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CN113370772A - Power system of electric automobile and control method - Google Patents

Power system of electric automobile and control method Download PDF

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Publication number
CN113370772A
CN113370772A CN202110830638.8A CN202110830638A CN113370772A CN 113370772 A CN113370772 A CN 113370772A CN 202110830638 A CN202110830638 A CN 202110830638A CN 113370772 A CN113370772 A CN 113370772A
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China
Prior art keywords
motor
clutch
electric machine
torque
differential
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Pending
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CN202110830638.8A
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Chinese (zh)
Inventor
王燕
张天强
于长虹
刘建康
霍云龙
刘力源
闫书畅
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FAW Group Corp
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FAW Group Corp
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Priority to CN202110830638.8A priority Critical patent/CN113370772A/en
Publication of CN113370772A publication Critical patent/CN113370772A/en
Priority to PCT/CN2022/104177 priority patent/WO2023000983A1/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of electric gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to the technical field of vehicles, and discloses a power system and a control method of an electric automobile, wherein the power system of the electric automobile comprises: the first output end and the second output end of the first differential and the second differential are respectively connected with two wheels; the output end of the first motor is in transmission connection with the input end of a first differential mechanism, and a first clutch is arranged between the first motor and the first differential mechanism; the output end of the second motor is in transmission connection with the input end of a second differential mechanism, and a second clutch is arranged between the second motor and the second differential mechanism; and the output end of the third motor is in transmission connection with the input end of the second differential, and a third clutch is arranged between the third motor and the second differential. Through the structure, the power system of the electric automobile reduces the rotation loss of the motor, reduces the resistance of the vehicle, is favorable for reducing the energy consumption of the vehicle, and prolongs the endurance mileage of the vehicle.

Description

Power system of electric automobile and control method
Technical Field
The invention relates to the technical field of vehicles, in particular to a power system and a control method of an electric automobile.
Background
At present, pure electric vehicles develop more and more quickly, and in order to pursue better power characteristics, a plurality of vehicle types adopt a four-wheel drive scheme, namely, a set of electric drive system is respectively adopted in the front and the back, and a motor and a corresponding speed reducer are respectively arranged in the front and the back. The permanent magnet synchronous motor is widely applied to pure electric vehicles at present due to high power density and high efficiency. However, unlike asynchronous motors, the permanent magnet synchronous motors have a large back-drag torque under the condition of follow-up rotation, and in order to prevent the back electromotive force from being too high, the weak magnetic current of the permanent magnet synchronous motors at a high rotating speed section is large, and the consumed electric energy is large, which all cause that the power consumption of four-wheel drive vehicles adopting the permanent magnet synchronous motors is high, the driving range is short, and the competitiveness of the vehicles is influenced.
Disclosure of Invention
One object of the present invention is to provide a power system of an electric vehicle, which reduces the follow-up loss of a motor, reduces the resistance of the vehicle, is beneficial to reducing the energy consumption of the vehicle, and prolongs the endurance mileage of the vehicle.
In order to achieve the purpose, the invention adopts the following technical scheme:
a power system for an electric vehicle, comprising:
the first output end and the second output end of the first differential are respectively connected with two wheels;
the first output end and the second output end of the second differential are respectively connected with the two wheels;
the output end of the first motor is in transmission connection with the input end of the first differential mechanism, and a first clutch is arranged between the first motor and the first differential mechanism;
the output end of the second motor is in transmission connection with the input end of the second differential mechanism, and a second clutch is arranged between the second motor and the second differential mechanism;
and the output end of the third motor is in transmission connection with the input end of the second differential mechanism, and a third clutch is arranged between the third motor and the second differential mechanism.
As a preferable scheme of the power system of the electric vehicle, the power system of the electric vehicle further includes a first speed reduction mechanism, the first clutch is disposed at an output end of the first motor, and the first speed reduction mechanism is connected between an output end of the first clutch and an input end of the first differential.
As a preferable mode of the power system of the electric vehicle, the first clutch is disposed at an input end of the first differential, and the first speed reduction mechanism is connected between an output end of the first motor and an input end of the first clutch.
As a preferable scheme of the power system of the electric vehicle, the power system of the electric vehicle further includes a second speed reduction mechanism, the second clutch is disposed at an output end of the second motor, and the second speed reduction mechanism is connected between an output end of the second clutch and an input end of the second differential.
As a preferable scheme of the power system of the electric vehicle, the second clutch is disposed at an input end of the second differential, the third clutch is disposed at an output end of the third motor, an output end of the second motor is connected to an output end of the third clutch, and the second speed reduction mechanism is connected between a junction of the second motor and the third clutch and an input end of the second clutch.
As a preferable scheme of the power system of the electric vehicle, the third clutch is disposed at an input end of the second differential, the second clutch is disposed at an output end of the second motor, an output end of the third motor is connected with an output end of the second clutch, and the second speed reduction mechanism is connected between a junction of the third motor and the second clutch and an input end of the third clutch.
Another object of the present invention is to provide a control method for an electric vehicle, which can obtain better acceleration and higher vehicle speed, and is beneficial to improving the driving experience of the driver.
In order to achieve the purpose, the invention adopts the following technical scheme:
a control method of an electric vehicle, configured to control a powertrain of the electric vehicle provided in any one of the above technical solutions, the control method of the electric vehicle includes a pole mode, when the electric vehicle is driven in the pole mode, the first clutch, the second clutch, and the third clutch are all in an engaged state, the first motor, the second motor, and the third motor all adopt a torque control mode, and a magnitude of torque generated by the first motor, the second motor, or the third motor is determined by an opening degree of an accelerator pedal, and a required torque Mdmd of the first motor, the second motor, or the third motor is:
Figure BDA0003175404900000031
wherein when calculating the required torque Mdmd of the first electric machine, a is 2; when calculating the required torque Mdmd of the second electric machine or the third electric machine, a is 4; tdrive is the required driving torque of the wheel, i is the transmission ratio between the output end of the motor and the input end of the differential, and eta is the mechanical transmission efficiency from the motor to the wheel;
when the extreme mode is used for braking, the first clutch, the second clutch and the third clutch are all in a combined state, the braking torque is provided by the first motor, the second motor and the third motor do not work, and the power generation demand torque of the first motor is as follows:
Figure BDA0003175404900000032
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, η, between the output of the first electric machine and the input of the first differential1Is the mechanical transmission efficiency from the first electric machine to the wheel.
As a preferable aspect of the control method for an electric vehicle, the control method for an electric vehicle further includes a sport mode in which the first clutch, the second clutch, and the third clutch are all engaged, the first motor, the second motor, and the third motor are all in a torque control mode, and the magnitude of the generated torque is determined by the opening degree of an accelerator pedal, and the required torque Mdmd of the first motor, the second motor, or the third motor is:
Figure BDA0003175404900000041
wherein when calculating the required torque Mdmd of the first electric machine, a is 2; when calculating the required torque Mdmd of the second electric machine or the third electric machine, a is 4; tdrive is the required driving torque of the wheel, i is the transmission ratio between the output end of the motor and the input end of the differential, and eta is the mechanical transmission efficiency from the motor to the wheel;
when the sport mode is braked, the first clutch is kept in an engaged state, the second clutch and the third clutch are in a disengaged state, braking torque is provided by the first motor, the second motor and the third motor do not work, and the torque required by power generation of the first motor is as follows:
Figure BDA0003175404900000042
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, η, between the output of the first electric machine and the input of the first differential1Is the mechanical transmission efficiency from the first electric machine to the wheel.
As a preferable aspect of the control method for an electric vehicle, the control method for an electric vehicle further includes an economy mode in which the first clutch is in an engaged state, the second clutch and the third clutch are in a disengaged state, the first motor adopts a torque control mode in which the magnitude of torque generated is determined by the opening degree of an accelerator pedal, the second motor and the third motor are not operated, and the required torque Mdmd of the first motor is:
Figure BDA0003175404900000043
wherein Tdrive is the required driving torque of the wheel, i1Is the transmission ratio, η, between the output of the first electric machine and the input of the first differential1Is the mechanical transmission efficiency from the first electric machine to the wheel;
when the economy mode is braked, the first clutch is in a combined state, the second clutch and the third clutch are in a separated state, braking torque is provided by the first motor, the second motor and the third motor do not work, and the torque required by power generation of the first motor is as follows:
Figure BDA0003175404900000051
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, η, between the output of the first electric machine and the input of the first differential1Is the mechanical transmission efficiency from the first electric machine to the wheel.
As a preferable aspect of the control method for an electric vehicle, the control method for an electric vehicle further includes a comfort mode in which the first clutch is in an engaged state during driving in the comfort mode, the third clutch is in a disengaged state if the second clutch is in the engaged state, the first motor and the second motor both adopt a torque control mode, the magnitude of torque generated is determined by the opening degree of an accelerator pedal, the third motor is not operated, and the required torques Mdmd of the first motor and the second motor are:
Figure BDA0003175404900000052
wherein when calculating the required torque Mdmd of the first electric machine, a is 1; when calculating the required torque Mdmd of the second electric machine, a is 4; tdrive is a required driving torque of a wheel, i is a transmission ratio between an output end of the first motor and an input end of the first differential or a transmission ratio between an output end of the second motor and an input end of the second differential, and η is a mechanical transmission efficiency from the first motor or the second motor to the wheel;
when the comfort mode is braked, the first clutch keeps a combined state, the second clutch is switched to a separated state, the third clutch keeps a separated state, the braking torque is provided by the first motor, the second motor and the third motor do not work, and the torque required by power generation of the first motor is as follows:
Figure BDA0003175404900000053
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, η, between the output of the first electric machine and the input of the first differential1The mechanical transmission efficiency from the first motor to the wheel;
if the second clutch is in a separation state, the third clutch is in a combination state, the first motor and the third motor both adopt a torque control mode, the magnitude of the generated torque is determined by the opening degree of an accelerator pedal, the second motor does not work, and the required torques Mdmd of the first motor and the third motor are as follows:
Figure BDA0003175404900000061
wherein when calculating the required torque Mdmd of the first electric machine, a is 1; when calculating the required torque Mdmd of the third electric machine, a is 4; tdrive is a required driving torque of a wheel, i is a transmission ratio between an output end of the first motor and an input end of the first differential or a transmission ratio between an output end of the third motor and an input end of the second differential, and η is a mechanical transmission efficiency from the first motor or the third motor to the wheel;
when the comfort mode is braked, the first clutch keeps a combined state, the third clutch is switched to a separated state, the second clutch keeps a separated state, the braking torque is provided by the first motor, the second motor and the third motor do not work, and the torque required by power generation of the first motor is as follows:
Figure BDA0003175404900000062
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, η, between the output of the first electric machine and the input of the first differential1Is the mechanical transmission efficiency from the first electric machine to the wheel.
The invention has the beneficial effects that:
the invention provides a power system of an electric automobile, which comprises a first differential, a second differential, a first motor, a second motor and a third motor, wherein the first output end and the second output end of the first differential and the second differential are connected with wheels, the output end of the first motor is in transmission connection with the input end of the first differential through a first clutch, and the first motor can drive or brake the wheels on the first differential through the first differential. The output end of the second motor is in transmission connection with the input end of the second differential mechanism through the second clutch, the output end of the third motor is in transmission connection with the input end of the second differential mechanism through the third clutch, the second motor and the third motor can drive or brake wheels on the second differential mechanism through the second differential mechanism, and the three motors can provide power for four-wheel drive of the electric automobile, so that the automobile can obtain good acceleration performance. In addition, the arrangement of the first clutch, the second clutch and the third clutch can separate the first motor from the first differential mechanism, the second motor from the second differential mechanism and the third motor from the third differential mechanism, so that the rotation loss of the motor is reduced, the resistance of the vehicle is reduced, the energy consumption of the vehicle is reduced, and the endurance mileage of the vehicle is prolonged.
The invention further provides a control method of the electric automobile, the control method of the electric automobile is used for controlling the power system of the electric automobile in the technical scheme, the control method comprises a critical mode, and under the critical mode, the electric automobile can obtain better acceleration and higher speed, so that the driving experience of a driver is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a power system of an electric vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a power system of an electric vehicle according to a second embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a power system of an electric vehicle according to a third embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a power system of an electric vehicle according to a fourth embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a power system of an electric vehicle according to a fifth embodiment of the present invention;
fig. 6 is a schematic structural diagram of a power system of an electric vehicle according to a sixth embodiment of the present invention.
In the figure:
1. a first differential mechanism; 2. a second differential mechanism; 3. a first motor; 4. a second motor; 5. a third motor; 7. a first speed reduction mechanism; 8. a second reduction mechanism; 9. a first clutch; 10. a second clutch; 11. and a third clutch.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first feature is directly connected to the second feature, or that the first feature is not directly connected to the second feature but is connected to the second feature via another feature. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The technical scheme of the power system and the control method of the electric vehicle provided by the invention is further described by the specific implementation mode with reference to the attached drawings.
Example one
As shown in fig. 1, the embodiment provides a power system of an electric vehicle, the power system of the electric vehicle includes a first differential 1, a second differential 2, a first motor 3, a second motor 4, and a third motor 5, a first output end and a second output end of the first differential 1 are respectively connected to two wheels, a first output end and a second output end of the second differential 2 are respectively connected to two wheels, an output end of the first motor 3 is in transmission connection with an input end of the first differential 1, an output end of the second motor 4 and an output end of the third motor 5 are both in transmission connection with an input end of the second differential 2, the first motor 3 can drive or brake the wheels on the first differential 1 through the first differential 1, the second motor 4 and the third motor 5 can drive or brake the wheels on the second differential 2 through the second differential 2, the three motors can provide power for a fourth drive of the electric vehicle, the vehicle obtains good acceleration performance.
Preferably, the power system of the electric vehicle further comprises a first speed reducing mechanism 7, the first clutch 9 is arranged at the output end of the first motor 3, and the first speed reducing mechanism 7 is connected between the output end of the first clutch 9 and the input end of the first differential 1.
In this embodiment, the power system of the electric vehicle further includes a second speed reducing mechanism 8, the second clutch 10 is disposed at the output end of the second motor 4, and the second speed reducing mechanism 8 is connected between the output end of the second clutch 10 and the input end of the second differential 2; the third clutch 11 is arranged at the output end of the third motor 5, the output ends of the second clutch 10 and the third clutch 11 are connected, and the second speed reducing mechanism 8 is connected between the joint of the second clutch 10 and the third clutch 11 and the second differential 2.
Specifically, the first motor, the second motor 4 and the third motor 5 in this embodiment are permanent magnet synchronous motors, which have high power density and high efficiency and can provide good acceleration performance for the electric vehicle.
The embodiment also provides a control method of the electric automobile, which comprises a sense mode, a sport mode, an economy mode and a comfort mode.
The ultimate mode is as follows:
it should be noted that the extreme modes are mainly to ensure the best acceleration and the highest vehicle speed of the electric vehicle. In the extreme mode, the first clutch 9, the second clutch 10 and the third clutch 11 are all in a combined state, the first motor 3, the second motor 4 and the third motor 5 all adopt a torque control mode, and the specific torque generated during driving is determined by the opening degree of an accelerator pedal operated by a driver. The required driving torque Tdrive of the wheels can be obtained by looking up a table according to the opening degree of the accelerator pedal according to a driver required torque chart, and the method is common knowledge of the skilled person and is not repeated herein.
The required torque M of the first electric machine 3 at the time of the extreme mode drive1dmd is:
Figure BDA0003175404900000101
wherein Tdrive is the required drive torque of the wheels. i.e. i1In order to obtain a transmission ratio between the output of the first electric machine 3 and the input of the first differential 1, it is understood that i is the ratio in this embodiment1Is the gear ratio of the first reduction mechanism 7. Eta1For the mechanical transmission efficiency from the first electric machine 3 to the wheels.
The required torque M of the second electric machine 4 at the time of the extreme mode drive2dmd is:
Figure BDA0003175404900000102
wherein Tdrive is the required drive torque of the wheels. i.e. i2In order to obtain a transmission ratio between the output of the second electric machine 4 and the input of the second differential 2, it is understood that i is the ratio in this embodiment2Is the gear ratio of the second reduction mechanism 8. Eta2For the mechanical transmission efficiency from the second electric machine 4 to the wheels.
The required torque M of the third electric machine 5 at the time of the extreme mode drive3dmd is:
Figure BDA0003175404900000103
wherein Tdrive is the required drive torque of the wheels. i.e. i3For the transmission ratio between the output of the third electric machine 5 and the input of the second differential 2, it is understood that i is the ratio in this embodiment3Is the gear ratio of the second reduction mechanism 8. Eta3For the mechanical transmission efficiency from the third electric machine 5 to the wheels.
When the brake is in the extreme mode, the first clutch 9, the second clutch 10 and the third clutch 11 are all in a combined state, so that the next drive can be more smooth, and the power delay caused by the clutch combining process is avoided. The braking torque is completely provided by the first electric machine 3, the second electric machine 4 and the third electric machine 5 are not operated (no power generation), and the torque provided by the second electric machine 4 and the third electric machine 5 is zero. The required braking torque Tbrake of the wheel is determined according to the master cylinder pressure, which is well known to those skilled in the art and will not be described herein.
The power generation demand torque M of the first motor 31brake is:
Figure BDA0003175404900000111
where Tbrake is the demanded brake torque of the wheel, i1For the transmission ratio between the output of the first electric machine 3 and the input of the first differential 1, it is understood that i is the ratio in this embodiment1Being a first reduction gear 7The transmission ratio. Eta1For the mechanical transmission efficiency from the first electric machine 3 to the wheels.
And (3) motion mode:
the motion pattern ensures excellent acceleration of the electric vehicle, and in consideration of some economic efficiency, the motion pattern can achieve good acceleration and maximum vehicle speed during driving, and can reduce drag loss of the motor and the speed reduction mechanism during braking, thereby optimizing economic efficiency.
In this embodiment, the driving of the motion mode is the same as the driving of the extreme mode, and the description thereof is omitted.
During extreme mode braking, the first clutch 9 remains engaged; the second clutch 10 and the third clutch 11 are turned to the disengaged state, and the second clutch 10 and the third clutch 11 are gradually engaged again when the state is turned from the braking state to the driving state.
The power generation demand torque of the first motor 3 is:
Figure BDA0003175404900000121
where Tbrake is the demanded brake torque of the wheel, i1For the transmission ratio between the output of the first electric machine 3 and the input of the first differential 1, it is understood that i is the ratio in this embodiment1Is the gear ratio of the first reduction mechanism 7. Eta1For the mechanical transmission efficiency from the first electric machine 3 to the wheels.
And (4) an economic mode:
it should be noted that, the economic mode mainly considers the economy and weakens the dynamic property, and the driving is realized by one motor, so that the use efficiency of the motor can be greatly improved, the economy is improved, and meanwhile, the dragging loss of the motor and a transmission system can be reduced during braking, and the use efficiency is higher by adopting one motor to brake.
When the motor is driven in the economy mode, the first motor 3 is driven independently, the second motor 4 and the third motor 5 do not work, and the required torque M of the first motor 31dmd is:
Figure BDA0003175404900000122
wherein Tdrive is the required driving torque of the wheel, i1In order to obtain a transmission ratio between the output of the first electric machine 3 and the input of the first differential 1, it is understood that i is the ratio in this embodiment1Is the gear ratio of the first reduction mechanism 7. Eta1For the mechanical transmission efficiency from the first electric machine 3 to the wheels.
During the economy mode braking, the first clutch 9 remains engaged; the second clutch 10 and the third clutch 11 are kept in a disengaged state.
The power generation demand torque M of the first motor 31brake is:
Figure BDA0003175404900000123
where Tbrake is the demanded brake torque of the wheel, i1For the transmission ratio between the output of the first electric machine 3 and the input of the first differential 1, it is understood that i is the ratio in this embodiment1Is the gear ratio of the first reduction mechanism 7. Eta1For the mechanical transmission efficiency from the first electric machine 3 to the wheels.
A comfort mode:
the comfort mode mainly considers the comfort, reduces impact and pause and contusion in the driving process as much as possible and is beneficial to improving the comfort.
When the vehicle is driven in the comfort mode, the first clutch 9 is in an engaged state, the second clutch 10 is in an engaged state, the third clutch 11 is in a disengaged state, the first motor 3 and the second motor 4 both adopt a torque control mode, the specific torque generated during driving is determined by the opening degree of an accelerator pedal operated by a driver, and the third motor 5 does not work.
Required torque M of the first electric machine 31dmd is:
Figure BDA0003175404900000131
wherein Tdrive is the required drive torque of the wheels. i.e. i1In order to obtain a transmission ratio between the output of the first electric machine 3 and the input of the first differential 1, it is understood that i is the ratio in this embodiment1Is the gear ratio of the first reduction mechanism 7. Eta1For the mechanical transmission efficiency from the first electric machine 3 to the wheels.
Required torque M of the second electric machine 42dmd is:
Figure BDA0003175404900000132
wherein Tdrive is the required drive torque of the wheels. i.e. i2In order to obtain a transmission ratio between the output of the second electric machine 4 and the input of the second differential 2, it is understood that i is the ratio in this embodiment2Is the gear ratio of the second reduction mechanism 8. Eta2For the mechanical transmission efficiency from the second electric machine 4 to the wheels.
During the comfort mode braking, the first clutch 9 keeps the connection state, the second clutch 10 changes from the connection state to the disconnection state, the third clutch 11 keeps the disconnection state, the braking torque is completely provided by the first motor 3, the second motor 4 and the third motor 5 do not work (do not generate electricity), and the torque provided by the second motor 4 and the third motor 5 is zero.
The power generation demand torque M of the first motor 31brake is:
Figure BDA0003175404900000141
where Tbrake is the demanded brake torque of the wheel, i1For the transmission ratio between the output of the first electric machine 3 and the input of the first differential 1, it is understood that i is the ratio in this embodiment1Is the gear ratio of the first reduction mechanism 7. Eta1For the mechanical transmission efficiency from the first electric machine 3 to the wheels.
Example two
As shown in fig. 2, the present embodiment provides a power system of an electric vehicle, which is different from the power system of the electric vehicle provided in the first embodiment in that a second clutch 10 of the power system of the electric vehicle is disposed at an output end of a second motor 4, an output end of a third motor 5 is connected to an output end of the second clutch 10, a third clutch 11 is disposed at an input end of a second differential 2, and a second speed reduction mechanism 8 is connected between a junction of the third motor 5 and the second clutch 10 and an input end of the third clutch 11.
The embodiment also provides a control method of the electric automobile, which comprises a sense mode, a sport mode, an economy mode and a comfort mode.
The ultimate mode is as follows:
in this embodiment, the driving and braking in the extreme mode are the same as those in the first embodiment, and will not be described again here.
And (3) motion mode:
in this embodiment, the driving and braking of the motion mode are the same as those of the first embodiment, and will not be described again here.
And (4) an economic mode:
in this embodiment, the driving and braking in the economy mode are the same as those in the first embodiment, and will not be described again here.
A comfort mode:
in this embodiment, the driving and braking in the comfort mode are the same as those in the comfort mode in the first embodiment, and the description thereof is omitted.
EXAMPLE III
As shown in fig. 3, the present embodiment provides a power system of an electric vehicle, which is different from the power system of the electric vehicle provided in the second embodiment in that a third clutch 11 of the power system of the electric vehicle is disposed at an output end of a third motor 5, an output end of a second motor 4 is connected to an output end of the third clutch 11, a second clutch 10 is disposed at an input end of a second differential 2, and a second speed reduction mechanism 8 is connected between a junction of the second motor 4 and the third clutch 11 and an input end of the second clutch 10.
The embodiment also provides a control method of the electric automobile, which comprises a sense mode, a sport mode, an economy mode and a comfort mode.
The ultimate mode is as follows:
in this embodiment, the driving and braking in the extreme mode are the same as those in the first embodiment, and will not be described again here.
And (3) motion mode:
in this embodiment, during the driving in the sport mode, the first clutch 9 is in the engaged state, the second clutch 10 is in the disengaged state, the third clutch 11 is in the engaged state, the first motor 3 and the second motor 4 both adopt the torque control mode, the magnitude of the torque specifically generated during the driving is determined by the opening degree of the accelerator pedal operated by the driver, and the third motor 5 does not work.
Required torque M of the first electric machine 31dmd is:
Figure BDA0003175404900000161
wherein Tdrive is the required drive torque of the wheels. i.e. i1In order to obtain a transmission ratio between the output of the first electric machine 3 and the input of the first differential 1, it is understood that i is the ratio in this embodiment1Is the gear ratio of the first reduction mechanism 7. Eta1For the mechanical transmission efficiency from the first electric machine 3 to the wheels.
Required torque M of the second electric machine 42dmd is:
Figure BDA0003175404900000162
wherein Tdrive is the required drive torque of the wheels. i.e. i2In order to obtain a transmission ratio between the output of the second electric machine 4 and the input of the second differential 2, it is understood that i is the ratio in this embodiment2Is the gear ratio of the second reduction mechanism 8. Eta2Is from the first toThe mechanical transmission efficiency of the two motors 4 to the wheels.
During the sport mode braking, the first clutch 9 keeps the connection state, the third clutch 11 changes from the connection state to the disconnection state, the second clutch 10 keeps the disconnection state, the braking torque is completely provided by the first motor 3, the second motor 4 and the third motor 5 do not work (do not generate electricity), and the torque provided by the second motor 4 and the third motor 5 is zero.
The power generation demand torque M of the first motor 31brake is:
Figure BDA0003175404900000163
where Tbrake is the demanded brake torque of the wheel, i1For the transmission ratio between the output of the first electric machine 3 and the input of the first differential 1, it is understood that i is the ratio in this embodiment1Is the gear ratio of the first reduction mechanism 7. Eta1For the mechanical transmission efficiency from the first electric machine 3 to the wheels.
Example four
As shown in fig. 4, the present embodiment provides a power system of an electric vehicle, which is different from the power system of the electric vehicle provided in the third embodiment in that a first clutch 9 of the power system of the electric vehicle is provided between a first differential 1 and a first speed reduction mechanism 7, and the first speed reduction mechanism 7 is provided between an input end of the first clutch 9 and an output end of a first motor 3.
The embodiment also provides a control method of the electric automobile, which comprises a sense mode, a sport mode, an economy mode and a comfort mode.
The ultimate mode is as follows:
in this embodiment, the driving and braking in the extreme mode are the same as those in the third embodiment, and the description thereof is omitted.
And (3) motion mode:
in this embodiment, the driving and braking of the motion mode are the same as those of the third embodiment, and the description thereof is omitted.
And (4) an economic mode:
in this embodiment, the driving and braking in the economy mode are the same as those in the third embodiment, and the description thereof is omitted.
A comfort mode:
in this embodiment, the driving and braking in the comfort mode are the same as those in the third embodiment, and the description thereof is omitted.
EXAMPLE five
As shown in fig. 5, the present embodiment provides a power system of an electric vehicle, which is different from the power system of the electric vehicle provided in the fourth embodiment in that a second clutch 10 of the power system of the electric vehicle is disposed at an output end of the second motor 4, and a second speed reduction mechanism 8 is connected between an output end of the second clutch 10 and an input end of the second differential 2; the third clutch 11 is arranged at the output end of the third motor 5, the output ends of the second clutch 10 and the third clutch 11 are connected, and the second speed reducing mechanism 8 is connected between the joint of the second clutch 10 and the third clutch 11 and the second differential 2.
The embodiment also provides a control method of the electric automobile, which comprises a sense mode, a sport mode, an economy mode and a comfort mode.
The ultimate mode is as follows:
in this embodiment, the driving and braking in the extreme mode are the same as those in the first embodiment, and will not be described again here.
And (3) motion mode:
in this embodiment, the driving and braking of the motion mode are the same as those of the first embodiment, and will not be described again here.
And (4) an economic mode:
in this embodiment, the driving and braking in the economy mode are the same as those in the first embodiment, and will not be described again here.
A comfort mode:
in this embodiment, the driving and braking in the comfort mode are the same as those in the comfort mode in the first embodiment, and the description thereof is omitted.
EXAMPLE six
As shown in fig. 6, the present embodiment provides a power system of an electric vehicle, which is different from the power system of the electric vehicle provided in the fifth embodiment in that a second clutch 10 of the power system of the electric vehicle is disposed at an output end of the second motor 4, an output end of the third motor 5 is connected to an output end of the second clutch 10, a third clutch 11 is disposed at an input end of the second differential 2, and the second speed reduction mechanism 8 is connected between a junction of the third motor 5 and the second clutch 10 and an input end of the third clutch 11.
The embodiment also provides a control method of the electric automobile, which comprises a sense mode, a sport mode, an economy mode and a comfort mode.
The ultimate mode is as follows:
in this embodiment, the actuation and braking of the extreme mode are the same as those of the fifth embodiment, and the description thereof is omitted.
And (3) motion mode:
in this embodiment, the driving and braking of the sport mode are the same as those of the sport mode in the fifth embodiment, and the description thereof is omitted.
And (4) an economic mode:
in this embodiment, the driving and braking in the economy mode are the same as those in the fifth embodiment, and the description thereof is omitted.
A comfort mode:
in this embodiment, the driving and braking in the comfort mode are the same as those in the comfort mode in the fifth embodiment, and the description thereof is omitted.
Meanwhile, the invention also provides a switching method of four modes in the control method of the electric automobile provided by the technical scheme. The driver switches the driving mode through the vehicle-mounted information entertainment system interface related to the instrument or the central control screen. It can be understood that the switching of the four modes must meet a certain condition to be successful, and if the condition is not met, the switching is prohibited, and the driver is informed of the reason why the switching cannot be performed.
Specific switching conditions of four modes in the control method of the electric vehicle are as follows:
if the current mode is the extreme mode, the conditions that can be switched to the motion mode are as follows: the vehicle speed is less than 5km/h, an accelerator pedal is not stepped on, and the charge state of the power battery is more than 30%; the conditions that can switch to the economy mode are: the vehicle speed is less than 5km/h, and an accelerator pedal is not stepped on; the conditions that can switch to comfort mode are: the vehicle speed is less than 5km/h, and the accelerator pedal is not stepped on.
If the current mode is the sport mode, the conditions that can be switched to the extreme mode are as follows: the vehicle speed is less than 1km/h, the vehicle is in a parking gear or a neutral gear, and the charge state of the power battery is more than 50%; the conditions that can switch to the economy mode are: the vehicle speed is less than 5km/h, and an accelerator pedal is not stepped on; the conditions that can switch to comfort mode are: the vehicle speed is less than 5km/h, and the accelerator pedal is not stepped on.
If the current mode is the economy mode, the conditions that can be switched to the extreme mode are as follows: the vehicle speed is less than 1km/h, the vehicle is in a parking gear or a neutral gear, and the charge state of the power battery is more than 50%; the conditions that can switch to the motion mode are: the vehicle speed is less than 5km/h, an accelerator pedal is not stepped on, and the charge state of the power battery is more than 30%; the conditions that can switch to comfort mode are: the vehicle speed is less than 5km/h, and the accelerator pedal is not stepped on.
If the current mode is the comfort mode, the conditions that can be switched to the extreme mode are as follows: the vehicle speed is less than 1km/h, the vehicle is in a parking gear or a neutral gear, and the charge state of the power battery is more than 50%; the conditions that can switch to the motion mode are: the vehicle speed is less than 5km/h, an accelerator pedal is not stepped on, and the charge state of the power battery is more than 30%; the conditions that can switch to the economy mode are: the vehicle speed is less than 5km/h, and the accelerator pedal is not stepped on.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, adaptations and substitutions will occur to those skilled in the art without departing from the scope of the invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.

Claims (10)

1. A power system for an electric vehicle, comprising:
the first differential (1), the first output end and the second output end of the first differential (1) are respectively connected with two wheels;
the first output end and the second output end of the second differential (2) are respectively connected with two wheels;
the output end of the first motor (3) is in transmission connection with the input end of the first differential mechanism (1), and a first clutch (9) is arranged between the first motor (3) and the first differential mechanism (1);
the output end of the second motor (4) is in transmission connection with the input end of the second differential (2), and a second clutch (10) is arranged between the second motor (4) and the second differential (2);
the output end of the third motor (5) is in transmission connection with the input end of the second differential mechanism (2), and a third clutch (11) is arranged between the third motor (5) and the second differential mechanism (2).
2. The powertrain system of an electric vehicle according to claim 1, further comprising a first speed reduction mechanism (7), wherein the first clutch (9) is disposed at an output end of the first electric machine (3), and the first speed reduction mechanism (7) is connected between an output end of the first clutch (9) and an input end of the first differential (1).
3. The powertrain system of an electric vehicle according to claim 2, characterized in that the first clutch (9) is provided at an input of the first differential (1), and the first reduction mechanism (7) is connected between an output of the first electric machine (3) and an input of the first clutch (9).
4. The powertrain system of an electric vehicle according to claim 1, characterized in that it further comprises a second reduction gear mechanism (8), said second clutch (10) being provided at the output of said second electric machine (4), said second reduction gear mechanism (8) being connected between the output of said second clutch (10) and the input of said second differential (2).
5. The powertrain system of an electric vehicle according to claim 4, characterized in that the second clutch (10) is provided at an input of the second differential (2), the third clutch (11) is provided at an output of the third electric machine (5), an output of the second electric machine (4) is connected to an output of the third clutch (11), and the second reduction gear (8) is connected between a junction of the second electric machine (4) and the third clutch (11) and an input of the second clutch (10).
6. The powertrain system of an electric vehicle according to claim 4, wherein the third clutch (11) is provided at an input end of the second differential (2), the second clutch (10) is provided at an output end of the second electric machine (4), an output end of the third electric machine (5) is connected to an output end of the second clutch (10), and the second speed reduction mechanism (8) is connected between a junction of the third electric machine (5) and the second clutch (10) and an input end of the third clutch (11).
7. A control method of an electric vehicle for controlling a powertrain of the electric vehicle according to any one of claims 1 to 6, characterized by comprising a pole mode in which the first clutch (9), the second clutch (10) and the third clutch (11) are all engaged, the first motor (3), the second motor (4) and the third motor (5) all adopt a torque control mode and the magnitude of the torque generated determines the required torque Mdmd of the first motor (3), the second motor (4) or the third motor (5) from the opening degree of an accelerator pedal, and the control method comprises:
Figure FDA0003175404890000021
wherein when calculating the required torque Mdmd of the first electric machine (3), a is 2; when calculating the required torque Mdmd of the second electric machine (4) or the third electric machine (5), a is 4; tdrive is the required driving torque of the wheel, i is the transmission ratio between the output end of the motor and the input end of the differential, and eta is the mechanical transmission efficiency from the motor to the wheel;
when the extreme mode is used for braking, the first clutch (9), the second clutch (10) and the third clutch (11) are all in a combined state, the braking torque is provided by the first motor (3), the second motor (4) and the third motor (5) do not work, and the power generation demand torque of the first motor (3) is as follows:
Figure FDA0003175404890000031
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, eta, between the output of the first electric machine (3) and the input of the first differential (1)1Is the mechanical transmission efficiency from the first electric machine (3) to the wheel.
8. The control method of an electric vehicle according to claim 7, characterized in that the control method of an electric vehicle further comprises a sport mode in which the first clutch (9), the second clutch (10), and the third clutch (11) are all in an engaged state, the first motor (3), the second motor (4), and the third motor (5) are all in a torque control mode, and the magnitude of the output torque is determined by the opening degree of an accelerator pedal, and the required torque Mdmd of the first motor (3), the second motor (4), or the third motor (5) is:
Figure FDA0003175404890000032
wherein when calculating the required torque Mdmd of the first electric machine (3), a is 2; when calculating the required torque Mdmd of the second electric machine (4) or the third electric machine (5), a is 4; tdrive is the required driving torque of the wheel, i is the transmission ratio between the output end of the motor and the input end of the differential, and eta is the mechanical transmission efficiency from the motor to the wheel;
when the sport mode is braked, the first clutch (9) is kept in an engaged state, the second clutch (10) and the third clutch (11) are in a disengaged state, the braking torque is provided by the first motor (3), the second motor (4) and the third motor (5) do not work, and the power generation demand torque of the first motor (3) is as follows:
Figure FDA0003175404890000041
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, eta, between the output of the first electric machine (3) and the input of the first differential (1)1Is the mechanical transmission efficiency from the first electric machine (3) to the wheel.
9. The control method of an electric vehicle according to claim 7, characterized in that it further comprises an economy mode in which said first clutch (9) is in an engaged state, said second clutch (10) and said third clutch (11) are in a disengaged state, said first electric machine (3) adopts a torque control mode and the magnitude of the generated torque is determined by the opening degree of an accelerator pedal, said second electric machine (4) and said third electric machine (5) are not operated, and the required torque Mdmd of said first electric machine (3) is:
Figure FDA0003175404890000042
wherein Tdrive is the required driving torque of the wheel, i1Is the transmission ratio, eta, between the output of the first electric machine (3) and the input of the first differential (1)1Is the mechanical transmission efficiency from the first electric machine (3) to the wheel;
when the economy mode is braked, the first clutch (9) is in an engaged state, the second clutch (10) and the third clutch (11) are in a disengaged state, braking torque is provided by the first motor (3), the second motor (4) and the third motor (5) do not work, and the torque required by power generation of the first motor (3) is as follows:
Figure FDA0003175404890000051
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, eta, between the output of the first electric machine (3) and the input of the first differential (1)1Is the mechanical transmission efficiency from the first electric machine (3) to the wheel.
10. The control method of an electric vehicle according to claim 7, characterized in that the control method of an electric vehicle further comprises a comfort mode in which the first clutch (9) is in an engaged state while driving, the third clutch (11) is in a disengaged state if the second clutch (10) is in an engaged state, the first motor (3) and the second motor (4) both adopt a torque control mode and the magnitude of the generated torque is determined by the opening degree of an accelerator pedal, the third motor (5) is not operated, and the required torques Mdmd of the first motor (3) and the second motor (4) are:
Figure FDA0003175404890000052
wherein when calculating the required torque Mdmd of the first electric machine (3), a is 1; when calculating the required torque Mdmd of the second electric machine (4), a is 4; tdrive is the required driving torque of the wheel, i is the transmission ratio between the output of the first electric machine (3) and the input of the first differential (1) or the transmission ratio between the output of the second electric machine (4) and the input of the second differential (2), and η is the mechanical transmission efficiency from the first electric machine (3) or the second electric machine (4) to the wheel;
during the comfort mode braking, the first clutch (9) is kept in an engaged state, the second clutch (10) is turned to a disengaged state, the third clutch (11) is kept in a disengaged state, the braking torque is provided by the first motor (3), the second motor (4) and the third motor (5) do not work, and the power generation demand torque of the first motor (3) is as follows:
Figure FDA0003175404890000053
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, eta, between the output of the first electric machine (3) and the input of the first differential (1)1Is the mechanical transmission efficiency from the first motor (3) to the wheel;
if the second clutch (10) is in a separation state, the third clutch (11) is in a combination state, the first motor (3) and the third motor (5) both adopt a torque control mode, the magnitude of the transmitted torque is determined by the opening degree of an accelerator pedal, the second motor (4) does not work, and the required torques Mdmd of the first motor (3) and the third motor (5) are as follows:
Figure FDA0003175404890000061
wherein when calculating the required torque Mdmd of the first electric machine (3), a is 1; when calculating the required torque Mdmd of the third electric machine (5), a is 4; tdrive is the required driving torque of the wheel, i is the transmission ratio between the output of the first electric machine (3) and the input of the first differential (1) or the transmission ratio between the output of the third electric machine (5) and the input of the second differential (2), and η is the mechanical transmission efficiency from the first electric machine (3) or the third electric machine (5) to the wheel;
during the comfort mode braking, the first clutch (9) is kept in an engaged state, the third clutch (11) is turned to a disengaged state, the second clutch (10) is kept in a disengaged state, the braking torque is provided by the first motor (3), the second motor (4) and the third motor (5) do not work, and the power generation demand torque of the first motor (3) is as follows:
Figure FDA0003175404890000062
where Tbrake is the demanded brake torque of the wheel, i1Is the transmission ratio, eta, between the output of the first electric machine (3) and the input of the first differential (1)1The mechanical transmission efficiency from the first electric machine (3) to the wheel is improved.
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WO2023001098A1 (en) * 2021-07-22 2023-01-26 中国第一汽车股份有限公司 Power system and control method for electric vehicle, and electric vehicle
WO2023000983A1 (en) * 2021-07-22 2023-01-26 中国第一汽车股份有限公司 Power system and control method for electric vehicle
WO2023000982A1 (en) * 2021-07-22 2023-01-26 中国第一汽车股份有限公司 Power system and control method for electric vehicle and electric vehicle
WO2023082843A1 (en) * 2021-11-15 2023-05-19 中国第一汽车股份有限公司 Method for controlling power system of four-wheel-drive all-electric automobile, and power system
WO2023082854A1 (en) * 2021-11-15 2023-05-19 中国第一汽车股份有限公司 Power system control method for four-wheel-drive all-electric vehicle, and power system

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Application publication date: 20210910