Shifting torque control method for dual-motor multi-gear driving system

Abstract

The invention discloses a double-motor multi-gear driving system gear shifting torque control method, and relates to the field of vehicle control, and the method comprises the steps: S1, carrying out the calculation of the rotational inertia and torque of a synchronized side motor system based on the design parameters of a double-motor multi-gear electric drive box part, and combining the speed ratios of different gears through the rotational inertia and torque relational expression; calculating equivalent rotational inertia and equivalent moment of force of the transmission system under each gear; wherein the parameters are torque, rotational inertia and angular acceleration; s2, acquiring control demand input parameters, including the rotating speed of an output shaft measured based on a PWM rotating speed sensor, for calculating the gear shifting synchronous rotating speed and the angular acceleration of each component; the position of the shifting fork is measured through the PWM position sensor and used for judging the relative position state of the joint sleeve and the joint teeth.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle control, in particular to a double-motor multi-gear drive system shift torque control method, a double-motor multi-gear drive system, an electronic device, a storage medium and a vehicle platform. BACKGROUND

[0002] The double-motor multi-gear electric drive system is one of the core power architectures of current high-end new energy vehicles. Through the combination of “double-motor output shaft + output shaft multi-gear transmission”, the short board of single-motor output shaft / output shaft single-gear system in power, efficiency and high-speed performance is solved, the balance between output shaft “strong power” output shaft and output shaft “low energy consumption” output shaft is achieved, and the complex driving cycle requirements of heavy commercial vehicles in multiple scenes are covered.

[0003] The double-motor system usually adopts parallel shaft or coaxial layout. For parallel shaft layout, the two motors respectively transmit power to the output shaft through two sets of intermediate shafts and shaft tooth structures for coupled power output. The obvious advantage of this system configuration is that during the shift stage, one motor (main motor) can still output power at the current gear, and the other motor synchronizes the speed of the next gear for shift action, ensuring uninterrupted system power output.

[0004] Currently, in the double-motor multi-gear electric drive system, during the shift process of one motor, the other motor can still drive / brake to maintain the acceleration / deceleration state of the vehicle. The shift actuator needs to overcome the resistance of the motor and shaft tooth inertia during the process of disengaging and engaging gears, which has a great negative impact on the success rate of disengaging and engaging gears.

[0005] Therefore, there is a need for a double-motor multi-gear drive system shift torque control strategy to solve the technical problem that in the double-motor multi-gear electric drive system, during the shift process of one motor (synchronized side motor system), the other motor can still drive / brake to maintain the acceleration / deceleration state of the vehicle, and the shift actuator needs to overcome the resistance of the motor and shaft tooth inertia during the process of disengaging and engaging gears, which has a great negative impact on the success rate of disengaging and engaging gears. SUMMARY

[0006] The purpose of the present application is to provide a double-motor multi-gear drive system, a shift torque control method, an electronic device, a storage medium and a vehicle platform, which at least solve one of the technical problems.

[0007] When the dual-motor gear shifts, the non-shifting main motor maintains driving / braking to accelerate / decelerate the output shaft, and the synchronized side motor system of the shifting motor generates additional resistance torque on the shifting actuator due to the passive acceleration / deceleration inertia, which causes the shifting actuator to be difficult to shift and even fail to shift. Even if the resistance torque is within the shifting motor capacity, it will cause the motor to output larger torque and current, causing the shifting to be stuck, the motor to be blocked, the driving chip to be overheated, and the wire harness current to be too large, which poses a risk of system failure. The actual factors such as the oil temperature of the gearbox and the accuracy of the sensor cause the deviation between the theoretically calculated resistance torque and the actual demand, which further aggravates the shifting difficulty. The shifting resistance varies greatly under acceleration, deceleration and steady state, which causes the shifting success rate to be inconsistent under different working conditions, affecting the driving experience.

[0008] The present application provides the following solutions:

[0009] According to a first aspect of the present application, a dual-motor multi-gear drive system shifting torque control method is provided, based on a dual-motor multi-gear electric drive system, comprising:

[0010] Step S1, the rotational inertia and torque of the synchronized side motor system are calculated, including based on the dual-motor multi-gear electric drive box component design parameters, using the relationship between rotational inertia and torque , combined with the speed ratio of different gears, the equivalent rotational inertia and equivalent torque of the transmission system under each gear are calculated;

[0011] wherein, is the torque, is the rotational inertia, is the angular acceleration;

[0012] Step S2, the control demand input parameters are obtained, including the output shaft speed measured by the PWM speed sensor, which is used to calculate the shifting synchronization speed and the angular acceleration of each component;

[0013] Further comprising, the shift fork position is measured by the PWM position sensor, which is used to determine the relative position state of the engagement sleeve and the engagement teeth;

[0014] Step S3, shifting torque basic control, including judging the system working condition according to the output shaft angular acceleration, including the gear engagement and tooth separation stages in the acceleration state, controlling the shifting motor to output positive equivalent torque in the acceleration state and negative equivalent torque in the deceleration state, so that the shifting side motor and the shaft tooth system are consistent with the output shaft angular acceleration, and the inertia resistance is offset;

[0015] Wherein, the shifting motor maintains zero torque mode under steady state;

[0016] Step S4, shifting torque double PI control, including setting the time target curve under the displacement of the shift fork, and PI controlling the shifting force;

[0017] Based on the shift force PI accumulation and system working condition, the motor torque is PI calibrated to make the torque value close to the actual demand value.

[0018] Wherein, according to the actual torque of the gear and the gear ratio, the gear torque is generated.

[0019] Further, comprising:

[0020] The double-motor multi-gear electric drive box is a double-motor four-gear heavy electric drive box, and the power transmission route includes motor, motor shaft and input reduction gear pair, primary reduction gear pair, intermediate shaft, secondary reduction gear pair, front shift fork engagement sleeve, second shaft, high gear output gear pair, low gear output gear pair, rear shift fork engagement sleeve and output shaft.

[0021] Wherein, the two motor structures are symmetrically arranged, including the symmetric arrangement based on the power transmission route of the two motors to the output shaft.

[0022] Further, comprising:

[0023] The gear state is determined by the positions of the front shift fork engagement sleeve and the rear shift fork engagement sleeve, specifically comprising:

[0024] The front shift fork engagement sleeve right side combination and the rear shift fork engagement sleeve right side combination are 1st gear;

[0025] The front shift fork engagement sleeve right side combination and the rear shift fork engagement sleeve left side combination are 2nd gear;

[0026] The front shift fork engagement sleeve left side combination and the rear shift fork engagement sleeve right side combination are 3rd gear;

[0027] The front shift fork engagement sleeve left side combination and the rear shift fork engagement sleeve left side combination are 4th gear;

[0028] Wherein, at least one engagement sleeve is in the neutral position.

[0029] Further, comprising:

[0030] The system acceleration state is defined as: output shaft angular acceleration The deceleration state is defined as output shaft angular acceleration The steady state is defined as < Output shaft angular acceleration ;

[0031] Wherein, according to the influence range of the resistance torque on the shift force and the sensor signal accuracy, the values of And are determined.

[0032] Further, comprising:

[0033] When the shift force PI is positively accumulated in the acceleration state,

[0034] If the shift fork displacement lags behind the target curve, the synchronization torque is first increased through PI control, and the displacement following condition is observed;

[0035] If the displacement does not follow and the shift force PI increases, the synchronization torque is reduced until the displacement matches and the shift force PI stabilizes.

[0036] Further, comprising:

[0037] When the shift force PI is negatively accumulated in the deceleration state,

[0038] If the shift fork displacement is abnormal, the synchronization torque is first reduced through PI control, and the displacement following condition is observed;

[0039] If the displacement does not follow and the shift force increases, the synchronization torque is accumulated until the displacement matches and the shift force PI stabilizes.

[0040] Further, comprising:

[0041] In the disengagement stage, from the start of the engagement sleeve and the engagement tooth to complete separation, the shift motor outputs the corresponding equivalent torque;

[0042] In the engagement stage, from the start of the engagement sleeve and the engagement tooth to complete engagement, the shift motor outputs the corresponding equivalent torque.

[0043] According to a second aspect of the present application, a dual-motor multi-gear drive system is provided, comprising:

[0044] A motor module, a transmission module, and a control module;

[0045] The motor module includes a first motor and a second motor for generating driving torque;

[0046] The transmission module corresponds to the first motor and the second motor, and transmits and outputs the driving torque generated by the first motor and the second motor;

[0047] The control module is used to control the transmission module to transmit and output the driving torque generated by the first motor or / and the second motor, and to control the state change of the first motor and the second motor to generate driving torque, including one of the motors being a synchronized side motor;

[0048] The control module acquires speed data and mass distribution data of the driving torque transmission output line, including speed data and mass distribution data of components in the electric drive box.

[0049] According to the speed data and the mass distribution data of the driving torque transmission output line, the matching of the inertia state and the torque state on the driving torque transmission output line of the first motor and the second motor is controlled based on the synchronization required for the driving torque generated by the first motor and the second motor to be transmitted to the output shaft together.

[0050] Further, the driving torque transmission output of the first motor or / and the second motor includes:

[0051] Corresponding to the first motor, the transmission module includes a motor shaft and an input reduction gear pair, a primary reduction gear pair, an intermediate shaft, a secondary reduction gear pair, a high-gear output gear pair, and a low-gear output gear pair.

[0052] Corresponding to the first motor and the second motor, the transmission module further includes a front shift fork engagement sleeve, a second shaft, a rear shift fork engagement sleeve, and an output shaft.

[0053] Corresponding to the second motor transmission module, the parts are symmetrically arranged relative to the parts corresponding to the first motor transmission module.

[0054] Further, the control of the transmission module to transmit the driving torque generated by the first motor or / and the second motor includes:

[0055] Corresponding to the first motor, the transmission module includes a first gear, a second gear, a third gear, a fourth gear, a first neutral gear, and a second neutral gear.

[0056] Corresponding to the first gear, the motor driving torque transmission line from the first motor to the output shaft includes a motor, a motor shaft and an input reduction gear pair, a primary reduction gear pair, an intermediate shaft, a secondary reduction gear pair, a front shift fork engagement sleeve, a second shaft, a rear shift fork engagement sleeve, a low-gear output gear pair, and an output shaft.

[0057] Corresponding to the second gear, the motor driving torque transmission line from the first motor to the output shaft includes a motor, a motor shaft and an input reduction gear pair, a primary reduction gear pair, an intermediate shaft, a secondary reduction gear pair, a front shift fork engagement sleeve, a second shaft, a rear shift fork engagement sleeve, a high-gear output gear pair, and an output shaft.

[0058] Corresponding to the third gear, the motor driving torque transmission line from the first motor to the output shaft includes a motor, a motor shaft and an input reduction gear pair, a primary reduction gear pair, a front shift fork engagement sleeve, a second shaft, a rear shift fork engagement sleeve, a low-gear output gear pair, and an output shaft.

[0059] Corresponding to the fourth gear, the motor driving torque transmission line from the first motor to the output shaft includes a motor, a motor shaft and an input reduction gear pair, a primary reduction gear pair, a front shift fork engagement sleeve, a second shaft, a rear shift fork engagement sleeve, a high-gear output gear pair, and an output shaft.

[0060] Corresponding to the first neutral gear, the first motor driving torque transmission line comprises a motor, a motor shaft, an input reduction gear pair, a primary reduction gear pair, an intermediate shaft and a secondary reduction gear pair.

[0061] Corresponding to the second neutral gear, the first motor driving torque transmission line comprises a motor, a motor shaft, an input reduction gear pair, a primary reduction gear pair, an intermediate shaft and a secondary reduction gear pair, and further comprises a front shift fork engagement sleeve, a second shaft and a rear shift fork engagement sleeve.

[0062] Corresponding to the second motor, the second motor driving torque transmission line comprises a first gear position, a second gear position, a third gear position, a fourth gear position, a first neutral gear and a second neutral gear.

[0063] According to a third aspect of the present application, an electronic device is provided, comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus.

[0064] The memory stores a computer program, and when the computer program is executed by the processor, the processor executes the steps of the double-motor multi-gear driving system shifting torque control method.

[0065] According to a fourth aspect of the present application, a computer readable storage medium is provided, which stores a computer program executable by an electronic device, and when the computer program runs on the electronic device, the electronic device executes the steps of the double-motor multi-gear driving system shifting torque control method.

[0066] According to a fifth aspect of the present application, a vehicle platform is provided, comprising:

[0067] An electronic device is used to implement the steps of the double-motor multi-gear driving system shifting torque control method.

[0068] A processor runs a program, and when the program runs, the data output from the electronic device executes the steps of the double-motor multi-gear driving system shifting torque control method.

[0069] A storage medium is used to store a program, and when the program runs, the data output from the electronic device executes the steps of the double-motor multi-gear driving system shifting torque control method.

[0070] Through the above scheme, the following beneficial technical effects are obtained:

[0071] The present application compensates for the inertia resistance by torque compensation, realizes no additional resistance during gear shifting in acceleration and deceleration dynamic working conditions, significantly improves the gear shifting success rate in each working condition, and solves the core failure risk.

[0072] The application avoids overloading and locking of the gear shifting motor, reduces the risk of temperature rise of the driving chip and wire harness overcurrent, and prolongs the service life of the motor, control board and transmission system.

[0073] The application dynamically calibrates torque through double PI control, eliminates the influence of factors such as temperature and lubrication, accurately matches torque control with actual demand, and reduces gear shifting impact.

[0074] The application realizes consistent gear shifting performance under acceleration, deceleration and steady state conditions, improves driving smoothness and stability, and ensures uninterrupted power output.

[0075] The application solves the gear shifting problem without affecting the core advantages of the dual motor system, namely, strong power and low energy consumption, and takes into account power performance and energy saving demand. BRIEF DESCRIPTION OF DRAWINGS

[0076] Figure 1 is a flowchart of a dual motor multi-gear driving system gear shifting torque control method provided by one or more embodiments of the application.

[0077] Figure 2 is a structural diagram of a dual motor multi-gear driving system provided by one or more embodiments of the application.

[0078] Figure 3 is a schematic diagram of the motor, gear meshing and transmission relationship structure topology relationship of a dual motor multi-gear driving system provided by one specific embodiment of the application.

[0079] Figure 3a is a first gear position schematic diagram of a dual motor multi-gear driving system provided by one specific embodiment of the application.

[0080] Figure 3b is a second gear position schematic diagram of a dual motor multi-gear driving system provided by one specific embodiment of the application.

[0081] Figure 3c is a third gear position schematic diagram of a dual motor multi-gear driving system provided by one specific embodiment of the application.

[0082] Figure 3d is a fourth gear position schematic diagram of a dual motor multi-gear driving system provided by one specific embodiment of the application.

[0083] Figure 3e is a first idle gear schematic diagram of a dual motor multi-gear driving system provided by one specific embodiment of the application.

[0084] Figure 3f is a second idle gear schematic diagram of a dual motor multi-gear driving system provided by one specific embodiment of the application.

[0085] Figure 4 is a schematic diagram of the motor synchronization torque control process in the gear shifting of the double-motor multi-gear driving system provided by one specific embodiment of the present application.

[0086] Figure 4a is a schematic diagram of the motor synchronization torque control process in the gear shifting of the double-motor multi-gear driving system provided by one specific embodiment of the present application.

[0087] Figure 5 is an electronic device structure block diagram of the gear shifting torque control method provided by one or more embodiments of the present application.

[0088] Reference numerals: 1, motor; 2, motor shaft and input reduction gear pair; 3, primary reduction gear pair; 4, intermediate shaft; 5, secondary reduction gear pair; 6, front shift fork engagement sleeve; 7, two shafts; 8, high gear output gear pair; 9, low gear output gear pair; 10, rear shift fork engagement sleeve; 11, output shaft. DETAILED DESCRIPTION

[0089] The technical solutions of the present application will be described clearly and completely below in combination with the drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0090] Figure 1 is a flowchart of a double-motor multi-gear driving system gear shifting torque control method provided by one or more embodiments of the present application.

[0091] As shown in the double-motor multi-gear driving system gear shifting torque control method, Figure 1 based on the double-motor multi-gear electric drive system, comprising:

[0092] Step S1, calculating the rotational inertia and torque of the synchronized side motor system, including based on the double-motor multi-gear electric drive box component design parameters, using the relationship between rotational inertia and torque , combined with the speed ratio of different gears, calculating the equivalent rotational inertia and equivalent torque of the transmission system under each gear;

[0093] wherein, is the torque, is the rotational inertia, is the angular acceleration;

[0094] Step S2, obtaining control demand input parameters, including based on the output shaft 11 speed measured by the PWM speed sensor, for calculating the gear shifting synchronization speed and the angular acceleration of each component;

[0095] Further comprising, the shift fork position is measured by the PWM position sensor, which is used to determine the relative position state of the engagement sleeve and the engagement tooth;

[0096] Step S3, shift torque basic control, including determining the system working condition according to the output shaft 11 angular acceleration, including the gear engagement and the gear disengagement stage, controlling the shift motor to output positive equivalent torque in acceleration state, and output negative equivalent torque in deceleration state, so that the shift side motor and the shaft tooth system are consistent with the output shaft 11 angular acceleration, and the inertia resistance is offset;

[0097] Wherein, the shift motor maintains zero torque mode in steady state;

[0098] Step S4, shift torque double PI control, including setting the time target curve under the disengagement shift fork displacement, and PI controlling the shift force;

[0099] Based on the shift force PI accumulation and the system working condition, the motor torque is PI calibrated to make the torque value close to the actual demand value;

[0100] Wherein, the engagement torque is generated according to the actual disengagement torque and the gear ratio.

[0101] In this embodiment, it includes:

[0102] The double-motor multi-gear electric drive box is a double-motor four-gear heavy electric drive box, and the power transmission route includes motor 1, motor shaft and input reduction gear pair 2, primary reduction gear pair 3, intermediate shaft 4, secondary reduction gear pair 5, front shift fork engagement sleeve 6, two shafts 7, high gear output gear pair 8, low gear output gear pair 9, rear shift fork engagement sleeve 10 and output shaft 11.

[0103] Wherein, the two motor structures are symmetrically arranged, including symmetrically arranging based on the power transmission routes of the two motors to the output shaft 11.

[0104] In this embodiment, it includes:

[0105] The gear state is determined by the positions of the front shift fork engagement sleeve 6 and the rear shift fork engagement sleeve 10, specifically including:

[0106] The front shift fork engagement sleeve 6 right side combination and the rear shift fork engagement sleeve 10 right side combination are 1 gear;

[0107] The front shift fork engagement sleeve 6 right side combination and the rear shift fork engagement sleeve 10 left side combination are 2 gears;

[0108] The front shift fork engagement sleeve 6 left side combination and the rear shift fork engagement sleeve 10 right side combination are 3 gears;

[0109] The front shift fork engagement sleeve 6 left side combination and the rear shift fork engagement sleeve 10 left side combination are 4 gears;

[0110] Wherein, at least one engagement sleeve is in the intermediate position when the empty gear is engaged.

[0111] In the embodiment, comprising:

[0112] The system acceleration state is defined as: the angular acceleration of the output shaft 11 The deceleration state is defined as the angular acceleration of the output shaft 11 The steady state is defined as <Angular acceleration of the output shaft 11 ;

[0113] Wherein, according to the influence range of the resistance torque on the shift force and the sensor signal accuracy, the values of And are determined.

[0114] In the embodiment, comprising:

[0115] In the acceleration state, when the shift force PI is positively accumulated,

[0116] If the shift fork displacement lags behind the target curve, the synchronous torque is first increased through PI control, and the displacement following condition is observed;

[0117] If the displacement does not follow and the shift force PI increases, the synchronous torque is reduced until the displacement matches and the shift force PI is stable.

[0118] In the embodiment, comprising:

[0119] In the deceleration state, when the shift force PI is negatively accumulated,

[0120] If the shift fork displacement is abnormal, the synchronous torque is first reduced through PI control, and the displacement following condition is observed;

[0121] If the displacement does not follow and the shift force increases, the synchronous torque is accumulated until the displacement matches and the shift force PI is stable.

[0122] In the embodiment, comprising:

[0123] In the disengagement stage, from the beginning of the separation of the engagement sleeve and the engagement tooth to the complete separation, the shift motor outputs the corresponding equivalent torque;

[0124] In the engagement stage, from the beginning of the combination of the engagement sleeve and the engagement tooth to the complete combination, the shift motor outputs the corresponding equivalent torque.

[0125] Figure 2 It is a structural diagram of a double-motor multi-gear driving system provided by one or more embodiments of the application.

[0126] As shown in the double-motor multi-gear driving system, Figure 2 comprising:

[0127] Motor module, transmission module, and control module;

[0128] The motor module includes a first motor and a second motor, used to generate drive torque;

[0129] The transmission module, corresponding to the first motor and the second motor, transmits and outputs the driving torque generated by the first motor and the second motor.

[0130] The control module is used to control the transmission module to transmit and output the driving torque generated by the first motor and / or the second motor, and to control the state changes of the first motor and the second motor to generate driving torque, including one of the motors being the synchronous side motor;

[0131] The control transmission module transmits the driving torque generated by the first motor or / and the second motor, including acquiring speed data and mass distribution data of the driving torque transmission output line, including speed data and mass distribution data of components in the electric drive box.

[0132] Based on the speed data and mass distribution data of the drive torque transmission output line, and based on the synchronization required to achieve the joint transmission of the drive torque generated by the first motor and the second motor to the output shaft 11, the matching of the inertia state and torque state on the drive torque transmission output line of the first motor and the second motor is controlled.

[0133] In this embodiment, transmitting the drive torque generated by the first motor and / or the second motor includes:

[0134] Corresponding to the first motor, the transmission module includes a motor shaft and input reduction gear pair 2, a first-stage reduction gear pair 3, an intermediate shaft 4, a second-stage reduction gear pair 5, a high-speed output gear pair 8, and a low-speed output gear pair 9;

[0135] Corresponding to the first motor and the second motor, the transmission module also includes a front shift fork engagement sleeve 6, a second shaft 7, a rear shift fork engagement sleeve 10, and an output shaft 11.

[0136] The portion corresponding to the second motor drive module is arranged symmetrically relative to the portion corresponding to the first motor drive module.

[0137] In this embodiment, the control transmission module transmits and outputs the drive torque generated by the first motor and / or the second motor, including:

[0138] Corresponding to the first motor, it includes the first gear, the second gear, the third gear, the fourth gear, the first neutral gear, and the second neutral gear;

[0139] Corresponding to the first gear, the motor drive torque transmission line from the first motor to the output shaft 11 includes the motor 1, the motor shaft and the input reduction gear pair 2, the first-stage reduction gear pair 3, the intermediate shaft 4, the second-stage reduction gear pair 5, the front shifter sleeve 6, the second shaft 7, the rear shifter sleeve 10, the low-gear output gear pair 9 and the output shaft 11;

[0140] Corresponding to the second gear, the motor drive torque transmission line from the first motor to the output shaft 11 includes the motor 1, the motor shaft and the input reduction gear pair 2, the first-stage reduction gear pair 3, the intermediate shaft 4, the second-stage reduction gear pair 5, the front shifter sleeve 6, the second shaft 7, the rear shifter sleeve 10, the high-gear output gear pair 8 and the output shaft 11;

[0141] Corresponding to the third gear, the motor drive torque transmission line from the first motor to the output shaft 11 includes the motor 1, the motor shaft and the input reduction gear pair 2, the first-stage reduction gear pair 3, the front shifter sleeve 6, the second shaft 7, the rear shifter sleeve 10, the low-gear output gear pair 9 and the output shaft 11;

[0142] Corresponding to the fourth gear, the motor drive torque transmission line from the first motor to the output shaft 11 includes the motor 1, the motor shaft and the input reduction gear pair 2, the first-stage reduction gear pair 3, the front shifter sleeve 6, the second shaft 7, the rear shifter sleeve 10, the high-gear output gear pair 8 and the output shaft 11;

[0143] Corresponding to the first neutral gear, the first motor drive torque transmission line includes the motor 1, the motor shaft and the input reduction gear pair 2, the first-stage reduction gear pair 3, the intermediate shaft 4 and the second-stage reduction gear pair 5;

[0144] Corresponding to the second neutral gear, the first motor drive torque transmission line includes the motor 1, the motor shaft and the input reduction gear pair 2, the first-stage reduction gear pair 3, the intermediate shaft 4 and the second-stage reduction gear pair 5, and further includes the front shifter sleeve 6, the second shaft 7 and the rear shifter sleeve 10;

[0145] Corresponding to the second motor, based on the part corresponding to the second motor drive module, the part corresponding to the first motor drive module is symmetrically arranged, and the second motor includes the first gear, the second gear, the third gear, the fourth gear, the first neutral gear and the second neutral gear, and the second motor drive torque transmission line corresponding to the gear.

[0146] It is worth noting that although the system / device only discloses the above-mentioned module / unit module, it does not mean that the system / device is limited to the above-mentioned basic function module, and relatively, the meaning expressed by the present application is that on the basis of the above-mentioned basic function module, the person skilled in the art can add one or more function modules in combination with the prior art to form infinite embodiments or technical solutions, that is, the system is open rather than closed, and the protection scope of the present application cannot be limited to the above-mentioned basic function module because the present embodiment only discloses individual basic function modules.

[0147] In one specific embodiment, a dual-motor multi-gear electric drive system is disclosed, which is a parallel shaft type dual-motor multi-gear electric drive system, such as a dual-motor four-gear heavy electric drive box configuration, which includes: as shown in 3, the power transmission route components thereof include motor 1, motor shaft and input reduction gear pair 2, primary reduction gear pair 3, intermediate shaft 4, secondary reduction gear pair 5, front shift fork engagement sleeve 6, two shafts 7, high gear output gear pair 8, low gear output gear pair 9, rear shift fork engagement sleeve 10, output shaft 11, realizing power transmission from motor 1 to output shaft 11 under different gears, and the two motor structures are symmetrically arranged.

[0148] The components that determine the gear of the motor are the positions of the front shift fork and rear shift fork control engagement sleeves:

[0149] 1) When the front shift fork engagement sleeve 6 is combined with the secondary reduction gear pair 5 on the right side and the rear shift fork engagement sleeve 10 is combined with the low gear output gear pair 9 on the right side, the motor is in gear 1 (as shown in the power transmission route of Figure 3a );

[0150] 2) When the front shift fork engagement sleeve 6 is combined with the secondary reduction gear pair 5 on the right side and the rear shift fork engagement sleeve 10 is combined with the high gear output gear pair 8 on the left side, the motor is in gear 2 (as shown in the power transmission route of Figure 3b );

[0151] 3) When the front shift fork engagement sleeve 6 is combined with the primary reduction gear pair 3 on the left side and the rear shift fork engagement sleeve 10 is combined with the low gear output gear pair 9 on the right side, the motor is in gear 3 (as shown in the power transmission route of Figure 3c );

[0152] 4) When the front shift fork engagement sleeve 6 is combined with the primary reduction gear pair 3 on the left side and the rear shift fork engagement sleeve 10 is combined with the high gear output gear pair 8 on the left side, the motor is in gear 4 (as shown in the power transmission route of Figure 3d ).

[0153] 5) When at least one of the front shift fork and rear shift fork engagement sleeve 10 is in the middle position and is not combined with the left and right gear pair engagement teeth, the motor is in neutral gear (as shown in the power transmission route of Figure 3e、 3f The power transmission route shown in FIG. 1).

[0154] In another specific embodiment, a dual-motor multi-gear drive system shift torque control method based on a dual-motor multi-gear electric drive system is disclosed, comprising:

[0155] [1] Theoretical calculation of the moment of inertia and torque of the synchronized motor system:

[0156] According to the relationship between the moment of inertia and the torque , the mass and radius of each component can be directly obtained according to the part design parameters (i.e. is known), and the angular acceleration value can be calculated to calculate the corresponding torque of each component moment of inertia, as well as the equivalent moment of inertia and equivalent torque of the entire transmission system under different gears.

[0157] [2] Control demand input parameters:

[0158] 1) Output shaft 11 speed, measured by PWM speed sensor, which can be used to calculate motor 1 shift synchronization speed and output shaft 11 angular acceleration, and further calculate the angular acceleration of each component under different gears;

[0159] 2) Shifting fork position, measured by PWM position sensor, used to determine the relative position state of the engagement sleeve and the engagement tooth gear.

[0160] [3] Shift torque basic control method:

[0161] For the conventional shift control scheme, the motor torque is unloaded to zero torque mode, then the shift actuator performs the action of removing the gear, and after the gear is removed and the motor speed is adjusted to the synchronization speed, the zero torque mode is entered again. After the shift actuator pushes the gear into the gear, it responds to the vehicle controller demand to output positive or negative torque.

[0162] But for the parallel axis dual motor system, one motor shifting, the other motor and output shaft 11 may be in acceleration or deceleration state (there is angular acceleration) in response to the driver input, at this time the shifting motor is in the stage of just engaging to fully engaging, and the transmission system is in a partially combined state, which will maintain the acceleration or deceleration state synchronized with the output shaft 11. The shifting motor can maintain this state, which comes from a torque existing in the motor and transmission shaft tooth system. During the engagement process, the system controls the shifting motor to apply a shifting force to push the shift fork into the gear, and the acceleration or deceleration synchronization state of the motor and transmission shaft tooth system is maintained during the process of the engagement sleeve and engagement tooth from just engaging to fully engaging. The relative engagement shift fork needs to overcome the resistance torque generated by the motor and transmission shaft tooth system from steady state (no angular acceleration) to acceleration or deceleration (angular acceleration). Because the commercial vehicle transmission shaft and motor have large moments of inertia, the torque generated by the shifting motor is difficult to overcome this resistance torque, resulting in that when the system is in rapid acceleration or rapid deceleration (large angular acceleration), the engagement gear resistance torque exceeds the shifting motor capacity, the shift fork cannot be pushed into the gear, causing the engagement failure problem.

[0163] For the shifting motor clear torque starting to disengage to the process of the engagement sleeve and engagement tooth fully separating, there is the same problem as the engagement process. The motor torque is cleared to maintain zero torque mode, but the motor and transmission shaft tooth system still need to maintain the acceleration or deceleration state synchronized with the output shaft 11 in the above process, and there is also a torque to maintain this state. The disengagement shift fork needs to overcome the resistance torque generated by the motor and transmission shaft tooth system from steady state (no angular acceleration) to acceleration or deceleration (angular acceleration) during the process of the disengagement shift fork pushing the disengagement engagement sleeve and tooth apart. If the disengagement resistance torque exceeds the shifting motor capacity, the shift fork cannot be disengaged, causing the disengagement failure problem.

[0164] It should be noted that even if the disengagement and engagement resistance torque is within the shifting motor capacity, the shifting motor will output greater torque and current, and even in severe cases, the shifting motor will be blocked, causing the shifting motor drive chip to heat up quickly, and the continuous current in the wiring harness circuit is too large, which will cause system failure risk.

[0165] In view of the problem existing in the shifting of the double-motor multi-gear driving system, the shifting control method provided in the embodiment is to calculate the angular acceleration of the shifting motor and the transmission shaft tooth system according to the angular acceleration of the output shaft 11, and then calculate the equivalent torque of the shifting motor system. In the gear engagement and tooth separation stages, if the angular acceleration of the output shaft 11 is positive, that is, the electric driving system is in an acceleration state, the shifting motor outputs a positive equivalent torque; if the angular acceleration of the output shaft 11 is negative, that is, the electric driving system is in a deceleration state, the shifting motor outputs a negative equivalent torque, so that the motor and the shaft tooth system and the output shaft 11 remain in a synchronous state. Before and after the gear engagement, the output shaft 11 side fixedly connected with the engagement sleeve and the motor side fixedly connected with the engagement tooth are controlled by the shifting actuator. Since the angular accelerations are the same, the gear engagement does not need to overcome the resistance to drag the motor and the shaft tooth side to accelerate or decelerate. In the tooth separation process, the motor torque makes the angular acceleration of the engagement sleeve and the engagement tooth the same, and the tooth separation also does not need to overcome the resistance to drag the motor and the shaft tooth side to accelerate or decelerate.

[0166] 1) For the system in an acceleration state defined as the angular acceleration of the output shaft 11 > ωacc, taking the shifting process of the No. 1 motor from gear 1 to gear 2 as an example, the angular acceleration of the output shaft 11 is ω1, the angular accelerations of the motor and the transmission shaft tooth under gears 1 and 2 are ωa and ωb respectively, the resistance torques Ta and Tb are calculated, the motor output torque is Tm, the shift fork moves to make the engagement sleeve and the engagement tooth start to separate at position P1 (such as the preferred value -10 mm), the engagement sleeve and the engagement tooth completely separate at position P2 (such as the preferred value -3 mm), the process from P1 to P2 makes the No. 1 motor output a positive torque Ta, so as to ensure that the shift fork does not need to overcome the resistance torque after the gear 1 tooth separation process, and the gear separation is performed according to the normal system control separation force; the motor speed is synchronized and the shift fork moves to make the engagement sleeve and the engagement tooth start to combine at position P3 (such as the preferred value 3 mm), the engagement sleeve and the engagement tooth completely combine at position P4 (such as the preferred value 10 mm), the process from P3 to P4 makes the No. 1 motor output a positive torque Tb, so as to ensure that the shift fork does not need to overcome the resistance torque after the gear 2 engagement process, and the gear engagement is performed according to the normal system control engagement force.

[0167] 2) For the system in deceleration state defined as the output shaft 11 angular acceleration < ωdcc, take the 1# motor 4 gear down 2 gear shifting process as an example, the output shaft 11 angular acceleration is ω2, the gear and transmission shaft tooth angular acceleration under 4th and 2nd gear are ωc and ωd respectively, the resistance torque Tc and Td are calculated, the motor clear torque and the shift fork movement make the engagement sleeve and the engagement tooth start to separate position P1, the engagement sleeve and the engagement tooth completely separate position is P2, P1 to P2 process makes the 1# motor output negative torque -Tc, ensures that the shift fork does not need to overcome the resistance torque after 4th gear disengaging process, and disengages according to the normal system control disengaging force; the motor speed synchronization and the shift fork movement make the engagement sleeve and the engagement tooth start to combine position P3, the engagement sleeve and the engagement tooth completely separate position is P4, P3 to P4 process makes the 1# motor output negative torque -Td, ensures that the shift fork does not need to overcome the resistance torque after 2nd gear engaging process, and engages according to the normal system control engaging force. As shown in Figure 4a

[0168] 3) For the system in steady state defined as ωdcc < output shaft 11 angular acceleration < ωacc, the disengaging motor clear torque to the engagement sleeve and the engagement tooth completely separate, and the engaging engagement sleeve and the engagement tooth start to combine to the completely engaged motor can output power process, the motor always maintains zero torque mode in the two stages. The determination of ωdcc and ωacc values is determined by calculating the influence of resistance torque on shifting force in a small range, and considering the accuracy of the output shaft 11 speed sensor signal, filtering, etc., to avoid the motor frequently from zero torque mode to torque output mode in the shifting process, and increase the power consumption of the system.

[0169] [4] Shifting torque detailed control method:

[0170] For the actual shifting process of the system, due to the existence of many influencing factors such as transmission oil temperature, shifting actuator and control chip temperature, lubricating oil pump capacity, speed sensor accuracy, etc., only according to the angular acceleration calculated after filtering the output shaft 11 speed, the resistance torque theoretical value under each gear is calculated, and the motor torque control in shifting may not correspond to the actual value, which may cause the shifting actuator to still bear additional resistance torque when disengaging and engaging, and may cause shifting difficulty. The system shifting will first perform disengaging action, for the disengaging process, since there is no top tooth condition for engaging, the disengaging shift fork displacement-time target curve can be set based on the shifting actuator capacity, and the disengaging force is controlled by PI, when the actual displacement of the shift fork is less than the target value, the corresponding shifting force is increased, and vice versa.

[0171] ​When the system is in acceleration state and the shift force PI is positively accumulated, it is judged that the output shaft 11 angular acceleration calculation value ωa is less than the actual value ωb due to the filtering influence, the PI control motor torque is accumulated, when the actual displacement of the shift fork approaches the target value, the motor torque tends to be stable, and it is considered that this value is the torque corresponding to the angular acceleration actual value ωb under this working condition; if the actual displacement of the shift fork does not approach the target value after the motor torque increases and the shift force increases, it is considered that other factors affect the shift force, the PI control motor torque is accumulated, when the actual displacement of the shift fork approaches the target value and the shift force PI cumulative reduction, the motor torque tends to be stable, and it is considered that this value is the torque corresponding to the angular acceleration actual value ωb under this working condition.

[0172] When the system is in deceleration state and the shift force PI is negatively accumulated, it is judged that the output shaft 11 angular acceleration calculation negative value ωa is greater than the actual value ωb due to the filtering influence, the PI control motor torque is reduced, when the actual displacement of the shift fork approaches the target value, the motor torque tends to be stable, and it is considered that this value is the torque corresponding to the angular acceleration actual value ωb under this working condition; if the actual displacement of the shift fork does not approach the target value after the motor torque increases and the shift force increases, it is considered that other factors affect the shift force, the PI control motor torque is accumulated, when the actual displacement of the shift fork approaches the target value and the shift force PI cumulative reduction, the motor torque tends to be stable, and it is considered that this value is the torque corresponding to the angular acceleration actual value ωb under this working condition.

[0173] The system is empty gear to the speed regulation gear time is short, it is considered that the system acceleration is basically unchanged in this process, and the control motor torque is calculated according to the actual control torque when the gear is pulled out (based on the speed ratio calculation between pulling out and hanging gear)

[0174] Figure 5 It is an electronic device structure block diagram of the shift torque control method provided by one or more embodiments of the application.

[0175] As shown in Figure 5 The present application provides an electronic device, comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete the communication among each other through the communication bus;

[0176] The memory stores a computer program, and when the computer program is executed by the processor, the processor executes the steps of the shift torque control method of the double-motor multi-gear drive system.

[0177] The present application also provides a computer readable storage medium storing a computer program executable by an electronic device, which makes the electronic device execute the steps of the shift torque control method of the double-motor multi-gear drive system when the computer program runs on the electronic device.

[0178] The present application also provides a vehicle platform, comprising:

[0179] An electronic device for implementing the steps of the shift torque control method of a dual-motor multi-gear drive system;

[0180] A processor, the processor running a program, the program executing the steps of the shift torque control method of a dual-motor multi-gear drive system when the program is running on data output from the electronic device;

[0181] A storage medium for storing a program, the program executing the steps of the shift torque control method of a dual-motor multi-gear drive system when the program is running on data output from the electronic device.

[0182] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or only one type of bus.

[0183] The electronic device includes a hardware layer, an operating system layer running on the hardware layer, and an application layer running on the operating system. The hardware layer includes hardware such as a central processing unit (CPU), a memory management unit (MMU), and a memory. The operating system can be any one or more computer operating systems that implement control of the electronic device through a process, such as a Linux operating system, a Unix operating system, an Android operating system, an iOS operating system, or a windows operating system, etc. In the embodiments of the present application, the electronic device can be a handheld device such as a smartphone or a tablet computer, or an electronic device such as a desktop computer or a portable computer, which is not particularly limited in the embodiments of the present application.

[0184] The execution subject of the electronic device control in the embodiments of the present application can be the electronic device, or a functional module in the electronic device capable of calling and executing a program. The electronic device can obtain firmware corresponding to the storage medium, the firmware corresponding to the storage medium being provided by a supplier, and the firmware corresponding to different storage media can be the same or different, which is not limited herein. After the electronic device obtains the firmware corresponding to the storage medium, the electronic device can write the firmware corresponding to the storage medium into the storage medium, specifically, burn the firmware corresponding to the storage medium into the storage medium. The process of burning the firmware into the storage medium can be implemented by using the prior art, which is not described in detail in the embodiments of the present application.

[0185] The electronic device can also acquire a reset command corresponding to the storage medium, which is provided by a vendor. The reset commands corresponding to different storage media can be the same or different, which is not limited herein.

[0186] At this time, the storage medium of the electronic device is the storage medium with the corresponding firmware written therein. The electronic device can respond to the reset command corresponding to the storage medium in the storage medium with the corresponding firmware written therein, so that the electronic device resets the storage medium with the corresponding firmware written therein according to the reset command corresponding to the storage medium. The process of resetting the storage medium according to the reset command can be implemented by the prior art, which is not described in detail in the embodiments of the present application.

[0187] For the convenience of description, the above apparatus is described as various units and modules in terms of functions. Of course, the functions of the units and modules can be implemented in one or more software and / or hardware in the implementation of the present application.

[0188] Those skilled in the art can understand that, unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meaning as commonly understood by those skilled in the art to which the present application belongs. It should also be understood that terms such as those defined in general dictionaries should be understood in the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined.

[0189] For the convenience of description, the above apparatus is described as various units and modules in terms of functions. Of course, the functions of the units and modules can be implemented in one or more software and / or hardware in the implementation of the present application.

[0190] From the above description of the embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software and the necessary general hardware platform. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which can be stored in a storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server or a network device, etc.) execute the methods described in the various embodiments or some parts of the embodiments of the present application.

[0191] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit the present application; although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions recorded in the above embodiments can be modified, or some or all of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for controlling the shift torque of a dual-motor multi-gear drive system, based on a dual-motor multi-gear electric drive system, characterized in that, include: Step S1 involves calculating the moment of inertia and torque of the synchronized motor system, including using the relationship between moment of inertia and torque based on the design parameters of the dual-motor multi-speed electric drive unit. By combining the speed ratios of different gears, the equivalent moment of inertia and equivalent torque of the transmission system under each gear are calculated. in, For torque, For rotational inertia, Angular acceleration; Step S2: Obtain the control requirement input parameters, including the output shaft speed measured by the PWM speed sensor, which is used to calculate the shift synchronization speed and the angular acceleration of each component; It also includes measuring the position of the shift fork using a PWM position sensor to determine the relative position of the engagement sleeve and the engagement teeth; Step S3, basic control of shift torque, including judging the system operating condition based on the output shaft angular acceleration, including the gear engagement and disengagement gear separation stages. In the acceleration state, the shift motor is controlled to output a positive synchronous equivalent torque, and in the deceleration state, a negative synchronous equivalent torque is output, so that the shift side motor and shaft gear system are consistent with the output shaft angular acceleration, thus counteracting the inertial resistance. In steady state, the shift motor maintains a zero-torque mode. Step S4, dual PI control of shift torque, including setting the time target curve under the displacement of the shift fork, and performing PI control on the shift force; Based on the PI accumulation of shift force and system operating conditions, PI calibration is performed on the motor torque to make the torque value close to the actual required value. Specifically, the engagement synchronization torque is generated based on the actual synchronization torque when disengaging the gear and the gear ratio.

2. The shift torque control method for a dual-motor multi-gear drive system according to claim 1, characterized in that, include: The dual-motor multi-speed electric drive box is a dual-motor four-speed heavy-duty electric drive box. Its power transmission route includes the motor, motor shaft and input reduction gear pair, first-stage reduction gear pair, intermediate shaft, second-stage reduction gear pair, front shift fork engagement sleeve, second shaft, high-speed output gear pair, low-speed output gear pair, rear shift fork engagement sleeve and output shaft. The two motors are arranged symmetrically, including the power transmission routes from the two motors to their respective output shafts.

3. The shift torque control method for a dual-motor multi-gear drive system according to claim 2, characterized in that, include: The gear position is determined by the position of the front shift fork engagement sleeve and the rear shift fork engagement sleeve, specifically including: The engagement of the right side of the front shift fork engagement sleeve and the engagement of the right side of the rear shift fork engagement sleeve constitutes gear 1. The front shift fork engagement sleeve is on the right side and the rear shift fork engagement sleeve is on the left side, which is gear 2. The front shift fork engagement sleeve is on the left side and the rear shift fork engagement sleeve is on the right side, which is 3rd gear; The front shift fork engagement sleeve is engaged on the left side, and the rear shift fork engagement sleeve is engaged on the left side, which is 4th gear; At least one of the coupling sleeves is in a gap when it is in the middle position.

4. The shift torque control method for a dual-motor multi-gear drive system according to claim 1, characterized in that, include: The system acceleration state is defined as: output shaft angular acceleration > The deceleration state is defined as the output shaft angular acceleration < Steady state is defined as <Output shaft angular acceleration< ; Among them, the influence range of the resistance torque on the shifting force and the accuracy of the sensor signal are determined. and The value of .

5. The shift torque control method for a dual-motor multi-gear drive system according to claim 1, characterized in that, include: When the shift force PI increases positively during acceleration, If the shift fork displacement lags behind the target curve, first increase the synchronous torque through PI control and observe the displacement following situation; If the displacement does not follow and the shift force PI increases, then reduce the synchronous torque until the displacement matches and the shift force PI stabilizes.

6. The shifting torque control method for a dual-motor multi-gear drive system according to claim 1, characterized in that, include: When the shift force PI increases negatively during deceleration, If the shift fork displacement is abnormal, first reduce the synchronous torque through PI control and observe the displacement following situation; If the displacement does not follow and the shifting force increases, then the synchronous torque is accumulated until the displacement matches and the shifting force PI stabilizes.

7. The shift torque control method for a dual-motor multi-gear drive system according to claim 1, characterized in that, include: During the disengagement phase, from the initial separation of the engagement sleeve and engagement teeth to complete separation, the shift motor outputs the corresponding equivalent torque; During the gear engagement phase, from the moment the engagement sleeve and engagement teeth begin to engage until they are fully engaged, the shift motor outputs the corresponding equivalent torque.

8. A dual-motor multi-gear drive system, characterized in that, include: Motor module, transmission module, and control module; The motor module includes a first motor and a second motor, used to generate drive torque; The transmission module, corresponding to the first motor and the second motor, transmits and outputs the driving torque generated by the first motor and the second motor. The control module is used to control the transmission module to transmit and output the driving torque generated by the first motor and / or the second motor, and to control the state changes of the first motor and the second motor to generate driving torque, including one of the motors being the synchronous side motor; The control transmission module transmits the driving torque generated by the first motor or / and the second motor, including acquiring speed data and mass distribution data of the driving torque transmission output line, including speed data and mass distribution data of components in the electric drive box. Based on the speed data and mass distribution data of the drive torque transmission output line, and based on the synchronization required to achieve the joint transmission of the drive torque generated by the first motor and the second motor to the output shaft, the matching of the inertia state and torque state on the drive torque transmission output line of the first motor and the second motor is controlled.

9. The dual-motor multi-gear drive system according to claim 8, characterized in that, The transmission and output of the driving torque generated by the first motor and / or the second motor includes: Corresponding to the first motor, the transmission module includes a motor shaft and an input reduction gear pair, a first-stage reduction gear pair, an intermediate shaft, a second-stage reduction gear pair, a high-speed output gear pair, and a low-speed output gear pair; Corresponding to the first motor and the second motor, the transmission module also includes a front shift fork engagement sleeve, two shafts, a rear shift fork engagement sleeve, and an output shaft; The portion corresponding to the second motor drive module is arranged symmetrically relative to the portion corresponding to the first motor drive module.

10. The dual-motor multi-gear drive system according to claim 9, characterized in that, include: The control transmission module transmits and outputs the driving torque generated by the first motor and / or the second motor, including: Corresponding to the first motor, it includes the first gear, the second gear, the third gear, the fourth gear, the first neutral gear, and the second neutral gear; Corresponding to the first gear, the motor drive torque transmission line from the first motor to the output shaft includes the motor, motor shaft and input reduction gear pair, first-stage reduction gear pair, intermediate shaft, second-stage reduction gear pair, front shift fork engagement sleeve, second shaft, rear shift fork engagement sleeve, low-gear output gear pair and output shaft; Corresponding to the second gear, the motor drive torque transmission line from the first motor to the output shaft includes the motor, motor shaft and input reduction gear pair, first-stage reduction gear pair, intermediate shaft, second-stage reduction gear pair, front shift fork engagement sleeve, second shaft, rear shift fork engagement sleeve, high-gear output gear pair and output shaft; Corresponding to the third gear, the motor drive torque transmission line from the first motor to the output shaft includes the motor, motor shaft and input reduction gear pair, first-stage reduction gear pair, front shift fork engagement sleeve, second shaft, rear shift fork engagement sleeve, low-gear output gear pair and output shaft; Corresponding to the fourth gear, the motor drive torque transmission line from the first motor to the output shaft includes the motor, motor shaft and input reduction gear pair, first-stage reduction gear pair, front shift fork engagement sleeve, second shaft, rear shift fork engagement sleeve, high-gear output gear pair and output shaft; Corresponding to the first neutral position, the first motor drive torque transmission line includes a motor, a motor shaft and an input reduction gear pair, a first-stage reduction gear pair, an intermediate shaft and a second-stage reduction gear pair; Corresponding to the second neutral position, the first motor drive torque transmission line includes a motor, a motor shaft and an input reduction gear pair, a first-stage reduction gear pair, an intermediate shaft and a second-stage reduction gear pair, and also includes a front shift fork engagement sleeve, a second shaft and a rear shift fork engagement sleeve; Among them, the part based on the second motor drive module is symmetrically arranged relative to the part corresponding to the first motor drive module. The part corresponding to the second motor includes a first gear, a second gear, a third gear, a fourth gear, a first neutral gear, and a second neutral gear, as well as the second motor drive torque transmission line corresponding to the gear.

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