CN107054035B - Transmission power assembly device for pure electric vehicle - Google Patents
Transmission power assembly device for pure electric vehicle Download PDFInfo
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- CN107054035B CN107054035B CN201710448654.4A CN201710448654A CN107054035B CN 107054035 B CN107054035 B CN 107054035B CN 201710448654 A CN201710448654 A CN 201710448654A CN 107054035 B CN107054035 B CN 107054035B
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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
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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
- 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
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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
- 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
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
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- 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
- B60L15/28—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 without contact making and breaking, e.g. using a transductor
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/50—Drive Train control parameters related to clutches
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- 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 provides a driving assembly device of a pure electric vehicle, which comprises a motor driver, a driving motor, a transmission, a Vehicle Control Unit (VCU) and a Motor Controller (MCU), wherein the motor driver is electrically connected with the driving motor, an output shaft of the driving motor is connected with an input end of the transmission through a flange of a flange type shaft sleeve, and an output shaft of the transmission is connected with a wheel shaft of a driving wheel; the end cover of the driving motor is provided with a supporting bearing seat, a thrust bearing is embedded in the supporting bearing seat, a limiting retainer ring is arranged on one side of the supporting bearing, far away from the end cover of the driving motor, of the supporting bearing seat, the flange type shaft sleeve is in spline connection with an output shaft of the driving motor, and the flange type shaft sleeve is in transition fit with an inner ring of the thrust bearing. The whole vehicle controller controls the rotating speed of the driving motor, so that the rotating speed of the driving disc of the friction clutch driven by the driving motor is consistent with the rotating speed of the driven disc of the transmission input shaft of the friction clutch.
Description
Technical Field
The invention mainly relates to the field of electric automobiles, in particular to a transmission power assembly device of a pure electric automobile.
Background
The growing concern to the environment and energy has driven the development of electric vehicles. The technical difficulty of the current electric automobile is how to improve the use efficiency of electric energy under the bottleneck that the battery technology is difficult to surmount. That is, how to improve the efficiency of the electric drive assembly of the electric automobile, and achieve the aims of reducing energy consumption and improving driving mileage.
The electric driving method commonly adopted by the conventional electric automobile is to drive a fixed speed reducer and a differential mechanism by a motor, and the motor is driven by a fixed speed reduction ratio method only. The method can only work in a narrow and limited interval range under the condition of reasonable rotation speed ratio/torque meeting a certain working condition. If the torque requirement of the complex working condition is met, the corresponding torque can be obtained only by continuously increasing the rotating speed/current of the motor and driving the motor by utilizing the peak power, the peak torque and the peak high current of the motor without considering the harm of high current discharge to the battery. The consequences of such a vicious circle are: 1) The motor heats, and the service efficiency is reduced; 2) The capacity of the limited and expensive power battery pack is reduced sharply, and meanwhile, the peak high-current discharge causes the battery to be heated sharply, so that the internal resistance of the battery core is increased sharply, and the battery is impacted greatly and damaged irreparably. The damage of the battery is represented by rapid decrease of the number of charge cycles, sharp decrease of the storage capacity and the battery life, and decrease of the discharge duration, which do not conform to the discharge characteristics of the power battery pack. The effect of the 2 nd point is remarkable on the reduction of the endurance mileage of the electric automobile. Therefore, the driving method using the fixed constant speed ratio has fatal defects but cannot be overcome.
To overcome this problem, some electric vehicles are beginning to incorporate variable ratio transmissions. In these transmission power assemblies for electric vehicles, a flange-type sleeve connector is used to connect the drive motor and the transmission. However, during the operation test process, the phenomena of deformation and crushing of a bearing retainer of the motor, steel ball drop, attraction of a motor rotor and a stator, powerful rotation friction, damage of a journal sensor and the like are found to occur for a plurality of times, so that motor damage accidents are caused.
Disclosure of Invention
The invention aims to solve the technical problem of providing a transmission power assembly device for a pure electric automobile, which can improve reliability.
In order to solve the technical problems, the invention provides a drive assembly device of a pure electric vehicle, which comprises a motor driver, a driving motor, a transmission, a Vehicle Control Unit (VCU) and a Motor Controller (MCU), wherein the motor driver is electrically connected with the driving motor, an output shaft of the driving motor is connected with an input end of the transmission through a flange of a flange type shaft sleeve, and an output shaft of the transmission is connected with a wheel shaft of a driving wheel; the end cover of the driving motor is provided with a supporting bearing seat, a thrust bearing is embedded in the supporting bearing seat, a check ring groove is formed in one side, far away from the end cover of the driving motor, of the thrust bearing, a limit check ring is embedded in the check ring groove, the flange type shaft sleeve is in spline connection with the output shaft of the driving motor, and the outer ring of the flange type shaft sleeve is in transition fit with the inner ring of the thrust bearing; the driving motor is internally provided with a first group of sensors which are respectively used for measuring at least part of the following parameters: the input end of the motor controller is connected with the first group of sensors; the signal input end of the motor driver is connected with the control signal output end of the motor controller; the transmission is provided with a second group of sensors for providing at least part of the following signals: a clutch separation signal and a driven disc one-shaft rotating speed signal of a transmission input shaft, wherein a first input end of the whole vehicle controller is connected with the second group of sensors; the whole vehicle controller, the motor controller and the motor driver are connected through a vehicle-mounted communication bus; the whole vehicle controller obtains a group of parameters including the motor rotating speed and load current, a clutch separation signal and a driven disc one-shaft rotating speed signal of a transmission input shaft from the motor controller and the second group of sensors in real time, and instructs the motor controller to control the rotating speed of the driving motor according to the group of parameters, so that the rotating speed of a driving disc of the friction clutch driven by the driving motor is consistent with the rotating speed of a driven disc one-shaft of the transmission input shaft of the friction clutch.
In an embodiment of the present invention, the driving motor, the thrust bearing and the flange-type shaft sleeve are coaxially disposed.
In an embodiment of the invention, a shaft pin hole is arranged at the axial center of the output shaft of the driving motor, a shaft sleeve pin hole is arranged on the flange type shaft sleeve at a position corresponding to the shaft pin hole, and the flange type shaft sleeve is fixedly connected with the output shaft of the driving motor through a shaft pin penetrating through the shaft pin hole and the shaft sleeve pin hole.
In an embodiment of the present invention, the input end of the transmission is a connection disc of the hydraulic torque converter or a driving disc of the clutch, the flange end surface of the flange type shaft sleeve is fixedly connected with the connection disc of the hydraulic torque converter by a nut, and the flange end surface of the flange type shaft sleeve is fixedly connected with the driving disc of the clutch by a bolt.
In one embodiment of the invention, the transmission is a mechanically driven single clutch manual transmission, a single clutch driven electrically controlled mechanical automatic transmission, a single clutch driven steel belt continuously variable transmission or a dual clutch driven transmission, or the transmission is a hydrodynamic torque converter driven stepped automatic transmission or a continuously variable transmission.
In an embodiment of the present invention, a gear shift controller is disposed in the vehicle controller, an input end of the gear shift controller is connected to the first input end of the vehicle controller, and an output end of the gear shift controller is connected to an input end of a gear shift actuator of the friction clutch.
In an embodiment of the present invention, the second input end of the whole vehicle controller is connected to the accelerator pedal main driving signal output end and the brake signal output end of the pure electric vehicle.
In an embodiment of the present invention, when the vehicle starts, the whole vehicle controller makes the rotation speed of the driving disc of the friction clutch driven by the driving motor consistent with the rotation speed of the driven disc of the transmission input end of the friction clutch.
In an embodiment of the present invention, the vehicle controller makes the rotation speed of the driving disc of the friction clutch driven by the driving motor consistent with the rotation speed of the driven disc of the transmission input end of the friction clutch.
Compared with the prior art, in the power assembly device, the rotor bearing of the driving motor is only responsible for supporting the self mass and the highest rotating speed, and the rotor shaft outputs rotating speed/torque. The outer circle of the flange type shaft sleeve is fixedly connected and supported by the coaxial positioning thrust bearing on the motor end cover in a transition fit manner, and the support disperses the superposed rotating gravity to the motor end cover to be fixedly connected with the transmission shell to form an integral support, so that the transmission power assembly driven by the driving motor works stably, safely, reliably and durably.
Drawings
Fig. 1 shows a structure diagram of a transmission power assembly device of a pure electric vehicle according to a first embodiment of the present invention.
Fig. 2 shows a structure diagram of a transmission power assembly device of a pure electric vehicle according to a second embodiment of the present invention.
Fig. 3 shows a structure diagram of a transmission power assembly device of a pure electric vehicle according to a third embodiment of the present invention.
Fig. 4 shows a structure diagram of a transmission power assembly device of a pure electric vehicle according to a fourth embodiment of the present invention.
Fig. 5 shows a driving motor and a transmission driving structure diagram of a transmission power assembly device of a pure electric vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments accompanied with figures are described in detail below.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than as described herein, and therefore the present invention is not limited to the specific embodiments disclosed below.
As used in this application and in the claims, the terms "a," "an," "the," and/or "the" are not specific to the singular, but may include the plural, unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that the steps and elements are explicitly identified, and they do not constitute an exclusive list, as other steps or elements may be included in a method or apparatus.
After the research of the inventor of the application, the reason that the motor damage is caused by the existing transmission power assembly device is that the basis for designing a motor shaft, a shaft neck and a bearing only meets the rotor mass and the maximum rotational inertia of the motor. However, after the motor shaft is fixedly connected with the transmission through the flange type shaft sleeve, when the internal part of the transmission rotates, the mass and huge rotational inertia of the internal part of the transmission are overlapped, and the superposition force is loaded on the bearings of the motor output shaft, the shaft neck and the rotor, so that the bearing retainer is deformed and broken, the steel balls fall off, the motor rotor is sucked with the stator, the powerful rotational friction is generated, and the shaft neck sensor is damaged. Even if the driving motor is changed to use a heavy-load bearing, similar accidents still occur, and the safety defect can not be fundamentally solved.
The embodiment of the invention describes a transmission power assembly device of a pure electric automobile, and the reliability can be improved by improving the fixedly connecting mode of a driving motor and a transmission.
First embodiment
Fig. 1 shows a power train device of a pure electric vehicle according to a first embodiment of the present invention. Referring to fig. 1, a power assembly apparatus 100 of a pure electric vehicle includes a motor driver 110, a driving motor 120, a friction clutch transmission 130, a power battery pack 140, a distribution box 150, a Motor Controller (MCU) 161, a battery management system (Battery Management System, BMS) 162, and a Vehicle Control Unit (VCU) 163.
The power battery pack 140 is used for supplying power to the pure electric vehicle, and the power supply output end of the power battery pack is connected with the distribution box 150 through an insulated high-voltage wire. The power input of the motor driver 110 is connected to the output of the distribution box 150 via insulated high voltage conductors.
The motor driver 110 is electrically connected to the driving motor 120. For example, the high voltage input of the drive motor 120 corresponds to the high voltage output of the motor driver 110, which is in communication via insulated high voltage conductors.
An output shaft of the driving motor 120 is connected to an input end of the transmission 130, and an output end of the transmission 130 is connected to an axle of the driving wheel 132. In this embodiment, the driving wheel 132 is a front wheel.
Fig. 5 shows a driving motor and a transmission driving structure diagram of a transmission power assembly device of a pure electric vehicle according to an embodiment of the present invention. Referring to fig. 5, the output shaft 121 of the driving motor 120 is connected to the input end of the transmission 130 through a flange 131a of a flange-type bushing 131. In one embodiment, the output shaft 120 of the driving motor 120 is inserted into the internal spline of the flange-type sleeve 131 of the transmission 130 through the spline, and is fixedly connected as a whole. The end cap 122 of the drive motor 120 is provided with a support bearing support 123, and the support bearing support 123 is embedded with a thrust bearing 124. The support bearing support 123 is provided with a retaining ring groove (not numbered) on the side of the thrust bearing 124 remote from the end cap 122 of the drive motor 120, which retaining ring groove is fitted with a retaining ring 125. The limiting retainer ring 125 limits the thrust bearing 124 and prevents it from moving axially.
The center of the axis of the output shaft 121 of the driving motor 120 is provided with a shaft pin hole, the position of the flange type shaft sleeve 131 corresponding to the shaft pin hole is provided with a shaft sleeve pin hole, and the flange type shaft sleeve 131 is fixedly connected with the output shaft 121 of the driving motor 120 through a shaft pin 131b penetrating through the shaft pin hole and the shaft sleeve pin hole.
In this case, the rotor bearing of the drive motor 120 is responsible only for its own mass and for the maximum rotational speed, and the rotor shaft outputs rotational speed/torque. The outer ring of the flange type shaft sleeve 131 is coaxially positioned with the thrust bearing 124 on the motor end cover 122, the inner ring is in transition fit and fixedly connected with the thrust bearing 124, and the thrust bearing 124 distributes the superposed rotating gravity to the motor end cover 122 to be fixedly connected with the transmission shell into an integral support, so that the transmission power assembly driven by the driving motor 120 works stably, safely, reliably and durably.
In one embodiment, the drive motor 120 is characterized by a low speed/high torque (0-4500 rmp/min) with a maximum output torque that matches the input torque of the driven transmission 130.
In this embodiment, the transmission 130 may be a mechanically driven single clutch manual transmission. The outer circular plane of the flange type shaft sleeve 131 of the speed changer 130 is attached with the driving disc of the friction clutch, and is fixedly connected into a whole by corresponding bolts. The positioning pin plane corresponding to the center housing of the fixed drive motor 120 is attached to the positioning hole and the threaded hole corresponding to the housing plane of the transmission 130, and is fixed by bolts. For the front wheel driven by the transmission 130, a differential mechanism (not shown) of the transmission 130 drives shaft spline sleeves in two ends of an output hole to be inserted and fixedly connected with left and right half shafts oppositely. The external spline shafts at the outer ends of the left and right half shafts are respectively inserted into the internal spline sleeves at the centers of the left and right driving wheels for fastening. Thus, the precursor type power assembly device of the friction clutch transmission driven by the driving motor is formed.
The driving motor 120 may have a first set of sensors (not shown) for measuring the following parameters: temperature, rotational speed, voltage, current, and torque. It will be appreciated that some or all of these parameters may be selected as desired. There may be a corresponding sensor for each parameter. For example, the first set of sensors includes a temperature sensor, a rotational speed sensor, a voltage detector, a current detector, and a torque detector.
Within the transmission 130 is a second set of sensors (not shown) for providing the following signals, respectively: clutch release signal, driven disk one-shaft rotation speed signal of transmission input shaft. It will be appreciated that some or all of these parameters may be selected as desired.
The input of the motor controller 161 is connected to a first set of sensors within the drive motor 120 to obtain various parameters of the motor, such as temperature, rotational speed, voltage, current, torque, etc., as desired.
A control signal output terminal of one of the motor controllers 161 is connected to a signal input terminal of the motor driver 110. The motor driver 110 is controlled by the program management of the motor controller 161.
The first input end of the vehicle controller 153 is connected to the second set of sensors to obtain signals provided by the second set of sensors. A clutch separation limit sensor is arranged below the clutch pedal. The second input end of the whole vehicle controller 163 is connected with the main driving signal output end of the accelerator pedal and the brake signal output end of the brake pedal of the pure electric vehicle through wires.
The motor controller 161 and the whole vehicle controller 163 are connected via an in-vehicle communication bus. The in-vehicle communication bus is, for example, a field bus (CAN bus).
According to one embodiment, the vehicle controller 163 obtains a set of parameters including the motor speed and load current, the clutch release signal and the driven disc one-shaft speed signal of the transmission input shaft from the motor controller 161 and the second set of sensors in real time, and instructs the motor controller 161 to control the speed of the driving motor 120 according to the set of parameters, so that the speed of the driving disc of the friction clutch driven by the driving motor 120 is consistent with the speed of the driven disc one-shaft of the transmission input shaft of the friction clutch.
The control of the consistent rotation speed can realize the rapid and stable connection of the low rotation speed of the main disc and the driven disc of the friction clutch by loosening the clutch pedal after waiting for the forward and backward gear when starting (600-650 rpm low rotation speed) or shifting and controlling the response time to be within 200 ms. The vehicle enters a starting creeping mode, the rotation speed of the driving disc is kept consistent with the real-time rotation speed of the driven disc of the transmission input shaft in each gear shift in running, and the operation process is repeated in a circulating way according to a logic program to run normally.
The whole vehicle controller 163 acquires signals including a vehicle speed signal, an accelerator pedal main drive signal, a brake signal, a clutch release signal, a driven disc-shaft rotation speed signal of a transmission input shaft, a motor rotation speed, a torque, a load current and the like in real time through a CAN bus or a signal line. According to the intelligent positive and electric drive load current value of the vehicle speed signal, the speed change point (gear) and the vehicle speed (Km/h) are matched within the speed change ratio range of the transmission, and the real-time dynamic active servo speed change is realized under the full working condition. These conditions may include start-up, slow speed, medium speed, fast speed, uphill, hill start, etc.
In addition, it is necessary to set the speed ratio of the automobile under various conditions. For example, gear 1 is the maximum gear ratio, corresponding to a vehicle speed of 0-10 km/h; the 10 th gear is the minimum gear ratio, corresponding to a vehicle speed of 60 km/h. The rest speed change points (gears) can be equally divided and corresponding according to the vehicle speed value, and the gears are sequentially shifted. The vehicle speed value corresponding to the reverse gear is smaller than the vehicle speed value of the forward gear. For example, the forward and reverse shift response speed is less than 10ms. Therefore, intelligent self-learning cyclic speed ratio control is realized.
The following is a more specific description of the gear:
gear 1: is used when normally starting or climbing a steep slope. With this gear, the vehicle speed is typically 10km/h.
Gear 2: the transition gear accelerated after starting is used when the vehicle advances at a low speed or climbs a steep slope, and the vehicle speed is generally 20km/h.
3 rd gear: the forward gear is used when the general vehicle speed is 20 km/h-40 km/h, and the gear is commonly used when the vehicle runs in urban areas.
4 th gear: the gear can be used for 40km/h to 50 km/h.
Gear 5: the gear can be used for 50km/h to 60km/h, and the gear is used when the vehicle runs at a high speed.
6 th gear: the gear can be used at 60km/h to 70km/h, and the gear can be used when the vehicle runs at high speed.
The N gear is a neutral gear, and the hand brake is hung to the N gear when the vehicle is stopped and idling, for example, when the vehicle is waiting for a traffic light.
The R gear is a reverse gear and is used during reversing.
For a manual transmission, the shift sequence is as follows:
firstly, starting to gear, slowly releasing the clutch to enter a creeping mode;
when the motor shifts within less than 1800 turns, the gear-in sequence is: first gear, second gear, third gear, fourth gear, fifth gear and sixth gear. The gear-down sequence shifts according to the vehicle speed, and the speed of the motor is generally less than about 1300 revolutions according to the vehicle speed.
Second embodiment
Fig. 2 shows a power train device of a pure electric vehicle according to a second embodiment of the present invention. Referring to fig. 2, a power train device 100 of a pure electric vehicle includes a motor driver 110, a driving motor 120, a friction clutch transmission 130, a differential 130a, a power battery pack 140, a distribution box 150, a Motor Controller (MCU) 161, a battery management system (Battery Management System, BMS) 162, and a Vehicle Control Unit (VCU) 163.
The power battery pack 140 is used for supplying power to the pure electric vehicle, and the power supply output end of the power battery pack is connected with the distribution box 150 through an insulated high-voltage wire. The power input of the motor driver 110 is connected to the output of the distribution box 150 via insulated high voltage conductors.
The motor driver 110 is electrically connected to the driving motor 120. For example, the high voltage input of the drive motor 120 corresponds to the high voltage output of the motor driver 110, which is in communication via insulated high voltage conductors.
An output shaft of the driving motor 120 is connected to an input end of the transmission 130, and an output end of the transmission 130 is connected to an axle of the driving wheel 132 through the differential 130 a. In this embodiment, the drive wheel 132 is a rear wheel.
Fig. 5 shows a driving motor and a transmission driving structure diagram of a transmission power assembly device of a pure electric vehicle according to an embodiment of the present invention. Referring to fig. 5, the output shaft 121 of the driving motor 120 is connected to the input end of the transmission 130 through a flange 131a of a flange-type bushing 131. In one embodiment, the output shaft 120 of the driving motor 120 is inserted into the internal spline of the flange-type sleeve 131 of the transmission 130 through the spline, and is fixedly connected as a whole. The end cap 122 of the drive motor 120 is provided with a support bearing support 123, and the support bearing support 123 is embedded with a thrust bearing 124. The support bearing support 123 is provided with a retaining ring groove (not numbered) on the side of the thrust bearing 124 remote from the end cap 122 of the drive motor 120, which retaining ring groove is fitted with a retaining ring 125. The limiting retainer ring 125 limits the thrust bearing 124 and prevents it from moving axially. The flange sleeve 131 is in transition fit with the inner race of the thrust bearing 124.
The center of the axis of the output shaft 121 of the driving motor 120 is provided with a shaft pin hole, the position of the flange type shaft sleeve 131 corresponding to the shaft pin hole is provided with a shaft sleeve pin hole, and the flange type shaft sleeve 131 is fixedly connected with the output shaft 121 of the driving motor 120 through a shaft pin 131b penetrating through the shaft pin hole and the shaft sleeve pin hole.
In this case, the rotor bearing of the drive motor 120 is responsible only for its own mass and for the maximum rotational speed, and the rotor shaft outputs rotational speed/torque. The outer circle of the flange type shaft sleeve 131 is coaxially positioned with the thrust bearing 124 on the motor end cover 122, the inner ring is in transition fit and fixedly connected with the thrust bearing 124, and the thrust bearing 124 distributes the superposed rotating gravity to the motor end cover 122 to be fixedly connected with the transmission shell into an integral support, so that the transmission power assembly driven by the driving motor 120 works stably, safely, reliably and durably.
In one embodiment, the drive motor 120 is characterized by a low speed/high torque (0-4500 rmp/min) with a maximum output torque that matches the input torque of the driven transmission 130.
In this embodiment, the transmission 130 may be a mechanically driven single clutch manual transmission. The outer circular plane of the flange type shaft sleeve 131 of the speed changer 130 is attached with the driving disc of the friction clutch, and is fixedly connected into a whole by corresponding bolts. The positioning pin plane corresponding to the center housing of the fixed drive motor 120 is attached to the positioning hole and the threaded hole corresponding to the housing plane of the transmission 130, and is fixed by bolts.
Since the transmission 130 drives the rear wheels, the output shaft of the transmission 130 is fixedly connected with the universal joint and the transmission shaft as well as the rear axle differential. Thus, the rear-drive type power assembly device is combined, wherein the friction clutch is driven by the driving motor to drive the transmission.
The driving motor 120 may have a first set of sensors (not shown) for measuring the following parameters: temperature, rotational speed, voltage, current, and torque. It will be appreciated that some or all of these parameters may be selected as desired. There may be a corresponding sensor for each parameter. For example, the first set of sensors includes a temperature sensor, a rotational speed sensor, a voltage detector, a current detector, and a torque detector.
Within the transmission 130 is a second set of sensors (not shown) for providing the following signals, respectively: clutch release signal, driven disk one-shaft rotation speed signal of transmission input shaft. It will be appreciated that some or all of these parameters may be selected as desired.
The input of the motor controller 161 is connected to a first set of sensors within the drive motor 120 to obtain various parameters of the motor, such as temperature, rotational speed, voltage, current, torque, etc., as desired.
A control signal output terminal of one of the motor controllers 161 is connected to a signal input terminal of the motor driver 110. The motor driver 110 is controlled by the program management of the motor controller 161.
The first input end of the vehicle controller 153 is connected to the second set of sensors to obtain signals provided by the second set of sensors. A clutch separation limit sensor is arranged below the clutch pedal. The second input end of the whole vehicle controller 163 is connected with the main driving signal output end of the accelerator pedal and the brake signal output end of the brake pedal of the pure electric vehicle through wires.
The motor controller 161 and the whole vehicle controller 163 are connected via an in-vehicle communication bus. The in-vehicle communication bus is, for example, a field bus (CAN bus).
According to one embodiment, the vehicle controller 163 obtains a set of parameters including the motor speed and load current, the clutch release signal and the driven disc one-shaft speed signal of the transmission input shaft from the motor controller 161 and the second set of sensors in real time, and instructs the motor controller 161 to control the speed of the driving motor 120 according to the set of parameters, so that the speed of the driving disc of the friction clutch driven by the driving motor 120 is consistent with the speed of the driven disc one-shaft of the transmission input shaft of the friction clutch.
The control of the consistent rotation speed can realize the rapid and stable connection of the low rotation speed of the main disc and the driven disc of the friction clutch by loosening the clutch pedal after waiting for the forward and backward gear when starting (600-650 rpm low rotation speed) or shifting and controlling the response time to be within 200 ms. The vehicle enters a starting creeping mode, the rotation speed of the driving disc is kept consistent with the real-time rotation speed of the driven disc of the transmission input shaft in each gear shift in running, and the operation process is repeated in a circulating way according to a logic program to run normally.
The whole vehicle controller 163 acquires signals including a vehicle speed signal, an accelerator pedal main drive signal, a brake signal, a clutch release signal, a driven disc-shaft rotation speed signal of a transmission input shaft, a motor rotation speed, a torque, a load current and the like in real time through a CAN bus or a signal line. According to the intelligent positive and electric drive load current value of the vehicle speed signal, the speed change point (gear) and the vehicle speed (Km/h) are matched within the speed change ratio range of the transmission, and the real-time dynamic active servo speed change is realized under the full working condition. These conditions may include start-up, slow speed, medium speed, fast speed, uphill, hill start, etc.
In addition, it is necessary to set the speed ratio of the automobile under various conditions. For example, gear 1 is the maximum gear ratio, corresponding to a vehicle speed of 0-10 km/h; the 10 th gear is the minimum gear ratio, corresponding to a vehicle speed of 60 km/h. The rest speed change points (gears) can be equally divided and corresponding according to the vehicle speed value, and the gears are sequentially shifted. The vehicle speed value corresponding to the reverse gear is smaller than the vehicle speed value of the forward gear. For example, the forward and reverse shift response speed is less than 10ms. Therefore, intelligent self-learning cyclic speed ratio control is realized.
The following is a more specific description of the gear:
gear 1: is used when normally starting or climbing a steep slope. With this gear, the vehicle speed is typically 10km/h.
Gear 2: the transition gear accelerated after starting is used when the vehicle advances at a low speed or climbs a steep slope, and the vehicle speed is generally 20km/h.
3 rd gear: the forward gear is used when the general vehicle speed is 20 km/h-40 km/h, and the gear is commonly used when the vehicle runs in urban areas.
4 th gear: the gear can be used for 40km/h to 50 km/h.
Gear 5: the gear can be used for 50km/h to 60km/h, and the gear is used when the vehicle runs at a high speed.
6 th gear: the gear can be used at 60km/h to 70km/h, and the gear can be used when the vehicle runs at high speed.
The N gear is a neutral gear, and the hand brake is hung to the N gear when the vehicle is stopped and idling, for example, when the vehicle is waiting for a traffic light.
The R gear is a reverse gear and is used during reversing.
For a manual transmission, the shift sequence is as follows:
firstly, starting to gear, slowly releasing the clutch to enter a creeping mode;
when the motor shifts within less than 1800 turns, the gear-in sequence is: first gear, second gear, third gear, fourth gear, fifth gear and sixth gear. The gear-down sequence shifts according to the vehicle speed, and the speed of the motor is generally less than about 1300 revolutions according to the vehicle speed.
Third embodiment
Fig. 3 shows a power train device of a pure electric vehicle according to a third embodiment of the present invention. Referring to fig. 1, a power assembly apparatus 100 of a pure electric vehicle includes a motor driver 110, a driving motor 120, a friction clutch transmission 130, a power battery pack 140, a distribution box 150, a Motor Controller (MCU) 161, a battery management system (Battery Management System, BMS) 162, a Vehicle Control Unit (VCU) 163, and a speed change controller 164.
The power battery pack 140 is used for supplying power to the pure electric vehicle, and the power supply output end of the power battery pack is connected with the distribution box 150 through an insulated high-voltage wire. The power input of the motor driver 110 is connected to the output of the distribution box 150 via insulated high voltage conductors.
The motor driver 110 is electrically connected to the driving motor 120. For example, the high voltage input of the drive motor 120 corresponds to the high voltage output of the motor driver 110, which is in communication via insulated high voltage conductors.
The output shaft of the drive motor 120 is connected to the input of a transmission 130, the output of which is connected to the axle of a drive wheel 132. In this embodiment, the driving wheel 132 is a front wheel.
Fig. 5 shows a driving motor and a transmission driving structure diagram of a transmission power assembly device of a pure electric vehicle according to an embodiment of the present invention. Referring to fig. 5, an output shaft 121 of the driving motor 120 is connected to an input end of the transmission 130 through a flange of a flange sleeve 131. In one embodiment, the output shaft 120 of the driving motor 120 is inserted into the internal spline of the flange-type sleeve 131 of the transmission 130 through the spline, and is fixedly connected as a whole. The end cap 122 of the drive motor 120 is provided with a support bearing support 123, and the support bearing support 123 is embedded with a thrust bearing 124. The support bearing support 123 is provided with a retaining ring groove (not numbered) on the side of the thrust bearing 124 remote from the end cap 122 of the drive motor 120, which retaining ring groove is fitted with a retaining ring 125. The limiting retainer ring 125 limits the thrust bearing 124 and prevents it from moving axially. The flange sleeve 131 is in transition fit with the inner race of the thrust bearing 124.
The center of the axis of the output shaft 121 of the driving motor 120 is provided with a shaft pin hole, the position of the flange type shaft sleeve 131 corresponding to the shaft pin hole is provided with a shaft sleeve pin hole, and the flange type shaft sleeve 131 is fixedly connected with the output shaft 121 of the driving motor 120 through a shaft pin 131b penetrating through the shaft pin hole and the shaft sleeve pin hole.
In this case, the rotor bearing of the drive motor 120 is responsible only for its own mass and for the maximum rotational speed, and the rotor shaft outputs rotational speed/torque. The outer circle of the flange type shaft sleeve 131 is coaxially positioned with the thrust bearing 124 on the motor end cover 122, the inner ring is in transition fit and fixedly connected with the thrust bearing 124, and the thrust bearing 124 distributes the superposed rotating gravity to the motor end cover 122 to be fixedly connected with the transmission shell into an integral support, so that the transmission power assembly driven by the driving motor 120 works stably, safely, reliably and durably.
In one embodiment, the drive motor 120 is characterized by a low speed/high torque (0-4500 rmp/min) with a maximum output torque that matches the input torque of the driven transmission 130.
In this embodiment, the transmission 130 may be an automated electro-mechanical automatic transmission (AMT) with an automatic electric, fluid-driven single clutch transmission, a steel belt Continuously Variable Transmission (CVT) with an electric, fluid-driven single clutch transmission, or a transmission (DCT) with an electric, fluid-driven dual clutch transmission. The outer circular plane of the flange type shaft sleeve 131 of the speed changer 130 is attached with the driving disc of the friction clutch, and is fixedly connected into a whole by corresponding bolts. In the present embodiment, the transmission 130 may also be a torque converter driven step-variable Automatic Transmission (AT) or a Continuously Variable Transmission (CVT). The flange outer circular plane of the flange type shaft sleeve 131 of the transmission 130 can be attached to the connecting disc of the hydraulic torque converter of the transmission 130, and the flange end surface of the flange type shaft sleeve 131 is fixedly connected with the connecting disc of the hydraulic torque converter through nuts. The positioning pin plane corresponding to the center housing of the fixed drive motor 120 is attached to the positioning hole and the threaded hole corresponding to the housing plane of the transmission 130, and is fixed by bolts.
Since the transmission 130 drives the front wheels, a differential (not shown) of the transmission 130 drives the spline sleeves of the shafts in the two ends of the output hole to be inserted and fixedly connected with the left half shaft and the right half shaft. The external spline shafts at the outer ends of the left and right half shafts are respectively inserted into the internal spline sleeves at the centers of the left and right driving wheels for fastening. Thus, the precursor type power assembly device of the friction clutch transmission driven by the driving motor is formed.
The driving motor 120 may have a first set of sensors (not shown) for measuring the following parameters: temperature, rotational speed, voltage, current, and torque. It will be appreciated that some or all of these parameters may be selected as desired. There may be a corresponding sensor for each parameter. For example, the first set of sensors includes a temperature sensor, a rotational speed sensor, a voltage detector, a current detector, and a torque detector.
Within the transmission 130 is a second set of sensors (not shown) for providing the following signals, respectively: clutch release signal, driven disk one-shaft rotation speed signal of transmission input shaft. It will be appreciated that some or all of these parameters may be selected as desired.
The input of the motor controller 161 is connected to a first set of sensors within the drive motor 120 to obtain various parameters of the motor, such as temperature, rotational speed, voltage, current, torque, etc., as desired.
A control signal output terminal of one of the motor controllers 161 is connected to a signal input terminal of the motor driver 110. The motor driver 110 is controlled by the program management of the motor controller 161.
The shift controller 164 is disposed in the vehicle controller 163, and an input end thereof is connected to the second set of sensors through a first input end of the vehicle controller 163 to obtain signals provided thereby. An output of the shift controller 164 is connected to an input of a shift actuator 131 of the friction clutch. Thus, the shift controller 164 can perform shift control.
A clutch separation limit sensor is arranged below the clutch pedal. The second input end of the whole vehicle controller 163 is connected with the main driving signal output end of the accelerator pedal and the brake signal output end of the brake pedal of the pure electric vehicle through wires.
The motor controller 161 and the whole vehicle controller 163 are connected via an in-vehicle communication bus. The in-vehicle communication bus is, for example, a field bus (CAN bus).
According to one embodiment, the vehicle controller 163 obtains a set of parameters including the motor speed and load current, the clutch release signal and the driven disc one-shaft speed signal of the transmission input shaft from the motor controller 161 and the second set of sensors in real time, and instructs the motor controller 161 to control the speed of the driving motor 120 according to the set of parameters, so that the speed of the driving disc of the friction clutch driven by the driving motor 120 is consistent with the speed of the driven disc one-shaft of the transmission input shaft of the friction clutch.
Thus, the automatic friction clutch in the transmission is controlled to be disengaged by the vehicle controller 163 commanding the motor controller 161 to drive the rotational speed/drive current of the motor 120 and the transmission controller to synchronize the shift actuator. When the vehicle starts, the real-time rotating speed of the driving disc rotating speed and the driven disc rotating speed of the transmission input shaft are kept 600-650 revolutions per minute, the starting low rotating speed is kept, the vehicle is stably and quickly jointed, and the vehicle enters a starting creeping mode. Each gear shift keeps the real-time rotation speed of the driving disc and the driven disc of the transmission input shaft consistent.
The whole vehicle controller 163 acquires signals including a vehicle speed signal, an accelerator pedal main drive signal, a brake signal, a clutch release signal, a driven disc-shaft rotation speed signal of a transmission input shaft, a motor rotation speed, a torque, a load current and the like in real time through a CAN bus or a signal line. According to the intelligent positive and electric drive load current value of the vehicle speed signal, the speed change point (gear) and the vehicle speed (Km/h) are matched within the speed change ratio range of the transmission, and the real-time dynamic active servo speed change is realized under the full working condition. These conditions may include start-up, slow speed, medium speed, fast speed, uphill, hill start, etc.
In addition, it is necessary to set the speed ratio of the automobile under various conditions. For example, gear 1 is the maximum gear ratio, corresponding to a vehicle speed of 0-10 km/h; the highest gear is the minimum gear ratio, corresponding to a vehicle speed of 60-80 km/h. The rest speed change points (gears) can be equally divided and corresponding according to the vehicle speed value, and the gears are sequentially shifted. The vehicle speed value corresponding to the reverse gear is smaller than the vehicle speed value of the forward gear. For example, the forward and reverse shift response speed is less than 10ms. Therefore, intelligent self-learning cyclic speed ratio control is realized.
The following is a more specific description of the gear:
gear 1: is used when normally starting or climbing a steep slope. With this gear, the vehicle speed is typically 10km/h.
Gear 2: the transition gear accelerated after starting is used when the vehicle advances at a low speed or climbs a steep slope, and the vehicle speed is generally 20km/h.
3 rd gear: the forward gear is used when the general vehicle speed is 20 km/h-40 km/h, and the gear is commonly used when the vehicle runs in urban areas.
4 th gear: the gear can be used for 40km/h to 50 km/h.
Gear 5: the gear can be used for 50km/h to 60km/h, and the gear is used when the vehicle runs at a high speed.
6 th gear: the gear can be used at 60km/h to 70km/h, and the gear can be used when the vehicle runs at high speed.
The N gear is a neutral gear, and the hand brake is hung to the N gear when the vehicle is stopped and idling, for example, when the vehicle is waiting for a traffic light.
The R gear is a reverse gear and is used during reversing.
The driving process is as follows:
1. starting to enter an idle working condition (600-650 rpm);
2. stepping on the brake pedal to the bottom, and selecting P, R, N, D, L gear;
3. releasing a brake hand brake;
4. releasing the brake pedal until the brake pedal is completely removed, and automatically entering a creeping creep state (1-10 km/h speed);
5. the vehicle with the accelerator pedal realizes intelligent speed change according to the intention of a driver according to the real-time speed and the driving current, and is driven under various running working conditions without smooth and no setbacks in an energy-saving way.
Fourth embodiment
Fig. 4 shows a power train device of a pure electric vehicle according to a fourth embodiment of the present invention. Referring to fig. 2, a power train device 100 of a pure electric vehicle includes a motor driver 110, a driving motor 120, a friction clutch transmission 130, a differential 130a, a power battery pack 140, a distribution box 150, a Motor Controller (MCU) 161, a battery management system (Battery Management System, BMS) 162, and a Vehicle Control Unit (VCU) 163.
The power battery pack 140 is used for supplying power to the pure electric vehicle, and the power supply output end of the power battery pack is connected with the distribution box 150 through an insulated high-voltage wire. The power input of the motor driver 110 is connected to the output of the distribution box 150 via insulated high voltage conductors.
The motor driver 110 is electrically connected to the driving motor 120. For example, the high voltage input of the drive motor 120 corresponds to the high voltage output of the motor driver 110, which is in communication via insulated high voltage conductors.
An output shaft of the driving motor 120 is connected to an input end of the transmission 130, and an output end of the transmission 130 is connected to an axle of the driving wheel 132 through the differential 130 a. In this embodiment, the drive wheel 132 is a rear wheel. Fig. 5 shows a driving motor and a transmission driving structure diagram of a transmission power assembly device of a pure electric vehicle according to an embodiment of the present invention.
Referring to fig. 5, an output shaft 121 of the driving motor 120 is connected to an input end of the transmission 130 through a flange-type bushing 131. In one embodiment, the output shaft 120 of the driving motor 120 is inserted into the internal spline of the flange-type sleeve 131 of the transmission 130 through the spline, and is fixedly connected as a whole. The end cap 122 of the drive motor 120 is provided with a support bearing support 123, and the support bearing support 123 is embedded with a thrust bearing 124. The support bearing support 123 is provided with a retaining ring groove (not numbered) on the side of the thrust bearing 124 remote from the end cap 122 of the drive motor 120, which retaining ring groove is fitted with a retaining ring 125. The limiting retainer ring 125 limits the thrust bearing 124 and prevents it from moving axially. The flange sleeve 131 is in transition fit with the inner race of the thrust bearing 124.
The center of the axis of the output shaft 121 of the driving motor 120 is provided with a shaft pin hole, the position of the flange type shaft sleeve 131 corresponding to the shaft pin hole is provided with a shaft sleeve pin hole, and the flange type shaft sleeve 131 is fixedly connected with the output shaft 121 of the driving motor 120 through a shaft pin 131b penetrating through the shaft pin hole and the shaft sleeve pin hole.
In this case, the rotor bearing of the drive motor 120 is responsible only for its own mass and for the maximum rotational speed, and the rotor shaft outputs rotational speed/torque. The outer circle of the flange type shaft sleeve 131 is coaxially positioned with the thrust bearing 124 on the motor end cover 122, the inner ring is in transition fit and fixedly connected with the thrust bearing 124, and the thrust bearing 124 distributes the superposed rotating gravity to the motor end cover 122 to be fixedly connected with the transmission shell into an integral support, so that the transmission power assembly driven by the driving motor 120 works stably, safely, reliably and durably.
In one embodiment, the drive motor 120 is characterized by a low speed/high torque (0-4500 rmp/min) with a maximum output torque that matches the input torque of the driven transmission 130.
In this embodiment, the transmission 130 may be an automated electro-mechanical automatic transmission (AMT) with an automatic electric, fluid-driven single clutch transmission, a steel belt Continuously Variable Transmission (CVT) with an electric, fluid-driven single clutch transmission, or a transmission (DCT) with an electric, fluid-driven dual clutch transmission. The outer circular plane of the flange type shaft sleeve 131 of the speed changer 130 is attached with the driving disc of the friction clutch, and is fixedly connected into a whole by corresponding bolts. In the present embodiment, the transmission 130 may also be a torque converter driven step-variable Automatic Transmission (AT) or a Continuously Variable Transmission (CVT). The flange outer circular plane of the flange type shaft sleeve 131 of the transmission 130 can be attached to the connecting disc of the hydraulic torque converter of the transmission 130, and the flange end surface of the flange type shaft sleeve 131 is fixedly connected with the connecting disc of the hydraulic torque converter through nuts. The positioning pin plane corresponding to the center housing of the fixed drive motor 120 is attached to the positioning hole and the threaded hole corresponding to the housing plane of the transmission 130, and is fixed by bolts.
Since the transmission 130 drives the rear wheels, the output shaft of the transmission 130 is fixedly connected with the universal joint and the transmission shaft as well as the rear axle differential. Thus, the rear-drive type power assembly device is combined, wherein the friction clutch is driven by the driving motor to drive the transmission.
The driving motor 120 may have a first set of sensors (not shown) for measuring the following parameters: temperature, rotational speed, voltage, current, and torque. It will be appreciated that some or all of these parameters may be selected as desired. There may be a corresponding sensor for each parameter. For example, the first set of sensors includes a temperature sensor, a rotational speed sensor, a voltage detector, a current detector, and a torque detector.
Within the transmission 130 is a second set of sensors (not shown) for providing the following signals, respectively: clutch release signal, driven disk one-shaft rotation speed signal of transmission input shaft. It will be appreciated that some or all of these parameters may be selected as desired.
The input of the motor controller 161 is connected to a first set of sensors within the drive motor 120 to obtain various parameters of the motor, such as temperature, rotational speed, voltage, current, torque, etc., as desired.
A control signal output terminal of one of the motor controllers 161 is connected to a signal input terminal of the motor driver 110. The motor driver 110 is controlled by the program management of the motor controller 161.
The shift controller 164 is disposed in the vehicle controller 163, and an input end thereof is connected to the second set of sensors through a first input end of the vehicle controller 163 to obtain signals provided thereby. An output of the shift controller 164 is connected to an input of a shift actuator 131 of the friction clutch. Thus, the shift controller 164 can perform shift control.
A clutch separation limit sensor is arranged below the clutch pedal. The second input end of the whole vehicle controller 163 is connected with the main driving signal output end of the accelerator pedal and the brake signal output end of the brake pedal of the pure electric vehicle through wires.
The motor controller 161 and the whole vehicle controller 163 are connected via an in-vehicle communication bus. The in-vehicle communication bus is, for example, a field bus (CAN bus).
According to one embodiment, the vehicle controller 163 obtains a set of parameters including the motor speed and load current, the clutch release signal and the driven disc one-shaft speed signal of the transmission input shaft from the motor controller 161 and the second set of sensors in real time, and instructs the motor controller 161 to control the speed of the driving motor 120 according to the set of parameters, so that the speed of the driving disc of the friction clutch driven by the driving motor 120 is consistent with the speed of the driven disc one-shaft of the transmission input shaft of the friction clutch.
Thus, the automatic friction clutch in the transmission is controlled to be disengaged by the vehicle controller 163 commanding the motor controller 161 to drive the rotational speed/drive current of the motor 120 and the transmission controller to synchronize the shift actuator. When the vehicle starts, the real-time rotating speed of the driving disc rotating speed and the driven disc rotating speed of the transmission input shaft are kept 600-650 revolutions per minute, the starting low rotating speed is kept, the vehicle is stably and quickly jointed, and the vehicle enters a starting creeping mode. Each gear shift keeps the real-time rotation speed of the driving disc and the driven disc of the transmission input shaft consistent.
The whole vehicle controller 163 acquires signals including a vehicle speed signal, an accelerator pedal main drive signal, a brake signal, a clutch release signal, a driven disc-shaft rotation speed signal of a transmission input shaft, a motor rotation speed, a torque, a load current and the like in real time through a CAN bus or a signal line. According to the intelligent positive and electric drive load current value of the vehicle speed signal, the speed change point (gear) and the vehicle speed (Km/h) are matched within the speed change ratio range of the transmission, and the real-time dynamic active servo speed change is realized under the full working condition. These conditions may include start-up, slow speed, medium speed, fast speed, uphill, hill start, etc.
In addition, it is necessary to set the speed ratio of the automobile under various conditions. For example, gear 1 is the maximum gear ratio, corresponding to a vehicle speed of 0-10 km/h; the 10 th gear is the minimum gear ratio, corresponding to a vehicle speed of 60 km/h. The rest speed change points (gears) can be equally divided and corresponding according to the vehicle speed value, and the gears are sequentially shifted. The vehicle speed value corresponding to the reverse gear is smaller than the vehicle speed value of the forward gear. For example, the forward and reverse shift response speed is less than 10ms. Therefore, intelligent self-learning cyclic speed ratio control is realized.
The following is a more specific description of the gear:
gear 1: is used when normally starting or climbing a steep slope. With this gear, the vehicle speed is typically 10km/h.
Gear 2: the transition gear accelerated after starting is used when the vehicle advances at a low speed or climbs a steep slope, and the vehicle speed is generally 20km/h.
3 rd gear: the forward gear is used when the general vehicle speed is 20 km/h-40 km/h, and the gear is commonly used when the vehicle runs in urban areas.
4 th gear: the gear can be used for 40km/h to 50 km/h.
Gear 5: the gear can be used for 50km/h to 60km/h, and the gear is used when the vehicle runs at a high speed.
6 th gear: the gear can be used at 60km/h to 70km/h, and the gear can be used when the vehicle runs at high speed.
The N gear is a neutral gear, and the hand brake is hung to the N gear when the vehicle is stopped and idling, for example, when the vehicle is waiting for a traffic light.
The R gear is a reverse gear and is used during reversing.
The driving process is as follows:
1. starting to enter an idle working condition (600-650 rpm);
2. stepping on the brake pedal to the bottom, and selecting P, R, N, D, L gear;
3. releasing a brake hand brake;
4. releasing the brake pedal until the brake pedal is completely removed, and automatically entering a creeping creep state (1-10 km/h speed);
5. the vehicle with the accelerator pedal realizes intelligent speed change according to the intention of a driver according to the real-time speed and the driving current, and is driven under various running working conditions without smooth and no setbacks in an energy-saving way.
While the invention has been described with reference to the specific embodiments presently, it will be appreciated by those skilled in the art that the foregoing embodiments are merely illustrative of the invention, and various equivalent changes and substitutions may be made without departing from the spirit of the invention, and therefore, all changes and modifications to the embodiments are intended to be within the scope of the claims of this application as long as they come within the true spirit of the invention.
Claims (8)
1. A transmission power assembly device of a pure electric automobile comprises a motor driver, a driving motor, a transmission, a power battery pack, a distribution box, a whole Vehicle Controller (VCU) and a Motor Controller (MCU), wherein,
the motor driver is electrically connected with the driving motor, an output shaft of the driving motor is connected with an input end of the transmission through a flange of the flange type shaft sleeve, and an output shaft of the transmission is connected with a wheel shaft of the driving wheel; the end cover of the driving motor is provided with a supporting bearing seat, a thrust bearing is embedded in the supporting bearing seat, a check ring groove is formed in one side, far away from the end cover of the driving motor, of the thrust bearing, a limit check ring is embedded in the check ring groove, the flange type shaft sleeve is in spline connection with the output shaft of the driving motor, and the outer ring of the flange type shaft sleeve is in transition fit with the inner ring of the thrust bearing;
the driving motor is internally provided with a first group of sensors which are respectively used for measuring at least part of the following parameters: the input end of the motor controller is connected with the first group of sensors;
the signal input end of the motor driver is connected with the control signal output end of the motor controller;
the transmission is provided with a second group of sensors for providing at least part of the following signals: a clutch separation signal and a driven disc one-shaft rotating speed signal of a transmission input shaft, wherein a first input end of the whole vehicle controller is connected with the second group of sensors;
The whole vehicle controller, the motor controller and the motor driver are connected through a vehicle-mounted communication bus;
the whole vehicle controller obtains a group of parameters including the motor rotating speed and load current, a clutch separation signal and a driven disc one-shaft rotating speed signal of a transmission input shaft from the motor controller and the second group of sensors in real time, and instructs the motor controller to control the rotating speed of the driving motor according to the group of parameters, so that the rotating speed of a driving disc of the friction clutch driven by the driving motor is consistent with the rotating speed of a driven disc one-shaft of the transmission input shaft of the friction clutch;
wherein, the output shaft end cover of the driving motor, the thrust bearing and the flange type shaft sleeve are coaxially arranged; the center of the axis of the output shaft of the driving motor is provided with a shaft pin hole, the position of the flange type shaft sleeve corresponding to the shaft pin hole is provided with a shaft sleeve pin hole, and the flange type shaft sleeve is fixedly connected with the output shaft of the driving motor through a shaft pin penetrating through the shaft pin hole and the shaft sleeve pin hole.
2. The transmission power assembly device of the pure electric vehicle according to claim 1, wherein the input end of the transmission is a connecting disc of a hydraulic torque converter or a driving disc of a clutch, the flange end face of the flange type shaft sleeve is fixedly connected with the connecting disc of the hydraulic torque converter through a nut, and the flange end face of the flange type shaft sleeve is fixedly connected with the driving disc of the clutch through a bolt.
3. The transmission power assembly device of a pure electric vehicle according to claim 1, wherein the driving wheel is a front wheel of the pure electric vehicle or a rear wheel of the pure electric vehicle.
4. The transmission power assembly device of a pure electric vehicle according to claim 1, wherein the transmission is a mechanically driven single clutch manual transmission, a single clutch driven electro-mechanical automatic transmission, a single clutch driven steel belt type continuously variable transmission, a double clutch driven transmission, or a hydraulic torque converter driven stepped automatic transmission or a continuously variable transmission.
5. The transmission power assembly device of the pure electric vehicle according to claim 4, wherein a speed change controller is arranged in the whole vehicle controller, an input end of the speed change controller is connected with the first input end of the whole vehicle controller, and an output end of the speed change controller is connected with an input end of a gear shift actuator of the friction clutch.
6. The transmission power assembly device of a pure electric vehicle according to claim 1, wherein the second input end of the whole vehicle controller is connected with the accelerator pedal main driving signal output end and the brake signal output end of the pure electric vehicle.
7. The transmission power assembly device of a pure electric vehicle according to claim 1, wherein the vehicle controller makes the rotation speed of the driving disc of the friction clutch driven by the driving motor consistent with the rotation speed of the driven disc of the transmission input shaft of the friction clutch when the vehicle starts.
8. The transmission power assembly device of a pure electric vehicle according to claim 1, wherein the vehicle controller makes the rotation speed of the driving disc of the friction clutch driven by the driving motor consistent with the rotation speed of the driven disc of the transmission input shaft of the friction clutch.
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| CN107985067A (en) * | 2017-11-21 | 2018-05-04 | 浙江吉利新能源商用车有限公司 | A kind of automatic electric drive axle of vehicle |
| CN108536076B (en) * | 2018-06-19 | 2020-04-28 | 华南理工大学 | General type car power assembly controller |
| CN110143121A (en) * | 2019-05-05 | 2019-08-20 | 奇瑞新能源汽车技术有限公司 | Pure electric automobile |
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