CN110920384A - Double-motor driving device of four-wheel drive electric vehicle - Google Patents
Double-motor driving device of four-wheel drive electric vehicle Download PDFInfo
- Publication number
- CN110920384A CN110920384A CN201911362246.2A CN201911362246A CN110920384A CN 110920384 A CN110920384 A CN 110920384A CN 201911362246 A CN201911362246 A CN 201911362246A CN 110920384 A CN110920384 A CN 110920384A
- Authority
- CN
- China
- Prior art keywords
- motor
- electric
- driving
- drive
- wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000001360 synchronised effect Effects 0.000 claims abstract description 17
- 230000005540 biological transmission Effects 0.000 claims description 30
- 239000003638 chemical reducing agent Substances 0.000 claims description 27
- 230000009977 dual effect Effects 0.000 claims description 10
- 230000008878 coupling Effects 0.000 abstract description 5
- 238000010168 coupling process Methods 0.000 abstract description 5
- 238000005859 coupling reaction Methods 0.000 abstract description 5
- 230000000712 assembly Effects 0.000 description 10
- 238000000429 assembly Methods 0.000 description 10
- 238000011084 recovery Methods 0.000 description 7
- 238000009826 distribution Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 230000007547 defect Effects 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000010521 absorption reaction Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
Images
Classifications
-
- 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
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
-
- 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
- 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
- Y02T10/64—Electric machine technologies in electromobility
-
- 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
Landscapes
- 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)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
The invention discloses a double-motor driving device of a four-wheel drive electric vehicle, which comprises a first electric driving assembly and a second electric driving assembly, wherein the first electric driving assembly is used for providing driving force for a first wheel in the same row, the second electric driving assembly is used for providing driving force for a second wheel in the same row, the first electric driving assembly comprises a first driving motor, the second electric driving assembly comprises a second driving motor, the first driving motor is a permanent magnet synchronous motor, and the second driving motor is an alternating current asynchronous motor. The double-motor driving device of the four-wheel drive electric vehicle does not need to add an additional clutch or a power coupling device, and has the advantages of high system efficiency, simple and reliable structure and low cost.
Description
Technical Field
The invention belongs to the technical field of new energy automobiles, and particularly relates to a double-motor driving device of a four-wheel-drive electric vehicle.
Background
The market demand of pure electric vehicles gradually tends to large space and strong performance, the distribution amount of B-grade and C-grade passenger vehicles and medium-large-sized SUV products is continuously increased, the preparation quality of the B-grade and C-grade passenger vehicles is close to 2T and even exceeds 2T, and the power demand of a driving motor is also continuously increased. The single motor driving scheme that most motorcycle types adopted at present, motor power constantly increases, and volume and quality also constantly increase, and busbar voltage and electric current increase for use in full speed range, the actuating system is efficient, the energy consumption is high, increases the part and makes the degree of difficulty, improves defects such as manufacturing cost and is becoming obvious.
For a pure electric vehicle, a driving device has three main modes of a wheel edge motor, a hub motor and an independent motor assembly, wherein the wheel edge motor and the hub motor can cause adverse effects such as increase of vehicle spring load, low ground clearance and the like, and the hub motor also has the defects of low power density, limited braking performance and the like, so that the independent motor assembly is widely applied to the current pure electric vehicle market as the driving device, and the motor types of the driving device mainly include two types, namely a permanent magnet synchronous motor and an alternating current asynchronous motor.
At present, a double-motor driving scheme is adopted for a small number of high-end pure electric vehicle types, a double-alternating-current asynchronous motor or a permanent magnet synchronous motor with the same power is adopted, permanent magnet synchronous motors with different powers are adopted for individual vehicle types, and the total system efficiency of the double-alternating-current asynchronous motor is not higher than that of the permanent magnet synchronous motor; for a double-permanent magnet synchronous motor, the system is complex, one motor is high in driving efficiency under the high-speed and light-load driving working conditions, and the other motor needs to be additionally provided with a power clutch device to be disconnected so as to improve the total efficiency of the system, but the cost is increased.
In summary, the existing dual-motor driving scheme has the defects of complex system, high cost and low system efficiency, and is slow to popularize and apply.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a double-motor driving device of a four-wheel drive electric vehicle, aiming at simplifying the structure and improving the system efficiency.
In order to achieve the purpose, the invention adopts the technical scheme that: the double-motor driving device of the four-wheel drive electric vehicle comprises a first electric driving assembly and a second electric driving assembly, wherein the first electric driving assembly is used for providing driving force for a first wheel in the same row, the second electric driving assembly is used for providing driving force for a second wheel in the same row, the first electric driving assembly comprises a first driving motor, the second electric driving assembly comprises a second driving motor, the first driving motor is a permanent magnet synchronous motor, and the second driving motor is an alternating current asynchronous motor.
The first electric drive assembly further comprises a first speed reducer connected with the first drive motor, the first speed reducer is connected with a first transmission shaft through a differential, the first wheel is arranged on the first transmission shaft, and the first drive motor and the first speed reducer are integrated into a whole.
The first electric drive assembly further comprises a motor controller, and the first drive motor is integrated with the first speed reducer and the motor controller.
The second electric drive assembly further comprises a second speed reducer connected with the second drive motor, the second speed reducer is connected with a second transmission shaft through a differential, the second wheel is arranged on the second transmission shaft, and the second drive motor and the second speed reducer are integrated into a whole.
The second electric drive assembly further comprises a motor controller, and the second drive motor is integrated with the second speed reducer and the motor controller.
The load of the first transmission shaft is greater than the load of the second transmission shaft.
When the electric vehicle is in a four-wheel drive working condition, the first driving motor and the second driving motor operate, the first electric driving assembly provides driving force for the two first wheels, and the second electric driving assembly provides driving force for the two second wheels.
When the electric vehicle is in a high-speed or light-load working condition, only the first driving motor operates, and the first electric driving assembly provides driving force for the two first wheels.
When the electric vehicle is in a four-wheel drive working condition, a VCU analyzes user operation requirements, synchronously acquires vehicle operation parameters, matches the vehicle operation parameters with system preset axle load parameters to calculate total vehicle required power and torque, and distributes output torque of the first electric drive assembly and the second electric drive assembly according to calibrated MAP (MAP) graphs of the first electric drive assembly and the second electric drive assembly.
When the total required power and the total required torque of the vehicle are judged to be in a light-load working condition, the total required torque is completely distributed to the first electric drive assembly, the output torque distributed to the second electric drive assembly is 0, and the second electric drive assembly slides in a no-load mode; when the first electric drive assembly is in failure and the second electric drive assembly can be driven normally, the VCU ensures that the highest back electromotive force peak voltage of the first electric drive assembly sliding does not exceed the voltage of the battery by limiting the highest vehicle speed of the vehicle and outputting torque to the second electric drive assembly, and simultaneously cuts off the power supply of a motor controller of the first electric drive assembly.
The double-motor driving device of the four-wheel drive electric vehicle does not need to add an additional clutch or a power coupling device, and has the advantages of high system efficiency, simple and reliable structure and low cost.
Drawings
The description includes the following figures, the contents shown are respectively:
FIG. 1 is a schematic structural diagram of a dual motor driving apparatus of a four-wheel drive electric vehicle according to the present invention;
FIG. 2 is a schematic view showing the arrangement direction of the two motor driving devices and the space of the battery box;
FIG. 3 is a schematic view of a conventional dual-motor co-directional arrangement and a battery box space in the background art;
labeled as: 1. a first wheel; 2. a second wheel; 3. a first drive motor; 4. a second drive motor; 5. a first decelerator; 6. a second decelerator; 7. a battery box; 8. a power battery; 9. a first motor controller; 10. a second motor controller.
Detailed Description
The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to facilitate its implementation.
It should be noted that, in the following embodiments, the "first" and "second" do not represent an absolute distinction relationship in structure and/or function, nor represent a sequential execution order, but merely for convenience of description.
As shown in fig. 1 and 2, the present invention provides a dual-motor driving apparatus for a four-wheel drive electric vehicle, including a first electric driving assembly for providing driving force to a first wheel in a same row and a second electric driving assembly for providing driving force to a second wheel in a same row, wherein the first electric driving assembly includes a first driving motor, the second electric driving assembly includes a second driving motor, the first driving motor is a permanent magnet synchronous motor, and the second driving motor is an ac asynchronous motor.
Specifically, as shown in fig. 1 and 2, two first wheels are provided, two second wheels are provided, two first wheels are mounted on the first drive shaft, and two second wheels are mounted on the second drive shaft. When the first wheel is the front wheel of the electric vehicle, the second wheel is the rear wheel of the electric vehicle; on the contrary, when the first wheel is the rear wheel of the electric vehicle, the second wheel is the front wheel of the electric vehicle.
As shown in fig. 1 and 2, the first electric drive assembly further includes a first speed reducer connected to the first driving motor, the first speed reducer is connected to the first transmission shaft through a differential, the first wheel is disposed on the first transmission shaft, and the first driving motor and the first speed reducer are integrated into a whole. The second electric drive assembly further comprises a second speed reducer connected with a second drive motor, the second speed reducer is connected with a second transmission shaft through a differential, a second wheel is arranged on the second transmission shaft, and the second drive motor and the second speed reducer are integrated into a whole. Power battery and Battery Management System (BMS) are integrated in the battery box, and the battery box is arranged in vehicle middle part underfloor below, and power battery provides the electric energy for first driving motor and second driving motor, and four-wheel drive control system mainly comprises Vehicle Control Unit (VCU), front and back driving Motor Controller (MCU) and BMS through CAN communication connection.
As shown in fig. 1 and 2, the first electric drive assembly further includes a first motor controller, and the first drive motor is integrated with the first speed reducer and the first motor controller, or the first drive motor is integrated with the first motor controller. The second electric drive assembly further comprises a second motor controller, and the second drive motor is integrated with the second speed reducer and the second motor controller, or the second drive motor is integrated with the second motor controller. The two sets of electric drive assemblies are both motors and directly connected with the speed reducer, the differential mechanism in the speed reducer is directly connected with the transmission shaft, an additional clutch or a power coupling device is not needed, the system efficiency is high, the structure is simple and reliable, and the cost is low.
In the whole vehicle arrangement scheme, the conventional double-motor scheme adopts similar or even same-parameter drive assemblies, and in order to improve the flexible production degree of a supplier, the motor positions of the front and rear electric drive assemblies are arranged in the same direction towards the vehicle head or the vehicle tail relative to the position of the transmission shaft, so that the space of the battery box is influenced, the battery arrangement capacity and the driving range are reduced, and even the collision safety of the battery box is influenced (as shown in fig. 3). In the invention, two sets of electric drive assemblies of different types are selected, the flexible production degree of a supplier is not influenced, when the whole vehicle is arranged, the motor positions of the front and rear electric drive assemblies face the vehicle head side and the vehicle tail side respectively relative to the transmission shaft position, more space and collision safety energy absorption areas are reserved for the arrangement of the battery box in the middle of the floor, and the battery capacity arrangement rate and the driving range are improved. Specifically, as shown in fig. 1 and 2, the first transmission shaft and the second transmission shaft are located between the first driving motor and the second driving motor, a distance between the first transmission shaft and the second transmission shaft is smaller than a distance between the first driving motor and the second driving motor, the first driving motor is located at a front side of the first transmission shaft (i.e., a distance between the first driving motor and the front bumper is smaller than a distance between the first transmission shaft and the front bumper), and the second driving motor is located at a rear side of the second transmission shaft (i.e., a distance between the second driving motor and the rear bumper is smaller than a distance between the second transmission shaft and the rear bumper).
The driving power and the torque of the first electric drive assembly and the second electric drive assembly are simulated according to parameters such as the weight of the whole vehicle, the acceleration performance requirement, the axle load distribution and the like, after the total required power and the torque of the whole vehicle under different working conditions are determined, the power and the torque of the first electric drive assembly and the torque of the second electric drive assembly are confirmed by respectively selecting models, the parameters of the first electric drive assembly and the second electric drive assembly can be consistent or inconsistent, and if the parameters of the first electric drive assembly and the second electric drive assembly are inconsistent, the parameters of the first electric drive assembly are set to be larger than the parameters of the second electric drive. The first electric drive assembly and the second electric drive assembly have no fixed requirements on distribution of the front axle and the rear axle, can be flexibly arranged according to the total arrangement space and the axle load condition, and preferentially considers the arrangement of the first electric drive assembly at the position of a transmission shaft with large axle load, namely the load at the position of the first transmission shaft is greater than the load at the position of the second transmission shaft.
In the actual use process of the vehicle, the utilization rate of the conventional common driving working condition is far higher than that of the heavy-load high-power demand working condition such as rapid acceleration, four-wheel drive escaping and the like, namely, the two driving working conditions are more, in the conventional two sets of alternating current asynchronous motor driving schemes, the system efficiency is low, in the two sets of permanent magnet synchronous motor driving schemes, a clutch or a power coupling device needs to be added to one set of driving assembly, so that one motor is disconnected when the load is light, the system efficiency is improved, the system structure load is increased, the system cost is increased, and the system reliability is reduced.
The first electric drive assembly is used as a default electric drive assembly, the first electric drive assembly and the second electric drive assembly are driven simultaneously under the four-wheel drive working condition, the first electric drive assembly is driven by default for two wheels under the high-speed or light-load working condition, and the second electric drive assembly is stopped running. Specifically, when the electric vehicle is in a four-wheel drive working condition, the first driving motor and the second driving motor operate, the first electric driving assembly provides driving force for the two first wheels, and the second electric driving assembly provides driving force for the two second wheels. When the electric vehicle is in a high-speed or light-load working condition, only the first driving motor operates, and the first electric driving assembly provides driving force for the two first wheels.
When the electric Vehicle is in a four-wheel drive working condition, a VCU (Vehicle Control Unit) analyzes user operation requirements, synchronously acquires Vehicle operation parameters, matches the Vehicle operation parameters with preset shaft load parameters of the system to calculate total required power and torque of the Vehicle, and distributes output torque of the first electric drive assembly and the second electric drive assembly according to a calibrated MAP (namely a motor efficiency distribution diagram) of the first electric drive assembly and the second electric drive assembly.
In the control process, a VCU acquires signals such as gears, an accelerator and a brake and analyzes user operation requirements, the VCU synchronously acquires vehicle operation parameters through CAN communication, the vehicle operation parameters comprise signals such as gradient, wheel speed and BMS dischargeable power, the vehicle operation parameters are matched with system preset axle load parameters to calculate total vehicle required power and torque, then the first motor controller and the second motor controller receive torque instructions sent by the VCU and respond to and control the output torque of the first driving motor and the second driving motor according to calibrated optimal efficiency MAP joint analysis of the first electric driving assembly and the second electric driving assembly respectively.
When the total required power and the total required torque of the vehicle are judged to be in a light-load working condition, the total required torque is completely distributed to the first electric drive assembly, the output torque distributed to the second electric drive assembly is 0, and the second electric drive assembly slides in a no-load mode. When the first electric drive assembly is in failure and the second electric drive assembly can be driven normally, the VCU ensures that the highest back electromotive force peak voltage of the first electric drive assembly sliding does not exceed the battery voltage by limiting the maximum vehicle speed of the vehicle and outputting torque to the second electric drive assembly, and meanwhile, the BMS cuts off the power supply of the first motor controller of the first electric drive assembly.
When the electric vehicle is in a braking working condition, the energy recovery function is a standard function for the electric vehicle, in the conventional driving process, the braking deceleration of the electric vehicle generally does not exceed 0.3G, one motor can realize the electric braking deceleration and convert the deceleration kinetic energy into electric energy to charge a power battery, but the energy recovery rate is low because the highest efficiency interval of the single motor is limited. In the application, when the electric vehicle is in a braking working condition, due to the fact that two electric drive assemblies of different types, namely synchronous and asynchronous, are adopted, the high-efficiency working area keeps respective independence, energy recovery is mainly completed by a first electric drive assembly in a default mode, but when the recoverable power is larger than the optimal recovery interval (taking calibration parameters as reference) of the first electric drive assembly, the VCU comprehensively distributes power braking feedback torque instructions to the first motor controller and the second motor controller through the CAN bus, and the energy recovery efficiency of the whole vehicle is improved; in addition, the VCU distributes the maximum allowable braking torque to the first motor controller and the second motor controller respectively when the VCU receives the fault or failure of the brake system or analyzes and judges that the vehicle is braked emergently through the depth of the brake pedal and the deceleration of the vehicle, so that the vehicle can realize four-wheel electric braking, and the braking safety of the vehicle is improved.
The double-motor driving device of the four-wheel drive electric vehicle has the following advantages:
1. the electric four-wheel drive double-electric drive assembly scheme is not limited in that the electric drive assembly is of an integrated structure or a split structure, the motor is directly connected with the speed reducer, and compared with a double-permanent magnet synchronous motor scheme, an additional clutch or a power coupling device is not needed, so that the system is high in efficiency, simple and reliable in structure and low in cost;
2. the double-motor scheme is that a set of permanent magnet synchronous motor and a set of alternating current asynchronous motor are independent respectively, in the total arrangement scheme, the arrangement space of the battery box can be utilized to the maximum extent, the arrangement capacity and the driving range of the battery are effectively increased, the collision energy absorption area of the battery box is increased, and the collision safety of the battery box is improved;
3. the scheme adopts the permanent magnet synchronous motor as a default electric drive assembly, the alternating current asynchronous electric drive assembly intervenes in four-wheel drive in due time according to the conditions of load, four-wheel drive driving requirements and the like, and compared with a double-alternating current asynchronous electric drive assembly scheme, the system has higher efficiency, and compared with a double-permanent magnet synchronous electric drive assembly scheme, when the alternating current asynchronous motor does not intervene in drive, namely slides, counter electromotive force and braking torque can not be generated, the problem that the generated electric energy flows backwards to the battery to influence the battery and the BMS can not be generated, and the system is simple and reliable and has lower;
4. the conventional double-motor drive assemblies are of the same type and power, the torque of the drive assemblies before and after torque distribution is simple and rough, the total required torque of the whole vehicle is averagely divided into two parts, and the maximization of the system efficiency is not facilitated in different driving working conditions; compared with the prior art, after the VCU analyzes the total required power and torque of the whole vehicle, different driving torques and powers are distributed according to the optimal efficiency MAP of the permanent magnet synchronous electric driving assembly and the alternating current asynchronous electric driving assembly, so that the efficiency of the two electric driving assemblies is improved, namely the energy utilization rate of a driving system of the whole vehicle is improved;
5. the system adopts two different types of electric drive assemblies, namely permanent magnet synchronous and alternating current asynchronous, so that not only are independent high-efficiency working areas ensured, but also the high-efficiency area of double-motor combined drive is improved, the energy utilization rate of the system is improved during driving, and the energy recovery efficiency of the system is improved during energy recovery; under working conditions such as failure or invalidation of a brake system, four-wheel electric braking can be efficiently realized, and the safety of the vehicle is improved;
6. the double-motor four-wheel drive system is a platform scheme, can be suitable for pure electric vehicles and extended range electric vehicles, can be suitable for four-wheel drive passenger vehicles and light logistics vehicles, and can be used as a reference for hybrid vehicle models similar to front and rear electric drive structural schemes.
The invention is described above with reference to the accompanying drawings. It is to be understood that the specific implementations of the invention are not limited in this respect. Various insubstantial improvements are made by adopting the method conception and the technical scheme of the invention; the present invention is not limited to the above embodiments, and can be modified in various ways.
Claims (10)
1. The double-motor driving device of the four-wheel drive electric vehicle comprises a first electric driving assembly for providing driving force for a first wheel in the same row and a second electric driving assembly for providing driving force for a second wheel in the same row, and is characterized in that: the first electric drive assembly comprises a first drive motor, the second electric drive assembly comprises a second drive motor, the first drive motor is a permanent magnet synchronous motor, and the second drive motor is an alternating current asynchronous motor.
2. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 1, wherein: the first electric drive assembly further comprises a first speed reducer connected with the first drive motor, the first speed reducer is connected with a first transmission shaft through a differential, the first wheel is arranged on the first transmission shaft, and the first drive motor and the first speed reducer are integrated into a whole.
3. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 2, wherein: the first electric drive assembly further comprises a motor controller, and the first drive motor is integrated with the first speed reducer and the motor controller.
4. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 2 or 3, wherein: the second electric drive assembly further comprises a second speed reducer connected with the second drive motor, the second speed reducer is connected with a second transmission shaft through a differential, the second wheel is arranged on the second transmission shaft, and the second drive motor and the second speed reducer are integrated into a whole.
5. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 4, wherein: the second electric drive assembly further comprises a motor controller, and the second drive motor is integrated with the second speed reducer and the motor controller.
6. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 4 or 5, wherein: the load of the first transmission shaft is greater than the load of the second transmission shaft.
7. The dual motor driving apparatus of a four-wheel drive electric vehicle according to any one of claims 1 to 6, wherein: when the electric vehicle is in a four-wheel drive working condition, the first driving motor and the second driving motor operate, the first electric driving assembly provides driving force for the two first wheels, and the second electric driving assembly provides driving force for the two second wheels.
8. The dual motor driving apparatus of a four-wheel drive electric vehicle according to any one of claims 1 to 7, wherein: when the electric vehicle is in a high-speed or light-load working condition, only the first driving motor operates, and the first electric driving assembly provides driving force for the two first wheels.
9. The dual motor driving apparatus of a four-wheel drive electric vehicle according to any one of claims 1 to 8, wherein: when the electric vehicle is in a four-wheel drive working condition, a VCU analyzes user operation requirements, synchronously acquires vehicle operation parameters, matches the vehicle operation parameters with system preset axle load parameters to calculate total vehicle required power and torque, and distributes output torque of the first electric drive assembly and the second electric drive assembly according to calibrated MAP (MAP) graphs of the first electric drive assembly and the second electric drive assembly.
10. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 9, wherein: when the total required power and the total required torque of the vehicle are judged to be in a light-load working condition, the total required torque is completely distributed to the first electric drive assembly, the output torque distributed to the second electric drive assembly is 0, and the second electric drive assembly slides in a no-load mode;
when the first electric drive assembly is in failure and the second electric drive assembly can be driven normally, the VCU ensures that the highest back electromotive force peak voltage of the first electric drive assembly sliding does not exceed the voltage of the battery by limiting the highest vehicle speed of the vehicle and outputting torque to the second electric drive assembly, and simultaneously cuts off the power supply of a motor controller of the first electric drive assembly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911362246.2A CN110920384A (en) | 2019-12-26 | 2019-12-26 | Double-motor driving device of four-wheel drive electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911362246.2A CN110920384A (en) | 2019-12-26 | 2019-12-26 | Double-motor driving device of four-wheel drive electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110920384A true CN110920384A (en) | 2020-03-27 |
Family
ID=69862118
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911362246.2A Pending CN110920384A (en) | 2019-12-26 | 2019-12-26 | Double-motor driving device of four-wheel drive electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110920384A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112092613A (en) * | 2020-09-18 | 2020-12-18 | 中国第一汽车股份有限公司 | Four-wheel drive pure electric vehicle power system |
| CN112092796A (en) * | 2020-09-22 | 2020-12-18 | 中国第一汽车股份有限公司 | Control method of four-wheel-drive pure electric vehicle power system and vehicle |
| CN112895918A (en) * | 2021-03-02 | 2021-06-04 | 浙江合众新能源汽车有限公司 | Torque distribution method of novel energy electric vehicle double-motor structure |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN203752866U (en) * | 2014-01-16 | 2014-08-06 | 浙江吉利控股集团有限公司 | Time-sharing four-wheel driving electric vehicle power system and electric vehicle |
| CN106515459A (en) * | 2016-12-15 | 2017-03-22 | 简式国际汽车设计（北京）有限公司 | Active discharging method of double-motor controller of battery electric vehicle |
| CN107472077A (en) * | 2016-11-30 | 2017-12-15 | 宝沃汽车（中国）有限公司 | The control method of drive system, device and there is its vehicle |
| CN107640062A (en) * | 2017-08-17 | 2018-01-30 | 广州领世汽车科技有限公司 | A kind of four-drive electric car antero posterior axis driving torque distributes control method |
| CN207257340U (en) * | 2017-10-16 | 2018-04-20 | 北京车和家信息技术有限公司 | Four-driving-force system and electric car |
| CN108297736A (en) * | 2017-12-27 | 2018-07-20 | 安徽融智天骏新能源汽车有限公司 | A kind of bi-motor distributed-driving electric automobile and motor control strategy |
| CN109532513A (en) * | 2018-12-18 | 2019-03-29 | 中山大学 | A kind of optimal driving torque allocation strategy generation method of Two axle drive electric car |
| CN110014851A (en) * | 2019-04-10 | 2019-07-16 | 中国第一汽车股份有限公司 | A kind of front and back bi-motor four-wheel drive cars between centers torque distribution method |
| CN110481341A (en) * | 2019-08-28 | 2019-11-22 | 宜宾凯翼汽车有限公司 | A kind of electric car dual-motor drive system and its control method |
| CN110549866A (en) * | 2018-05-31 | 2019-12-10 | 长城汽车股份有限公司 | Front and rear axle double-motor four-wheel drive control method and device |
| CN211844090U (en) * | 2019-12-26 | 2020-11-03 | 宜宾凯翼汽车有限公司 | Double-motor driving device of four-wheel drive electric vehicle |
-
2019
- 2019-12-26 CN CN201911362246.2A patent/CN110920384A/en active Pending
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN203752866U (en) * | 2014-01-16 | 2014-08-06 | 浙江吉利控股集团有限公司 | Time-sharing four-wheel driving electric vehicle power system and electric vehicle |
| CN107472077A (en) * | 2016-11-30 | 2017-12-15 | 宝沃汽车（中国）有限公司 | The control method of drive system, device and there is its vehicle |
| CN106515459A (en) * | 2016-12-15 | 2017-03-22 | 简式国际汽车设计（北京）有限公司 | Active discharging method of double-motor controller of battery electric vehicle |
| CN107640062A (en) * | 2017-08-17 | 2018-01-30 | 广州领世汽车科技有限公司 | A kind of four-drive electric car antero posterior axis driving torque distributes control method |
| CN207257340U (en) * | 2017-10-16 | 2018-04-20 | 北京车和家信息技术有限公司 | Four-driving-force system and electric car |
| CN108297736A (en) * | 2017-12-27 | 2018-07-20 | 安徽融智天骏新能源汽车有限公司 | A kind of bi-motor distributed-driving electric automobile and motor control strategy |
| CN110549866A (en) * | 2018-05-31 | 2019-12-10 | 长城汽车股份有限公司 | Front and rear axle double-motor four-wheel drive control method and device |
| CN109532513A (en) * | 2018-12-18 | 2019-03-29 | 中山大学 | A kind of optimal driving torque allocation strategy generation method of Two axle drive electric car |
| CN110014851A (en) * | 2019-04-10 | 2019-07-16 | 中国第一汽车股份有限公司 | A kind of front and back bi-motor four-wheel drive cars between centers torque distribution method |
| CN110481341A (en) * | 2019-08-28 | 2019-11-22 | 宜宾凯翼汽车有限公司 | A kind of electric car dual-motor drive system and its control method |
| CN211844090U (en) * | 2019-12-26 | 2020-11-03 | 宜宾凯翼汽车有限公司 | Double-motor driving device of four-wheel drive electric vehicle |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112092613A (en) * | 2020-09-18 | 2020-12-18 | 中国第一汽车股份有限公司 | Four-wheel drive pure electric vehicle power system |
| CN112092613B (en) * | 2020-09-18 | 2022-01-25 | 中国第一汽车股份有限公司 | Four-wheel drive pure electric vehicle power system |
| CN112092796A (en) * | 2020-09-22 | 2020-12-18 | 中国第一汽车股份有限公司 | Control method of four-wheel-drive pure electric vehicle power system and vehicle |
| CN112895918A (en) * | 2021-03-02 | 2021-06-04 | 浙江合众新能源汽车有限公司 | Torque distribution method of novel energy electric vehicle double-motor structure |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6930405B2 (en) | Vehicle control apparatus | |
| CN100391768C (en) | Multiple axle driving system for oil-electricity mixed power automobile | |
| EP3736151B1 (en) | Hybrid drive system and vehicle | |
| CN111002974A (en) | Torque distribution method for double-motor control system of electric vehicle | |
| CN211844090U (en) | Double-motor driving device of four-wheel drive electric vehicle | |
| CN101519034A (en) | Power system of mixed power automobile and control method thereof | |
| CN101913322B (en) | Time-division 4-wheel drive (4WD) parallel hybrid driving system | |
| CN102897029B (en) | The pure electric drive automobile power system of a kind of extended-range four-wheel | |
| JP2004017963A (en) | Regenerative braking control system under yaw stability control, system and device therefor | |
| CN106541834A (en) | A kind of method that regulation and control extended-range forerunner mixes electrical automobile braking torque | |
| CN102381178A (en) | Plug-in hybrid electric vehicle power system and regenerative brake control method for same | |
| CN105946600A (en) | Series connection range extending type electric automobile power system and control method thereof | |
| CN104512410A (en) | Control method for four-wheel drive hybrid electric vehicle | |
| CN110920384A (en) | Double-motor driving device of four-wheel drive electric vehicle | |
| CN102642479A (en) | Electric vehicle | |
| CN204055310U (en) | A kind of hybrid power four-wheel drive system and automobile | |
| CN108297676A (en) | A kind of mixed power automobile driving system of with wheel motor | |
| CN101096180A (en) | Four-wheel driven hybrid power system and working method | |
| CN102514568B (en) | A kind of control method of four-drive hybrid electric vehicle driving torque and drive system thereof | |
| CN201002503Y (en) | Drive system for whole wheel driven hybrid power automobile | |
| CN103318046A (en) | All-electric light bus power assembly | |
| CN113060012A (en) | Distributed four-wheel-drive pure electric platform and control method thereof | |
| CN111546906A (en) | Hub driving and braking integrated system with double motors and control method thereof | |
| CN215204406U (en) | Range-extending power system based on flywheel power | |
| CN106394230B (en) | A kind of oil is electric to mix multi-mode automobile driving system and control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |