaft 14;

[0095] The first transmission components include a third meshing tooth 17 in transmission connection with the third-gear driving gear 15 and a fourth meshing tooth 18 in transmission connection with the fourth-gear driving gear 16;

[0096] The clutch sleeve assembly includes a second clutch sleeve 19 arranged between the third meshing tooth 17 and the fourth meshing tooth 18; so that when the second clutch sleeve 19 meshes with the third meshing tooth 17, the transmission is in the third-gear state, and when the second clutch sleeve 19 meshes with the fourth meshing tooth 18, the transmission is in the fourth-gear state.

[0097] Further, the second transmission component 4 is a reducer gear provided on the driven shaft 3, and the reducer gear is connected to the main reducer 5 to drive the wheel 7 to rotate through the differential 6.

[0098] Specifically, as Figure 1 shown, the dual-motor electric drive axle system provided in this embodiment includes a first motor 1 and a second motor 2. The output shaft of the first motor 1 is connected to a first output shaft 8. A first gear for first gear and a second gear for second gear are provided on the first output shaft 8. The output shaft of the second motor 2 is connected to a second output shaft 14. A third gear for third gear and a fourth gear for fourth gear are provided on the second output shaft 14. The first gear for first gear 9 is meshed with a first meshing gear 11, and the first meshing gear 11 is provided on the driven shaft 3. The second gear for second gear 10 is meshed with a second meshing gear 12, and the second meshing gear 12 is provided on the driven shaft 3. In Figure 1 this case, the second meshing gear 12 is located on the right side of the first meshing gear 11. The first coupling sleeve 13 is between the first meshing gear 11 and the second meshing gear 12 and can be selectively connected to either the first meshing gear 11 or the second meshing gear 12. When connected to the first meshing gear 11, the transmission is in the first gear. When connected to the second meshing gear 12, the transmission is in the second gear. A third meshing gear 17 and a fourth meshing gear 18 are also provided on the driven shaft 3. The second coupling sleeve 19 is between the third meshing gear 17 and the fourth meshing gear 18. When the second coupling sleeve 19 is connected to the third meshing gear 17, the transmission is in the third gear. When the second coupling sleeve 19 is connected to the fourth meshing gear 18, the transmission is in the fourth gear. A second transmission component 4 is provided between the second meshing gear 12 and the third meshing gear 17. The second transmission component 4 is connected to the main reducer 5, the main reducer 5 is connected to the differential 6, and the differential 6 is connected to the wheel 7 to drive the wheel 7 to rotate;

[0099] The first motor 1 and the second motor 2 respectively serve as power sources and are connected to the first transmission components on their respective output shafts to the driven shaft 3 to achieve power transmission.

[0100] The driven shaft 3 is arranged parallel to the output shafts of the first motor 1 and the second motor 2 and serves as the power integration shaft of the dual-motor system. It is connected to the driving gears through at least two first transmission components to achieve power distribution. The coupling sleeve assembly includes a first coupling sleeve 13 and a second coupling sleeve 19, which are respectively provided on the driven shaft 3 and realize the switching of the transmission between different gears by meshing with different meshing gears.

[0101] The second transmission component 4, the main reducer 5, the differential 6 and the wheel 7 form a power transmission link, which is responsible for transmitting the power on the driven shaft 3 to the wheel 7 to realize vehicle driving.

[0102] The first output shaft 8 is connected to the driving end of the first motor 1, carrying the first gear driving gear 9 and the second gear driving gear 10, the first meshing teeth 11 and the second meshing teeth 12 are respectively connected to the first gear driving gear 9 and the second gear driving gear 10, and the switching between the first gear and the second gear is realized by switching the first coupling sleeve 13.

[0103] The second output shaft 14 is connected to the driving end of the second motor 2, carrying the third gear driving gear 15 and the fourth gear driving gear 16. The third meshing teeth 17 and the fourth meshing teeth 18 are respectively connected to the third gear driving gear 15 and the fourth gear driving gear 16. The switching of the second coupling sleeve 19 is realized. The second transmission component 4 is a reducer gear in this embodiment, which is arranged on the driven shaft 3 and connected to the main reducer 5. The power is distributed to the wheels 7 through the differential 6 to realize the driving of the vehicle.

[0104] The structure of the present invention allows the first motor 1 and the second motor 2 to switch between eight different modes, greatly improving the adaptability and flexibility of the vehicle under different driving conditions. Combined with the dynamic adjustment of the set components, it can optimize the energy distribution of the two motors in real time according to driving needs, reduce the overall energy consumption of the system, and improve energy utilization efficiency; the dual-motor system can provide sufficient torque and power by reasonably matching the transmission ratios of different gears to meet the power requirements of the vehicle under various driving conditions.

[0105] The architecture of the present application eliminates the traditional clutch and adopts a combination sleeve assembly for gear shifting, thereby achieving a compact and integrated structure, reducing the system volume and weight, and facilitating vehicle performance improvement and cost control.

[0106] By combining the precise control of the set components, intelligent gear switching is achieved, the system's response speed and control accuracy are improved, and the vehicle's driving experience and safety are further enhanced.

[0107] In summary, the dual-motor electric drive axle system of the present application not only improves the energy efficiency and power performance of new energy commercial vehicles, but also realizes compact structure and intelligent control, which is of great significance for promoting the development and application of new energy vehicle technology.

[0108] The dual-motor electric drive axle control method provided in the present application includes: during the driving of the vehicle, obtaining the output torque of the driven shaft of the vehicle and the required torque of the vehicle in a predetermined operating stage; the required torque is the torque of the first motor and the second motor in the predetermined operating stage;

[0109] The predetermined operation stage of the vehicle is the torque required for the vehicle to travel to the next operation stage, and the step of obtaining the required torque of the predetermined operation stage of the vehicle includes:

[0110] Obtain the second characteristic parameters of the vehicle. The second characteristic parameters include the required power of the vehicle, the rotational speed of the driven shaft, the transmission efficiency of the main reducer, the radius of the wheel, and the required vehicle speed;

[0111] Substitute the second characteristic parameters into the first formula to calculate the required torque;

[0112] Among them, the first formula is:

[0113] ;

[0114] In the formula: represents the required torque;

[0115] represents the required power;

[0116] represents the transmission efficiency of the main reducer;

[0117] represents the rotational speed of the driven shaft, , u represents the required vehicle speed, i0 represents the main reducer ratio, and r represents the wheel radius.

[0118] The dual-motor system can provide a wider power output range. Through the coordinated operation of the first motor 1 and the second motor 2, it can meet the power requirements of the vehicle under complex working conditions, such as high-speed driving, climbing and other scenarios. By calculating and selecting the optimal energy consumption in real time, energy waste is reduced, and the overall energy efficiency of the vehicle is improved. The motor operates in the high-efficiency operating range, reducing energy consumption and improving economy. The dual-motor system has eight working modes, which can flexibly adapt to different driving conditions and improve the vehicle's working condition adaptability.

[0119] Adopting this control method can reduce the maximum rotational speed requirement and peak power of the motor, select a smaller motor, thereby reducing the procurement cost and usage cost of the motor; cancel the clutch, reduce the loss during the energy transfer process, and increase the overall efficiency of the system;

[0120] In summary, the dual-motor electric drive axle control method of the present invention not only improves the driving performance of new energy commercial vehicles, but also effectively reduces energy consumption, enhances the economy and practicability of the system, and has important significance for promoting the electrification process of new energy commercial vehicles.

[0121] Define the ratio of the output torque to the required torque as the torque distribution coefficient, and divide the torque distribution coefficient into multiple torque points at a set interval, and calculate the energy consumption corresponding to different gears of the first motor and the second motor at each torque point respectively;

[0122] Among them, the torque distribution coefficient is divided into multiple torque points at a set interval, and the steps of calculating the energy consumption corresponding to the first motor and the second motor at different gears at each torque point include:

[0123] During vehicle driving, obtain the required vehicle speed and the first characteristic parameter. The first characteristic parameter includes the reduction ratio of the vehicle's main reducer, the transmission ratio when the transmission is in the first gear, the transmission ratio when the transmission is in the second gear, the transmission ratio when the transmission is in the third gear, the transmission ratio when the transmission is in the fourth gear, and the wheel radius.

[0124] According to the required vehicle speed and the first characteristic parameter, calculate the rotational speed of the transmission when the first motor drives the first coupling sleeve to selectively engage with one of the first meshing teeth and the second meshing teeth, and the rotational speed of the transmission when the second motor drives the second coupling sleeve to selectively engage with one of the third meshing teeth and the fourth meshing teeth.

[0125] Among them, the first calculation formula for specifically calculating the rotational speed includes:

[0126] The calculation formula for the rotational speed of the first motor corresponding to the transmission in the first gear at the first torque point is:

[0127] ;

[0128] In the formula: n1 represents the rotational speed of the first motor, and i1 represents the transmission ratio when the transmission is in the first gear; and / or,

[0129] The calculation formula for the rotational speed of the first motor corresponding to the transmission in the second gear at the first torque point is:

[0130] ;

[0131] In the formula: n1 represents the rotational speed of the first motor, and i2 represents the transmission ratio when the transmission is in the second gear; and / or,

[0132] The calculation formula for the rotational speed of the second motor corresponding to the transmission in the third gear at the first torque point is:

[0133] ;

[0134] In the formula: n2 represents the rotational speed of the second motor, and i3 represents the transmission ratio when the transmission is in the third gear; and / or,

[0135] The calculation formula for the rotational speed of the second motor corresponding to the transmission in the fourth gear at the first torque point is;

[0136] ;

[0137] Where: n2 represents the rotational speed of the second motor, and i4 represents the transmission ratio when the transmission is in the fourth gear;

[0138] Calculate the rotational speed of the first motor or the second motor at different gears corresponding to each torque point of the transmission according to the first calculation formula, and obtain the rotational speeds of the first motor and the second motor of the vehicle at different gears corresponding to all torque points.

[0139] Define the ratio of the output torque to the required torque as the torque distribution coefficient, and divide it into multiple torque points with set intervals. For example, discretize it from 0 to 1 with a step size of 0.01 to obtain 100 discrete values. This step allows the controller to evaluate the system performance under different torque distribution strategies.

[0140] During the vehicle driving process, real-time obtain the required vehicle speed and the first characteristic parameters of the vehicle, including the reduction ratio of the final drive and the transmission ratios of the transmission at different gears (first gear, second gear, third gear, fourth gear). At the same time, the wheel radius is also a necessary parameter.

[0141] According to the required vehicle speed and the first characteristic parameters, use the first calculation formula to calculate the rotational speeds of the first motor and the second motor at different gears at each torque point of the transmission.

[0142] For each set value of the torque distribution coefficient, based on the calculated motor rotational speeds and the required torque, calculate the first torque (i.e., the output torque) corresponding to the first motor and the second motor at different gears at each torque point. Subsequently, calculate the energy consumption of the two motors under each set torque point and gear combination.

[0143] Compare the energy consumption under all torque points and gear combinations, and select the combination with the lowest energy consumption, including the determined torque distribution coefficient, the gear of the motor, and the output torque.

[0144] Output the selected combination with the lowest energy consumption to the vehicle controller to guide the real-time control of the first motor and the second motor, including gear shifting and torque output, so that the entire electric drive axle system maintains the optimal energy efficiency during actual driving.

[0145] Through real-time calculation and selection of the torque distribution and gear combination with the lowest energy consumption, the present invention can significantly reduce energy consumption, improve the economy and endurance of new energy commercial vehicles; for different driving conditions, the controller can quickly adjust the motor working mode and torque distribution, improving the dynamic response and adaptability of the system; the motor operates in the high-efficiency operating range, reducing energy consumption, while also reducing the thermal load and wear of the motor, extending the service life of the motor; the implementation of the entire control method does not depend on a complex hardware structure and can be achieved through software algorithms, simplifying the operation and maintenance of the electric drive axle system.

[0146] In summary, the control method of the dual-motor electric drive axle of the present invention not only improves the driving performance and economy of new energy commercial vehicles, but also simplifies the system structure and reduces the use and maintenance costs.

[0147] The formula for calculating the first required torque of the first motor when the transmission is in the first gear at the first torque point is:

[0148] ;

[0149] In the formula: represents the first required torque of the first motor, represents the torque value at the first torque point, represents the required torque, and i1 represents the transmission ratio when the transmission is in the first gear; and / or,

[0150] The formula for calculating the first required torque of the first motor when the transmission is in the second gear at the first torque point is:

[0151] ;

[0152] In the formula: represents the first required torque of the first motor, represents the torque value at the first torque point, represents the required torque, and i2 represents the transmission ratio when the transmission is in the second gear; and / or,

[0153] The formula for calculating the first required torque of the second motor when the transmission is in the third gear at the first torque point is:

[0154] ;

[0155] In the formula: represents the first required torque of the second motor, represents the torque value at the first torque point, represents the required torque, and i3 represents the transmission ratio when the transmission is in the third gear; and / or,

[0156] The formula for calculating the first required torque of the second motor when the transmission is in the fourth gear at the first torque point is:

[0157] ; and / or,

[0158] In the formula: represents the first required torque of the second motor, represents the torque value at the first torque point, i4 represents the transmission ratio when the transmission is in the fourth gear, represents the required torque;

[0159] Calculate the rotational speeds of the first motor and the second motor at different gears corresponding to each torque point of the transmission according to the second calculation formula, and obtain the first required torques of the first motor and the second motor at different gears of the transmission at all torque points.

[0160] The third calculation formula for the energy consumption corresponding to the first motor and the second motor at different gears at each torque point according to the first torque and the rotational speed of the first motor or the second motor corresponding to the gear where the first torque is located is:

[0161] ;

[0162] In the formula: E 11 represents the first energy consumption when the transmission is in the first gear at the first torque point, T MG1 represents the first required torque of the first motor, i1 represents the transmission ratio when the transmission is in the first gear, n1 represents the rotational speed of the first motor, represents the simulation step size, represents the efficiency of the first motor; and / or,

[0163] ;

[0164] In the formula: E 12 represents the first energy consumption when the transmission is in the second gear at the first torque point, i2 represents the transmission ratio when the transmission is in the second gear, represents the simulation step size, represents the efficiency of the first motor; and / or,

[0165] ;

[0166] In the formula: E 21 represents the first energy consumption when the transmission is in the third gear at the first torque point, i3 represents the transmission ratio when the transmission is in the third gear, n2 represents the rotational speed of the second motor, T MG2 represents the first required torque of the second motor, represents the efficiency of the second motor, represents the simulation step size; and / or,

[0167] ;

[0168] In the formula: E 22 represents the first energy consumption when the transmission is in the fourth gear at the first torque point, i4 represents the transmission ratio when the transmission is in the fourth gear, T MG2 represents the first required torque of the second motor, represents the simulation step size, represents the efficiency of the second motor.

[0169] Combine multiple energy consumptions in a set combination order, and select the combination with the minimum energy consumption in the set combination order;

[0170] Specifically, the steps of combining multiple energy consumptions in a set combination order and selecting the combination with the minimum energy consumption in the set combination order include:

[0171] Traverse the preset energy consumption table, and according to the corresponding relationship between each torque point and the energy consumption, determine the first energy consumption of the first motor when the transmission is in the first gear corresponding to the first torque point, the second energy consumption of the first motor when the transmission is in the second gear, the third energy consumption of the second motor when the transmission is in the third gear, and the fourth energy consumption of the second motor when the transmission is in the fourth gear;

[0172] Repeat the step of traversing the preset energy consumption table a set number of times to determine the combination with the minimum energy consumption among all the total energy consumptions obtained by combining each torque point in the set combination order;

[0173] Wherein, the preset energy consumption table includes multiple torque points, and the first energy consumption of the first motor when the transmission is in the first gear corresponding to each torque point, the second energy consumption of the first motor when the transmission is in the second gear, the third energy consumption of the second motor when the transmission is in the third gear, and the fourth energy consumption of the second motor when the transmission is in the fourth gear.

[0174] Control the vehicle operation with the vehicle operation parameters corresponding to the combination with the minimum energy consumption;

[0175] Wherein, the vehicle operation parameters include the gear position of the transmission when the first motor drive engagement sleeve assembly is selectively engaged with one of at least two driving gears, the gear position of the transmission when the second motor drive engagement sleeve assembly is selectively engaged with one of at least two driving gears, and the torque distribution coefficient; the set combination order is the total energy consumption of the first motor and the second motor when the transmission is in the first and third gears, the total energy consumption of the first motor and the second motor when the transmission is in the first and fourth gears, the total energy consumption of the first motor and the second motor when the transmission is in the second and third gears, and the total energy consumption of the first motor and the second motor when the transmission is in the second and fourth gears.

[0176] First, divide the torque distribution coefficient with a discrete step size at intervals between 0 and 1 to form a series of torque points, and traverse the preset energy consumption table, which contains multiple torque points and the energy consumption data of the first motor and the second motor at different gear positions (first gear, second gear, third gear, fourth gear) corresponding to each torque point. Specifically, for each torque point, calculate the energy consumption of the first motor and the second motor at each gear position.

[0177] According to the set combination order, calculate the total energy consumption of the first motor and the second motor under different gear combinations. For example, calculate the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the third gear, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the fourth gear, and so on. The combination order can be any preset sequence, but here it is in the combination mode of the first gear and the third gear, the first gear and the fourth gear, the second gear and the third gear, and the second gear and the fourth gear.

[0178] Compare all the calculated total energy consumption combinations and select the combination with the minimum energy consumption. This selection will consider the discrete step lengths at all torque points and all preset gear combinations to ensure that during the vehicle's driving process, the dual-motor system always operates with the lowest energy consumption.

[0179] Feed back the vehicle operation parameters corresponding to the combination with the minimum energy consumption to the vehicle control system, including the working gears of the first motor and the second motor, the torque distribution coefficient, etc. These parameters will be used to adjust the output torque and driving mode of the motor in real time to guide the vehicle to operate in the most economical and efficient state.

[0180] By dynamically adjusting the motor working mode and torque distribution, the total energy consumption of the vehicle in the predetermined operation stage is minimized, significantly improving the energy utilization efficiency and reducing the operation cost.

[0181] While ensuring the lowest energy consumption, this method also considers the power output of the motor, avoiding sacrificing the dynamic performance due to efficiency optimization, so that the vehicle still maintains good driving performance under complex working conditions.

[0182] The control method is calculated based on real-time data and a preset energy consumption table, realizing intelligent motor control, being able to quickly respond to changes in the vehicle's driving state, and enhancing the adaptability and response speed of the system.

[0183] By optimizing the operation state of the motor, unnecessary energy losses are reduced, the thermal load of the motor is decreased, the service life of the motor is extended, and cost savings are indirectly achieved.

[0184] Control method flow: In the embodiments of the present application, the torque distribution coefficient is divided into 100 torque points. Only the calculation for one of the torque points is described below. Calculate the rotational speed of the first motor when the transmission is in the first gear at the first torque point, the rotational speed of the first motor when the transmission is in the second gear at the first torque point, the rotational speed of the second motor when the transmission is in the third gear at the first torque point, and the rotational speed of the second motor when the transmission is in the fourth gear at the first torque point. After calculating the above rotational speeds, calculate the first required torque values of the first motor and the second motor in different gears respectively. Then, calculate the energy consumption of the first motor and the second motor when the transmission is in different gears based on the above rotational speeds and the first required torque values. Then repeat the above steps to calculate the energy consumption corresponding to 100 torque points respectively. After calculation, perform a combined arrangement according to the set combination order. Taking the first torque point as an example, obtain the total energy consumption of the first motor and the second motor when the transmission is in the first and third gears, the total energy consumption of the first motor and the second motor when the transmission is in the first and fourth gears, the total energy consumption of the first motor and the second motor when the transmission is in the second and third gears, and the total energy consumption of the first motor and the second motor when the transmission is in the second and fourth gears. Compare the above four combined values. There are a total of 100 combinations. Select the combination with the minimum energy consumption among the 100 combinations, determine the gear of the transmission corresponding to the combination, as well as the rotational speed, torque and other values of the first motor and the second motor corresponding to the gear, and control the vehicle to move based on this.

[0185] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments of the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or their combinations.

[0186] Unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and values set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be understood that for the convenience of description, the dimensions of the various parts shown in the drawings are not drawn in actual proportional relationships. Technologies, methods and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods and devices should be regarded as part of the specification. In all the examples shown and discussed here, any specific value should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters indicate like items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0187] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by orientation words such as "front, rear, upper, lower, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom", etc. is usually based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description. Without contrary explanation, these orientation words do not indicate and imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation on the protection scope of the present invention; the orientation words "inside, outside" refer to the inside and outside relative to the contour of each component itself.

[0188] For the convenience of description, spatial relative terms such as "above...", "over...", "on the upper surface of...", "upper" etc. can be used here to describe the spatial positional relationship between a device or feature shown in the figure and other devices or features. It should be understood that the spatial relative terms are intended to cover different orientations in use or operation in addition to the orientation described in the figure for the device. For example, if the device in the figure is inverted, the device described as "above other devices or structures" or "over other devices or structures" will then be positioned as "below other devices or structures" or "under other devices or structures". Thus, the exemplary term "above..." can include both the orientations of "above..." and "below...". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and corresponding interpretations should be made for the spatial relative descriptions used here.

[0189] In addition, it should be noted that the use of words such as "first", "second", etc. to limit components is only for the convenience of distinguishing the corresponding components. Without otherwise stating, the above words have no special meaning. Therefore, it should not be construed as a limitation on the protection scope of the present invention.

[0190] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A dual-motor electric drive bridge control method, characterized in that: The control method is applied to a dual-motor electric drive bridge system, the dual-motor electric drive bridge system includes a first motor and a second motor, and the dual-motor electric drive bridge system also includes: At least two driving gears are respectively arranged on the output shafts of the first motor and the second motor; A driven shaft is arranged on one side of the output shafts of the first motor and the second motor and is arranged parallel to the output shafts of the first motor and the second motor, and the driven shaft is provided with at least two first transmission components respectively connected to at least two driving gears; A combination sleeve assembly is movably disposed on the driven shaft to be connected to at least one of the at least two driving gears through at least two first transmission components to switch between different gear positions; A second transmission component is provided on the driven shaft, the output end of the second transmission component is connected to the main reducer and the differential in sequence, the output end of the differential is connected to the wheels, so as to control the switching of the transmission between different gears through the combination set assembly to drive the wheels to rotate; The dual-motor electric drive axle control method includes obtaining the output torque of the driven shaft of the vehicle and the required torque of the vehicle in a predetermined operation stage during the driving of the vehicle; the required torque is the torque of the first motor and the second motor in the predetermined operation stage; The ratio of the output torque to the required torque is defined as a torque distribution coefficient, and the torque distribution coefficient is divided into a plurality of torque points at set intervals, and the energy consumption corresponding to the first motor and the second motor at each torque point when they are in different gears is calculated respectively; Combine multiple energy consumptions according to a set combination order, and select the combination with the lowest energy consumption in the set combination order; Controlling vehicle operation with vehicle operation parameters corresponding to the combination with the lowest energy consumption; The steps of dividing the torque distribution coefficient into a plurality of torque points at set intervals and respectively calculating the energy consumption of the first motor and the second motor when each torque point is in a different gear position include: During the driving of the vehicle, a required vehicle speed and a first characteristic parameter of the vehicle are obtained, wherein the first characteristic parameter includes a speed ratio of a main reducer of the vehicle, a transmission ratio when the transmission is in first gear, a transmission ratio when the transmission is in second gear, a transmission ratio when the transmission is in third gear, a transmission ratio when the transmission is in fourth gear, and a wheel radius; According to the required vehicle speed and the first characteristic parameter, the speed of the gear position of the transmission when the first motor drives the first coupling sleeve to selectively mesh with one of the first meshing teeth and the second meshing teeth, and the speed of the gear position of the transmission when the second motor drives the second coupling sleeve to selectively mesh with one of the third meshing teeth and the fourth meshing teeth are calculated; Calculating first torques corresponding to the first motor and the second motor respectively when each torque point is in different gears; Obtaining energy consumption corresponding to when the first motor and the second motor are in different gears at each torque point according to the first torque and the speed of the first motor or the second motor corresponding to the gear at which the first torque is located; Among them, the vehicle operating parameters include the gear position of the transmission when the first motor drive coupling assembly is selectively engaged with one of the at least two driving gears, the gear position of the transmission when the second motor drive coupling assembly is selectively engaged with one of the at least two driving gears, and the torque distribution coefficient; the combination sequence is set to the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the third gear, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the fourth gear, the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the third gear, and the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the fourth gear.

2. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The dual-motor electric drive axle system further comprises: a first output shaft (8), the first output shaft (8) being arranged at a driving end of the first motor (1), the at least two driving gears comprising a first-gear driving gear (9) and a second-gear driving gear (10) arranged on the first output shaft (8); The first transmission component comprises a first meshing tooth (11) transmission-connected to the first-gear driving gear (9), and a second meshing tooth (12) transmission-connected to the second-gear driving gear (10); The coupling sleeve assembly comprises a first coupling sleeve (13) arranged between the first meshing teeth (11) and the second meshing teeth (12), so that when the first coupling sleeve (13) meshes with the first meshing teeth (11), the transmission is in a first gear state, and when the first coupling sleeve (13) meshes with the second meshing teeth (12), the transmission is in a second gear state.

3. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The dual-motor electric drive axle system further comprises: a second output shaft (14) provided at the driving end of the second motor (2); the at least two driving gears comprising a third-speed driving gear (15) and a fourth-speed driving gear (16) provided on the second output shaft (14); The first transmission component comprises a third meshing tooth (17) transmission-connected to the third-gear driving gear (15), and a fourth meshing tooth (18) transmission-connected to the fourth-gear driving gear (16); The coupling sleeve assembly comprises a second coupling sleeve (19) arranged between the third meshing teeth (17) and the fourth meshing teeth (18); when the second coupling sleeve (19) meshes with the third meshing teeth (17), the transmission is in a third gear state; when the second coupling sleeve (19) meshes with the fourth meshing teeth (18), the transmission is in a fourth gear state.

4. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The second transmission component (4) is a reducer gear disposed on the driven shaft (3), and the reducer gear is connected to the main reducer (5) to drive the wheels (7) to rotate via the differential (6).

5. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The step of combining the plurality of energy consumptions in a set combination order and selecting the combination with the lowest energy consumption in the set combination order includes: Traversing the preset energy consumption table, and determining, according to the corresponding relationship between each of the torque points and the energy consumption, a first energy consumption of the first motor when the transmission is in the first gear, a second energy consumption of the first motor when the transmission is in the second gear, a third energy consumption of the second motor when the transmission is in the third gear, and a fourth energy consumption of the second motor when the transmission is in the fourth gear, corresponding to the first torque point; Repeating the step of traversing the preset energy consumption table for a set number of times to determine the combination with the lowest energy consumption among all the total energy consumptions obtained by combining the torque points according to the set combination sequence; Among them, the preset energy consumption table includes multiple torque points, and each torque point corresponds to the first energy consumption of the first motor when the transmission is in the first gear, the second energy consumption of the first motor when the transmission is in the second gear, the third energy consumption of the second motor when the transmission is in the third gear, and the fourth energy consumption of the second motor when the transmission is in the fourth gear.

6. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The step of obtaining the required torque of the vehicle in the predetermined operation phase comprises: Acquiring a second characteristic parameter of the vehicle, the second characteristic parameter including a required power of the vehicle, a rotation speed of the driven shaft, a transmission efficiency of the main reducer, a radius of a wheel, and a required speed of the vehicle; Substituting the second characteristic parameter into the first formula to calculate the required torque; Among them, the first formula is: ； Where: represents the required torque; represents the required power; represents the transmission efficiency of the main reducer; represents the rotational speed of the driven shaft, , u represents the required vehicle speed, i0 represents the speed ratio of the main reducer, and r represents the wheel radius.

7. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The first calculation formula for calculating the speeds of the first motor and the second motor corresponding to different gears of the transmission of the vehicle according to the required vehicle speed and the first characteristic parameter includes: The calculation formula for calculating the speed of the first motor corresponding to the first torque point of the transmission in the first gear is: ； Wherein: n1 represents the speed of the first motor, i1 represents the transmission ratio when the transmission is in the first gear, i0 represents the speed ratio of the final reducer, r represents the wheel radius, and u represents the required vehicle speed; and / or, The calculation formula for calculating the speed of the first motor corresponding to the first torque point of the transmission in the second gear is: ； Wherein: n1 represents the speed of the first motor, i2 represents the transmission ratio when the transmission is in the second gear, i0 represents the speed ratio of the final reducer, r represents the wheel radius, and u represents the required vehicle speed; and / or, The calculation formula for calculating the speed of the second motor corresponding to the first torque point of the transmission in the third gear is: ； Wherein: n2 represents the speed of the second motor, i3 represents the transmission ratio when the transmission is in the third gear, i0 represents the speed ratio of the final reducer, r represents the wheel radius, and u represents the required vehicle speed; and / or, The calculation formula for calculating the speed of the second motor corresponding to the first torque point of the transmission in the fourth gear is: ； Wherein: n2 represents the speed of the second motor, i4 represents the transmission ratio when the transmission is in the fourth gear, i0 represents the speed ratio of the final reducer, r represents the wheel radius, and u represents the required vehicle speed; The rotational speeds of the first motor or the second motor when the transmission is in different gears corresponding to each torque point are calculated according to the first calculation formula, and the rotational speeds of the first motor and the second motor of the vehicle when the transmission is in different gears at all the torque points are obtained.

8. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The second calculation formula for calculating the first torque of the first motor and the second motor corresponding to the transmission being in different gears at each torque point includes: The formula for calculating the first required torque of the first motor when the transmission is in the first gear at the first torque point is: ； Where: Table 1 shows the first required torque of the first motor, represents the torque value of the first torque point, represents the required torque, i1 represents the transmission ratio when the transmission is in first gear; and / or, The formula for calculating the first required torque of the first motor when the transmission is in the second gear at the first torque point is: ； Where: represents the first required torque of the first motor, represents the torque value of the first torque point, represents the required torque, i2 represents the transmission ratio when the transmission is in second gear; and / or, The formula for calculating the first required torque of the second motor when the transmission is in the third gear at the first torque point is: ； Where: represents the first required torque of the second motor, represents the torque value of the first torque point, represents the required torque, i3 represents the transmission ratio when the transmission is in third gear; and / or, The formula for calculating the first required torque of the second motor when the transmission is in the fourth gear at the first torque point is: and / or, Where: represents the first required torque of the second motor, represents the torque value of the first torque point, i4 represents the transmission ratio when the transmission is in the fourth gear, represents the required torque; The rotational speeds of the first motor and the second motor when the transmission is in different gears corresponding to each torque point are calculated according to the second calculation formula to obtain the first required torque corresponding to the first motor and the second motor when the transmission is in different gears at all the torque points.

9. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The third calculation formula for obtaining the energy consumption corresponding to the first motor and the second motor when each of the torque points is in different gears is obtained based on the first torque and the speed corresponding to the gear where the first torque is located. include: ； Where: E 11 Represents the first energy consumption of the transmission when it is in first gear at the first torque point, T MG1 represents the first required torque of the first motor, i1 represents the transmission ratio when the transmission is in the first gear, n1 represents the speed of the first motor, represents the simulation step length, represents the efficiency of the first motor; and / or, ； Where: E 12 represents the first energy consumption of the transmission when it is in the second gear at the first torque point, i2 represents the transmission ratio when the transmission is in the second gear, represents the simulation step length, represents the efficiency of the first motor; and / or, ； Where: E 21 represents the first energy consumption of the transmission when it is in the third gear at the first torque point, i3 represents the transmission ratio when the transmission is in the third gear, n2 represents the speed of the second motor, T MG2 represents a first required torque of the second motor, represents the efficiency of the second motor, represents the simulation step size; and / or, ； Where: E 22 represents the first energy consumption of the transmission when it is in the fourth gear at the first torque point, i4 represents the transmission ratio when the transmission is in the fourth gear, T MG2 represents a first required torque of the second motor, Table simulation step length, represents the efficiency of the second motor.

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