Drive system, drive control method, device, and vehicle

Abstract

The present application relates to the technical field of new energy vehicles, and particularly relates to a driving system, a driving control method and device and a vehicle. Compared with the prior art, the present application has the beneficial effect that the driving system comprises two motors, each motor is connected with a transmission device, and each motor can independently drive a corresponding wheel, thereby reducing the power and torque requirements of a single motor and facilitating the integration and light weight of the driving system. The differential is arranged between the two transmission devices, so that different wheels rotate at different speeds to cope with different working conditions. The differential lock is used to lock the differential, and the differential and the differential lock are matched, so that the vehicle can obtain more traction and overcome difficult roads.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to a drive system, drive control method, device and vehicle. Background Technology

[0002] With the popularization of new energy vehicles, distributed drive has become a hot research topic in drive system research in order to improve the transmission efficiency of the drive system. Distributed drive uses two or more drive motors to independently drive their respective wheels, reducing the power and torque requirements of individual motors and making it more conducive to the integration, lightweighting, and modular design of the system. However, it reduces the vehicle's ability to get out of trouble. Therefore, how to make full use of distributed drive design to improve the vehicle's ability to get out of trouble has become an urgent problem to be solved. Summary of the Invention

[0003] Therefore, it is necessary to provide a drive system, drive control method, device, and vehicle to address the aforementioned technical problems and solve the issue of low vehicle traction in distributed drive systems.

[0004] A first aspect of this application provides a drive system comprising two motors, two transmission devices, a differential, and a differential lock, wherein each motor is connected to one of the transmission devices, and the differential and the differential lock are disposed between the two transmission devices.

[0005] In this application, the drive system includes two motors, each connected to a transmission device. Each motor can independently drive its corresponding wheel, reducing the power and torque requirements of a single motor and facilitating the integration and weight reduction of the drive system. A differential allows the wheels to rotate at different speeds to cope with various operating conditions. In difficult road conditions, a differential lock is used to lock the differential, forcing both wheels to rotate at the same speed. This allows the vehicle to obtain more traction, thereby overcoming difficult road conditions.

[0006] A second aspect of this application provides a drive system comprising two motors, two transmission devices, a differential, and a differential lock. Each motor is connected to one of the transmission devices, and the differential and the differential lock are disposed between the two transmission devices. The differential, the differential lock, and the two motors are coaxially arranged. In this application, coaxial arrangement of the differential, the differential lock, the first motor, and the second motor reduces the differential torque capacity, lowers costs, and achieves convenience and compactness in the overall layout of the drive system.

[0007] A third aspect of this application provides a drive system comprising two motors, two transmission devices, a differential, a differential lock, and a disengagement device. Each motor is connected to one of the transmission devices. The differential and the differential lock are disposed between the two transmission devices. The disengagement device is disposed between any motor and the corresponding transmission device. The disengagement device is coaxially disposed with the differential, the differential lock, and the two motors.

[0008] In this application, a corresponding disengagement device is added to the drive system. This disengagement device is positioned between any of the motors and the corresponding transmission device. When using a single motor to drive two transmission devices, the connection between the transmission device and the corresponding motor can be disconnected via the disengagement device, preventing motor idling losses and further improving motor efficiency. It also prevents excessively low efficiency caused by a 50% reduction in torque per motor when driving two motors. By coaxially aligning the disengagement device with the differential, the differential lock, and the two motors, the overall layout of the drive system becomes convenient and compact.

[0009] A fourth aspect of this application provides a drive control method for controlling the drive system described in the first, second, or third aspect above, including: Acquire actual test data of the vehicle, and determine the target power mode of the drive system based on the actual test data; Based on the target power mode, the control state switching component enters the target state corresponding to the target power mode and controls the motor corresponding to the target power mode to work, so that the drive system can distribute power. When the drive system is the drive system described in the first aspect or the second aspect, the state switching component is a differential lock; When the drive system is the drive system described in the third aspect, the state switching component is a differential lock and a disengagement device.

[0010] In this application, a target power mode is selected based on actual vehicle test data. This allows for the determination of the state of the switching components that need to be controlled, enabling control of the switching components and ensuring the vehicle can operate normally in the target power mode. Furthermore, this application allows for arbitrary switching of the state of the switching components, allowing the drive system to switch to the corresponding target power mode at will, thus increasing the flexibility of drive control.

[0011] The fifth aspect of this application provides a drive control method for controlling the drive system described in the first or second aspect above, controlling the drive system to operate in a single-motor mode or a dual-motor mode; when operating in the single-motor mode, controlling the differential lock of the drive system to engage, controlling one of the two motors to operate, and the power of the single motor is distributed to the first transmission device and the second transmission device through the differential; when operating in the dual-motor mode, controlling the differential lock of the drive system to disengage, controlling both motors to operate, and the power of each motor is transmitted to the corresponding transmission device.

[0012] In this application, when operating in the single-motor mode, the differential lock of the drive system is engaged, allowing the power of the single motor to be distributed to the two transmission devices via the differential, forcing the two wheels to rotate at the same speed, thereby obtaining more traction. When operating in the dual-motor mode, the differential lock of the drive system is disengaged, facilitating the two motors to transmit their respective power to their corresponding transmission devices, preventing the low efficiency caused by the large torque of a single motor in single-motor drive, thus improving the operating efficiency of the motors.

[0013] A sixth aspect of this application provides a drive control method for controlling the drive system described in the third aspect above. The method controls the drive system to operate in a single-motor mode or a dual-motor mode. In the single-motor mode, the differential lock is engaged, and the disengagement device is disengaged. One of the two motors is controlled to operate, with the power of the single motor distributed to the two transmission devices via a differential. In the dual-motor mode, the differential lock is disengaged, and the disengagement device is engaged. Both motors are controlled to operate, with the power of each motor transmitted to its corresponding transmission device.

[0014] In this application, when operating in the single-motor mode, the differential lock engagement and disengagement device of the drive system is controlled to disengage. This allows the other motor to disconnect from its corresponding transmission device when one motor drives two transmission devices, preventing the other motor from idling and losing power, thus further improving motor efficiency. It also prevents excessively low efficiency caused by a 50% reduction in torque of a single motor during dual-motor drive. In the dual-motor mode, the differential lock engagement and disengagement device of the drive system is controlled to disconnect the connection between the two transmission devices. The motor disconnected by the disengagement device is then connected to its corresponding transmission device, allowing each motor to transmit power to its respective transmission device. This prevents excessively low efficiency caused by the high torque of a single motor during single-motor drive, thereby improving motor operating efficiency.

[0015] A seventh aspect of this application provides a drive control device for controlling the drive system described in the above claims, comprising: The determination module is used to acquire the measured data of the vehicle at the current moment and determine the target power mode of the drive system based on the measured data. The control module is used to control the state switching component to enter the target state corresponding to the target power mode based on the target power mode, and to control the motor corresponding to the target power mode to work so that the drive system can perform power distribution; when the drive system is the drive system described in the first aspect or the second aspect, the state switching component is a differential lock; when the drive system is the drive system described in the third aspect, the state switching component is a differential lock and a disengagement device.

[0016] An eighth aspect of this application provides a vehicle including a power battery and a drive system as described in the first, second, or third aspect, wherein the power battery is used to provide electrical energy to the drive system.

[0017] The advantages of this invention compared to existing technologies are as follows: The drive system includes two motors, each connected to a transmission device. Each motor can independently drive its corresponding wheel, reducing the power and torque requirements of a single motor and facilitating the integration and weight reduction of the drive system. A differential is positioned between the two transmission devices, allowing different wheels to rotate at different speeds to handle various operating conditions. A differential lock is used to lock the differential; the cooperation between the differential and the differential lock enables the vehicle to obtain more traction and overcome difficult road conditions. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the structure of a drive system provided in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the structure of a drive system provided in Embodiment 2 of the present invention; Figure 3 This is a schematic diagram of the structure of a drive system provided in Embodiment 3 of the present invention; Figure 4 This is a schematic diagram of the structure of a drive system provided in Embodiment 4 of the present invention; Figure 5 This is a schematic diagram of the structure of a drive system provided in Embodiment 5 of the present invention; Figure 6 This is a schematic diagram of the structure of a drive system provided in Embodiment Six of the present invention; Figure 7 This is a schematic diagram of the structure of one of the transmission devices provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of another transmission device provided in this embodiment of the invention; Figure 9 This is a schematic diagram of the structure of a drive system provided in Embodiment 7 of the present invention; Figure 10 This is a schematic diagram of the structure of a drive system provided in Embodiment 8 of the present invention; Figure 11 This is a flowchart illustrating a drive control method provided in Embodiment 9 of the present invention; Figure 12 This is a schematic diagram illustrating the operating efficiency of single-motor mode and dual-motor mode under the same voltage, provided by an embodiment of the present invention. Figure 13 This is a schematic diagram illustrating the operating efficiency of a motor under different voltages, provided by an embodiment of the present invention. Figure 14 This is a schematic diagram of an electrical system architecture provided by an embodiment of the present invention; Figure 15 This is a flowchart illustrating a drive control method provided in Embodiment 10 of the present invention; Figure 16 This is a flowchart illustrating a drive control method provided in Embodiment Eleven of the present invention; Figure 17 This is a schematic diagram of the structure of a drive control device provided in Embodiment Twelve of the present invention; Figure 18 This is a structural schematic diagram of a vehicle provided in Embodiment Thirteen of the present invention.

[0020] The components include a first motor 11, a second motor 12, a first transmission device 13, a second transmission device 14, a differential 15, a differential lock 16, a disengagement device 17, a first coupling 131, a first transmission assembly 132, a first intermediate shaft 133, a second transmission assembly 134, a first output shaft 135, a second coupling 142, a third transmission assembly 142, a second intermediate shaft 143, a fourth transmission assembly 144, a second output shaft 145, a first gear 1321, a second gear 1322, a third gear 1341, a fourth gear 1342, a fifth gear 1421, a sixth gear 1422, a seventh gear 1441, and an eighth gear 1442. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0023] It should also be understood that the term “and / or” as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0024] As used in this specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if [described condition or event] is detected" may be interpreted, depending on the context, as meaning "once determined," "in response to determination," "once [described condition or event] is detected," or "in response to detection of [described condition or event]."

[0025] Furthermore, in the description of this invention and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0026] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of the invention include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0027] It should be understood that the sequence number of each step in the following embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0028] To illustrate the technical solution of the present invention, specific embodiments are described below. See Figure 1 This is a schematic diagram of a drive system provided in Embodiment 1 of the present invention. The drive system includes two motors, two transmission devices, a differential and a differential lock. Each motor is connected to a transmission device, and the differential and differential lock are disposed between the two transmission devices.

[0029] Specifically, the two motors are a first motor 11 and a second motor 12; the two transmission devices are a first transmission device 13 and a second transmission device 14, that is, the first motor 11 is connected to the first transmission device 13, the second motor 12 is connected to the second transmission device 14, and the differential 15 and the differential lock 16 are located between the first transmission device 13 and the second transmission device 14.

[0030] It should be noted that the first transmission device 13 is axially connected to the first motor 11, and the second end of the first transmission device 13 is axially connected to the first wheel 17, so that the first motor 11 provides corresponding driving force to the first transmission device 13, enabling the first transmission device 13 to drive the first wheel 17. The first wheel is a wheel on the same side of the vehicle. The second transmission device 14 is axially connected to the second motor 12, and the second end of the second transmission device 14 is axially connected to the second wheel 18, so that the second motor 12 provides corresponding driving force to the second transmission device 14, enabling the second transmission device 14 to drive the second wheel 18. The second wheel 18 is a wheel on the other side of the vehicle.

[0031] The differential 15 and differential lock 16 are positioned between the first transmission 13 and the second transmission 14. The combined use of the differential 15 and differential lock 16 can be adjusted according to different driving needs. During normal driving, the differential 15 is responsible for balancing power distribution and ensuring smooth vehicle operation. However, in situations requiring greater off-road capability, the differential lock 16 can lock the differential 15. This design allows the vehicle to maintain good adaptability in various road conditions.

[0032] It should be noted that the differential 15 and the differential lock 16 are located between the first transmission device 13 and the second transmission device 14, and their positions can be interchanged.

[0033] like Figure 1 The diagram shown is a schematic diagram of a drive system provided in Embodiment 1 of the present invention. The first end of the differential 15 is connected to the first transmission device 13, the second end of the differential 15 is connected to the first end of the differential lock 16, and the second end of the differential lock 16 is connected to the second transmission device 14.

[0034] like Figure 2The diagram shown is a schematic diagram of a drive system provided in Embodiment 2 of the present invention. In this embodiment, the first end of the differential 15 is connected to the second transmission device 14, the second end of the differential 15 is connected to the first end of the differential lock 16, and the second end of the differential lock 16 is connected to the first transmission device 13.

[0035] In this application, the drive system includes two motors: a first motor 11 connected to a first transmission device 13, and a second motor 12 connected to a second transmission device 14. Each motor can independently drive its corresponding wheel, reducing the power and torque requirements of a single motor and facilitating the integration and weight reduction of the drive system. A differential 15 allows the wheels to rotate at different speeds to cope with various operating conditions. In difficult road conditions, a differential lock 16 locks the differential 15, enabling the vehicle to obtain more traction and overcome challenging terrain.

[0036] Optionally, the differential 15 and the differential lock 16 are coaxially arranged.

[0037] In this embodiment, see Figure 1 and Figure 2 The differential 15 and differential lock 16 are coaxially arranged, which can reduce the torque capacity of the differential 15 and reduce costs. The coaxial arrangement of the differential 15 and differential lock 16 also realizes the convenience and compactness of the overall layout of the drive system.

[0038] Optionally, the differential, differential lock, and two motors are arranged coaxially.

[0039] In this embodiment, see Figure 1 and Figure 2 The differential 15, differential lock 16, first motor 11, and second motor 12 are coaxially arranged. The differential 15 and differential lock 16 are located between the first transmission device 13 and the second transmission device 14. When the differential 15, differential lock 16, first motor 11, and second motor 12 are coaxially arranged, the corresponding first transmission device 13, second transmission device 14, first motor 11, and second motor 12 are coaxially connected. That is, the first motor 11 is coaxially connected to the first transmission device 13, and the second motor 12 is coaxially connected to the second transmission device 14. This makes it easier for the first motor 11 to drive the first transmission device 13 and for the second motor 12 to drive the second transmission device 14. The corresponding coaxial connection of the first transmission device 13 and second transmission device 14 allows for better power transmission between the first transmission device 13 and the second transmission device 14 when the differential lock 16 is engaged. Furthermore, the differential 15, differential lock 16, first motor 11, and second motor 12 are coaxially arranged, which realizes the convenience and compactness of the overall layout of the drive system.

[0040] Optionally, the drive system also includes a disengagement device 17, which is disposed between any motor and the corresponding transmission device.

[0041] In this embodiment, see Figure 3 This is a schematic diagram of a drive system provided in Embodiment 3 of the present invention. The drive system includes a first motor 11, a second motor 12, a first transmission device 13, a second transmission device 14, a differential 15, a differential lock 16, and a disengagement device 17. The first motor 11 is connected to the first transmission device 13, the second motor 12 is connected to the second transmission device 14, the differential 15 and the differential lock 16 are disposed between the first transmission device 13 and the second transmission device 14, the disengagement device 17 is disposed between the first motor 11 and the first transmission device 13, and the differential lock 16 is disposed between the first transmission device 13 and the differential 15.

[0042] In another embodiment, see Figure 4 This is a schematic diagram of a drive system provided in Embodiment 4 of the present invention. The drive system includes a first motor 11, a second motor 12, a first transmission device 13, a second transmission device 14, a differential 15, a differential lock 16, and a disengagement device 17. The first motor 11 is connected to the first transmission device 13, the second motor 12 is connected to the second transmission device 14, the differential 15 and the differential lock 16 are disposed between the first transmission device 13 and the second transmission device 14, the disengagement device 17 is disposed between the first motor 11 and the first transmission device 13, and the differential 15 is disposed between the first transmission device 13 and the differential lock 16.

[0043] In Embodiments 3 and 4, a corresponding disconnection device 17 is added. The disconnection device 17 is located between the first motor 11 and the first transmission device 13. The disconnection device 17 is used to disconnect the connection between the first motor 11 and the first transmission device 13, so as to prevent the first motor 11 from idling and losing power when the second motor drives the first transmission device 13 and the second transmission device 14, thereby further improving the efficiency of the motor, and preventing the efficiency from being too low due to the reduction of the torque of the single motor by half when driving the dual motors.

[0044] In another embodiment, see Figure 5 This is a schematic diagram of a drive system provided in Embodiment 5 of the present invention. The drive system includes a first motor 11, a second motor 12, a first transmission device 13, a second transmission device 14, a differential 15, a differential lock 16, and a disengagement device 17. The first motor 11 is connected to the first transmission device 13, and the second motor 12 is connected to the second transmission device 14. The differential 15 and the differential lock 16 are disposed between the first transmission device 13 and the second transmission device 14. The disengagement device 17 is disposed between the second motor 12 and the second transmission device 14, and the differential lock 16 is disposed between the second transmission device 14 and the differential 15.

[0045] In another embodiment, see Figure 6 This is a schematic diagram of a drive system provided in Embodiment Six of the present invention. The drive system includes a first motor 11, a second motor 12, a first transmission device 13, a second transmission device 14, a differential 15, a differential lock 16, and a disengagement device 17. The first motor 11 is connected to the first transmission device 13, the second motor 12 is connected to the second transmission device 14, the differential 15 and the differential lock 16 are disposed between the first transmission device 13 and the second transmission device 14, the disengagement device 17 is disposed between the second motor 12 and the second transmission device 14, and the differential 15 is disposed between the second transmission device 14 and the differential lock 16.

[0046] In Embodiments 5 and 6, a corresponding disconnection device 17 is added. The disconnection device 17 is disposed between the second motor 12 and the second transmission device 14. The disconnection device 17 is used to disconnect the connection between the second motor 12 and the second transmission device 14, so as to prevent the second motor 12 from idling and losing power when the first motor drives the first transmission device 13 and the second transmission device 14, thereby further improving the efficiency of the motor, and preventing the efficiency from being too low due to the torque of the single motor being reduced by half when driving the dual motors.

[0047] Optionally, the disengagement device is coaxially mounted with the differential and differential lock.

[0048] In this embodiment, see Figure 3 , Figure 4 , Figure 5 or Figure 6 The disengagement device 17 is coaxially arranged with the differential 15 and differential lock 16. The differential 15 and differential lock 16 are located between the first transmission device 13 and the second transmission device 14. The disengagement device 17 is located between the first motor 11 and the first transmission device 13, or between the second motor 12 and the second transmission device 14. The coaxial arrangement of the disengagement device 17 with the differential 15 and differential lock 16 ensures that the first transmission device 13 is coaxial with the differential 15 and differential lock 16, or the second transmission device 14 is coaxial with the differential 15 and differential lock 16. This facilitates better power transmission between the first transmission device 13 and the second transmission device 14 when the differential lock 16 is engaged and power is distributed to the two transmission devices through the differential. Furthermore, the coaxial arrangement of the disengagement device 17 with the differential 15 and differential lock 16 achieves convenience and compactness in the overall layout of the drive system.

[0049] Optionally, the disengagement device is coaxially mounted with the differential, differential lock, and two motors.

[0050] In this embodiment, see Figure 3 , Figure 4 , Figure 5 , Figure 6When the disengagement device 17 is coaxially arranged with the differential 15, differential lock 16, first motor 11, and second motor 12, since the differential 15 and differential lock 16 are located between the first transmission device 13 and the second transmission device 14, the corresponding disengagement device 17, first transmission device 13, second transmission device 14, first motor 11, and second motor 12 are coaxially connected. The coaxial connection between the first motor 11 and the first transmission device 13 allows the first motor 11 to more easily drive the first transmission device 13, and the coaxial connection between the second motor 12 and the second transmission device 14 allows the second motor 12 to more easily drive the second transmission device 14. Furthermore, the coaxial arrangement of the disengagement device 17 with the differential 15, differential lock 16, first motor 11, and second motor 12 achieves convenience and compactness in the overall layout of the drive system.

[0051] Optionally, the disengagement device 17 can be a friction-type disengagement device, a hydraulic-type disengagement device, or an electromagnetic disengagement device.

[0052] Optionally, each transmission device includes a coupling shaft, an intermediate shaft, an output shaft, a first transmission assembly, and a second transmission assembly; The first end of the coupling is connected to a motor, and the second end of the coupling is connected to a differential or differential lock. The first end of the first transmission component is connected to the coupling shaft, and the second end of the first transmission component is connected to the first end of the second transmission component through an intermediate shaft. The second end of the second transmission assembly is connected to the first end of the output shaft, and the second end of the output shaft is connected to the corresponding wheel.

[0053] In this embodiment, see Figure 7 This is a schematic diagram of the structure of one of the transmission devices provided in an embodiment of the present invention, wherein... Figure 7 This is a schematic diagram of the structure of the first transmission device 13 corresponding to the above embodiments. Each transmission device includes a connecting shaft, an intermediate shaft, an output shaft, a first transmission assembly, and a second transmission assembly, which correspond to the first connecting shaft 131, the first intermediate shaft 133, the first output shaft 135, the first transmission assembly 132, and the second transmission assembly 134, respectively, in the first transmission device 13. Figure 7As shown, the first transmission device 13 includes a first coupling shaft 131. The first end of the first coupling shaft 131 is connected to the first motor 11 so that when the first motor 11 drives, it can drive the rotation of the first coupling shaft 131. The second end of the first coupling shaft 131 is connected to the differential 15 or the differential lock 16. The first coupling shaft 131 thereby drives the shaft of the differential 15 or the differential lock 16 to rotate so that when the differential lock 16 locks the differential 15, the rotation of the shaft of the differential 15 or the differential lock 16 can drive the second transmission device 14 to perform transmission. Each transmission device includes a first transmission component and a second transmission component. In the first transmission device 13, the first transmission component 132 and the second transmission component 134 correspond to each other. The first end of the first transmission component 132 is connected to a first connecting shaft 131 so that when the first connecting shaft 131 rotates, it can drive the first transmission component 132 to rotate. The second end of the first transmission component 132 is connected to the first end of the second transmission component 134 via a first intermediate shaft 133, so that when the first transmission component 132 rotates, it can drive the second transmission component 134 to rotate. The second end of the second transmission component 134 is connected to the first end of a first output shaft 135, so that when the second transmission component 134 rotates, it can drive the first output shaft 135 to rotate. The second end of the first output shaft 135 is connected to a first wheel, so that when the first output shaft 135 rotates, it can drive the first wheel to run, thereby driving the corresponding vehicle.

[0054] See Figure 8 This is a schematic diagram of another transmission device provided in this embodiment of the invention, wherein... Figure 8 The diagram above illustrates the structure of the second transmission device 14 in the above embodiments. Each transmission device includes a connecting shaft, an intermediate shaft, an output shaft, a first transmission assembly, and a second transmission assembly. In the second transmission device 14, these correspond to the second connecting shaft 141, the second intermediate shaft 143, the second output shaft 145, the third transmission assembly 142, and the fourth transmission assembly 144, respectively. Figure 8As shown, the second transmission device 14 includes a second coupling shaft 142. The first end of the second coupling shaft 141 is connected to the second motor 12 so that the second motor 12 can drive the rotation of the second coupling shaft 142. The second end of the second coupling shaft 142 is connected to the differential 15 or differential lock 16, thereby driving the shaft of the differential 15 or differential lock 16 to rotate. When the differential lock 16 locks the differential 15, the rotation of the shaft of the differential 15 or differential lock 16 can drive the first transmission device 13 to perform transmission. The first end of the third transmission assembly 142 is connected to the first coupling shaft 131 so that the rotation of the first coupling shaft 131 can drive the rotation of the third transmission assembly 142. The second end of the third transmission assembly 142 is connected to the first end of the fourth transmission assembly 144 through a second intermediate shaft 143. When the third transmission assembly 142 rotates, the rotation of the fourth transmission assembly 144 can be driven through the first intermediate shaft 143. The second end of the fourth transmission assembly 144 is connected to the first end of the second output shaft 145. When the fourth transmission assembly 144 rotates, it can drive the second output shaft 145 to rotate. The second end of the second output shaft 145 is connected to the second wheel. When the second output shaft 145 rotates, it can drive the second wheel to run, thereby driving the corresponding vehicle.

[0055] Optionally, the first transmission assembly includes a first gear and a second gear; The first gear is connected to the corresponding coupling. The second gear meshes with the first gear; The second gear is connected to the corresponding intermediate shaft.

[0056] In this embodiment, when the first transmission component is the first transmission component in the first transmission device 13, such as Figure 7 As shown, the first transmission assembly includes a first gear and a second gear, namely, the first gear 1321 and the second gear 1322 in the first transmission assembly 132. The first gear is connected to a corresponding connecting shaft, wherein the corresponding connecting shaft is the connecting shaft in the corresponding transmission device, namely, the first connecting shaft 131 in the first transmission device 13. That is, the first gear 1321 is connected to the first connecting shaft 131. When the first connecting shaft 131 rotates, it drives the first gear 1321 to rotate. The second gear meshes with the first gear, namely, the first gear 1321 and the second gear 1322 are meshed together. The first gear 1321 transmits the corresponding power to the second gear 1322. The second gear is connected to a corresponding intermediate shaft, wherein the corresponding intermediate shaft is the intermediate shaft in the corresponding transmission device, namely, the first intermediate shaft 133 in the first transmission device 13. That is, the second gear 1322 is connected to the first intermediate shaft 133, which can drive the first intermediate shaft 133 to rotate.

[0057] When the first transmission component is the first transmission component in the second transmission device 14, such as Figure 8As shown, the first transmission assembly includes a first gear and a second gear, namely the fifth gear 1421 and the sixth gear 1422 in the second transmission device 14. The first gear is connected to a corresponding connecting shaft, wherein the corresponding connecting shaft is the connecting shaft in the corresponding transmission device, namely the second connecting shaft 141 in the second transmission device 14. That is, the fifth gear 1421 is connected to the second connecting shaft 141. When the second connecting shaft 141 rotates, it drives the fifth gear 1421 to rotate. The second gear meshes with the first gear, that is, the fifth gear 1421 and the sixth gear 1422 are meshed. The second gear is connected to a corresponding intermediate shaft, wherein the corresponding intermediate shaft is the intermediate shaft in the corresponding transmission device, namely the second intermediate shaft 143 in the second transmission device 14. That is, the sixth gear 1422 is connected to the second intermediate shaft 143, which can drive the second intermediate shaft 143 to rotate.

[0058] Optionally, the second transmission assembly includes a third gear and a fourth gear; The third gear is connected to the corresponding intermediate shaft; The third gear meshes with the fourth gear; The fourth gear is connected to the corresponding output shaft.

[0059] In this embodiment, when the second transmission component is the second transmission component in the first transmission device 13, such as Figure 7 As shown, the second transmission assembly includes a third gear and a fourth gear, namely, the third gear 1341 and the fourth gear 1342 in the second transmission assembly 142. The third gear is connected to a corresponding intermediate shaft, which is the intermediate shaft in the corresponding transmission device, namely the first intermediate shaft 133 in the first transmission device 13. The third gear 1341 is connected to the first intermediate shaft 133. When the first intermediate shaft 133 rotates, it drives the third gear 1341 to rotate. The third gear meshes with the fourth gear, namely, the third gear 1341 and the fourth gear 1342. The third gear 1341 transmits the corresponding power to the fourth gear 1342. The fourth gear is connected to a corresponding output shaft, which is the output shaft in the corresponding transmission device, namely the first output shaft 135 in the first transmission device 13. The fourth gear 1342 is connected to the first output shaft 135, which can drive the first output shaft 135 to rotate, thereby causing the first output shaft 135 to drive the first wheel.

[0060] When the second transmission component is the second transmission component in the second transmission device 14, such as Figure 8As shown, the second transmission assembly includes a third gear and a fourth gear, namely the seventh gear 1441 and the eighth gear 1442 in the second transmission assembly 142. The third gear is connected to a corresponding intermediate shaft, which is the intermediate shaft in the corresponding transmission device, namely the second intermediate shaft 143 in the second transmission device 14. The seventh gear 1441 is connected to the second intermediate shaft 143. When the second intermediate shaft 143 rotates, it drives the seventh gear 1441 to rotate. The third gear meshes with the fourth gear, that is, the seventh gear 1441 meshes with the eighth gear 1442, and the seventh gear 1441 transmits power to the eighth gear 1442. The fourth gear is connected to a corresponding output shaft, which is the output shaft in the corresponding transmission device, namely the second output shaft 145 in the second transmission device 14. The eighth gear 1442 is connected to the second output shaft 145 and can drive the second output shaft 145 to rotate.

[0061] See Figure 9 This is a schematic diagram of the structure of a drive system provided in Embodiment 7 of the present invention, as shown below. Figure 9 As shown, the drive system consists of two motors, two transmission devices, a differential, and a differential lock. Each motor is connected to one transmission device, and the differential and differential lock are positioned between the two transmission devices. The differential, differential lock, and two motors are coaxially arranged. Specifically, the drive system comprises a first motor 11, a second motor 12, a first transmission device 13, a second transmission device 14, a differential 15, and a differential lock 16. The first motor 11 is connected to the first transmission device 13, and the second motor 12 is connected to the second transmission device 14. The differential 15 and differential lock 16 are positioned between the first transmission device 13 and the second transmission device 14, and the differential 15, differential lock 16, first motor 11, and second motor 12 are coaxially arranged. Figure 9 (a) The differential 15 is disposed between the first transmission device 13 and the differential lock 16, such as Figure 9 (b) The differential lock 16 is located between the first transmission device 13 and the differential 15.

[0062] In this embodiment, see Figure 9The differential 15, differential lock 16, first motor 11, and second motor 12 are coaxially arranged. The differential 15 and differential lock 16 are located between the first transmission device 13 and the second transmission device 14. When the differential 15, differential lock 16, first motor 11, and second motor 12 are coaxially arranged, the corresponding first transmission device 13, second transmission device 14, first motor 11, and second motor 12 are coaxially connected. That is, the first motor 11 is coaxially connected to the first transmission device 13, and the second motor 12 is coaxially connected to the second transmission device 14. This makes it easier for the first motor 11 to drive the first transmission device 13 and for the second motor 12 to drive the second transmission device 14. The corresponding coaxial connection of the first transmission device 13 and second transmission device 14 allows for better power transmission between the first transmission device 13 and the second transmission device 14 when the differential lock 16 is engaged. Furthermore, the differential 15, differential lock 16, first motor 11, and second motor 12 are coaxially arranged, which realizes the convenience and compactness of the overall layout of the drive system.

[0063] See Figure 10 This is a schematic diagram of the structure of a drive system provided in Embodiment 8 of the present invention, as shown below. Figure 10 As shown, the drive system consists of two motors, two transmission devices, a differential, a differential lock, and a disengagement device. Each motor is connected to one transmission device. The differential and differential lock are located between the two transmission devices. The disengagement device is located between any motor and its corresponding transmission device. The disengagement device is coaxially arranged with the differential, differential lock, and two motors. Specifically, the drive system consists of a first motor 11, a second motor 12, a first transmission device 13, a second transmission device 14, a differential 15, a differential lock 16, and a disengagement device 17. The first motor 11 is connected to the first transmission device 13, and the second motor 12 is connected to the second transmission device 14. The differential 15 and differential lock 16 are located between the first transmission device 13 and the second transmission device 14. The disengagement device 17 is located between the first motor 11 and the first transmission device 13, or between the second motor 12 and the second transmission device 14. The differential 15, differential lock 16, disengagement device 17, first motor 11, and second motor 12 are coaxially arranged. Figure 10 (a) The disengagement device 17 is disposed between the first motor 11 and the first transmission device 13, and the differential lock 16 is disposed between the first transmission device 13 and the differential 15. Figure 10 (b) The disengagement device 17 is disposed between the second motor 12 and the second transmission device 14, and the differential lock 16 is disposed between the first transmission device 13 and the differential 15. Figure 10 (c) The disengagement device 17 is disposed between the first motor 11 and the first transmission device 13, and the differential 15 is disposed between the first transmission device 13 and the differential lock 16. Figure 10(c) The disengagement device 17 is disposed between the second motor 12 and the second transmission device 14, and the differential 15 is disposed between the first transmission device 13 and the differential lock 16.

[0064] In this embodiment, when the disengagement device 17 is coaxially arranged with the differential 15, differential lock 16, first motor 11, and second motor 12, since the differential 15 and differential lock 16 are located between the first transmission device 13 and the second transmission device 14, the corresponding disengagement device 17, first transmission device 13, second transmission device 14, first motor 11, and second motor 12 are coaxially connected. This allows the first motor 11 to more easily drive the first transmission device 13 for transmission, and the second motor 12 to more easily drive the second transmission device 14 for transmission. The coaxial arrangement of the disengagement device 17 with the differential 15, differential lock 16, first motor 11, and second motor 12 ensures that when the disengagement device 17 is engaged, the corresponding transmission device can be coaxial with the corresponding motor. The motor connected to the disengagement device 17 can more easily drive the corresponding transmission device. Furthermore, the coaxial arrangement of the disengagement device 17 with the differential 15, differential lock 16, first motor 11, and second motor 12 achieves convenience and compactness in the overall layout of the drive system.

[0065] See Figure 11 This is a flowchart illustrating a drive control method provided in Embodiment Nine of the present invention, as shown below. Figure 11 As shown, the drive control method is used to control the drive system in the above embodiments, and the drive control method may include the following steps.

[0066] S1101: Acquire actual test data of the vehicle and determine the target power mode of the drive system based on the test data; S1102: Based on the target power mode, the control state switching component enters the target state corresponding to the target power mode and controls the motor corresponding to the target power mode to work, so that the drive system can perform power distribution; when the drive system is Figure 1 , Figure 2 or Figure 9 When the drive system is in the state of differential lock, the state switching component is the differential lock; when the drive system is Figure 3 , Figure 4 , Figure 5 , Figure 6 or Figure 10 When the drive system is in operation, the state switching components are the differential lock and the disengagement device.

[0067] In step S1101, measured data of the vehicle is acquired. This measured data includes various data points at the current moment during vehicle operation, such as the current motor operating condition, wheel operating condition, and power battery temperature. Based on the measured data, the target power mode of the drive system is determined. This target power mode is the mode corresponding to the next moment and is used to characterize the driving mode of the power system on the transmission system.

[0068] In this embodiment, measured data of the vehicle is acquired. This measured data is multi-dimensional, including data on the vehicle's motor operation, wheel movement, and battery temperature. Based on the measured data, the target power mode of the drive system is determined. Different combinations of data from different dimensions correspond to different modes. The target power modes include single-motor mode, dual-motor mode, obstacle avoidance mode, motor failure mode, and battery heating mode.

[0069] In step S1102, based on the target power mode, the control state switching component enters the target state corresponding to the target power mode, wherein, in the drive system is Figure 1 , Figure 2 or Figure 9 In the corresponding drive system, the state switching component is a differential lock; in the drive system... Figure 3 , Figure 4 , Figure 5 , Figure 6 In the drive system shown in Figure 10, the state switching components are a differential lock and a disengagement device. The target state includes a corresponding engaged state and a disengaged state. The motor corresponding to the target power mode is controlled to operate, so that the drive system can perform power distribution. The motor corresponding to the target power mode is one or two motors in the drive system, and the power distribution involves distributing the power generated by the motor to the corresponding transmission device.

[0070] In this embodiment, based on the target power mode, the control state switching component is engaged or disengaged, and the motor corresponding to the target power mode is controlled to work. After the state switching component is engaged or disengaged, the power generated by the working motor can be distributed to the corresponding transmission device to drive the vehicle.

[0071] The target power mode is selected based on the vehicle's measured data. This allows for the determination of the state of the controllable switching components, enabling control of the switching components and ensuring normal vehicle operation under the target power mode. This application allows for arbitrary switching of the state of the switching components, allowing the drive system to switch to the corresponding target power mode at will, increasing the flexibility of drive control. Furthermore, this method is applied to a drive system comprising two motors, each connected to a transmission device. Each motor can independently drive its corresponding wheel, reducing the power and torque requirements of a single motor and facilitating the integration and lightweighting of the drive system. A differential is positioned between the two transmission devices, allowing different wheels to rotate at different speeds to handle various operating conditions. A differential lock is used to lock the differential; the cooperation between the differential and the differential lock allows the vehicle to obtain more traction and overcome difficult road conditions.

[0072] Optionally, the operating conditions of the motor and wheels can be determined based on measured data; If the motor operating condition is the normal dual-motor operating condition and the wheel operating condition is not the wheel slipping condition, then the target power mode of the drive system is determined from the single-motor mode or the dual-motor mode. If the motor is in normal dual-motor operation and the wheel is in wheel slippage operation, then the target power mode of the drive system is determined to be the get-out-of-trouble mode. If the motor operating condition is a single motor failure condition, then the target power mode of the drive system is determined to be the motor failure mode.

[0073] In this embodiment, based on measured data, it is determined whether the motor is operating normally and whether the wheels are slipping. If the motor is operating normally with both motors and the wheels are not slipping, the target power mode of the drive system is determined from either the single-motor mode or the dual-motor mode. That is, when both motors are operating normally and the wheels are not slipping, the target power mode of the drive system can be determined from either the single-motor mode or the dual-motor mode. The single-motor mode is the mode where one motor is working, and the dual-motor mode is the mode where both motors are working simultaneously. When determining the target power mode of the drive system from the single-motor mode or the dual-motor mode, the range of the single-motor mode and the dual-motor mode can be considered, and the mode with the stronger range can be selected as the corresponding target power mode. Other methods can also be used to determine the target power mode of the drive system from the single-motor mode or the dual-motor mode; this embodiment does not limit this method.

[0074] If the motor operating condition is normal dual-motor operation and the wheel operating condition is wheel slippage, then the target power mode of the drive system is determined to be the escape mode. That is, when one wheel slips, the target power mode of the drive system is determined to be the escape mode. When the motor operating condition is normal dual-motor operation and the wheel operating condition is wheel slippage, the engagement or disengagement of the state switching component that needs to be controlled to extricate the vehicle from the predicament is different from the target power mode mentioned above. Therefore, the motor operating condition is normal dual-motor operation and the wheel operating condition is wheel slippage, which is determined as a target power mode, namely the escape mode, so that the engagement or disengagement of the state switching component can be controlled to extricate the vehicle from the predicament during the escape mode.

[0075] If the motor operating condition is a single-motor fault condition, then the target power mode of the drive system is determined to be the motor fault mode. That is, when one motor fails, the target power mode of the drive system is determined to be the motor fault mode. In the single-motor fault condition, the engagement or disengagement of the state switching components required for normal vehicle operation differs from the aforementioned target power mode. Therefore, the single-motor fault condition is defined as a target power mode, namely the motor fault mode, to facilitate the engagement or disengagement of the state switching components during the motor fault mode, enabling normal vehicle operation.

[0076] In this embodiment, the target power mode is divided into modes corresponding to the motor and wheel operating conditions, so as to control the corresponding motor to work according to the corresponding mode, and to control the engagement or disengagement of the state switching component according to the corresponding mode, so that the corresponding wheel can drive normally.

[0077] Optionally, the target power mode of the drive system is determined from either a single-motor mode or a dual-motor mode, including: Obtain the operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode, and determine the mode with higher operating efficiency as the target power mode of the drive system.

[0078] In this embodiment, the operating efficiency corresponding to the single-motor mode and the dual-motor mode is obtained, and the mode with the higher operating efficiency is determined as the target power mode of the drive system. When the operating efficiency of the single-motor mode is greater than that of the dual-motor mode, the single-motor mode is determined as the target power mode; when the operating efficiency of the dual-motor mode is greater than that of the single-motor mode, the dual-motor mode is determined as the target power mode; when the operating efficiency of the single-motor mode is equal to that of the dual-motor mode, either the single-motor mode or the dual-motor mode can be selected as the target power mode. In this example, the mode with the higher operating efficiency is determined as the target power mode of the drive system to ensure that the vehicle always operates with higher efficiency, thereby improving the vehicle's range.

[0079] Optionally, the operating efficiency corresponding to the single-motor mode and the operating efficiency corresponding to the dual-motor mode are obtained, including: The motor's speed and torque at the current moment are obtained. Based on the speed and torque, as well as the preset mapping relationship between speed and torque and the corresponding motor mode operating efficiency, the operating efficiency corresponding to the single motor mode and the dual motor mode are determined.

[0080] In this embodiment, the operating efficiency of the corresponding motor mode is determined based on the motor's speed and torque at the current moment. Under the same motor mode, different speeds and torques correspond to different operating efficiencies. Therefore, when the speed and torque are constant, the operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode can be determined based on the mapping relationship between the speed and torque and the operating efficiency.

[0081] In this embodiment, the operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode are determined based on the motor speed and torque, combined with the preset mapping relationship between the motor speed and torque and the corresponding motor mode operating efficiency. The motor speed and torque can be obtained from the motor operating conditions, which is relatively easy to obtain, thus making it easier to determine the operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode.

[0082] Optionally, based on the rotational speed and torque, and the preset mapping relationship between rotational speed and torque and the corresponding motor mode operating efficiency, the operating efficiency corresponding to the single-motor mode and the dual-motor mode are determined, including: Based on the first mapping table corresponding to speed, torque and single motor mode, the operating efficiency corresponding to single motor mode is determined; wherein, the first mapping table is used to reflect the mapping relationship between speed, torque and operating efficiency corresponding to single motor mode; Based on the second mapping table corresponding to the speed, torque, and dual-motor mode, the operating efficiency corresponding to the dual-motor mode is determined; wherein, the second mapping table is used to reflect the mapping relationship between the speed, torque, and operating efficiency corresponding to the dual-motor mode.

[0083] In this embodiment, based on the rotational speed and torque, and combining the first mapping table corresponding to the single-motor mode and the second mapping table corresponding to the dual-motor mode, the operating efficiency corresponding to the single-motor mode and the dual-motor mode are determined. The first mapping table reflects the mapping relationship between rotational speed, torque, and the operating efficiency corresponding to the single-motor mode, while the second mapping table reflects the mapping relationship between rotational speed, torque, and the operating efficiency corresponding to the dual-motor mode.

[0084] It should be noted that the torque in this embodiment refers to the total torque in the vehicle. In single-motor mode, the torque is the torque of the corresponding single motor. In dual-motor mode, the torque of each motor in the dual-motor mode is half of the corresponding torque. For example, when the torque is 100 Nm, in single-motor mode, the torque of the corresponding motor is 100 Nm, and in dual-motor mode, the torque of each motor is 50 Nm.

[0085] In this embodiment, the operating efficiency in single-motor mode and dual-motor mode is directly determined by looking up a table, which improves the calculation efficiency of operating efficiency in different motor modes.

[0086] See Figure 12 This diagram illustrates the operating efficiency of single-motor and dual-motor modes under the same voltage, as provided in an embodiment of the present invention. The horizontal axis represents the motor speed, and the vertical axis represents the motor torque. The curves in the diagram represent the corresponding operating efficiencies; operating efficiencies on the same curve are equal. The operating efficiency curves in the diagram increase from smallest to largest according to their color, with the purple curve indicating the lowest efficiency and the yellow curve indicating the highest efficiency. In the diagram, the voltage is 650V, the motor speed is 8000rpm, in single-motor mode, the motor torque is 100Nm, and the operating efficiency is greater than 0.95. In dual-motor mode, when the motor torque is 100Nm, each motor's torque is 50Nm, and the operating efficiency is greater than 0.935 but less than 0.95. Figure 12 It can be concluded that, under the same voltage, when the motor speed is 8000rpm and the torque is 100Nm, the single-motor mode has higher operating efficiency.

[0087] See Figure 13 This diagram illustrates the operating efficiency of a motor under different voltages, as provided in an embodiment of the present invention. In each coordinate graph, the horizontal axis represents the motor's rotational speed, and the vertical axis represents the motor's torque. The curves in the graph represent the corresponding operating efficiencies; operating efficiencies on the same curve are equal. The operating efficiency curves in the graph increase in size according to their color, with the purple curve representing the lowest efficiency and the yellow curve representing the highest efficiency. The left graph shows the torque, rotational speed, and operating efficiency at 350V, and the right graph shows the torque, rotational speed, and operating efficiency at 650V. From the graphs, it can be seen that at 350V, with a torque of 100Nm and a rotational speed of 4000rpm, the corresponding operating efficiency is greater than 0.935. At 650V, with a torque of 100Nm and a rotational speed of 4000rpm, the corresponding operating efficiency is between 0.9 and 0.935. At a voltage of 350V, a torque of 50Nm, and a speed of 12000rpm, the corresponding operating efficiency is between 0.85 and 0.9. At a voltage of 650V, a torque of 50Nm, and a speed of 12000rpm, the corresponding operating efficiency is greater than 0.95. Therefore, from... Figure 3 It can be concluded that, for the same speed and torque, the operating efficiency of a motor will be different when the power supply voltage is different.

[0088] It should be noted that when boosting or bucking the output voltage of the power battery, a corresponding boost converter can be used. The boost converter can output any target voltage.

[0089] See Figure 14 This is a schematic diagram of an electrical system architecture provided by an embodiment of the present invention. Figure 14 The system includes a power supply unit (BAT), a booster (BOOST), a motor controller (INV(GM) / INV(GM)), a motor, a transmission, and wheels. The power supply unit (BAT) provides voltage to the motor, the booster outputs any target voltage, the motor controller (INV(GM) / INV(GM)) controls the motor's on / off state, and the motor drives the vehicle via the transmission.

[0090] It should be noted that this embodiment uses dual motors for driving, so it includes two motors (MOTOR) and two motor controllers (INV(GM) / INV(GM)). A disengagement device is provided between one of the motors and the transmission device. When the disengagement device is engaged, the motor and the transmission device are connected. When the disengagement device is disengaged, the motor and the transmission device are disconnected.

[0091] Optionally, based on the target power mode, the control state switching component enters the target state corresponding to the target power mode and controls the motor corresponding to the target power mode to operate, so that the drive system can perform power distribution, including: If the target power mode is single motor mode, then when the state switching component is a differential lock, the differential lock is engaged; when the state switching component is a differential lock and a disengagement device, the differential lock is engaged and the disengagement device is disengaged; one of the two motors is controlled to work, and the power of the single motor is distributed to the two transmission devices through the differential.

[0092] In this embodiment, if the target power mode is the corresponding single-motor mode, then when the state switching component is a differential lock, the differential lock of the control drive system is engaged, controlling one of the two motors to work, and the power of the single motor is distributed to the two transmission devices through the differential. For example... Figure 1 , Figure 2 or Figure 9 As shown, after the differential lock is engaged, the first transmission device is connected to the second transmission device, controlling the first motor or the second motor to work, so that the power generated by the first motor or the second motor can be distributed to the first transmission device and the second transmission device through the differential.

[0093] When the switching components are a differential lock and a disengagement device, the differential lock is engaged, and the disengagement device is disengaged; one of the two motors is controlled to operate, and the power of the single motor is distributed to the two transmission devices through the differential. For example... Figure 3 , Figure 4 , Figure 5 , Figure 6 As shown in Figure 10, the differential lock is engaged to connect the first and second transmission devices, allowing power generated by either the first or second motor to be distributed to both transmission devices via the differential. The disengagement device is disengaged to disconnect the motor connected to it from its corresponding transmission device. When the power of a single motor is distributed to the first and second transmission devices via the differential, disengagement prevents the other motor from idling and losing power, further improving motor efficiency. It also prevents excessively low efficiency caused by a 50% reduction in torque in a single motor during dual-motor drive.

[0094] It should be noted that when the state switching component is a differential lock and a disengagement device, and one of the two motors is being controlled to operate, the operation of the motor not connected to the disengagement device must also be controlled. For example, controlling... Figure 3 or Figure 4 The second motor in the middle is working, controlling Figure 5 or Figure 6 The first motor in the system is working.

[0095] Optionally, based on the target power mode, the control state switching component enters the target state corresponding to the target power mode and controls the motor corresponding to the target power mode to work, so that the drive system can distribute power, and further includes: If the target power mode is dual-motor mode, then when the state switching component is a differential lock, the differential lock is controlled to disengage; when the state switching component is a differential lock and a disengagement device, the differential lock is controlled to disengage and the disengagement device is controlled to engage; both motors are controlled to work, and the power of each motor is transmitted to the corresponding transmission device.

[0096] In this embodiment, if the target power mode is a dual-motor mode, then when the state switching component is a differential lock, the differential lock is disengaged; both motors are controlled to operate, and the power of each motor is transmitted to the corresponding transmission device. For example... Figure 1 , Figure 2 or Figure 9 As shown, after the differential lock is disengaged, the connection between the first and second transmission devices is broken, allowing the first and second motors to transmit the corresponding power to their respective transmission devices, thereby obtaining more traction.

[0097] When the state switching components are differential lock and disengagement device, the differential lock is disengaged and the disengagement device is engaged; both motors are operated, and the power of each motor is transmitted to the corresponding transmission device. For example... Figure 3 , Figure 4 , Figure 5 , Figure 6 or Figure 10 As shown, the differential lock is disengaged, disconnecting the connection between the first and second transmission devices. The disengagement device is engaged, connecting the motor to the corresponding transmission device and controlling both motors to operate. This allows the first and second motors to transmit power to their respective transmission devices, thereby obtaining more traction.

[0098] Optionally, based on the target power mode, the control state switching component enters the target state corresponding to the target power mode and controls the motor corresponding to the target power mode to work, so that the drive system can distribute power, and further includes: If the target power mode is the escape mode, then when the state switching component is the differential lock, the differential lock is engaged; when the state switching component is the differential lock and the disengagement device, the differential lock is engaged and the disengagement device is engaged; both motors are controlled to work, and the torque of the two motors is coupled and transmitted to the wheels that are not slipping, so as to get the vehicle out of trouble.

[0099] In this embodiment, if the target power mode is the escape mode, then when the state switching component is the differential lock, the differential lock is engaged; both motors are controlled to work, and the torque of the two motors is coupled and transmitted to the wheels that are not slipping, thus enabling the vehicle to escape from trouble. Figure 1 , Figure 2 or Figure 9 As shown, controlling the differential lock engages, connecting the first transmission device with the second transmission device, and controlling the first motor and the second motor to work simultaneously, which can couple the torque of the first motor and the second motor to the wheels that are not slipping, thus enabling the vehicle to get out of trouble.

[0100] When the switching components are a differential lock and a disengagement device, the differential lock and disengagement device are engaged; both motors are operated to couple their torque to the wheels that are not slipping, thus enabling the vehicle to escape from trouble. Figure 3 , Figure 4 , Figure 5 , Figure 6 Or as shown in Figure 10, by controlling the differential lock to engage, the first transmission device is connected to the second transmission device, and by controlling the disengagement device to engage, the motor is connected to the corresponding transmission device, and the first motor and the second motor are controlled to work simultaneously. This allows the torque of the first motor and the second motor to be coupled and transmitted to the wheels that are not slipping, thus enabling the vehicle to get out of trouble.

[0101] Optionally, based on the target power mode, the control state switching component enters the target state corresponding to the target power mode and controls the motor corresponding to the target power mode to work, so that the drive system can distribute power, and further includes: If the target power mode is the motor failure mode, then when the state switching component is the differential lock, the differential lock is controlled to engage; when the state switching component is the differential lock and the disengagement device, the differential lock is controlled to engage, and the disengagement device is controlled to engage or disengage; the motor that has not experienced a failure is controlled to work, and the power of the motor that has not experienced a failure is distributed to the two transmission devices through the differential.

[0102] In this embodiment, if the target power mode is a motor failure mode, then when the state switching component is a differential lock, the differential lock is engaged; the motor that is not experiencing a failure is controlled to operate, and the power of the motor that is not experiencing a failure is distributed to the two transmission devices through the differential. Figure 1 , Figure 2 or Figure 9 As shown, the differential lock is engaged to connect the first transmission device and the second transmission device, controlling the operation of the motor that is not malfunctioning. The power of the motor that is not malfunctioning is distributed to the first transmission device and the second transmission device through the differential.

[0103] When the state switching components are a differential lock and a disengagement device, the differential lock is engaged, and the disengagement device is engaged or disengaged; the motor that is not malfunctioning is controlled to operate, and the power of the motor that is not malfunctioning is distributed to the two transmission devices through the differential. For example... Figure 3 , Figure 4 , Figure 5 , Figure 6 Or, as shown in Figure 10, the differential lock is engaged to connect the first and second transmission devices. When a disengagement device is provided between the faulty motor and its corresponding transmission device, the disengagement device is disengaged, allowing the non-faulty motor to operate. The power of the non-faulty motor is then distributed to the first and second transmission devices via the differential. When a disengagement device is provided between the non-faulty motor and its corresponding transmission device, engaging the disengagement device allows the non-faulty motor to connect to its corresponding transmission device, thereby distributing the power of the non-faulty motor to the first and second transmission devices via the differential.

[0104] Optionally, it also includes: When the target power mode is single motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage when the single motor is working, the output voltage of the power battery will be boosted before being supplied to the working motor.

[0105] In this embodiment, when the target power mode is single-motor mode, the output voltage of the power battery at the current moment is used to determine whether the output voltage of the power battery is the preset optimal operating voltage for single-motor operation. If not, when the output voltage of the power battery is lower than the preset optimal operating voltage for single-motor operation, the output voltage of the power battery is boosted before being supplied to the operating motor, so that the output voltage of the power battery is the preset optimal operating voltage for single-motor operation. When the output voltage of the power battery is higher than the preset optimal operating voltage for single-motor operation, the output voltage of the power battery is stepped down before being supplied to the operating motor, so that the output voltage of the power battery is the preset optimal operating voltage for single-motor operation.

[0106] Optionally, it also includes: When the target power mode is dual-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage when the dual motors are working, the output voltage of the power battery will be boosted before being supplied to the working motor.

[0107] In this embodiment, when the target power mode is dual-motor mode, the output voltage of the power battery at the current moment is used to determine whether the output voltage of the power battery is the preset optimal operating voltage when the dual motors are working. If not, when the output voltage of the power battery is lower than the preset optimal operating voltage when the dual motors are working, the output voltage of the power battery is boosted before being supplied to the working motor. When the output voltage of the power battery is higher than the preset optimal operating voltage when the dual motors are working, the output voltage of the power battery is depressurized before being supplied to the working motor, so that the voltage output by the power battery is the preset optimal operating voltage when the single motor is working.

[0108] Optionally, it also includes: Obtain the temperature of the power battery; When the temperature of the power battery is lower than the preset temperature, the power heating circuit and the motor thermal management circuit are coupled to reduce the voltage of the working motor, so as to increase the heat of the medium in the motor thermal management circuit and flow to the power heating circuit to heat the power battery; wherein, the motor thermal management circuit is set between the two motors, and the drive system is used to connect the power battery and the power heating circuit.

[0109] In this embodiment, the preset temperature is the temperature at which the motor reaches the corresponding operating efficiency when the output voltage of the power battery is sufficient. When the temperature of the power battery is lower than the preset temperature, the output voltage of the power battery will decrease, thereby reducing the operating efficiency of the motor. Therefore, the power battery needs to be heated to bring its temperature back to the preset temperature. When heating the power battery, the braking force heating circuit is coupled with the motor thermal management circuit, reducing the voltage of the operating motor to increase the heat of the medium in the motor thermal management circuit and allow it to flow to the power heating circuit to heat the power battery. The motor thermal management circuit is located between the two motors, and the drive system connects the power battery and the power heating circuit.

[0110] See Figure 15 This is a flowchart illustrating a drive control method provided in Embodiment 10 of the present invention, used for controlling... Figure 1 , Figure 2 or Figure 9 The drive system shown controls the drive system to operate in single-motor mode or dual-motor mode.

[0111] S1501: When operating in single-motor mode, the differential lock of the control drive system is engaged, controlling one of the two motors to work, and the power of the single motor is distributed to the two transmission devices through the differential. S1502: When operating in dual-motor mode, the differential lock controlling the drive system is disengaged, controlling both motors to work, and the power of each motor is transmitted to the corresponding transmission device.

[0112] In step S1501, when the drive system is as follows Figure 1 , Figure 2 or Figure 9 In the drive system shown, the state switching component in the drive system is a differential lock. When working in single motor mode, the differential lock of the control drive system is engaged, controlling one of the two motors to work. The power of the single motor is distributed to the two transmission devices through the differential.

[0113] In this embodiment, as Figure 1 , Figure 2 or Figure 9 When the drive system shown is operating in the single-motor mode, the differential lock of the control drive system is engaged, connecting the first transmission device and the second transmission device, so that the power of the single motor can be distributed to the first transmission device and the second transmission device through the differential.

[0114] In step S1502, when the drive system is as follows Figure 1 , Figure 2 or Figure 9In the drive system shown, the state switching component in the drive system is a differential lock. When working in dual-motor mode, the differential lock of the control drive system is disengaged, and both motors are controlled to work, with the power of each motor being transmitted to the corresponding transmission device.

[0115] In this embodiment, as Figure 1 , Figure 2 or Figure 9 When the drive system shown is operating in the dual-motor mode, the differential lock of the drive system is disengaged, thereby disconnecting the connection between the first transmission device and the second transmission device. This allows the first motor and the second motor to transmit the corresponding power to their respective transmission devices, thus obtaining more traction.

[0116] Optionally, when operating in single-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage of the single motor, the output voltage of the power battery is boosted before being supplied to the single motor.

[0117] In this embodiment, as Figure 1 , Figure 2 or Figure 9 The drive system shown above, when operating in the single-motor mode, when the output voltage of the power battery is lower than the preset optimal operating voltage of the single motor, boosts the output voltage of the power battery before supplying it to the single motor. The preset optimal operating voltage is the voltage that maximizes the operating efficiency of the single-motor mode.

[0118] In this embodiment, the output voltage of the power battery is boosted so that the output voltage of the power battery can reach the preset optimal operating voltage of the single motor. Under the preset optimal operating voltage of the single motor, the operating efficiency of the single motor mode is maximized.

[0119] Optionally, when operating in dual-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage when the dual motors are operating, the output voltage of the power battery is boosted and then supplied to each motor separately.

[0120] In this embodiment, when operating in the dual-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage for dual-motor operation, the output voltage of the power battery is boosted before being supplied to each motor. The preset optimal operating voltage for dual-motor operation is the voltage that maximizes the operating efficiency of the dual-motor mode.

[0121] In this embodiment, the output voltage of the power battery is boosted so that the output voltage of the power battery can reach the preset optimal operating voltage when the dual motors are working. Under the preset optimal operating voltage when the dual motors are working, the operating efficiency of the dual motor mode is maximized.

[0122] Optionally, the drive system is also controlled to operate in a motor failure mode. When one of the motors fails and cannot work properly, the differential lock is engaged, and then the motor that is not faulty is controlled to work. The power of the motor that is not faulty is distributed to the two transmission devices through the differential.

[0123] In this embodiment, as Figure 1 , Figure 2 or Figure 9 The drive system shown controls the operation of the non-faulty motor when either the first or second motor malfunctions. For example, if the first motor malfunctions, the second motor is controlled to operate, and vice versa. While controlling the first or second motor, the differential lock engages, distributing power from the first or second motor to the first and second transmission devices via the differential.

[0124] Optionally, the drive system is also controlled to operate in the traction mode, the differential lock is engaged, and both motors are controlled to operate, so that the torque of the two motors is coupled and transmitted to the wheels that are not slipping, thereby enabling the vehicle to get out of trouble.

[0125] In this embodiment, the escape mode is the mode where one side of the vehicle's wheels slips. When one side of the vehicle's wheels slips, the first motor and the second motor are controlled to work simultaneously, and then the differential lock is controlled to engage, so that the torque of the first motor and the second motor can be coupled and transmitted to the wheels that are not slipping, thereby enabling the vehicle to escape from trouble.

[0126] Optionally, the drive system is also controlled to operate in a power battery heating mode. When the temperature of the power battery is lower than the preset temperature, the power heating circuit is coupled with the motor thermal management circuit to reduce the voltage of the operating motor, thereby increasing the heat of the medium in the motor thermal management circuit and allowing it to flow to the power heating circuit to heat the power battery. The motor thermal management circuit is located between the two motors, and the drive system is used to connect the power battery and the power heating circuit.

[0127] In this embodiment, the power battery heating mode, which involves heating the power battery when its temperature is low, reduces the voltage supplied to the motor when the battery temperature falls below a preset temperature, thus decreasing motor operating efficiency. Therefore, when the power battery temperature is below the preset temperature, it needs to be heated to bring it back to the preset temperature. During power battery heating, the power heating circuit is coupled with the motor thermal management circuit, reducing the voltage of the operating motor to increase the heat transfer of the medium in the motor thermal management circuit and facilitate its flow to the power heating circuit to heat the power battery. The motor thermal management circuit is positioned between the two motors, and the drive system connects the power battery to the power heating circuit.

[0128] See Figure 16 This is a flowchart illustrating a drive control method provided in Embodiment Eleven of the present invention, used for controlling... Figure 3 , Figure 4 , Figure 5 , Figure 6 Or the drive system shown in Figure 10, which controls the drive system to operate in single-motor mode or dual-motor mode.

[0129] S1601: When operating in single-motor mode, it controls the differential lock to engage and the disengagement device to disengage; it controls the operation of one of the two motors, and the power of the single motor is distributed to the two transmission devices through the differential. S1602: When operating in dual-motor mode, it controls the differential lock to disengage and controls the disengagement device to engage; it controls both motors to operate, with the power of each motor being transmitted to the corresponding transmission device.

[0130] In step S1601, when the drive system is as follows Figure 3 , Figure 4 , Figure 5 , Figure 6 When the drive system shown in Figure 10 is used, the state switching component in the drive system is the differential lock and disengagement device. When working in single motor mode, the differential lock is engaged and the disengagement device is disengaged, controlling one of the two motors to work. The power of the single motor is distributed to the two transmission devices through the differential.

[0131] In this embodiment, as Figure 3 , Figure 4 , Figure 5 , Figure 6 Or, as shown in Figure 10, when the drive system is operating in the single-motor mode, the differential lock is engaged and the disengagement device is disengaged. This allows the single motor to be connected to both the first and second transmission devices simultaneously, while the other motor is disconnected from its corresponding transmission device. When the power of the single motor is distributed to the first and second transmission devices through the differential, the other motor is prevented from idling and losing power, further improving the efficiency of the motor. It also prevents the efficiency from being too low when dual-motor drive is driven by a reduction of half the torque of the single motor.

[0132] In step S1602, the drive system is as follows: Figure 3 , Figure 4 , Figure 5 , Figure 6 When using the drive system shown in Figure 10, the state switching component in the drive system is a differential lock and a disengagement device. When operating in dual-motor mode, the differential lock is disengaged and the disengagement device is engaged; both motors are operated, and the power of each motor is transmitted to the corresponding transmission device.

[0133] In this embodiment, as Figure 3 , Figure 4 , Figure 5 , Figure 6 Or, as shown in Figure 10, when the drive system is operating in the dual-motor mode, the differential lock of the control drive system is disconnected and disengaged, thereby disconnecting the connection between the first transmission device and the second transmission device. The disconnected motor is then connected to the transmission device through the disengagement device, so that the first motor and the second motor can transmit the corresponding power to the corresponding transmission device respectively. This prevents the efficiency from being too low due to the large torque of a single motor when driving with a single motor, thereby improving the operating efficiency of the motor.

[0134] Optionally, when operating in single-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage of the single motor, the output voltage of the power battery is boosted before being supplied to the single motor.

[0135] In this embodiment, as Figure 3 , Figure 4 , Figure 5 , Figure 6 Or, as shown in Figure 10, when the drive system is operating in the single-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage of the single motor, the output voltage of the power battery will be boosted before being supplied to the single motor. The preset optimal operating voltage is the voltage that maximizes the operating efficiency of the single-motor mode.

[0136] In this embodiment, the output voltage of the power battery is boosted so that the output voltage of the power battery can reach the preset optimal operating voltage of the single motor. Under the preset optimal operating voltage of the single motor, the operating efficiency of the single motor mode is maximized.

[0137] Optionally, when operating in dual-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage when the dual motors are operating, the output voltage of the power battery is boosted and then supplied to each motor separately.

[0138] In this embodiment, as Figure 3 , Figure 4 , Figure 5 , Figure 6 Alternatively, as shown in Figure 10, when the drive system operates in the dual-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage for dual-motor operation, the output voltage of the power battery is boosted before being supplied to each motor. The preset optimal operating voltage for dual-motor operation is the voltage that maximizes the operating efficiency of the dual-motor mode.

[0139] In this embodiment, the output voltage of the power battery is boosted so that the output voltage of the power battery can reach the preset optimal operating voltage when the dual motors are working. Under the preset optimal operating voltage when the dual motors are working, the operating efficiency of the dual motor mode is maximized.

[0140] Optionally, the drive system is also controlled to operate in motor failure mode, the differential lock is controlled to engage, and the disengagement device is controlled to engage or disengage; the motor that has not failed is controlled to operate, and the power of the motor that has not failed is distributed to the two transmission devices through the differential.

[0141] In this embodiment, as Figure 3 , Figure 4 , Figure 5 , Figure 6 Or, as shown in Figure 10, the drive system has a motor failure mode corresponding to the situation where either the first or second motor fails and cannot operate normally. When either the first or second motor fails and cannot operate normally, the system controls the non-faulty motor to operate, and then controls the differential lock to engage. If a disengagement device is provided between the non-faulty motor and its corresponding transmission device, the disengagement device is then engaged. Figure 3 or Figure 4 As shown, a disengagement device is provided in the first motor and the first transmission device. When the second motor fails but the first motor does not fail, the disengagement device is engaged so that the power of the first motor can be distributed to the first and second transmission devices through the differential. Or as... Figure 5 or Figure 6 As shown, the second motor and the second transmission device are equipped with a disengagement device. When the first motor fails but the second motor does not fail, the disengagement device is engaged so that the power of the second motor can be distributed to the first transmission device and the second transmission device through the differential.

[0142] If a disconnection device is installed between the faulty motor and its corresponding transmission, the disconnection device will be disconnected. For example... Figure 3 or Figure 4 As shown, a disengagement device is provided in the first motor and the first transmission device. When the first motor fails but the second motor does not fail, the disengagement device is activated, and the power of the second motor can be distributed to the first and second transmission devices via the differential. Or as... Figure 5 or Figure 6 As shown, a disengagement device is provided in the second motor and the second transmission device. When the second motor fails but the first motor does not fail, the disengagement device is disconnected, and the power of the first motor can be distributed to the first transmission device and the second transmission device through the differential.

[0143] Optionally, the drive system is also controlled to operate in the traction mode, the differential lock is controlled to engage, and the disengagement device is controlled to engage; both motors are controlled to operate, and the torque of the two motors is coupled and transmitted to the wheels that are not slipping, so as to enable the vehicle to get out of trouble.

[0144] In this embodiment, as Figure 3 , Figure 4 , Figure 5 , Figure 6 Or the drive system shown in Figure 10, the get-out mode is the mode where the wheels on one side of the vehicle slip. When the wheels on one side of the vehicle slip, the first motor and the second motor are controlled to work simultaneously, and then the differential lock is controlled to engage, and the disengagement device is engaged, so that the torque of the first motor and the second motor can be coupled and transmitted to the wheels that are not slipping, so as to get the vehicle out of trouble.

[0145] Optionally, the drive system is also controlled to operate in a power battery heating mode. When the temperature of the power battery is lower than the preset temperature, the power heating circuit is coupled with the motor thermal management circuit to reduce the voltage of the operating motor, thereby increasing the heat of the medium in the motor thermal management circuit and allowing it to flow to the power heating circuit to heat the power battery. The motor thermal management circuit is located between the two motors, and the drive system is used to connect the power battery and the power heating circuit.

[0146] In this embodiment, the power battery heating mode, which involves heating the power battery when its temperature is low, reduces the voltage supplied to the motor when the battery temperature falls below a preset temperature, thus decreasing motor operating efficiency. Therefore, when the power battery temperature is below the preset temperature, it needs to be heated to bring it back to the preset temperature. During power battery heating, the power heating circuit is coupled with the motor thermal management circuit, reducing the voltage of the operating motor to increase the heat transfer of the medium in the motor thermal management circuit and facilitate its flow to the power heating circuit to heat the power battery. The motor thermal management circuit is positioned between the two motors, and the drive system connects the power battery to the power heating circuit.

[0147] See Figure 17 This is a schematic diagram of a drive control device provided in Embodiment Twelve of the present invention. For ease of explanation, only the parts related to the embodiments of this application are shown. See also Figure 17 The drive control device 170 includes a determination module 171 and a control module 172.

[0148] The determination module 171 is used to acquire the measured data of the vehicle at the current moment and determine the target power mode of the drive system based on the measured data.

[0149] Control module 172 is used to control the state switching component to enter the target state corresponding to the target power mode based on the target power mode, and to control the motor corresponding to the target power mode to work, so that the drive system can perform power distribution; when the drive system is Figure 1 , Figure 2 or Figure 9 When the drive system is in the state of differential lock, the state switching component is the differential lock; when the drive system is Figure 3 or Figure 4 or Figure 5 or Figure 6 When the drive system is in operation, the state switching components are the differential lock and the disengagement device.

[0150] Optionally, the determining module 171 includes: The first determination submodule is used to determine the current motor operating condition and the current wheel operating condition based on the measured data.

[0151] The second determining submodule is used to determine the target power mode of the drive system from the single motor mode or the dual motor mode if the motor operating condition is the normal dual motor operating condition and the wheel operating condition is not the wheel slipping condition.

[0152] The third determination submodule is used to determine the target power mode of the drive system as the get-out-of-trouble mode if the motor operating condition is the normal dual-motor operating condition and the current wheel operating condition is the wheel slipping condition.

[0153] The fourth determination submodule is used to determine the target power mode of the drive system as the motor fault mode if the motor operating condition is a single motor fault condition.

[0154] Optionally, the second determining submodule includes: The first determining unit is used to obtain the operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode, and determine the mode with higher operating efficiency as the target power mode of the drive system.

[0155] Optionally, the first determining unit includes: The first determining subunit is used to obtain the motor's speed and torque at the current moment, and determine the operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode based on the speed and torque, as well as the preset mapping relationship between the speed and torque and the corresponding motor mode operating efficiency.

[0156] Optionally, the first determined subunit includes: The first mapping subunit is used to determine the operating efficiency corresponding to the single motor mode based on the speed, torque and the first mapping table corresponding to the single motor mode; wherein, the first mapping table is used to reflect the mapping relationship between the speed, torque and the operating efficiency corresponding to the single motor mode.

[0157] The second mapping subunit is used to determine the operating efficiency corresponding to the dual-motor mode based on the speed, torque and the second mapping table corresponding to the dual-motor mode; wherein, the second mapping table is used to reflect the mapping relationship between the speed, torque and the operating efficiency corresponding to the dual-motor mode.

[0158] Optionally, the control module 172 includes: The first control submodule is used to control the differential lock to engage when the state switching component is a differential lock if the target power mode is a single motor mode; control the differential lock to engage and control the disengagement device to disengage when the state switching component is a differential lock and a disengagement device; control the operation of one of the two motors, and the power of the single motor is distributed to the two transmission devices through the differential.

[0159] Optionally, the control module 172 further includes: The second control submodule is used to control the differential lock to disengage when the state switching component is a differential lock if the target power mode is a dual-motor mode; control the differential lock to disengage and control the disengagement device to engage when the state switching component is a differential lock and a disengagement device; control both motors to work, and transmit the power of each motor to the corresponding transmission device.

[0160] Optionally, the control module 172 further includes: The third control submodule is used to control the differential lock to engage when the state switching component is a differential lock if the target power mode is the escape mode; control the differential lock to engage and control the escape device to engage when the state switching component is a differential lock and a disengagement device; control both motors to work and couple the torque of the two motors to the wheels that are not slipping, so as to achieve vehicle escape.

[0161] Optionally, the control module 172 further includes: The fourth control submodule is used to control the differential lock to engage when the state switching component is a differential lock if the target power mode is a motor failure mode; control the differential lock to engage when the state switching component is a differential lock and a disengagement device, and control the disengagement device to engage or disengage; control the motor that has not experienced a failure to work, and the power of the motor that has not experienced a failure is distributed to the two transmission devices through the differential.

[0162] Optionally, the control module 172 further includes: The first voltage regulation submodule is used to boost the output voltage of the power battery before supplying it to the working motor when the output voltage of the power battery is lower than the preset optimal working voltage when the single motor is working, in the target power mode of single motor mode.

[0163] Optionally, the control module 172 further includes: The second voltage regulation submodule is used to boost the output voltage of the power battery before supplying it to the working motor when the output voltage of the power battery is lower than the preset optimal working voltage when the dual motors are working, in the target power mode of dual motor mode.

[0164] Optionally, the drive control device 170 further includes: The acquisition module is used to acquire the temperature of the power battery; The heating module is used to control the coupling between the power heating circuit and the motor thermal management circuit when the temperature of the power battery is lower than the preset temperature. This reduces the voltage of the working motor to increase the heat of the medium in the motor thermal management circuit and allow it to flow to the power heating circuit to heat the power battery. Therefore, the motor thermal management circuit is located between the two motors, and the drive system is used to connect the power battery and the power heating circuit.

[0165] See Figure 18 , Figure 18 This is a schematic diagram of the structure of a vehicle provided in Embodiment Thirteen of the present invention. The vehicle includes a power battery drive system, wherein the power battery is used to provide electrical energy to the drive system, and the drive system is any of the drive systems in the above embodiments.

[0166] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A drive system, characterized in that, The drive system includes two motors, two transmission devices, a differential, and a differential lock. Each motor is connected to one of the transmission devices, and the differential and the differential lock are disposed between the two transmission devices.

2. The drive system as described in claim 1, characterized in that, The differential and the differential lock are coaxially arranged.

3. The drive system as described in claim 1, characterized in that, The differential, the differential lock, and the two motors are arranged coaxially.

4. The drive system as described in claim 1, characterized in that, It also includes a disconnection device; The disengagement device is disposed between any of the motors and the corresponding transmission device.

5. The drive system as described in claim 4, characterized in that, The disengagement device is coaxially arranged with the differential and the differential lock.

6. The drive system as described in claim 4, characterized in that, The disengagement device is coaxially arranged with the differential, the differential lock, and the two motors.

7. The drive system as described in claim 4, characterized in that, The disengagement device is a friction-type disengagement device, a hydraulic disengagement device, or an electromagnetic disengagement device.

8. The drive system according to any one of claims 1-7, characterized in that, Each of the aforementioned transmission devices includes a coupling shaft, an intermediate shaft, an output shaft, a first transmission assembly, and a second transmission assembly; The first end of the coupling is connected to one of the motors, and the second end of the coupling is connected to the differential or the differential lock. The first end of the first transmission component is connected to the coupling shaft, and the second end of the first transmission component is connected to the first end of the second transmission component through the intermediate shaft. The second end of the second transmission component is connected to the first end of the output shaft, and the second end of the output shaft is connected to the corresponding wheel.

9. The drive system as described in claim 8, characterized in that, The first transmission assembly includes a first gear and a second gear; The first gear is connected to the corresponding coupling shaft; The second gear meshes with the first gear; The second gear is connected to the corresponding intermediate shaft.

10. The drive system as described in claim 8, characterized in that, The second transmission assembly includes a third gear and a fourth gear; The third gear is connected to the corresponding intermediate shaft; The third gear meshes with the fourth gear; The fourth gear is connected to the corresponding output shaft.

11. A drive system, characterized in that, The drive system consists of two motors, two transmission devices, a differential, and a differential lock. Each motor is connected to one of the transmission devices. The differential and the differential lock are disposed between the two transmission devices. The differential, the differential lock, and the two motors are coaxially arranged.

12. A drive system, characterized in that, The drive system consists of two motors, two transmission devices, a differential, a differential lock, and a disengagement device. Each motor is connected to one of the transmission devices. The differential and the differential lock are disposed between the two transmission devices. The disengagement device is disposed between any motor and the corresponding transmission device. The disengagement device is coaxially disposed with the differential, the differential lock, and the two motors.

13. A drive control method for controlling the drive system according to any one of claims 1-12, characterized in that, include: Acquire actual test data of the vehicle, and determine the target power mode of the drive system based on the actual test data; Based on the target power mode, the control state switching component enters the target state corresponding to the target power mode and controls the motor corresponding to the target power mode to work, so that the drive system can distribute power. When the drive system is any one of the drive systems described in 1-3 or 8-11, the state switching component is a differential lock; When the drive system is any one of the drive systems described in 4-10 or 12, the state switching component is a differential lock and a disengagement device.

14. The drive control method as described in claim 13, characterized in that, Determining the target power mode of the drive system based on the measured data includes: Based on the measured data, determine the motor operating condition and wheel operating condition; If the motor operating condition is a normal dual-motor operating condition and the wheel operating condition is not a wheel slippage condition, then the target power mode of the drive system is determined from either the single-motor mode or the dual-motor mode. If the motor operating condition is the normal operating condition of dual motors and the wheel operating condition is the wheel slipping condition, then the target power mode of the drive system is determined to be the get-out-of-trouble mode. If the motor operating condition is a single motor failure condition, then the target power mode of the drive system is determined to be the motor failure mode.

15. The drive control method as described in claim 14, characterized in that, Determining the target power mode of the drive system from either a single-motor mode or a dual-motor mode includes: The operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode are obtained, and the mode with higher operating efficiency is determined as the target power mode of the drive system.

16. The drive control method as described in claim 15, characterized in that, The process of obtaining the operating efficiency corresponding to the single-motor mode and the operating efficiency corresponding to the dual-motor mode includes: The speed and torque of the motor at the current moment are obtained. Based on the speed and torque, as well as the preset mapping relationship between the speed and torque and the corresponding motor mode operating efficiency, the operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode are determined.

17. The drive control method as described in claim 16, characterized in that, The step of determining the operating efficiency of the single-motor mode and the operating efficiency of the dual-motor mode based on the rotational speed and the torque, as well as the preset mapping relationship between the rotational speed and torque and the corresponding motor mode operating efficiency, includes: Based on the speed, the torque, and the first mapping table corresponding to the single-motor mode, the operating efficiency corresponding to the single-motor mode is determined; wherein, the first mapping table is used to reflect the mapping relationship between the speed, the torque, and the operating efficiency corresponding to the single-motor mode; Based on the speed, torque, and the second mapping table corresponding to the dual-motor mode, the operating efficiency corresponding to the dual-motor mode is determined; wherein, the second mapping table is used to reflect the mapping relationship between the speed, torque, and the operating efficiency corresponding to the dual-motor mode.

18. The drive control method as described in claim 14, characterized in that, Based on the target power mode, the control state switching component enters the target state corresponding to the target power mode and controls the motor corresponding to the target power mode to work, so that the drive system can perform power distribution, including: If the target power mode is the single motor mode, then when the state switching component is the differential lock, the differential lock is controlled to engage; when the state switching component is the differential lock and the disengagement device, the differential lock is controlled to engage and the disengagement device is controlled to disengage; one of the two motors is controlled to work, and the power of the single motor is distributed to the two transmission devices through the differential.

19. The drive control method as described in claim 14, characterized in that, The method of controlling the state switching component to enter the target state corresponding to the target power mode based on the target power mode, and controlling the motor corresponding to the target power mode to work, so as to enable the drive system to perform power distribution, further includes: If the target power mode is the dual-motor mode, then when the state switching component is the differential lock, the differential lock is controlled to disengage; when the state switching component is the differential lock and the disengagement device, the differential lock is controlled to disengage and the disengagement device is controlled to engage; both motors are controlled to work, and the power of each motor is transmitted to the corresponding transmission device.

20. The drive control method as described in claim 14, characterized in that, The method of controlling the state switching component to enter the target state corresponding to the target power mode based on the target power mode, and controlling the motor corresponding to the target power mode to work, so as to enable the drive system to perform power distribution, further includes: If the target power mode is the escape mode, then when the state switching component is the differential lock, the differential lock is controlled to engage; when the state switching component is the differential lock and the disengagement device, the differential lock is controlled to engage, and the disengagement device is controlled to engage; both motors are controlled to work, and the torque of the two motors is coupled and transmitted to the wheels that are not slipping, so as to achieve vehicle escape.

21. The drive control method as described in claim 14, characterized in that, The method of controlling the state switching component to enter the target state corresponding to the target power mode based on the target power mode, and controlling the motor corresponding to the target power mode to work, so as to enable the drive system to perform power distribution, further includes: If the target power mode is the motor failure mode, then when the state switching component is the differential lock, the differential lock is controlled to engage; when the state switching component is the differential lock and the disengagement device, the differential lock is controlled to engage, and the disengagement device is controlled to engage or disengage; the motor that has not experienced a failure is controlled to operate, and the power of the motor that has not experienced a failure is distributed to the two transmission devices through the differential.

22. The drive control method as described in claim 18, characterized in that, Also includes: When the target power mode is the single motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage when the single motor is working, the output voltage of the power battery will be boosted before being supplied to the working motor.

23. The drive control method as described in claim 19, characterized in that, Also includes: When the target power mode is the dual-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage when the dual motors are working, the output voltage of the power battery will be boosted before being supplied to the working motor.

24. The drive control method as described in any one of claims 22-23, characterized in that, Also includes: Obtain the temperature of the power battery; When the temperature of the power battery is lower than the preset temperature, the power heating circuit is coupled with the motor thermal management circuit to reduce the voltage of the working motor, thereby increasing the heat of the medium in the motor thermal management circuit and allowing it to flow to the power heating circuit to heat the power battery. The motor thermal management circuit is located between the two motors, and the drive system is used to connect the power battery and the power heating circuit.

25. A drive control method for controlling the drive system according to any one of claims 1-3 and 8-11, characterized in that, Control the drive system to operate in single-motor mode or dual-motor mode; When operating in the single-motor mode, the differential lock of the drive system is engaged, controlling one of the two motors to operate, and the power of the single motor is distributed to the two transmission devices through the differential. When operating in the dual-motor mode, the differential lock of the drive system is disengaged, and both motors are controlled to operate, with the power of each motor being transmitted to the corresponding transmission device.

26. The drive control method as described in claim 25, characterized in that, When operating in the single-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage of the single motor, the output voltage of the power battery will be boosted before being supplied to the single motor.

27. The drive control method as described in claim 25, characterized in that, When operating in the dual-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage when the dual motors are operating, the output voltage of the power battery is boosted and then supplied to each of the motors.

28. The drive control method as described in claim 25, characterized in that, The drive system is also controlled to operate in motor failure mode. When one of the motors fails and cannot work normally, the differential lock is engaged, and then the motor that is not faulty is controlled to work. The power of the motor that is not faulty is distributed to the two transmission devices through the differential.

29. The drive control method as described in claim 25, characterized in that, The system also controls the drive system to operate in the traction mode, controls the differential lock to engage, and then controls both motors to operate, coupling the torque of the two motors to the wheels that are not slipping, thereby enabling the vehicle to get out of trouble.

30. The drive control method as described in claim 25, characterized in that, The system also controls the drive system to operate in a power battery heating mode. When the temperature of the power battery is lower than the preset temperature, the system controls the coupling of the power heating circuit and the motor thermal management circuit to reduce the voltage of the operating motor, thereby increasing the heat of the medium in the motor thermal management circuit and allowing it to flow to the power heating circuit to heat the power battery. The motor thermal management circuit is located between the two motors, and the drive system is used to connect the power battery and the power heating circuit.

31. A drive control method for controlling the drive system according to any one of claims 4-10 and 12, characterized in that, Control the drive system to operate in single-motor mode or dual-motor mode; When operating in the single-motor mode, the differential lock is engaged and the disengagement device is disengaged; one of the two motors is controlled to operate, and the power of the single motor is distributed to the two transmission devices through the differential. When operating in the dual-motor mode, the differential lock is disengaged and the disengagement device is engaged; both motors are operated, and the power of each motor is transmitted to the corresponding transmission device.

32. The drive control method as described in claim 31, characterized in that, When operating in the single-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage of the single motor, the output voltage of the power battery will be boosted before being supplied to the single motor.

33. The drive control method as described in claim 31, characterized in that, When operating in the dual-motor mode, if the output voltage of the power battery is lower than the preset optimal operating voltage when the dual motors are operating, the output voltage of the power battery is boosted and then supplied to each of the motors.

34. The drive control method as described in claim 31, characterized in that, It also controls the drive system to operate in motor failure mode, controls the differential lock to engage, and controls the disengagement device to engage or disengage; controls the motor that is not experiencing a fault to operate, and the power of the motor that is not experiencing a fault is distributed to the two transmission devices through the differential.

35. The drive control method as described in claim 31, characterized in that, It also controls the drive system to operate in the traction mode, controls the differential lock to engage, and controls the disengagement device to engage; it controls both motors to operate, and couples the torque of the two motors to the wheels that are not slipping, thereby enabling the vehicle to get out of trouble.

36. The drive control method as described in claim 31, characterized in that, The system also controls the drive system to operate in a power battery heating mode. When the temperature of the power battery is lower than the preset temperature, the system controls the coupling of the power heating circuit and the motor thermal management circuit to reduce the voltage of the operating motor, thereby increasing the heat of the medium in the motor thermal management circuit and allowing it to flow to the power heating circuit to heat the power battery. The motor thermal management circuit is located between the two motors, and the drive system is used to connect the power battery and the power heating circuit.

37. A drive control device for controlling the drive system according to any one of claims 1-12, characterized in that, include: The determination module is used to acquire the measured data of the vehicle at the current moment and determine the target power mode of the drive system based on the measured data. The control module is used to control the state switching component to enter the target state corresponding to the target power mode based on the target power mode, and to control the motor corresponding to the target power mode to work so that the drive system can perform power distribution; when the drive system is any one of the drive systems described in 1-3 and 8-11, the state switching component is a differential lock; when the drive system is any one of the drive systems described in 4-10 and 12, the state switching component is a differential lock and a disengagement device.

38. The drive control device as described in claim 37, characterized in that, The determining module includes: The first determining submodule is used to determine the current motor operating condition and the current wheel operating condition based on the measured data. The second determining submodule is used to determine the target power mode of the drive system from the single motor mode or the dual motor mode if the motor operating condition is the normal dual motor operating condition and the wheel operating condition is not the wheel slipping operating condition. The third determining submodule is used to determine the target power mode of the drive system as the get-out-of-trouble mode if the motor operating condition is the normal operating condition of dual motors and the current wheel operating condition is the wheel slipping condition. The fourth determination submodule is used to determine the target power mode of the drive system as the motor fault mode if the motor operating condition is a single motor fault condition.

39. The drive control device as described in claim 38, characterized in that, The second determining submodule includes: The first determining unit is used to obtain the operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode, and determine the mode with higher operating efficiency as the target power mode of the drive system.

40. The drive control device as described in claim 39, characterized in that, The first determining unit includes: The first determining subunit is used to obtain the speed and torque of the motor at the current moment, and determine the operating efficiency corresponding to the single motor mode and the operating efficiency corresponding to the dual motor mode based on the speed and torque, as well as the preset mapping relationship between the speed and torque and the corresponding motor mode operating efficiency.

41. The drive control device as described in claim 40, characterized in that, The first determining subunit includes: The first mapping subunit is used to determine the operating efficiency corresponding to the single motor mode based on the speed, the torque and the first mapping table corresponding to the single motor mode; wherein, the first mapping table is used to reflect the mapping relationship between the speed, the torque and the operating efficiency corresponding to the single motor mode; The second mapping subunit is used to determine the operating efficiency corresponding to the dual-motor mode based on the rotational speed, the torque, and the second mapping table corresponding to the dual-motor mode; wherein, the second mapping table is used to reflect the mapping relationship between the rotational speed, the torque, and the operating efficiency corresponding to the dual-motor mode.

42. The drive control device as described in claim 38, characterized in that, The control module includes: The first control submodule is used to control the differential lock to engage when the state switching component is the differential lock if the target power mode is the single motor mode; control the differential lock to engage and control the disengagement device to disengage when the state switching component is the differential lock and the disengagement device; control one of the two motors to work, and the power of the single motor is distributed to the two transmission devices through the differential.

43. The drive control device as described in claim 38, characterized in that, The control module further includes: The second control submodule is used to control the differential lock to disengage when the state switching component is the differential lock if the target power mode is the dual-motor mode; control the differential lock to disengage and control the disengagement device to engage when the state switching component is the differential lock and the disengagement device; and control both motors to work, with the power of each motor being transmitted to the corresponding transmission device.

44. The drive control device as described in claim 38, characterized in that, The control module further includes: The third control submodule is used to control the differential lock to engage when the state switching component is the differential lock if the target power mode is the escape mode; control the differential lock to engage and control the escape device to engage when the state switching component is the differential lock and the disengagement device; control both motors to work and couple the torque of the two motors to the wheels that are not slipping, so as to achieve vehicle escape.

45. The drive control device as described in claim 38, characterized in that, The control module further includes: The fourth control submodule is used to control the differential lock to engage when the state switching component is the differential lock if the target power mode is the motor fault mode; control the differential lock to engage and control the disengagement device to engage or disengage when the state switching component is the differential lock and the disengagement device; control the non-faulty motor to work, and the power of the non-faulty motor is distributed to the two transmission devices through the differential.

46. ​​The drive control device as described in claim 38, characterized in that, The control module further includes: The first voltage regulation submodule is used to boost the output voltage of the power battery before supplying it to the working motor when the output voltage of the power battery is lower than the preset optimal working voltage when the single motor is working, in the target power mode of the single motor mode.

47. The drive control device as described in claim 38, characterized in that, The control module further includes: The second voltage regulation submodule is used to boost the output voltage of the power battery before supplying it to the working motor when the output voltage of the power battery is lower than the preset optimal working voltage when the dual motors are working, in the case of the target power mode being the dual motor mode.

48. The drive control device according to any one of claims 46-47, characterized in that, The drive control device further includes: The acquisition module is used to acquire the temperature of the power battery; The heating module is used to control the coupling of the power heating circuit and the motor thermal management circuit when the temperature of the power battery is lower than the preset temperature. This reduces the voltage of the operating motor to increase the heat of the medium in the motor thermal management circuit and allow it to flow to the power heating circuit to heat the power battery. Therefore, the motor thermal management circuit is located between the two motors, and the drive system is used to connect the power battery and the power heating circuit.

49. A vehicle, characterized in that, It includes a power battery and a drive system as described in any one of claims 1-12, wherein the power battery is used to provide electrical energy to the drive system.

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