CN112937316B - Dual-motor driving power transmission system based on dual-voltage platform - Google Patents
Dual-motor driving power transmission system based on dual-voltage platform Download PDFInfo
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- CN112937316B CN112937316B CN202110189398.8A CN202110189398A CN112937316B CN 112937316 B CN112937316 B CN 112937316B CN 202110189398 A CN202110189398 A CN 202110189398A CN 112937316 B CN112937316 B CN 112937316B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 97
- 239000003990 capacitor Substances 0.000 claims abstract description 35
- 239000000446 fuel Substances 0.000 claims abstract description 35
- 230000002457 bidirectional effect Effects 0.000 claims abstract description 22
- 230000009977 dual effect Effects 0.000 claims description 23
- 238000006243 chemical reaction Methods 0.000 abstract description 2
- 238000000034 method Methods 0.000 description 9
- 230000008569 process Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 7
- 238000011084 recovery Methods 0.000 description 6
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 230000004069 differentiation Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 230000002349 favourable effect Effects 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
- 230000000630 rising effect Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
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- 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 double-motor driving power transmission system based on a double-voltage platform, which 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, a controller thereof, a second motor, a controller thereof and a transmission module, wherein the first motor, the controller thereof, the second motor, the controller thereof and the transmission module are connected with the transmission module, and a transmission output end is further arranged on the transmission module. The invention adopts a double-voltage platform, and most of energy requirements of the fuel cell electric automobile are met by utilizing the energy conversion capability of low power. 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 gear shifting power interruption, 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 increase of environmental pollution problems and the trend of stringent emission standards of gasoline vehicles, the development of electric vehicles has come up with a rising period. At the same time, however, the expectations of all the communities for electric vehicles are also increasing. To achieve the overrun of an electric vehicle to a fuel vehicle, the existing disadvantages of the electric vehicle must be improved. The fuel cell automobile is the option of replacing the fuel automobile in the electric automobile most potentially because of the characteristic that the fuel injection speed of the fuel cell automobile can approach the refueling speed of the fuel automobile. The problems of slow charging and long charging time can find a satisfactory solution through the popularization of fuel cell automobiles.
In the current electric automobile, the transmission system composed of a single-voltage single motor and a fixed gear ratio gearbox is simple in arrangement, easy to control and low in manufacturing cost, and becomes more preferable for each large-vehicle type transmission system. The invention provides a driving system of a single-motor hybrid vehicle, which is disclosed in China patent publication No. CN112224010A, and the publication date is 2021, namely 10 and 23, and can realize multiple driving modes of a transmission system, reduce the energy consumption of the vehicle and improve the economical efficiency of the vehicle, but the driving system of a single-voltage single-motor can select a larger motor to cooperate so as to meet the working condition of the vehicle when the vehicle runs at the limit. This results in the average power of the vehicle being well below the maximum power of the vehicle's motor, causing an "over power" phenomenon. Meanwhile, the transmission systems of the single motor and the fixed gear ratio gearbox have poor economy under different running speeds and running working conditions, and the operation of the motor in a high-efficiency interval is limited.
Disclosure of Invention
The invention aims to overcome the defects that the average working power of a single motor of the existing electric automobile transmission system is far lower than the maximum power of a vehicle motor and the running time of a motor high-efficiency interval is short, and provides a double-motor driving power transmission system based on a double-voltage platform.
In order to solve the technical problems, the invention adopts the following technical scheme: the double-motor driving power transmission system based on the double-voltage platform 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 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 DC bus; the super capacitor is connected with the 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 low-voltage direct current bus second output end is connected with the bidirectional DC/DC converter, the bidirectional DC/DC converter is connected with the high-voltage direct current bus, the high-voltage direct current bus is connected with the second motor and the controller thereof, the first motor and the controller thereof and 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 dual voltage, so that compared with single voltage/low voltage, the energy loss is less under the same power, and the energy utilization rate is higher. Meanwhile, as the load current flowing through the high-voltage direct current bus is obviously reduced, the conduction loss of the wires is reduced, and the wires with smaller sectional areas can be selected for circuit arrangement, thereby being beneficial to saving the wire harness cost. Most working conditions operate under the condition that the first motor is driven by low voltage and the controller thereof, and the low-voltage load operates more safely, stably and reliably.
Further, the rated operating voltage of the low-voltage direct current bus is the same as the rated operating voltage of the first motor and a controller thereof; the rated operating voltage of the high-voltage direct current bus is the same as the rated operating voltage of the second motor and the controller thereof.
Further, the rated operating voltage of the first motor and the controller thereof is smaller than the rated operating voltage of the second motor and the controller thereof. Under the condition of different rotating speeds and torques, the output power efficiency of the two motors is different. By utilizing the differentiation of the two motors and the mutual coordination under different working conditions, more high-efficiency output intervals are obtained, and the optimization of the system efficiency can be achieved.
Further, the transmission module comprises a first shaft system and a second shaft system, the first shaft system is meshed with the second shaft system, the first motor and the controller thereof are connected with the first shaft system, one end of the second shaft system is connected with the second motor and the controller thereof, and the other end of the second shaft system is connected with the transmission output end.
Preferably, 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 the controller thereof are connected with the first shaft system, the second motor and the controller thereof are connected with the second shaft system, and the transmission output end is connected with the third shaft system.
Further, the first shafting comprises a first input shaft connected with the first motor and a controller thereof, a first gear and a first synchronizer are fixedly connected to the first input shaft, a second gear and a third gear which are sleeved in the air are further arranged on the first input shaft, and the first gear, the second gear and the third gear are meshed with the third shafting.
Further, the second shaft system comprises a second input shaft connected with the second motor and the 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.
Further, the third shaft system 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 with an empty sleeve is arranged on the output shaft, and the first gear is meshed with the fifth gear; the second gear is meshed with the sixth gear; the third gear is meshed with the 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 the fifth gear.
Preferably, the transmission module adopts a CVT continuously variable transmission, and the CVT continuously variable transmission includes an input shaft, a driving wheel, a driven wheel, an intermediate shaft, a first gear, a second gear and an output shaft connected to the first motor and a controller thereof, where 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 intermediate 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 is connected with the output end. In the technical scheme, the structure of the CVT continuously variable transmission is improved, so that the CVT continuously variable transmission is applied to a dual-voltage platform, the second motor and the controller thereof provide additional torque on the output shaft, the torque range of a transmission system can be increased, and the problem of torque limitation of the CVT continuously variable transmission is solved.
Compared with the prior art, the invention has the beneficial effects that:
1. according to the invention, the fuel cell, the super capacitor, the low-voltage direct current bus and the high-voltage direct current bus are matched to form a double-voltage platform, so that the power system can meet the energy requirement of the electric automobile by using the low-power energy conversion capability, the energy loss is less, the energy utilization rate is higher, the conduction loss of the lead of the high-voltage direct current bus is reduced, the wire harness cost is favorably saved, and meanwhile, the low-voltage load operates more safely, stably and reliably because most of working conditions operate under the condition of driving the first motor and the controller thereof at low voltage.
2. The first motor and the controller thereof and the second motor and the controller thereof adopted by the invention have different external characteristics, so that the output power efficiency of the two motors is different under the conditions of different rotating speeds and torques, more high-efficiency output intervals can be obtained, and the optimization of the system efficiency can be achieved.
3. The invention adopts the super capacitor, the high-power charge and discharge characteristic is favorable for realizing the rapid start and stop of the vehicle, and in addition, the smoothness of the start is obviously better than that of the traditional vehicle. The characteristic of high power density of the super capacitor is fully utilized, and the electric energy converted from braking kinetic energy is fully absorbed.
4. The double motors adopted by the invention effectively solve the problem that the gear shifting power of the AMT multi-gear transmission is interrupted, and the running smoothness of the vehicle is improved. Meanwhile, the problem of torque limitation of the CVT is solved, and the possibility of using the CVT on a fuel cell electric vehicle is excavated.
Drawings
Fig. 1 is a schematic structural diagram of embodiment 1.
Fig. 2 is a power transmission route diagram for example 1 vehicle rapid start using super capacitor.
Fig. 3 is a power transmission route chart of the first gear normal running mode of the vehicle of embodiment 1.
Fig. 4 is a power transmission route diagram of the first-gear high-power output demand mode of the vehicle of embodiment 1.
Fig. 5 is a power transmission route chart of the second gear normal running mode of the vehicle of embodiment 1.
Fig. 6 is a power transmission route diagram of the second-gear high-power output demand mode of the vehicle of embodiment 1.
Fig. 7 is a power transmission route chart of the third gear normal running mode of the vehicle of embodiment 1.
Fig. 8 is a power transmission route diagram of a third-gear high-power output demand mode of the vehicle of embodiment 1.
Fig. 9 is a power transmission route chart of the fourth gear normal running mode of the vehicle of embodiment 1.
Fig. 10 is a power transmission route chart of the vehicle brake energy recovery mode of embodiment 1.
Fig. 11 is a power transmission route map for switching the vehicle from the first gear to the second gear in embodiment 1.
Fig. 12 is a power transmission route map for the vehicle of embodiment 1 to switch from the first-gear normal running mode to the high-power output demand mode.
Fig. 13 is a schematic diagram of the super capacitor vs. fuel cell of example 1.
Fig. 14 is a schematic structural diagram of embodiment 2.
Fig. 15 is a power transmission route map for example 2 vehicle rapid start using super capacitor.
Fig. 16 is a power transmission route map of the normal running mode of embodiment 2.
Fig. 17 is a power transmission route map of the high-power output demand mode of embodiment 2.
Fig. 18 is a power transmission route chart of the vehicle brake energy recovery mode of embodiment 2.
Fig. 19 is a power transmission route map for the vehicle of embodiment 2 to switch from the normal running mode to the high power output demand mode.
The graphic indicia are illustrated as follows:
1-first input shaft, 2-third gear, 3-second gear, 4-first gear, 5-fourth gear, 6-second input shaft, 7-seventh gear, 8-sixth gear, 9-second synchronizer, 10-fifth gear, 11-eighth gear, 12-first output shaft, 13-first synchronizer, 14-third input shaft, 15-driving wheel, 16-driven wheel, 17-intermediate shaft, 18-ninth gear, 19-tenth gear, 20-second output shaft.
Detailed Description
The invention is further described below in connection with the following detailed description. Wherein the drawings are for illustrative purposes only and are shown in schematic, non-physical, and not intended to be limiting of the present patent; for the purpose of better illustrating embodiments of the invention, certain elements of the drawings may be omitted, enlarged or reduced and do not represent the size of the actual product; it will be appreciated 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 numbers in the drawings of embodiments of the invention correspond to the same or similar components; in the description of the present invention, it should be understood that, if there is an azimuth or positional relationship indicated by terms such as "upper", "lower", "left", "right", etc., based on the azimuth 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 indicated or implied that the apparatus or element referred to must have a specific azimuth, be constructed and operated in a specific azimuth, and thus terms describing the positional relationship in the drawings are merely illustrative and should not be construed as limitations of the present patent, and specific meanings of the terms described above 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 low-voltage direct current bus output end 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 formed by arranging a first input shaft, a second input shaft and a first output shaft into a three-shaft system; the device 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 shafting; 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 to the first input shaft 1; the second gear 3 and the third gear 2 are sleeved on the first input shaft 1 in an empty mode; the second motor, a 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 the first output shaft 12; the fifth gear 10 is sleeved on the first output shaft 12 in a hollow mode; 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 the 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 underside of the second synchronizer 9 is meshed with a fifth gear 10.
As shown in fig. 2, in the vehicle rapid start mode when parking, the power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the second motor and the controller thereof output power sequentially pass through the second input shaft 6, the fourth gear 5, the eighth gear 11 and the first output shaft 12 and are finally output by the transmission output end, so that the vehicle is quickly in an idle state.
As shown in fig. 3, in the first-gear vehicle normal running 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; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; 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 transformer.
As shown in fig. 4, in order to make 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 direct current bus through the unidirectional DC/DC converter; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; the power output by the super capacitor is transmitted to the input end of the low-voltage direct current bus; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the second synchronizer 9 is meshed with the fifth gear 10 downward; the first motor and the controller output power pass through the first input shaft 1, the first gear 4 and the fifth gear 10; the second motor and the controller output power pass through the second input shaft 6, the fourth gear 5 and the eighth gear 11; the power output by the double motors is coupled at the first output shaft 1 and finally output by the transmission output end.
As shown in fig. 5, in the second gear normal driving mode of the vehicle, 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; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; the first synchronizer 13 is meshed with the second gear 3 downwards; 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 finally is output by the transmission output end.
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; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; the power output by the super capacitor is transmitted to the input end of the low-voltage direct current bus; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the first synchronizer 13 is meshed with the second gear 3 downwards; the power output by the first motor and the controller sequentially passes through the first input shaft 1, the second gear 3 and the sixth gear 8; the second motor and the controller output power pass through the second input shaft 6, the fourth gear 5 and the eighth gear 11; the power output by the dual motors is coupled at a first output shaft 12 and ultimately output by the transmission output.
As shown in fig. 7, in the third gear normal driving mode of the vehicle, 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; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; the first synchronizer 13 is meshed with the third gear 2 upwards; 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 finally is output by the transmission output end.
As shown in fig. 8, in order to make 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 direct current bus through the unidirectional DC/DC converter; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; the power output by the super capacitor is transmitted to the input end of the low-voltage direct current bus; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the first synchronizer 13 is meshed with the third gear 2 upwards; the power output by the first motor and the controller of the first motor sequentially passes through the first input shaft 1, the third gear 2 and the seventh gear 7; the second motor and the controller output power pass through the second input shaft 6, the fourth gear 5 and the eighth gear 11; the power output by the dual motors is coupled at a first output shaft 12 and ultimately output by the transmission output.
As shown in fig. 9, in order to enable the vehicle to be in the fourth gear normal running mode, the fourth gear is used for maintaining 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; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the power output by 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 transmission output end.
As shown in fig. 10, the vehicle is in a braking energy recovery mode. During braking, energy is transmitted in the transmission module in the form of mechanical energy, and the energy sequentially passes through the transmission output end, the first output shaft 12, the eighth gear 11, the fourth gear 5, the second input shaft 6, the second motor and the controller thereof; the second motor and the controller thereof convert mechanical energy into electric energy, and the energy sequentially 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 an electric energy mode and finally is transmitted to the super capacitor to be charged so as to realize braking energy recovery.
As shown in fig. 11, in a shift process of the vehicle from the first gear to the second gear, the vehicle is in the first gear before the shift, as shown by a white arrow in fig. 11, and the second synchronizer 9 is engaged with the fifth gear 10 at the lower side; at the beginning of gear shifting, the power output by the super capacitor is transmitted to the input end of the low-voltage direct-current bus; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the second motor and the controller drive the second input shaft 6, the fourth gear 5, the eighth gear 11 and the first output shaft 12 to rise to the same rotation 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; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; the first motor and a 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 withdraw from working, and the first gear switching and second gear shifting process without power interruption is completed.
As shown in fig. 12, when the vehicle is in the first gear normal running mode, as shown by a black arrow 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; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; 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 finally is output by the transmission output end. After the driver depresses the accelerator pedal, the vehicle begins to enter a high power output demand mode of operation. 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; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the second motor and the controller thereof output additional power to increase 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 shifting process of other gears and the switching process of the normal mode and the high-power output demand mode are basically consistent with those shown in fig. 11 and 12, and the instant high power during discharge of the super capacitor is utilized, so that energy can be rapidly provided for the second motor and the controller thereof during gear shifting, the second motor and the controller thereof drive the first output shaft 12 to increase the rotating speed to a proper interval so as to cooperate with the release and re-engagement of the synchronizer, and the unpowered interruption of the shifting process and smooth gear shifting are realized.
As shown in fig. 13, in the process of "peak clipping and valley filling" of the super capacitor, the super capacitor plays a role of "peak clipping" when the power output from the fuel cell is too high. The power overflowed by 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 filling the valley. The super capacitor compensates the part of the fuel cell with insufficient output power, and transmits the power to the low-voltage direct current bus to couple with the power output by the fuel cell.
Example 2
The present embodiment is similar to embodiment 1 except that the transmission module in this embodiment employs a CVT continuously variable transmission including a third input shaft 14 connected to a 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 being 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 with the second motor and the controller thereof, and the other end is connected with the output end of the transmission. The CVT continuously variable transmission has the advantage of continuously adjustable speed ratio, and has better speed ratio adjustment capability compared with other transmissions. The transmission system can work in an ideal working interval by being matched with the use of the double-voltage platform and the double-motor drive, and the transmission efficiency of the whole vehicle is improved. Meanwhile, the CVT continuously variable transmission has the advantages of simple structure and small size, so that the CVT continuously variable transmission is suitable for passenger vehicles.
As shown in fig. 15, the vehicle is in the vehicle rapid start mode when the vehicle is stopped. The power output by the super capacitor is transmitted to the input end of the low-voltage direct current bus; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the second motor and its controller output power passes through the second output shaft 14 and is finally output by the transmission output end, so that the vehicle quickly enters an idle state.
As shown in fig. 16, the vehicle is in a normal running 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; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; 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, an intermediate shaft 17, a ninth gear 18, a tenth gear 19 and a second output shaft 20, and is finally output by the transmission output end.
As shown in fig. 17, the vehicle is in a 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; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; the power output by the super capacitor is transmitted to the input end of the low-voltage direct current bus; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the power output by the first motor and the controller sequentially passes through a third input shaft 14, a driving wheel 15, a driven wheel 16, an intermediate shaft 17, a ninth gear 18 and a tenth gear 19; the second motor and its controller output power to the second output shaft 20; the power output by the dual motors is coupled at a second output shaft 20 and ultimately output by the transmission output.
As shown in fig. 18, the braking energy recovery mode. During braking, energy is transferred in the transmission module in the form of mechanical energy, which passes through the transmission output, the second output shaft 20, the second electric machine and its controller in sequence; the second motor and the controller thereof convert mechanical energy into electric energy, and the energy sequentially 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 an electric energy mode and finally is transmitted to the super capacitor to be charged so as to realize braking energy recovery.
The process of switching the vehicle from the normal running mode to the high power output demand mode in embodiment 2 is specifically described with reference to fig. 19:
when the vehicle is in the normal running mode, as shown by the 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; the power is transmitted to the first motor and the input end of the controller after being rectified by the low-voltage direct current bus; 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, an intermediate shaft 17, a ninth gear 18, a tenth gear 19 and a second output shaft 20, and is finally output by the transmission output end. After the driver depresses the accelerator pedal, the vehicle begins to enter a high power output demand mode of operation. 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; the power is boosted by a bidirectional DC/DC converter and then transmitted to the input end of a high-voltage DC bus after being rectified by the low-voltage DC bus, and the power is transmitted to the input end of a second motor and a controller thereof after being rectified by the high-voltage DC bus; the additional power output by the second motor and its controller increases torque via the second output shaft 20 and the vehicle completes the switching of the high power output demand mode.
It is to be understood that the above examples of the present invention are provided by way of illustration only and not by way of limitation of the embodiments of the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
Claims (10)
1. A double-motor driving power transmission system based on a double-voltage platform is characterized in that: the device 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 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 DC 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 low-voltage direct current bus output end, the low-voltage direct current bus output end is connected with the bidirectional DC/DC converter, the bidirectional DC/DC converter is connected with the high-voltage direct current bus, the high-voltage direct current bus is connected with the second motor and the controller thereof, the first motor and the controller thereof and 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. A dual motor drive powertrain based on a dual voltage platform as claimed in claim 1, wherein: the rated operating voltage of the low-voltage direct current bus is the same as that of the first motor and the controller thereof, and the rated operating voltage of the high-voltage direct current bus is the same as that of the second motor and the controller thereof.
3. A dual motor drive powertrain based on a dual voltage platform as claimed in claim 2, wherein: the rated operating voltage of the first motor and the controller thereof is smaller than the rated operating voltage of the second motor and the controller thereof.
4. A dual motor drive powertrain based on a 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 the controller thereof, and the other end of the second shafting is connected with the transmission output end.
5. A dual motor drive powertrain based on a 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, wherein 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 transmission output end is connected with the third shaft system.
6. A dual motor drive powertrain based on a dual voltage platform as claimed in claim 5, wherein: the first shafting comprises a first input shaft connected with a first motor and a controller thereof, a first gear and a first synchronizer which are fixedly connected are arranged on the first input shaft, an empty second gear and an empty third gear are further arranged on the first input shaft, and the first gear, the second gear and the third gear are meshed with the third shaft.
7. The dual motor drive powertrain system of claim 6, wherein: the second system comprises a second input shaft connected with the second motor and the controller thereof, a fourth gear fixedly connected is arranged on the second input shaft, and the fourth gear is meshed with the third system.
8. A dual motor drive powertrain based on a dual voltage platform as claimed in claim 7, wherein: the third system 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, an empty fifth gear is arranged on the output shaft, and the first gear is meshed with the fifth gear; the second gear is meshed with the sixth gear; the third gear is meshed with the 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 the fifth gear.
9. A dual motor drive powertrain based on a dual voltage platform as claimed in claim 1, wherein: the transmission module employs a CVT continuously variable transmission.
10. A dual motor drive powertrain based on a 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 which are connected with the first motor and a controller thereof, wherein 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 intermediate 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 is connected with the output end.
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