CN111746268A - Electric automobile driving system - Google Patents
Electric automobile driving system Download PDFInfo
- Publication number
- CN111746268A CN111746268A CN202010604462.XA CN202010604462A CN111746268A CN 111746268 A CN111746268 A CN 111746268A CN 202010604462 A CN202010604462 A CN 202010604462A CN 111746268 A CN111746268 A CN 111746268A
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- Prior art keywords
- driven pulley
- pulley
- driving pulley
- steel belt
- wheel
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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
- B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/121—Power-transmission from drive shaft to hub
- B60B35/122—Power-transmission from drive shaft to hub using gearings
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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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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
- F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
- F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
- F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
- F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
Abstract
The embodiment of the invention provides an electric automobile driving system, which is used for driving wheels (4), and comprises a motor (1), a continuously variable transmission (2), half shafts (3), the wheels (4) and a transmission controller (5), wherein: the input end of the continuously variable transmission (2) is connected with the output end of the motor (1), and the output end of the continuously variable transmission (2) is connected with the half shaft (3); the half shaft (3) is connected with a wheel (4); the embodiment of the invention introduces the continuously variable transmission (2), and the continuously variable transmission plays a role in reducing speed and increasing torque, and can steplessly adjust the rotating speed to adapt to various working conditions of the vehicle, so that the control experience of the vehicle is improved, the motor (1) can be kept to operate in an optimal rotating speed range, the efficiency of the motor (1) is maximized, and the power consumption is reduced.
Description
Technical Field
The invention relates to the field of electric automobile control, in particular to an electric automobile driving system.
Background
Currently, with the rapid economic development of human society, non-renewable resources such as petroleum energy face the threat of exhaustion, and the environmental pollution is getting more and more serious. Therefore, electric vehicles are receiving global attention as an alternative to fuel vehicles.
The driving force of the electric vehicle is the driving motor, and like the traditional internal combustion engine vehicle, the electric vehicle also needs to convert the high rotating speed output by the driving motor into torque through a speed reducer so as to drive the vehicle to move forward more effectively. In the existing electric automobile, a single driving motor is generally decelerated by a single-stage speed reducer or a two-gear speed reducer, and then torque is distributed to a left driving shaft and a right driving shaft through a differential, so that power is respectively transmitted to driving wheels at two sides.
In implementing the present disclosure, the inventors found that the related art has at least the following problems: the selectable gears of a single-stage speed reducer or a two-gear speed reducer in the existing electric automobile driving system are very limited, and cannot well meet various driving conditions of a vehicle, so that the driving experience of the vehicle is poor, and a driving motor cannot be always operated in an optimal rotating speed range, so that the efficiency of the motor cannot be maximized.
Disclosure of Invention
In view of this, the invention provides an electric vehicle driving system, which can well meet various driving conditions of a vehicle, improve the driving experience of the vehicle, and maximize the motor efficiency.
Specifically, the method comprises the following technical scheme:
the invention provides an electric automobile driving system, which comprises a motor, a continuously variable transmission, a half shaft, wheels and a transmission controller, wherein:
the input end of the stepless speed changer is connected with the output end of the motor, and the output end of the stepless speed changer is connected with the half shaft.
The half shaft is connected with the wheel.
The transmission controller is used for controlling the continuously variable transmission to change the gear ratio.
Optionally, wherein:
the motor includes a first motor and a second motor.
The continuously variable transmission includes a first transmission mechanism and a second transmission mechanism.
The half shafts include a first half shaft and a second half shaft.
The wheels include a first wheel and a second wheel.
Optionally, wherein:
the input end of the first speed change mechanism is connected with the output end of the first motor, and the output end of the first speed change mechanism is connected with the first half shaft.
The first axle shaft is connected to the first wheel.
The input end of the second speed change mechanism is connected with the output end of the second motor, and the output end of the second speed change mechanism is connected with the second half shaft.
The second axle shaft is coupled to the second wheel.
Optionally, wherein:
the first speed change mechanism includes a first driving pulley, a first steel belt, and a first driven pulley.
The first driving belt wheel and the first driven belt wheel are connected through a first steel belt, and the first driving belt wheel and the first driven belt wheel are respectively composed of two conical half wheels with adjustable relative distances.
The first driving belt wheel is connected with a first output shaft of the first motor.
The first driven pulley is connected with the first half shaft.
The transmission controller is adapted to control the first transmission mechanism to change the transmission ratio by controlling the distance between the opposing conical half wheels in the first transmission mechanism to change the contact points of the opposing conical half wheels with the first steel belt in the first transmission mechanism, thereby changing the turning radii of the first steel belt on the first driving pulley and the first driven pulley.
The second speed change mechanism comprises a second driving belt wheel, a second steel belt and a second driven belt wheel.
The second driving belt wheel and the second driven belt wheel are connected through a second steel belt, and the second driving belt wheel and the second driven belt wheel are respectively composed of two conical half wheels with adjustable relative distances.
The second driving belt wheel is connected with a second output shaft of the second motor.
The second driven pulley is connected with a second half shaft.
The transmission controller is adapted to control the second transmission mechanism to change the transmission ratio by controlling the distance between the opposing conical half wheels in the second transmission mechanism to change the contact points of the opposing conical half wheels with the second steel belt in the second transmission mechanism, thereby changing the turning radii of the second steel belt on the second driving pulley and the second driven pulley.
Optionally, the transmission controller is configured to:
and acquiring an accelerator opening value, wherein the accelerator opening value refers to the difference between the current angle and the initial angle of the accelerator pedal.
When the throttle opening value is larger than a first threshold value, two conical half wheels in the first driving belt wheel and the second driving belt wheel are controlled to be away from each other, and two conical half wheels in the first driven belt wheel and the second driven belt wheel are controlled to be close to each other, so that the rotating radius of the first steel belt on the first driving belt wheel is reduced, the rotating radius on the first driven belt wheel is increased, the rotating radius of the second steel belt on the second driving belt wheel is reduced, and the rotating radius on the second driven belt wheel is increased.
Optionally, the transmission controller is further configured to:
when the throttle opening value is smaller than a second threshold value, two conical half wheels in the first driving belt wheel and the second driving belt wheel are controlled to be close to each other, and two conical half wheels in the first driven belt wheel and the second driven belt wheel are controlled to be away from each other, so that the rotating radius of the first steel belt on the first driving belt wheel is increased, the rotating radius of the first steel belt on the first driven belt wheel is decreased, the rotating radius of the second steel belt on the second driving belt wheel is increased, the rotating radius of the second steel belt on the second driven belt wheel is decreased, and the second threshold value is smaller than the first threshold value.
Optionally, the transmission controller is further configured to:
the pointing direction of the steering wheel is acquired.
When the steering wheel points to one side of the first driving wheel, two conical half wheels in the first driving belt wheel and the second driven belt wheel are controlled to be away from each other, and meanwhile, two conical half wheels in the first driven belt wheel and the second driving belt wheel are controlled to be close to each other, so that the rotating radius of the first steel belt on the first driving belt wheel is reduced, the rotating radius on the first driven belt wheel is increased, the rotating radius of the second steel belt on the second driving belt wheel is increased, and the rotating radius on the second driven belt wheel is reduced.
Optionally, the transmission controller is further configured to:
when the steering wheel points to one side of the second wheel, the two conical half wheels in the first driving belt wheel and the second driven belt wheel are controlled to be close to each other, and the two conical half wheels in the first driven belt wheel and the second driving belt wheel are controlled to be away from each other, so that the rotating radius of the first steel belt on the first driving belt wheel is increased, the rotating radius on the first driven belt wheel is decreased, the rotating radius of the second steel belt on the second driving belt wheel is decreased, and the rotating radius on the second driven belt wheel is increased.
Optionally, the transmission controller is further configured to:
and acquiring a vehicle pitch angle, wherein the vehicle pitch angle is used for indicating that the vehicle is in an uphill or downhill state.
When the vehicle pitch angle indicates that the vehicle is in an uphill state, two conical half wheels in the first driving pulley and the second driving pulley are controlled to be away from each other, and two conical half wheels in the first driven pulley and the second driven pulley are controlled to be close to each other, so that the rotating radius of the first steel belt on the first driving pulley is reduced, the rotating radius of the first driven pulley is increased, the rotating radius of the second steel belt on the second driving pulley is reduced, and the rotating radius of the second driven pulley is increased.
Optionally, the transmission controller is further configured to:
a slip signal is monitored, the slip signal indicating that a wheel slip has occurred.
When a sliding signal is monitored, the two conical half wheels in the first driving belt wheel and the second driving belt wheel are controlled to be close to each other, and meanwhile the two conical half wheels in the first driven belt wheel and the second driven belt wheel are controlled to be away from each other, so that the rotating radius of the first steel belt on the first driving belt wheel is increased, the rotating radius on the first driven belt wheel is decreased, the rotating radius of the second steel belt on the second driving belt wheel is increased, and the rotating radius on the second driven belt wheel is decreased.
The technical scheme provided by the embodiment of the invention has the beneficial effects that at least:
the embodiment of the invention provides an electric automobile driving system, which is used for driving wheels and comprises a motor, a continuously variable transmission, a half shaft, the wheels and a transmission controller, wherein: the input end of the stepless speed changer is connected with the output end of the motor, so that the rotating speed output by the motor can be input into the stepless speed changer, the stepless speed changer can perform speed reduction and torque increase functions and can adjust the rotating speed steplessly to adapt to various working conditions of a vehicle, and the output end of the stepless speed changer is connected with the half shaft, so that the adjusted rotating speed and torque are output; the half shafts are connected with wheels so as to output the rotating speed and the torque to the wheels; the embodiment of the invention has the advantages that the continuously variable transmission is introduced, so that the effects of reducing speed and increasing torque are achieved, meanwhile, the rotating speed can be steplessly adjusted, the rotating speed is adapted to various working conditions of a vehicle, the operation experience of the vehicle is improved, the motor can be always kept to operate in an optimal rotating speed range, the efficiency of the motor is maximized, and the power consumption of the vehicle is reduced.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a structural diagram of an electric vehicle driving system according to an embodiment of the present invention;
FIG. 2 is another block diagram of an electric vehicle drive system according to an embodiment of the present invention;
FIG. 3 is another block diagram of a driving system of an electric vehicle according to an embodiment of the present invention;
FIG. 4 is another block diagram of a driving system of an electric vehicle according to an embodiment of the present invention;
fig. 5 is another structural diagram of an electric vehicle driving system according to an embodiment of the present invention.
Detailed Description
In order to make the technical solutions and advantages of the present invention clearer, the following will describe embodiments of the present invention in further detail with reference to the accompanying drawings.
The present embodiment provides an electric vehicle drive system, as shown in fig. 1, the system includes a motor 1, a continuously variable transmission 2, a half shaft 3, wheels 4, and a transmission controller 5, wherein:
the input end of the continuously variable transmission 2 is connected with the output end of the motor 1, the output end of the continuously variable transmission 2 is connected with the half shaft 3, and the continuously variable transmission 2 plays the role of a reducer and is used for reducing the rotating speed of the output end of the motor 1, so that the torque is improved and is output to the half shaft 3. Different from a single-stage speed reducer, the stepless speed changer 2 can adjust speed steplessly and is suitable for various working conditions of vehicles.
The half shafts 3 and the wheels 4 are connected to output torque to the wheels 4.
The transmission controller 5 is used for controlling the continuously variable transmission 2 to change the transmission ratio, and the motor 1 can be kept to operate under a more ideal working condition by changing the transmission ratio.
In some optional embodiments, the motor 1 comprises a first motor 101 and a second motor 102, and two motors 1 are provided, so that flexible power output can be realized on the basis of improving output power.
The continuously variable transmission 2 includes a first transmission mechanism 201 and a second transmission mechanism 202.
The half shafts 3 include a first half shaft 301 and a second half shaft 302.
The wheels 4 include a first wheel 401 and a second wheel 402.
It is to be understood that, in order to equalize the weight distribution of the vehicle, the first and second electric machines 101 and 102, the first and second shifting mechanisms 201 and 202, and the first and second axle shafts 301 and 302 may all be disposed symmetrically with respect to a cross section formed by a center line of the vehicle.
In some alternative embodiments, the input of the first variator 201 is connected to the output of the first motor 101, and the output of the first variator 201 is connected to the first axle shaft 301.
The first axle half 301 is connected to a first wheel 401.
The first electric machine 101, the first transmission 201, the first axle 301 and the first wheel 401 form a complete drive system.
The input of the second variator 202 is coupled to the output of the second electric machine 102, and the output of the second variator 202 is coupled to the second axle shaft 302.
The second electric machine 102, the second transmission 202, the second half shaft 302 and the second wheel 402 constitute another complete drive system.
The continuously variable transmission 2 is a transmission which utilizes a belt wheel and a steel belt to carry out transmission, and the specific speed change principle is that the distance between two conical half wheels forming the belt wheel is changed, so that the contact point between the steel belt and the belt wheel is changed, the rotating radius of the steel belt is changed, and the transmission ratio is changed. The distance between the two conical half-wheels making up the pulley can be varied in particular hydraulically.
In some alternative embodiments, the first variator 201 includes a first drive pulley 2011, a first steel belt 2012, and a first driven pulley 2013.
The first driving pulley 2011 and the first driven pulley 2013 are connected by a first steel belt 2012, and the first driving pulley 2011 and the first driven pulley 2013 are respectively composed of two conical half wheels with adjustable relative distances.
Specifically, the conical surfaces of the conical half wheels are opposite.
The first drive pulley 2011 is coupled to the first output shaft 1011 of the first motor 101.
The first driven pulley 2013 is connected to the first half shaft 301.
The transmission controller 5 is adapted to control the first transmission mechanism 201 to change the transmission ratio by controlling the distance between the opposing conical half wheels in the first transmission mechanism 201, thereby changing the contact points of the opposing conical half wheels in the first transmission mechanism 201 with the first steel belt 2012, thereby changing the turning radii of the first steel belt 2012 on the first driving pulley 2011 and the first driven pulley 2013.
The second variator 202 includes a second driving pulley 2021, a second steel belt 2022, and a second driven pulley 2023.
The second driving pulley 2021 and the second driven pulley 2023 are connected by a second steel belt 2022, and the second driving pulley 2021 and the second driven pulley 2023 are respectively composed of two conical half wheels with adjustable relative distance.
Specifically, the conical surfaces of the conical half wheels are opposite.
The second driving pulley 2021 is connected to the second output shaft 1021 of the second motor 102.
The second driven pulley 2023 is connected to the second half shaft 302.
The transmission controller 5 is adapted to control the second transmission mechanism 202 to change the transmission ratio by changing the contact point of the opposing tapered half wheels of the second transmission mechanism 202 with the second steel belt 2022 by controlling the distance between the opposing tapered half wheels of the second transmission mechanism 202, thereby changing the turning radii of the second steel belt 2022 on the second driving pulley 2021 and the second driven pulley 2023.
In some alternative embodiments, the transmission controller 5 is configured to:
and acquiring an accelerator opening value, wherein the accelerator opening value refers to the difference between the current angle and the initial angle of the accelerator pedal.
Specifically, the throttle opening value may be obtained from the vehicle control unit.
When the accelerator opening value is larger than the first threshold value, as shown in fig. 2, the two taper half wheels of the first driving pulley 2011 and the second driving pulley 2021 are controlled to be away from each other, and the two taper half wheels of the first driven pulley 2013 and the second driven pulley 2023 are controlled to be close to each other, so that the turning radius of the first steel belt 2012 on the first driving pulley 2011 is reduced, the turning radius of the first driven pulley 2013 is increased, and the turning radius of the second steel belt 2022 on the second driving pulley 2021 is reduced, and the turning radius of the second driven pulley 2023 is increased.
The first threshold may be preset according to actual requirements, and may be, for example, 50 degrees. When the accelerator opening value is larger than the first threshold value, it indicates that the driver has a demand for rapid acceleration, and at this time, the continuously variable transmission 2 should be controlled to perform downshift operation similar to that of other automatic transmissions, so that the wheels 4 obtain larger torque under the condition that the output rotating speed of the motor 1 is not changed.
The two taper half wheels of the first drive pulley 2011 and the second drive pulley 2021 are distant from each other, so that the radius of rotation of the first steel belt 2012 on the first drive pulley 2011 and the radius of rotation of the second steel belt 2022 on the second drive pulley 2021 are both made smaller.
The two taper half wheels of the first driven pulley 2013 and the second driven pulley 2023 are close to each other, so that the turning radius of the first steel belt 2012 on the first driven pulley 2013 and the turning radius of the second steel belt 2022 on the second driven pulley 2023 are both increased.
As shown in fig. 2, for the first speed change mechanism 201, the rotation radius of the first steel belt 2012 on the first driving pulley 2011 becomes smaller, the rotation radius on the first driven pulley 2013 becomes larger, and the transmission ratio is changed, so that the output rotation speed of the motor 1 on the first wheel 401 side is reduced, the output torque is amplified, a better acceleration effect is obtained, the acceleration requirement of a driver is met, and the driving experience is improved.
As shown in fig. 2, in the second transmission mechanism 202, the turning radius of the second steel belt 2022 on the second driving pulley 2021 is smaller, the turning radius on the second driven pulley 2023 is larger, and the transmission ratio is changed, so that the output rotation speed of the motor 1 on the second wheel 402 side is reduced, the output torque is amplified, a better acceleration effect is obtained, the acceleration demand of the driver is met, and the driving experience is improved.
In some alternative embodiments, the transmission controller 5 is further configured to:
when the accelerator opening value is smaller than the second threshold value, as shown in fig. 3, the two taper half wheels of the first driving pulley 2011 and the second driving pulley 2021 are controlled to approach each other, and the two taper half wheels of the first driven pulley 2013 and the second driven pulley 2023 are controlled to separate from each other, so that the turning radius of the first steel belt 2012 on the first driving pulley 2011 is increased, the turning radius of the first driven pulley 2013 is decreased, the turning radius of the second steel belt 2022 on the second driving pulley 2021 is increased, the turning radius of the second driven pulley 2023 is decreased, and the second threshold value is smaller than the first threshold value.
The second threshold may be preset according to actual requirements, and may be 10 degrees, for example. When the accelerator opening value is smaller than the second threshold value, it indicates that the driver has no acceleration demand, and only needs to coast and cruise, and at this time, the continuously variable transmission 2 should be controlled to perform an upshift operation similar to that of other automatic transmissions, so that the wheels 4 obtain a smaller torque and a higher rotation speed under the condition that the output rotation speed of the motor 1 is unchanged.
The two tapered half wheels of the first drive pulley 2011 and the second drive pulley 2021 are close to each other, so that the rotation radius of the first steel belt 2012 on the first drive pulley 2011 and the rotation radius of the second steel belt 2022 on the second drive pulley 2021 are both increased.
The two tapered half wheels of the first driven pulley 2013 and the second driven pulley 2023 are separated from each other, so that the radius of rotation of the first steel belt 2012 on the first driven pulley 2013 and the radius of rotation of the second steel belt 2022 on the second driven pulley 2023 are both made smaller.
As shown in fig. 3, for the first transmission mechanism 201, the rotation radius of the first steel belt 2012 on the first driving pulley 2011 is increased, the rotation radius of the first driven pulley 2013 is decreased, and the transmission ratio is changed, so that the output rotation speed of the motor 1 on the first wheel 401 side is increased, the output torque is reduced, a better cruise economy is obtained, the cruise demand of a driver is met, and the driving experience is improved.
As shown in fig. 3, in the second transmission mechanism 202, the rotation radius of the second steel belt 2022 on the second driving pulley 2021 is increased, the rotation radius on the second driven pulley 2023 is decreased, and the transmission ratio is changed, so that the output rotation speed of the motor 1 on the second wheel 402 side is increased, the output torque is reduced, a better cruise economy is obtained, the cruise demand of the driver is met, and the driving experience is improved.
In some alternative embodiments, the transmission controller 5 is further configured to:
the pointing direction of the steering wheel is acquired.
Specifically, the orientation of the steering wheel may be obtained from the vehicle control unit.
When the steering wheel is directed to the side of the first wheel 401, as shown in fig. 4, the two tapered half wheels of the first driving pulley 2011 and the second driven pulley 2023 are controlled to be away from each other, and the two tapered half wheels of the first driven pulley 2013 and the second driving pulley 2021 are controlled to be close to each other, so that the turning radius of the first steel belt 2012 on the first driving pulley 2011 is reduced, the turning radius of the first driven pulley 2013 is increased, and the turning radius of the second steel belt 2022 on the second driving pulley 2021 is increased, and the turning radius of the second driven pulley 2023 is reduced.
When the steering wheel is pointed to the side where the first wheel 401 is located, it indicates that the driver has an intention to control the vehicle to turn to the side of the first wheel 401. At this time, the first wheel 401 is an inner wheel, the second wheel 402 is an outer wheel, and in order to assist the turning of the vehicle, as shown in fig. 4, the first transmission mechanism 201 is configured to reduce the rotation radius of the first steel belt 2012 on the first driving pulley 2011 and increase the rotation radius of the first driven pulley 2013 based on a similar control principle, thereby changing the gear ratio, thereby reducing the output rotation speed of the motor 1 on the first wheel 401 side and amplifying the output torque, and the second transmission mechanism 202 is configured to increase the rotation radius of the second steel belt 2022 on the second driving pulley 2021 and reduce the rotation radius of the second driven pulley 2023 based on a similar control principle, thereby changing the gear ratio, thereby amplifying the output rotation speed of the motor 1 on the second wheel 402 side and reducing the output torque. In this case, the rotation speed of the outer wheel is increased and the rotation speed of the inner wheel is decreased, thereby assisting the vehicle in turning and improving the driving experience.
In some alternative embodiments, the transmission controller 5 is further configured to:
when the steering wheel is steered to the side of the second wheel 402, as shown in fig. 5, the two tapered half wheels of the first driving pulley 2011 and the second driven pulley 2023 are controlled to approach each other, and the two tapered half wheels of the first driven pulley 2013 and the second driving pulley 2021 are controlled to move away from each other, so that the turning radius of the first steel belt 2012 on the first driving pulley 2011 is increased, the turning radius of the first driven pulley 2013 is decreased, and the turning radius of the second steel belt 2022 on the second driving pulley 2021 is decreased, and the turning radius of the second driven pulley 2023 is increased.
When the steering wheel is pointed to the side of the second wheel 402, it indicates that the driver has an intention to control the vehicle to turn to the side of the second wheel 402. At this time, the second wheel 402 is an inner wheel, the first wheel 401 is an outer wheel, and in order to assist the turning of the vehicle, as shown in fig. 5, the first transmission mechanism 201 is configured to increase the turning radius of the first steel belt 2012 on the first driving pulley 2011 and decrease the turning radius of the first driven pulley 2013 based on a similar control principle, and the transmission ratio is changed, so that the output torque of the motor 1 on the first wheel 401 side is decreased, and the output rotation speed is increased, and the second transmission mechanism 202 is configured to decrease the turning radius of the second steel belt 2022 on the second driving pulley 2021 and increase the turning radius of the second driven pulley 2023 based on a similar control principle, and the transmission ratio is changed, so that the output torque of the motor 1 on the second wheel 402 side is increased, and the output rotation speed is decreased. In this case, the rotation speed of the outer wheel is increased and the rotation speed of the inner wheel is decreased, thereby assisting the vehicle in turning and improving the driving experience.
In some alternative embodiments, the transmission controller 5 is further configured to:
and acquiring a vehicle pitch angle, wherein the vehicle pitch angle is used for indicating that the vehicle is in an uphill or downhill state.
Specifically, the vehicle pitch angle may be obtained from the vehicle control unit.
When the vehicle pitch angle indicates that the vehicle is in an uphill state, as shown in fig. 2, the two tapered half wheels of the first driving pulley 2011 and the second driving pulley 2021 are controlled to be away from each other, and the two tapered half wheels of the first driven pulley 2013 and the second driven pulley 2023 are controlled to be close to each other, so that the turning radius of the first steel belt 2012 on the first driving pulley 2011 is reduced, the turning radius of the first driven pulley 2013 is increased, and the turning radius of the second steel belt 2022 on the second driving pulley 2021 is reduced, and the turning radius of the second driven pulley 2023 is increased.
When the vehicle pitch angle indicates that the vehicle is in an uphill state, the vehicle has a large torque demand, and the continuously variable transmission 2 should be controlled to perform a downshift operation similar to that of other automatic transmissions, so that the wheels 4 obtain a larger torque without changing the output rotation speed of the motor 1.
As shown in fig. 2, for the first speed change mechanism 201, based on a similar control principle, the rotation radius of the first steel belt 2012 on the first driving pulley 2011 becomes smaller, the rotation radius on the first driven pulley 2013 becomes larger, and the transmission ratio is changed, so that the output rotation speed of the motor 1 on the first wheel 401 side is reduced, the output torque is amplified, better uphill power support is obtained, and the driving experience is improved.
As shown in fig. 2, for the second speed change mechanism 202, based on a similar control principle, the rotation radius of the second steel belt 2022 on the second driving pulley 2021 becomes smaller, the rotation radius on the second driven pulley 2023 becomes larger, and the transmission ratio is changed, so that the output rotation speed of the motor 1 on the second wheel 402 side is reduced, the output torque is amplified, better uphill power support is obtained, and the driving experience is improved.
In some alternative embodiments, the transmission controller 5 is further configured to:
a slip signal is monitored, which indicates that the wheel 4 is slipping.
Specifically, the slip signal may be obtained from the vehicle control unit.
When the slip signal is detected, as shown in fig. 3, the two taper half wheels of the first drive pulley 2011 and the second drive pulley 2021 are controlled to approach each other, and the two taper half wheels of the first driven pulley 2013 and the second driven pulley 2023 are controlled to move away from each other, so that the radius of rotation of the first steel belt 2012 on the first drive pulley 2011 becomes larger, the radius of rotation on the first driven pulley 2013 becomes smaller, and the radius of rotation of the second steel belt 2022 on the second drive pulley 2021 becomes larger, and the radius of rotation on the second driven pulley 2023 becomes smaller.
When the wheel 4 is monitored to slip, the wheel 4 is shown to break through the grip limit, and there are many factors which may cause the break through of the grip limit, including but not limited to the fact that the road surface is wet, slippery and icy, and the adhesion coefficient is reduced, at this time, if the torque output is kept high, even the torque is increased, the slip phenomenon is further serious. In order to recover the adhesion of the wheels, avoid power loss, and make the dynamics of the vehicle controllable, and improve the success rate of starting, the continuously variable transmission 2 should be controlled to perform an upshift operation similar to that of other automatic transmissions, so as to make the wheels 4 obtain smaller torque without changing the output rotation speed of the motor 1.
As shown in fig. 3, for the first transmission mechanism 201, based on a similar control principle, the rotation radius of the first steel belt 2012 on the first driving pulley 2011 is increased, the rotation radius of the first driven pulley 2013 is decreased, and the transmission ratio is changed, so that the output rotation speed of the motor 1 on the first wheel 401 side is increased, the output torque is reduced, the slip phenomenon is avoided, and the driving experience is improved.
As shown in fig. 3, for the second speed change mechanism 202, based on a similar control principle, the rotation radius of the second steel belt 2022 on the second driving pulley 2021 is made larger, the rotation radius on the second driven pulley 2023 is made smaller, and the transmission ratio is changed, so that the output rotation speed of the motor 1 on the second wheel 402 side is increased, the output torque is reduced, the slip phenomenon is avoided, and the driving experience is improved.
The technical scheme provided by the embodiment of the invention has the beneficial effects that at least:
the embodiment of the invention provides an electric automobile driving system, which is used for driving wheels 4 and comprises a motor 1, a continuously variable transmission 2, half shafts 3, the wheels 4 and a transmission controller 5, wherein: the input end of the continuously variable transmission 2 is connected with the output end of the motor 1, so that the rotating speed output by the motor 1 can be input into the continuously variable transmission 2, the continuously variable transmission 2 can steplessly adjust the rotating speed while playing a role in reducing the speed and increasing the torque so as to adapt to various working conditions of a vehicle, and the output end of the continuously variable transmission 2 is connected with the half shaft 3 so as to output the adjusted rotating speed and torque; the half-shafts 3 and the wheels 4 are connected so as to output the rotational speed and the torque to the wheels 4; the transmission controller 5 is used for controlling the continuously variable transmission 2 to change the transmission ratio, and due to the fact that the continuously variable transmission 2 is introduced, the rotating speed can be adjusted steplessly while the speed and torque reducing effect is achieved, so that various working conditions of a vehicle are adapted, the operation experience of the vehicle is improved, the motor 1 can be kept to operate in an optimal rotating speed range all the time, the efficiency of the motor 1 is maximized, and the power consumption of the vehicle is reduced.
The present embodiment and the first embodiment are based on the same inventive concept and are device embodiments corresponding to the first embodiment of the method, so that those skilled in the art will understand that the description of the first embodiment also applies to the present embodiment, and some technical details are not described in the present embodiment again.
In the present application, it is to be understood that the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated.
The above description is only for facilitating the understanding of the technical solutions of the present invention by those skilled in the art, and is not intended to limit the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. An electric vehicle drive system, characterized in that the system comprises an electric machine (1), a continuously variable transmission (2), half shafts (3), wheels (4) and a transmission controller (5), wherein:
the input end of the continuously variable transmission (2) is connected with the output end of the motor (1), and the output end of the continuously variable transmission (2) is connected with the half shaft (3);
the half shaft (3) is connected with the wheel (4);
the transmission controller (5) is used for controlling the continuously variable transmission (2) to change the transmission ratio.
2. The system of claim 1, wherein:
the motor (1) comprises a first motor (101) and a second motor (102);
the continuously variable transmission (2) includes a first transmission mechanism (201) and a second transmission mechanism (202);
the half-shafts (3) comprising a first half-shaft (301) and a second half-shaft (302);
the wheels (4) comprise a first wheel (401) and a second wheel (402).
3. The system of claim 2, wherein:
the input end of the first speed change mechanism (201) is connected with the output end of the first motor (101), and the output end of the first speed change mechanism (201) is connected with the first half shaft (301);
said first half-shaft (301) and said first wheel (401) are connected;
the input end of the second speed changing mechanism (202) is connected with the output end of the second motor (102), and the output end of the second speed changing mechanism (202) is connected with the second half shaft (302);
the second half-shaft (302) is connected to the second wheel (402).
4. The system of claim 3, wherein:
the first speed change mechanism (201) comprises a first driving pulley (2011), a first steel belt (2012) and a first driven pulley (2013);
the first driving pulley (2011) and the first driven pulley (2013) are connected through the first steel belt (2012), and the first driving pulley (2011) and the first driven pulley (2013) are respectively composed of two conical half wheels with adjustable relative distances;
the first driving pulley (2011) is connected with a first output shaft (1011) of the first motor (101);
said first driven pulley (2013) being connected to said first axle shaft (301);
the transmission controller (5) is adapted to control the first transmission mechanism (201) to change the transmission ratio by controlling the distance between the opposite conical half wheels in the first transmission mechanism (201) to change the contact points of the opposite conical half wheels in the first transmission mechanism (201) and the first steel belt (2012), thereby changing the turning radii of the first steel belt (2012) on the first driving pulley (2011) and the first driven pulley (2013);
the second speed change mechanism (202) comprises a second driving pulley (2021), a second steel belt (2022) and a second driven pulley (2023);
the second driving pulley (2021) and the second driven pulley (2023) are connected by the second steel belt (2022), and the second driving pulley (2021) and the second driven pulley (2023) are respectively composed of two conical half wheels with adjustable relative distance;
the second driving belt wheel (2021) is connected with a second output shaft (1021) of the second motor (102);
the second driven pulley (2023) and the second half-shaft (302) are connected;
the transmission controller (5) is adapted to control the second transmission mechanism (202) to change the transmission ratio by changing the contact point of the opposite tapered half wheel of the second transmission mechanism (202) with the second steel belt (2022) by controlling the distance between the opposite tapered half wheel of the second transmission mechanism (202) to change the turning radius of the second steel belt (2022) on the second driving pulley (2021) and the second driven pulley (2023).
5. The system according to claim 4, characterized in that the transmission controller (5) is configured to:
acquiring an accelerator opening value, wherein the accelerator opening value refers to a difference value between a current angle and an initial angle of an accelerator pedal;
when the throttle opening value is larger than a first threshold value, two conical half wheels in the first driving pulley (2011) and the second driving pulley (2021) are controlled to be away from each other, and two conical half wheels in the first driven pulley (2013) and the second driven pulley (2023) are controlled to be close to each other, so that the rotating radius of the first steel belt (2012) on the first driving pulley (2011) is reduced, the rotating radius of the first driven pulley (2013) is increased, the rotating radius of the second steel belt (2022) on the second driving pulley (2021) is reduced, and the rotating radius of the second driven pulley (2023) is increased.
6. The system according to claim 5, wherein the transmission controller (5) is further configured to:
when the throttle opening value is smaller than a second threshold value, controlling two conical half wheels in the first driving pulley (2011) and the second driving pulley (2021) to approach each other, simultaneously controlling two conical half wheels in the first driven pulley (2013) and the second driven pulley (2023) to move away from each other, so that the rotating radius of the first steel belt (2012) on the first driving pulley (2011) is increased, the rotating radius of the first driven pulley (2013) is decreased, simultaneously the rotating radius of the second steel belt (2022) on the second driving pulley (2021) is increased, the rotating radius of the second driven pulley (2023) is decreased, and the second threshold value is smaller than the first threshold value.
7. The system according to claim 4, wherein the transmission controller (5) is further configured to:
acquiring the direction of a steering wheel;
when the steering wheel points to one side of the first wheel (401), two conical half wheels of the first driving pulley (2011) and the second driven pulley (2023) are controlled to be away from each other, two conical half wheels of the first driven pulley (2013) and the second driving pulley (2021) are controlled to be close to each other, the rotating radius of the first steel belt (2012) on the first driving pulley (2011) is reduced, the rotating radius of the first driven pulley (2013) is increased, the rotating radius of the second steel belt (2022) on the second driving pulley (2021) is increased, and the rotating radius of the second driven pulley (2023) is reduced.
8. The system of claim 7, wherein the transmission controller (5) is further configured to:
when the steering wheel points to one side of the second wheel (402), two conical half wheels of the first driving pulley (2011) and the second driven pulley (2023) are controlled to be close to each other, two conical half wheels of the first driven pulley (2013) and the second driving pulley (2021) are controlled to be away from each other, the rotating radius of the first steel belt (2012) on the first driving pulley (2011) is increased, the rotating radius of the first driven pulley (2013) is decreased, the rotating radius of the second steel belt (2022) on the second driving pulley (2021) is decreased, and the rotating radius of the second driven pulley (2023) is increased.
9. The system according to claim 4, wherein the transmission controller (5) is further configured to:
acquiring a vehicle pitch angle, wherein the vehicle pitch angle is used for indicating that a vehicle is in an uphill or downhill state;
when the vehicle pitch angle indicates that the vehicle is in an uphill state, controlling the two conical half wheels in the first driving pulley (2011) and the second driving pulley (2021) to be away from each other, and simultaneously controlling the two conical half wheels in the first driven pulley (2013) and the second driven pulley (2023) to be close to each other, so that the rotating radius of the first steel belt (2012) on the first driving pulley (2011) is reduced, the rotating radius of the first driven pulley (2013) is increased, the rotating radius of the second steel belt (2022) on the second driving pulley (2021) is reduced, and the rotating radius of the second driven pulley (2023) is increased.
10. The system according to claim 4, wherein the transmission controller (5) is further configured to:
monitoring a slip signal indicating that the wheel (4) is slipping;
when a slip signal is monitored, the two conical half wheels of the first driving pulley (2011) and the second driving pulley (2021) are controlled to approach each other, the two conical half wheels of the first driven pulley (2013) and the second driven pulley (2023) are controlled to move away from each other, the rotating radius of the first steel belt (2012) on the first driving pulley (2011) is increased, the rotating radius of the first driven pulley (2013) is decreased, the rotating radius of the second steel belt (2022) on the second driving pulley (2021) is increased, and the rotating radius of the second driven pulley (2023) is decreased.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010604462.XA CN111746268A (en) | 2020-06-29 | 2020-06-29 | Electric automobile driving system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010604462.XA CN111746268A (en) | 2020-06-29 | 2020-06-29 | Electric automobile driving system |
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| CN111746268A true CN111746268A (en) | 2020-10-09 |
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