CN110303948B - Automobile driving system, control strategy thereof and new energy automobile - Google Patents
Automobile driving system, control strategy thereof and new energy automobile Download PDFInfo
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- CN110303948B CN110303948B CN201810205437.7A CN201810205437A CN110303948B CN 110303948 B CN110303948 B CN 110303948B CN 201810205437 A CN201810205437 A CN 201810205437A CN 110303948 B CN110303948 B CN 110303948B
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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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/42—Electrical machine applications with use of more than one motor
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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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
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- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to an automobile driving system, a new energy automobile and a control strategy thereof. The automobile drive system includes: a front axle driven by a first motor powered by a first battery; and a rear axle driven by a second motor powered by a second battery.
Description
Technical Field
The invention relates to the technical field of new energy automobiles; in particular, the invention relates to an automobile driving system, a control strategy thereof and a new energy automobile.
Background
The fuel cell automobile adopts clean energy and can become another choice of new energy vehicles.
Fuel cells still have three disadvantages relative to power cells: first, the power density is lower; secondly, the direct transmission voltage of the fuel cell is lower due to smaller space on a small passenger car; third, the response speed of the fuel cell is relatively slow.
Fuel cell vehicles have good driving range, however, there is still a certain short panel in terms of power density. The output of the fuel cell arranged on the current small passenger car is about 100kW, the dynamic response is slow, and the pursuit of users on the performance cannot be met.
On the other hand, in a small-sized passenger vehicle with a fuel cell in which a single motor is arranged, the high-efficiency section of the motor and the economic section of the fuel cell overlap less, and the maximum efficiency of the whole system cannot be effectively exerted.
Fig. 1 schematically shows a polarization curve of a fuel cell. Therefore, the efficiency of the fuel cell is low in a high-power output area, and the output time of the fuel cell in the interval is reduced, so that the efficiency of the whole vehicle can be effectively improved.
Fig. 2 schematically shows the power-efficiency correspondence of the motor. In the figure, the solid line represents efficiency and the dashed line represents power factor; efficiency increases as power factor increases. For the motor, the economic area is in the high load area, and when the motor is selected for high performance requirements, the motor is not operated in the high efficiency area most of the time.
Therefore, a certain compromise in performance and fuel economy must be made when the vehicle is equipped with a single motor. When using high power motors to ensure vehicle performance, there is a substantial loss in operating efficiency at low to medium loads.
Disclosure of Invention
An object of one aspect of the invention includes providing an improved automotive drive system.
Other aspects of the invention aim to provide an improved control strategy for a vehicle drive system and a new energy vehicle.
In order to achieve the foregoing object, a first aspect of the present invention provides an automobile drive system, wherein the automobile drive system includes:
a front axle driven by a first motor powered by a first battery; and
a rear axle driven by a second motor powered by a second battery.
Alternatively, in the vehicle drive system as described above, the first battery is a fuel cell, and the second battery is a power cell.
Optionally, in the foregoing vehicle drive system, the fuel cell is connected to the power battery and adapted to charge the power battery.
Optionally, in the vehicle drive system as described above, the rated power of the second electric machine is greater than the rated power of the first electric machine.
Alternatively, in the automobile drive system as described above, the second battery is connected to and drives the rear axle through a clutch.
In order to achieve the foregoing object, a second aspect of the invention provides a control strategy for a vehicle drive system as set forth in the foregoing second aspect, wherein,
driving only the first motor when driving at a daily speed, when assisting acceleration, and when a vehicle speed is stable;
the second motor is involved in operation during acceleration, at very high speed cruise and during cornering.
Optionally, in the control strategy as described above, the first battery charges the second battery at a speed per hour of less than 5 km/h.
Optionally, in the control strategy as described above, the daily speed is a speed above 5km/h and below 140 km/h.
Optionally, in the control strategy as described above, the ultra-high speed cruise refers to traveling at speeds higher than 140 km/h.
In order to achieve the foregoing object, a third aspect of the invention provides a new energy automobile having the automobile drive system according to any one of the foregoing first aspects or adopting the control strategy according to any one of the foregoing second aspects.
Drawings
The disclosure of the present invention will be more apparent with reference to the accompanying drawings. It is to be understood that these drawings are solely for purposes of illustration and are not intended as a definition of the limits of the invention. In the figure:
fig. 1 schematically shows a polarization curve of a fuel cell;
FIG. 2 schematically illustrates a power to efficiency correspondence of an electric motor; and
FIG. 3 is a schematic diagram of an automotive drive system according to one embodiment of the invention.
Detailed Description
The following describes in detail a specific embodiment of the present invention with reference to the drawings. In the drawings, the same reference numerals indicate the same or corresponding features.
FIG. 3 is a schematic diagram of an automotive drive system according to one embodiment of the invention.
As can be seen from the figure, the vehicle drive system may include a front axle 1, a rear axle 2, a first motor 3, a second motor 4, a first battery 5, a second battery 6, and the like. The hollow arrows in the figure show the front-rear direction of the automobile. In the illustrated embodiment, the output of the first battery 5 may be arranged with a voltage booster (regulator) 7, which may be connected to the first motor 3 and the second battery 6, respectively.
As shown, two front wheels 8 are arranged at both ends of the front axle 1 and two rear wheels 9 are arranged at both ends of the rear axle 2. The front axle 1 is driven by a first electric motor 3, the first electric motor 3 being powered by a first battery 5. The rear axle 2 is driven by a second electric motor 4, the second electric motor 4 being powered by a second battery 6. The front axle 1 and the rear axle 2 may be provided with a differential 10, respectively.
According to the illustrated vehicle drive system, two electric motors drive the front and rear axles, respectively, and the second electric motor of the rear axle is supplied with electric energy by a second battery. In an alternative embodiment, the second electric machine 4 of the rear axle 2 may be connected to the rear axle 2 by a clutch 11, such as a multiplate clutch, and the clutch 11 may be selectively engaged or disengaged as desired. The second motor 4 and the second battery 6 may be both of a high power output type. The first electric machine 3 of the front axle 1 is mainly operated in steady state, supplied with electric energy by a first battery 5. The power rating of the second electric machine 4 is greater than the power rating of the first electric machine 3. The power of the first electric machine 3 of the front axle can be lower than that of the second electric machine 4 of the rear axle, so as to meet the cruising requirement of the vehicle. The system aims to exert the highest efficiency of each system and ensure that the vehicle has excellent running performance.
It will be appreciated that the multiplate clutch 11 of the rear axle 2 can be engaged to provide part of the driving force to the vehicle during low speed phases and rapid acceleration conditions. In a steady-state driving state, the clutch is disconnected, and the first motor arranged on the front axle is connected with the first battery, so that the vehicle is supported to run by taking the first battery as main power in the working condition. The power of the first battery does not change violently in operation, and in a sliding state, the electric energy of the first battery is distributed to the second battery for charging, and the power is changed slowly to prolong the service life of the first battery.
In an alternative embodiment, the first battery may be a fuel cell and the second battery may be a power cell. In other embodiments, different or opposite arrangements may be used. Accordingly, the fuel cell may be connected to a power cell, adapted to charge the power cell.
The control strategy is described below in conjunction with the described automotive drive system.
According to an aspect of an embodiment of the present invention, in the control strategy of the automobile drive system, only the first motor may be driven when traveling at a daily speed per hour, when assisting acceleration, and when the vehicle speed is stable; the second motor can be brought into operation during acceleration, during cruising at very high speeds and during driving in bends. Additionally, in an alternative embodiment, the first battery may charge the second battery at a speed of less than 5 km/h. The aforementioned daily speeds may be speeds above 5km/h and below 140 km/h. Ultra-high speed cruising may refer to traveling at speeds greater than 140 km/h.
It is understood from the teaching of the present invention that the specific values of the above-mentioned speeds such as the daily speed and the super-high speed cruising speed can be set to other values as required, and are not limited to the above-mentioned values.
It will be appreciated that in the case where the first battery is a fuel cell and the second battery is a power cell, as described above, the power cell may be responsible for power output from the rear wheels, intervening at acceleration and at very high speeds (e.g., >140 km/h). Under this operating mode, the multiplate clutch combines, and the second motor of rear axle intervenes the drive, and the second motor can be in the operation of more efficient interval in great load interval this moment. Meanwhile, the second high-power motor can provide larger ground holding force and shorter acceleration time due to the fact that the gravity center of the vehicle moves backwards when the rear axle accelerates. The first motor of the front axle aims at the working condition that the speed per hour is higher than 5km/h, and the auxiliary acceleration and the vehicle speed are stable. At low speeds (e.g., <5 km/h), to prevent damage to the fuel cell, the fuel cell will charge the power cell while the first motor, which propels the front axle, is running. The first motor and the second motor which can be arranged in front of and behind the vehicle body in acceleration and curve can be matched to provide required timely four-wheel driving, and greater vehicle stability is provided. Under the working condition that the vehicle speed is relatively constant, the rear shaft multi-plate clutch is disconnected, and the fuel cell can provide energy (120 km/h is about 50 kW) required by the running of a passenger vehicle, so that the first motor of the front shaft can be of a type with lower power, and the first motor can be kept to run in a high-efficiency interval in most of time.
In combination with the above description, an aspect of the present invention also provides a new energy automobile, which may have the automobile driving system as in any one of the previous embodiments, or may adopt the control strategy as in any one of the previous embodiments.
From the above, the invention provides a dual-motor time-sharing four-wheel-drive automobile driving system, an automobile comprising the same and a control strategy of the automobile. The driving system and the control strategy not only provide strong acceleration performance for running vehicles, provide a time-sharing four-wheel drive mode to improve the stability of the vehicles, but also provide better fuel economy, integrate the advantages of the current fuel cell and the power cell, cooperate with the corresponding motor to realize the time-sharing four-wheel drive and drive the vehicles in a high-efficiency interval as much as possible, and really enable users to have a clean and convenient trip scheme on the premise of not compromising the performance. Accordingly, a vehicle according to aspects of the present invention would also have corresponding advantages.
The technical scope of the present invention is not limited to the above description, and those skilled in the art can make various changes and modifications to the above-described embodiments without departing from the technical spirit of the present invention, and such changes and modifications should fall within the scope of the present invention.
Claims (9)
1. A control strategy for an automotive drive system, the automotive drive system comprising:
a front axle driven by a first motor powered by a first battery; and
a rear axle driven by a second motor powered by a second battery,
it is characterized in that the preparation method is characterized in that,
driving only the first motor when driving at a daily speed, when assisting acceleration, and when a vehicle speed is stable;
the second motor is involved in operation during acceleration, at very high speed cruise and during cornering.
2. The control strategy of claim 1, wherein the first battery charges the second battery at a speed per hour below 5 km/h.
3. A control strategy according to claim 1 wherein the daily speed per hour is a speed above 5km/h and below 140 km/h.
4. The control strategy of claim 1, wherein the ultra-high speed cruise finger is traveling at speeds greater than 140 km/h per hour.
5. The control strategy of claim 1, wherein the first battery is a fuel cell and the second battery is a power cell.
6. A control strategy according to claim 5 wherein the fuel cell is connected to the power cell and adapted to charge the power cell.
7. The control strategy of claim 1, wherein the power rating of the second electric machine is greater than the power rating of the first electric machine.
8. The control strategy of claim 1, wherein the second battery is coupled to and drives the rear axle through a clutch.
9. A new energy automobile, characterized in that the new energy automobile adopts the control strategy according to any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810205437.7A CN110303948B (en) | 2018-03-13 | 2018-03-13 | Automobile driving system, control strategy thereof and new energy automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810205437.7A CN110303948B (en) | 2018-03-13 | 2018-03-13 | Automobile driving system, control strategy thereof and new energy automobile |
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| Publication Number | Publication Date |
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| CN110303948A CN110303948A (en) | 2019-10-08 |
| CN110303948B true CN110303948B (en) | 2023-01-10 |
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| CN201810205437.7A Active CN110303948B (en) | 2018-03-13 | 2018-03-13 | Automobile driving system, control strategy thereof and new energy automobile |
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Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE69414451T2 (en) * | 1993-04-28 | 1999-07-15 | Hitachi Ltd | Drive system and drive method of an electric vehicle |
| CN202357902U (en) * | 2011-08-08 | 2012-08-01 | 武汉理工大学 | Electric vehicle power system with fuel cell as vehicle-mounted extended range type charger |
| JP6172121B2 (en) * | 2014-11-14 | 2017-08-02 | トヨタ自動車株式会社 | FUEL CELL SYSTEM, FUEL CELL VEHICLE, AND METHOD FOR CONTROLLING FUEL CELL SYSTEM |
| JP6168031B2 (en) * | 2014-11-14 | 2017-07-26 | トヨタ自動車株式会社 | vehicle |
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