CN112937316A - Dual-motor drive power transmission system based on dual-voltage platform - Google Patents
Dual-motor drive power transmission system based on dual-voltage platform Download PDFInfo
- Publication number
- CN112937316A CN112937316A CN202110189398.8A CN202110189398A CN112937316A CN 112937316 A CN112937316 A CN 112937316A CN 202110189398 A CN202110189398 A CN 202110189398A CN 112937316 A CN112937316 A CN 112937316A
- Authority
- CN
- China
- Prior art keywords
- gear
- motor
- controller
- shaft
- dual
- 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.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 102
- 239000003990 capacitor Substances 0.000 claims abstract description 38
- 239000000446 fuel Substances 0.000 claims abstract description 36
- 230000002457 bidirectional effect Effects 0.000 claims abstract description 22
- 238000006243 chemical reaction Methods 0.000 abstract description 2
- 238000000034 method Methods 0.000 description 10
- 230000008569 process Effects 0.000 description 10
- 238000010586 diagram Methods 0.000 description 6
- 238000011084 recovery Methods 0.000 description 6
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 230000009977 dual effect Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004069 differentiation Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Images
Classifications
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/42—Electrical machine applications with use of more than one motor
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
-
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a dual-motor drive power transmission system based on a dual-voltage platform, which comprises a fuel cell, a super capacitor, a unidirectional DC/DC converter, a bidirectional DC/DC converter, a low-voltage DC bus, a high-voltage DC bus, a first motor and a controller thereof, a second motor and a controller thereof, and a transmission module, wherein the first motor and the controller thereof, the second motor and the controller thereof are connected with the transmission module, and the transmission module is also provided with a transmission output end. The invention adopts a double-voltage platform, and meets most energy requirements of the fuel cell electric automobile by using the low-power energy conversion capability. The combination of the double motors and the transmission system improves the energy utilization rate and the transmission efficiency of the system, solves the problem of power interruption during gear shifting, and improves the running quality of the vehicle.
Description
Technical Field
The invention relates to the technical field of automobile driving systems, in particular to a double-motor driving power transmission system based on a double-voltage platform.
Background
With the increasing environmental pollution and the trend of stricter emission standards of gasoline vehicles, the development of electric vehicles has been on the rise. At the same time, however, the expectations of the world for electric vehicles are also increasing. In order to realize the surpassing of the electric automobile to the fuel automobile, the existing defects of the electric automobile must be improved. The fuel cell automobile has the characteristic that the fuel injection speed can approach the fuel filling speed of the fuel automobile, so that the fuel cell automobile becomes the most potential option for replacing the fuel automobile in the electric automobile. The problems of slow and long charging time can find a satisfactory solution through the popularization of fuel cell vehicles.
In the existing electric automobile, a transmission system consisting of a single-voltage single-motor and a fixed-gear-ratio gearbox is simple in arrangement, easy to control and low in manufacturing cost, so that the transmission system is more preferable to various large-vehicle-type transmission systems. Chinese patent publication No. CN112224010A, published as 2021, 10/23, discloses a driving system of a single-motor hybrid vehicle according to the present invention, which realizes multiple driving modes of a transmission system, reduces vehicle energy consumption, and improves vehicle economy, but the driving system of a single-voltage single motor can select a larger motor to work in cooperation in order to meet the working condition of the vehicle during extreme driving. This results in the vehicle average power being much lower than the maximum power of the vehicle motor, resulting in a "surplus" of power. Meanwhile, the transmission system of the single motor and the fixed gear ratio gearbox is poor in economy under different running speeds and running working conditions, and the motor is limited to operate in a high-efficiency interval.
Disclosure of Invention
The invention aims to overcome the defects that the average working power of a single motor of the conventional electric automobile transmission system is far lower than the maximum power of a vehicle motor and the running time of a high-efficiency interval of the motor is short, and provides a dual-motor driving power transmission system based on a dual-voltage platform.
In order to solve the technical problems, the invention adopts the technical scheme that: a dual-motor drive power transmission system based on a dual-voltage platform comprises a fuel cell, a super capacitor, a unidirectional DC/DC converter, a bidirectional DC/DC converter, a low-voltage direct-current bus, a high-voltage direct-current bus, a first motor and a controller thereof, a second motor and a controller thereof, and a transmission module, wherein the output end of the fuel cell is connected with the first input end of the unidirectional DC/DC converter, and the output end of the unidirectional DC/DC converter is connected with the input end of the low-voltage direct-current bus; the super capacitor is connected with a second input end of the low-voltage direct-current bus; the first motor and the controller thereof are connected with the first output end of the low-voltage direct-current bus. The second output end of the low-voltage direct-current bus is connected with a bidirectional DC/DC converter, the bidirectional DC/DC converter is connected with a high-voltage direct-current bus, the high-voltage direct-current bus is connected with a second motor and a controller thereof, the first motor and the controller thereof, the second motor and the controller thereof are connected with the transmission module, and the transmission module is also provided with a transmission output end.
In the technical scheme, the fuel cell and the super capacitor form double voltages, and compared with single voltage/low voltage, the double-voltage super capacitor has less energy loss and higher energy utilization rate under the same power. Meanwhile, because the load current flowing through the high-voltage direct-current bus is obviously reduced, the conduction loss of the lead is reduced, the lead with smaller sectional area can be selected for circuit arrangement, and the cost of wire harnesses is saved. Most working conditions drive the first motor and the controller thereof to operate under low voltage, and the operation of the low voltage load is safer, more stable and more reliable.
Furthermore, the rated working voltage of the low-voltage direct-current bus is the same as the rated working voltage of the first motor and the controller thereof; and the rated working voltage of the high-voltage direct-current bus is the same as the rated working voltage of the second motor and the controller thereof.
Further, the rated working voltage of the first motor and the controller thereof is smaller than the rated working voltage of the second motor and the controller thereof. Under the condition of different rotating speeds and torques, the efficiency of the output power of the two motors is different. By utilizing the differentiation of two motors and the mutual matching under different working conditions, more efficient output intervals are obtained, and the optimal system efficiency can be achieved.
Further, the transmission module comprises a first shafting and a second shafting, the first shafting is meshed with the second shafting, the first motor and a controller thereof are connected with the first shafting, one end of the second shafting is connected with the second motor and a controller thereof, and the other end of the second shafting is connected with the output end of the transmission.
Preferably, the transmission module comprises a first shafting, a second shafting and a third shafting, the first shafting and the second shafting are respectively meshed with the third shafting, the first motor and a controller thereof are connected with the first shafting, the second motor and a controller thereof are connected with the second shafting, and the output end of the transmission is connected with the third shafting.
Furthermore, the first shafting includes the first input shaft who is connected with first motor and its controller, be equipped with fixed connection's first gear and first synchronizer on the first input shaft, still be equipped with empty second gear and third gear on the first input shaft, first gear, second gear and third gear all with the third shafting meshing.
Furthermore, the second shaft system comprises a second input shaft connected with a second motor and a controller thereof, a fourth gear fixedly connected with the second input shaft is arranged on the second input shaft, and the fourth gear is meshed with the third shaft system.
Furthermore, the third shafting comprises an output shaft connected with the output end of the transmission, a sixth gear, a seventh gear, an eighth gear and a second synchronizer are fixedly arranged on the output shaft, a fifth gear which is sleeved in a hollow way is arranged on the output shaft, and the first gear is meshed with the fifth gear; the second gear is meshed with a sixth gear; the third gear is meshed with a seventh gear; the fourth gear is meshed with the eighth gear; the upper side of the first synchronizer is meshed with the seventh gear, and the lower side of the first synchronizer is meshed with the sixth gear; the lower side of the second synchronizer is meshed with a fifth gear.
Preferably, the transmission module adopts a CVT continuously variable transmission, the CVT continuously variable transmission comprises an input shaft connected with the first motor and a controller thereof, a driving wheel, a driven wheel, a middle shaft, a first gear, a second gear and an output shaft, and the driving wheel is fixedly connected to the input shaft; the driven wheel is connected with the driving wheel through a transmission belt; the intermediate shaft is connected with the driven wheel; the first gear is connected with the middle shaft; the second gear is meshed with the first gear and is fixedly connected to the output shaft; one end of the output shaft is connected with the second motor and the controller thereof, and the other end of the output shaft is connected with the output end. In the technical scheme, the structure of the CVT is improved, the CVT is applied to the double-voltage platform, the second motor and the controller thereof provide extra torque at the output shaft, the torque range of a transmission system can be increased, and the problem that the torque of the CVT is limited is solved.
Compared with the prior art, the invention has the beneficial effects that:
1. the invention forms a double-voltage platform by matching the fuel cell, the super capacitor, the low-voltage direct-current bus and the high-voltage direct-current bus, so that the power system can meet the energy requirement of the electric automobile by using the energy conversion capability of low power, the energy loss is less, the energy utilization rate is higher, the conducting loss of a lead of the high-voltage direct-current bus is reduced, the cost of a wiring harness is saved, and meanwhile, the low-voltage load runs more safely, stably and reliably because most working conditions run under the low-voltage driving first motor and the controller thereof.
2. The first motor and the controller thereof, the second motor and the controller thereof adopted by the invention have different external characteristics, so that the efficiency of the output power of the two motors is different under the conditions of different rotating speeds and torques, more efficient output intervals can be obtained, and the optimal system efficiency can be achieved.
3. The invention adopts the super capacitor, the high-power charge-discharge characteristic of the super capacitor is beneficial to realizing the quick start and stop of the vehicle, and the starting smoothness of the super capacitor is obviously superior to that of the traditional vehicle. The characteristic of high power density of the super capacitor is fully utilized, and the electric energy converted from the braking kinetic energy is fully absorbed.
4. The dual motors adopted by the invention effectively solve the problem of gear shifting power interruption of the AMT multi-gear transmission, and improve the running smoothness of the vehicle. Meanwhile, the problem that the torque of the CVT is limited is solved, and the possibility that the CVT is used on the fuel cell electric vehicle is excavated.
Drawings
FIG. 1 is a schematic structural view of example 1.
Fig. 2 is a power transmission route diagram for a vehicle using a super capacitor for quick start in embodiment 1.
Fig. 3 is a power transmission route map of the first-gear normal running mode of the vehicle according to embodiment 1.
Fig. 4 is a power transmission route map of the first-gear high power output demand mode of the vehicle of embodiment 1.
Fig. 5 is a power transmission route map of the second-gear normal running mode of the vehicle according to embodiment 1.
Fig. 6 is a power transmission route pattern of the second gear high power output demand mode of the vehicle of embodiment 1.
Fig. 7 is a power transmission route map of the third-gear normal running mode of the vehicle according to embodiment 1.
Fig. 8 is a power transmission route map of a third gear high power output demand mode of the vehicle of embodiment 1.
Fig. 9 is a power transmission route map of the fourth-gear normal running mode of the vehicle according to embodiment 1.
Fig. 10 is a power transmission route map of the braking energy recovery mode of the vehicle of embodiment 1.
Fig. 11 is a power transmission route pattern for switching the vehicle from the first gear to the second gear in embodiment 1.
Fig. 12 is a power transmission route diagram for switching the vehicle from the first-gear normal running mode to the high power output demand mode in embodiment 1.
FIG. 13 is a schematic diagram of "peak clipping and valley filling" of the super capacitor to the fuel cell in example 1.
FIG. 14 is a schematic structural view of embodiment 2.
Fig. 15 is a power transmission route diagram for a vehicle using a super capacitor for quick start in embodiment 2.
Fig. 16 is a power transmission route map of the normal travel mode of embodiment 2.
Fig. 17 is a power transmission route diagram of a high power output demand mode of embodiment 2.
FIG. 18 is a power transmission route map of the braking energy recovery mode of the vehicle of embodiment 2.
Fig. 19 is a power transmission route diagram of a vehicle of embodiment 2 switched from the normal running mode to the high power output demand mode.
The graphic symbols are illustrated as follows:
1-a first input shaft, 2-a third gear, 3-a second gear, 4-a first gear, 5-a fourth gear, 6-a second input shaft, 7-a seventh gear, 8-a sixth gear, 9-a second synchronizer, 10-a fifth gear, 11-an eighth gear, 12-a first output shaft, 13-a first synchronizer, 14-a third input shaft, 15-a driving wheel, 16-a driven wheel, 17-an intermediate shaft, 18-a ninth gear, 19-a tenth gear, and 20-a second output shaft.
Detailed Description
The present invention will be further described with reference to the following embodiments. Wherein the showings are for the purpose of illustration only and are shown by way of illustration only and not in actual form, and are not to be construed as limiting the present patent; to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.
The same or similar reference numerals in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if there is an orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", etc. based on the orientation or positional relationship shown in the drawings, it is only for convenience of describing the present invention and simplifying the description, but it is not intended to indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and are not to be construed as limiting the present patent, and the specific meaning of the terms may be understood by those skilled in the art according to specific circumstances.
Example 1
Fig. 1 to 13 show an embodiment of a dual-motor drive power transmission system based on a dual-voltage platform according to the present invention. A dual-motor drive power transmission system based on a dual-voltage platform comprises a fuel cell, a super capacitor, a unidirectional DC/DC converter, a bidirectional DC/DC converter, a low-voltage direct-current bus, a high-voltage direct-current bus, a first motor and a controller thereof, a second motor and a controller thereof, and a transmission module. The output end of the fuel cell is connected with the input end of the unidirectional DC/DC converter, and the output end of the unidirectional DC/DC converter is connected with the input end of the low-voltage direct-current bus; the super capacitor is connected with the input end of the low-voltage direct-current bus; the first motor and the controller thereof are connected with the output end of the low-voltage direct-current bus. The output end of the low-voltage direct current bus is connected with a bidirectional DC/DC converter, the bidirectional DC/DC converter is connected with a high-voltage direct current bus, and the high-voltage direct current bus is connected with the second motor and a controller thereof.
The transmission module is in a three-shaft arrangement form consisting of a first input shaft, a second input shaft and a first output shaft; the synchronous transmission comprises a first input shaft 1, a second input shaft 6, an output shaft, a first gear 4, a second gear 3, a third gear 2, a fourth gear 5, a fifth gear 10, a sixth gear 8, a seventh gear 7, an eighth gear 11, a first synchronizer 13 and a second synchronizer 9. The first input shaft 1, the first gear 4, the second gear 3, the third gear 2 and the first synchronizer 13 form a first shaft system; the second input shaft 6 and the fourth gear 5 form a second shaft system; the first output shaft 12, the fifth gear 10, the sixth gear 8, the seventh gear 7, the eighth gear 11 and the second synchronizer 9 form a third shaft system.
Wherein, the first motor and the controller thereof, the first synchronizer 13 and the first gear 4 are fixedly connected on the first input shaft 1; the second gear 3 and the third gear 2 are sleeved on the first input shaft 1 in a hollow way; the second motor and the controller thereof, and the fourth gear 5 are fixedly connected to the second input shaft 6; the sixth gear 8, the seventh gear 7, the eighth gear 11 and the second synchronizer 9 are fixedly connected to a first output shaft 12; the fifth gear 10 is sleeved on the first output shaft 12 in an empty manner; the first output shaft 12 is connected to the transmission output.
The first gear 4 is meshed with the fifth gear 10; the second gear 3 is meshed with the sixth gear 8; the third gear 2 is meshed with a seventh gear 7; the fourth gear 5 is meshed with the eighth gear 11; the upper side of the first synchronizer 13 is meshed with the seventh gear 7, and the lower side is meshed with the sixth gear 8; the second synchronizer 9 is engaged with a fifth gear 10 at the lower side.
As shown in fig. 2, in order to realize a rapid vehicle starting mode during parking, the power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the output power of the second motor and the controller thereof sequentially passes through the second input shaft 6, the fourth gear 5, the eighth gear 11 and the first output shaft 12 and is finally output by the output end of the transmission, so that the vehicle rapidly enters an idling state.
As shown in fig. 3, in the first gear vehicle normal driving mode, the power output by the fuel cell is transmitted to the input end of the low-voltage direct-current bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the second synchronizer 9 is meshed with the fifth gear 10 downward; the power output by the first motor and the controller thereof passes through the first input shaft 1, the first gear 4, the fifth gear 10 and the first output shaft 12 in sequence, and is finally output by the output end of the transformer.
As shown in fig. 4, in order to set the vehicle in the first gear high power output demand mode, the power output by the fuel cell is transmitted to the input end of the low voltage DC bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the second synchronizer 9 is meshed with the fifth gear 10 downward; the first motor and the controller thereof output power which passes through the first input shaft 1, the first gear 4 and the fifth gear 10; the output power of the second motor and the controller thereof passes through a second input shaft 6, a fourth gear 5 and an eighth gear 11; the power output by the double motors is coupled at the first output shaft 1 and is finally output by the output end of the transmission.
As shown in fig. 5, in order to keep the vehicle in the second gear normal running mode, the power output by the fuel cell is transmitted to the input end of the low-voltage DC bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the first synchronizer 13 is engaged with the second gear 3 downward; the power output by the first motor and the controller thereof sequentially passes through the first input shaft 1, the second gear 3, the sixth gear 8 and the first output shaft 12, and is finally output by the output end of the transmission.
As shown in fig. 6, in the second gear high power output demand mode of the vehicle, the power output by the fuel cell is transmitted to the input end of the low voltage DC bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the first synchronizer 13 is engaged with the second gear 3 downward; the power output by the first motor and the controller thereof sequentially passes through the first input shaft 1, the second gear 3 and the sixth gear 8; the output power of the second motor and the controller thereof passes through a second input shaft 6, a fourth gear 5 and an eighth gear 11; the power output by the double motors is coupled at the first output shaft 12 and finally output by the output end of the transmission.
As shown in fig. 7, in order to keep the vehicle in the third gear normal running mode, the power output by the fuel cell is transmitted to the input end of the low-voltage DC bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the first synchronizer 13 is meshed with the third gear 2 upward; the power output by the first motor and the controller thereof sequentially passes through the first input shaft 1, the third gear 2, the seventh gear 7 and the first output shaft 12, and is finally output by the output end of the transmission.
As shown in fig. 8, in order to set the vehicle in the third gear high power output demand mode, the power output by the fuel cell is transmitted to the input end of the low voltage DC bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the first synchronizer 13 is meshed with the third gear 2 upward; the power output by the first motor and the controller thereof sequentially passes through the first input shaft 1, the third gear 2 and the seventh gear 7; the output power of the second motor and the controller thereof passes through a second input shaft 6, a fourth gear 5 and an eighth gear 11; the power output by the double motors is coupled at the first output shaft 12 and finally output by the output end of the transmission.
As shown in fig. 9, in order to keep the vehicle in the fourth gear normal running mode, the fourth gear is mostly used for keeping the rotation speed of the first output shaft 12 during the gear shifting process, so as to solve the problem of power interruption during the gear shifting process. The power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the output power of the second motor and the controller thereof sequentially passes through the second input shaft 6, the fourth gear 5, the eighth gear 11 and the first output shaft 12, and is finally output by the output end of the transmission.
As shown in fig. 10, the vehicle is in the braking energy recovery mode. In the braking process, energy is transmitted in the transmission module in the form of mechanical energy, and the energy sequentially passes through the output end of the transmission, the first output shaft 12, the eighth gear 11, the fourth gear 5, the second input shaft 6, the second motor and a controller thereof; the second motor and the controller thereof convert the mechanical energy into electric energy, and the energy passes through the second motor and the controller thereof, the high-voltage direct current bus, the bidirectional DC/DC converter, the low-voltage direct current bus and the super capacitor in turn in the form of electric energy and is finally transmitted to the super capacitor for charging so as to realize the recovery of braking energy.
As shown in fig. 11, for the shifting process of the vehicle from the first gear to the second gear, before the shifting, the vehicle is in the first gear as shown by the white arrow in fig. 11, and the second synchronizer 9 is engaged with the fifth gear 10 at the lower side; the gear shifting is started, and the power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the second motor and the controller thereof drive the second input shaft 6, the fourth gear 5, the eighth gear 11 and the first output shaft 12 to be lifted to the same rotating speed as the fifth gear 10; at this time, the second synchronizer 9 is released and the engagement state with the fifth gear 10 is released; the power output by the fuel cell is transmitted to the input end of the low-voltage direct current bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the first motor and the controller thereof increase the rotating speed, and the first synchronizer 13 is meshed with the lower second gear 3; after the first motor and the controller thereof, the second gear 3, the sixth gear 8 and the first output shaft 12 are in the second gear working state, the second motor and the controller thereof slowly quit working, and the gear shifting process of switching the second gear by the first gear without power interruption is completed.
As shown in fig. 12, in order to switch the vehicle from the first-gear normal running mode to the first-gear high-power output demand mode, when the vehicle is in the first-gear normal running mode, as shown by black arrows in fig. 12, the power output by the fuel cell is transmitted to the input end of the low-voltage DC bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the second synchronizer 9 is meshed with the fifth gear 10 downward; the power output by the first motor and the controller thereof sequentially passes through the first input shaft 1, the first gear 4, the fifth gear 10 and the first output shaft 12, and is finally output by the output end of the transmission. After the driver steps on the accelerator pedal, the vehicle starts to enter a high-power output demand working condition mode. As shown by the white arrow in fig. 12, the extra power output by the super capacitor is transmitted to the input end of the low-voltage direct current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the additional power output by the second motor and the controller thereof increases the torque through the second input shaft 6, the fourth gear 5, the eighth gear 11 and the first output shaft 12, and the vehicle completes the switching of the first-gear high-power output demand mode.
The gear shifting process of other gears and the switching process of the normal mode and the high-power output demand mode are basically the same as those shown in fig. 11 and 12, and the instantaneous high power during discharging of the super capacitor is utilized, so that energy can be rapidly provided for the second motor and the controller thereof during gear shifting, and the second motor and the controller thereof drive the first output shaft 12 to increase the rotating speed to a proper range so as to be matched with release and re-engagement of the synchronizer, so that unpowered interruption and smooth gear shifting in the gear shifting process are realized.
As shown in fig. 13, in order to perform the "peak clipping and valley filling" function of the super capacitor, when the output power of the fuel cell is too large, the super capacitor performs the "peak clipping" function. The power overflowing from the fuel cell is transmitted to a low-voltage direct-current bus through a unidirectional DC/DC converter, the low-voltage direct-current bus transmits the power to a super capacitor, and the power is recovered in the super capacitor; when the output power of the fuel cell is insufficient, the super capacitor plays a role of 'valley filling'. The super capacitor compensates the part with insufficient output power of the fuel cell, and transmits the power to the low-voltage direct-current bus to be coupled with the power output by the fuel cell.
Example 2
The present embodiment is similar to embodiment 1, except that the transmission module in the present embodiment is a CVT continuously variable transmission, the CVT continuously variable transmission includes a third input shaft 14 connected to the first motor and its controller, a driving wheel 15, a driven wheel 16, an intermediate shaft 17, a ninth gear 18, a tenth gear 19, and a second output shaft 20, the driving wheel 15 is fixedly connected to the third input shaft 14; the driven wheel 16 is connected with the driving wheel 15 through a transmission belt; the intermediate shaft 17 is connected with the driven wheel 16; the ninth gear 18 is connected with the intermediate shaft 17; the tenth gear 19 is meshed with the ninth gear 18 and is fixedly connected to the second output shaft 20; one end of the second output shaft 20 is connected to the second motor and its controller, and the other end is connected to the output of the transmission. The CVT has the advantage of continuously adjustable speed ratio, and has better speed ratio adjusting capacity compared with other transmissions. The use of cooperation dual voltage platform and bi-motor drive can make transmission system work in the operating region of ideal, improves the transmission efficiency of whole car. Meanwhile, the CVT has the advantages of simple structure and small size, so that the CVT is suitable for passenger vehicles.
As shown in fig. 15, the vehicle is in a vehicle quick start mode while the vehicle is parked. The power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the second motor and its controller output power through the second output shaft 14, finally output by the transmission output end, make the vehicle enter the idling state fast.
As shown in fig. 16, the vehicle is in a normal driving mode, and the power output by the fuel cell is transmitted to the input end of the low-voltage direct-current bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the power output by the first motor and the controller thereof passes through the third input shaft 14, the driving wheel 15, the driven wheel 16, the intermediate shaft 17, the ninth gear 18, the tenth gear 19 and the second output shaft 20 in sequence, and is finally output by the output end of the transmission.
As shown in fig. 17, the vehicle is in the high power output demand mode. The power output by the fuel cell is transmitted to the input end of the low-voltage direct current bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the power output by the first motor and the controller thereof sequentially passes through a third input shaft 14, a driving wheel 15, a driven wheel 16, a middle shaft 17, a ninth gear 18 and a tenth gear 19; the second motor and its controller output power to a second output shaft 20; the power output by the double motors is coupled at the second output shaft 20 and finally output by the output end of the transmission.
As shown in fig. 18, the braking energy recovery mode. In the braking process, energy is transmitted in the transmission module in the form of mechanical energy, and the energy sequentially passes through the output end of the transmission, the second output shaft 20, the second motor and the controller thereof; the second motor and the controller thereof convert the mechanical energy into electric energy, and the energy passes through the second motor and the controller thereof, the high-voltage direct current bus, the bidirectional DC/DC converter, the low-voltage direct current bus and the super capacitor in turn in the form of electric energy and is finally transmitted to the super capacitor for charging so as to realize the recovery of braking energy.
With reference to fig. 19, a process of switching the vehicle from the normal running mode to the high power output demand mode in embodiment 2 will be specifically described:
when the vehicle is in a normal running mode, as shown by a black arrow part in fig. 19, the power output by the fuel cell is transmitted to the input end of the low-voltage direct-current bus through the unidirectional DC/DC converter; after being rectified by a low-voltage direct-current bus, the power is transmitted to the first motor and the input end of a controller thereof; the power output by the first motor and the controller thereof passes through the third input shaft 14, the driving wheel 15, the driven wheel 16, the intermediate shaft 17, the ninth gear 18, the tenth gear 19 and the second output shaft 20 in sequence, and is finally output by the output end of the transmission. After the driver steps on the accelerator pedal, the vehicle starts to enter a high-power output demand working condition mode. As shown by the white arrow in fig. 19, the extra power output by the super capacitor is transmitted to the input end of the low-voltage direct current bus; after being rectified by the low-voltage direct-current bus, the power is boosted by the bidirectional DC/DC converter and transmitted to the input end of the high-voltage direct-current bus, and after being rectified by the high-voltage direct-current bus, the power is transmitted to the input ends of the second motor and the controller thereof; the additional power output by the second motor and its controller increases the torque through the second output shaft 20, and the vehicle completes the switching of the high power output demand mode.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. The utility model provides a bi-motor drive power transmission system based on two voltage platform which characterized in that: the system comprises a fuel cell, a super capacitor, a unidirectional DC/DC converter, a bidirectional DC/DC converter, a low-voltage direct-current bus, a high-voltage direct-current bus, a first motor and a controller thereof, a second motor and a controller thereof and a transmission module, wherein the output end of the fuel cell is connected with the first input end of the unidirectional DC/DC converter, and the output end of the unidirectional DC/DC converter is connected with the input end of the low-voltage direct-current bus; the super capacitor is connected with a second input end of the low-voltage direct-current bus; the first motor and the controller thereof are connected with the first output end of the low-voltage direct-current bus. The second output end of the low-voltage direct-current bus is connected with a bidirectional DC/DC converter, the bidirectional DC/DC converter is connected with a high-voltage direct-current bus, the high-voltage direct-current bus is connected with a second motor and a controller thereof, the first motor and the controller thereof, the second motor and the controller thereof are connected with the transmission module, and the transmission module is also provided with a transmission output end.
2. The dual-motor drive power transmission system based on the dual-voltage platform as claimed in claim 1, wherein: the rated working voltage of the low-voltage direct-current bus is the same as that of the first motor and the controller thereof, and the rated working voltage of the high-voltage direct-current bus is the same as that of the second motor and the controller thereof.
3. The dual-motor drive power transmission system based on the dual-voltage platform as claimed in claim 2, wherein: the rated working voltage of the first motor and the controller thereof is less than the rated working voltage of the second motor and the controller thereof.
4. The dual-motor drive power transmission system based on the dual-voltage platform as claimed in claim 1, wherein: the transmission module comprises a first shafting and a second shafting, the first shafting is meshed with the second shafting, the first motor and a controller thereof are connected with the first shafting, one end of the second shafting is connected with the second motor and a controller thereof, and the other end of the second shafting is connected with the output end of the transmission.
5. The dual-motor drive power transmission system based on the dual-voltage platform as claimed in claim 1, wherein: the transmission module comprises a first shaft system, a second shaft system and a third shaft system, the first shaft system and the second shaft system are respectively meshed with the third shaft system, the first motor and a controller thereof are connected with the first shaft system, the second motor and a controller thereof are connected with the second shaft system, and the output end of the transmission is connected with the third shaft system.
6. The dual-motor drive power transmission system based on the dual-voltage platform as claimed in claim 5, wherein: the first shafting includes the first input shaft who is connected with first motor and its controller, be equipped with fixed connection's first gear and first synchronizer on the first input shaft, still be equipped with empty second gear and third gear on the first input shaft, first gear, second gear and third gear all with the meshing of third shafting.
7. The dual-motor drive power transmission system based on the dual-voltage platform as claimed in claim 6, wherein: the second shaft system comprises a second input shaft connected with a second motor and a controller thereof, a fourth gear fixedly connected with the second input shaft is arranged on the second input shaft, and the fourth gear is meshed with the third shaft system.
8. The dual-motor drive power transmission system based on the dual-voltage platform as claimed in claim 7, wherein: the third shafting comprises an output shaft connected with the output end of the transmission, a sixth gear, a seventh gear, an eighth gear and a second synchronizer are fixedly arranged on the output shaft, a fifth gear which is sleeved in an empty way is arranged on the output shaft, and the first gear is meshed with the fifth gear; the second gear is meshed with a sixth gear; the third gear is meshed with a seventh gear; the fourth gear is meshed with the eighth gear; the upper side of the first synchronizer is meshed with the seventh gear, and the lower side of the first synchronizer is meshed with the sixth gear; the lower side of the second synchronizer is meshed with a fifth gear.
9. The dual-motor drive power transmission system based on the dual-voltage platform as claimed in claim 1, wherein: the transmission module adopts a CVT (continuously variable transmission).
10. The dual-motor drive power transmission system based on the dual-voltage platform as claimed in claim 9, wherein: the CVT continuously variable transmission comprises an input shaft, a driving wheel, a driven wheel, an intermediate shaft, a first gear, a second gear and an output shaft, wherein the input shaft, the driving wheel, the driven wheel, the intermediate shaft, the first gear, the second gear and the output shaft are connected with the first motor and a controller of the first motor; the driven wheel is connected with the driving wheel through a transmission belt; the intermediate shaft is connected with the driven wheel; the first gear is connected with the middle shaft; the second gear is meshed with the first gear and is fixedly connected to the output shaft; one end of the output shaft is connected with the second motor and the controller thereof, and the other end of the output shaft is connected with the output end.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110189398.8A CN112937316B (en) | 2021-02-19 | 2021-02-19 | Dual-motor driving power transmission system based on dual-voltage platform |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110189398.8A CN112937316B (en) | 2021-02-19 | 2021-02-19 | Dual-motor driving power transmission system based on dual-voltage platform |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112937316A true CN112937316A (en) | 2021-06-11 |
| CN112937316B CN112937316B (en) | 2024-01-12 |
Family
ID=76244297
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110189398.8A Active CN112937316B (en) | 2021-02-19 | 2021-02-19 | Dual-motor driving power transmission system based on dual-voltage platform |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112937316B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20020094898A1 (en) * | 2001-01-12 | 2002-07-18 | Toyota Jidosha Kabushiki Kaisha | Power transmission system |
| CN101524967A (en) * | 2008-03-04 | 2009-09-09 | 现代自动车株式会社 | Hybrid fuel cell vehicle with multi-power source and multi-drive system, and control method thereof |
| CN102700427A (en) * | 2012-06-01 | 2012-10-03 | 武汉理工大学 | Vehicle-mounted fuel cell and storage cell directly paralleled power system with super capacitor |
| US20140244082A1 (en) * | 2013-02-25 | 2014-08-28 | Fairfield Manufacturing Company, Inc. | Hybrid electric vehicle |
| CN106696721A (en) * | 2016-12-16 | 2017-05-24 | 四川新筑通工汽车有限公司 | Double-source energy system of battery electric vehicle, power supply control method, fast charging method and slow charging method |
| CN110126623A (en) * | 2019-04-30 | 2019-08-16 | 广东工业大学 | A kind of fuel cell-battery dynamical system of towed vehicle |
-
2021
- 2021-02-19 CN CN202110189398.8A patent/CN112937316B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20020094898A1 (en) * | 2001-01-12 | 2002-07-18 | Toyota Jidosha Kabushiki Kaisha | Power transmission system |
| CN101524967A (en) * | 2008-03-04 | 2009-09-09 | 现代自动车株式会社 | Hybrid fuel cell vehicle with multi-power source and multi-drive system, and control method thereof |
| CN102700427A (en) * | 2012-06-01 | 2012-10-03 | 武汉理工大学 | Vehicle-mounted fuel cell and storage cell directly paralleled power system with super capacitor |
| US20140244082A1 (en) * | 2013-02-25 | 2014-08-28 | Fairfield Manufacturing Company, Inc. | Hybrid electric vehicle |
| CN106696721A (en) * | 2016-12-16 | 2017-05-24 | 四川新筑通工汽车有限公司 | Double-source energy system of battery electric vehicle, power supply control method, fast charging method and slow charging method |
| CN110126623A (en) * | 2019-04-30 | 2019-08-16 | 广东工业大学 | A kind of fuel cell-battery dynamical system of towed vehicle |
Non-Patent Citations (1)
| Title |
|---|
| 朱会东;: "适用于双电机并联的汽车发电机稳定性研究", 电工技术 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112937316B (en) | 2024-01-12 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN205395752U (en) | Parallel hybrid actuating system and car | |
| CN204749840U (en) | Increase form hybrid power system | |
| CN112977043A (en) | Rear-drive series hybrid power driving system | |
| CN111071025A (en) | Dual-motor hybrid power variable-speed driving system | |
| CN111469651A (en) | Hybrid power driving system, control method and vehicle | |
| CN115419685A (en) | Double-motor hybrid gearbox and operation machine | |
| CN111469649A (en) | Hybrid power driving system, control method and vehicle | |
| CN202242941U (en) | Triple-clutch-based drive system of hybrid electric vehicle | |
| CN111907320A (en) | Hybrid power transmission, control method and vehicle | |
| US8695738B2 (en) | Constant-ratio independent series-parallel hybrid drivetrain for a plug-in electric vehicle | |
| CN215042038U (en) | Hybrid power driving system and automobile | |
| CN108839550B (en) | Hybrid power system | |
| CN102261439B (en) | Hybrid electric vehicle driving system based on three clutches | |
| CN102019847A (en) | Series-parallel connection hybrid power driving system | |
| CN211519235U (en) | Dual-motor hybrid power variable-speed driving system | |
| CN202827108U (en) | Heavy hybrid power drive system based on double clutch automatic gearbox | |
| CN111469652A (en) | Hybrid power driving system, control method and automobile | |
| CN111497587A (en) | Hybrid power driving system, control method and vehicle | |
| CN200974464Y (en) | Electric power hydraulic transmission automobile | |
| CN112937316A (en) | Dual-motor drive power transmission system based on dual-voltage platform | |
| CN206749517U (en) | Automobile hybrid power coupled system | |
| CN113580907B (en) | Electric power transmission system and control method | |
| CN202319871U (en) | Single-motor depth hybrid power system configuration | |
| CN213056677U (en) | Hybrid power transmission and vehicle | |
| CN111688470B (en) | Series-parallel configuration plug-in hybrid power system and control method thereof |
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 | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |