CN1810557A - Multiple axle driving system for oil-electricity mixed power automobile - Google Patents
Multiple axle driving system for oil-electricity mixed power automobile Download PDFInfo
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Abstract
The multiple axle driving system for mixed power automobile with fuel oil and electric energy as power source includes at least one mechanical driving axle assembly, at least one electric driving axle assembly, one power source assembly, one general controller, one monitoring and communication network system, and one engine and one multifunctional double-rotor motor to drive different axles separately. The double-rotor motor consists of one outer rotor and one inner rotor, the outer rotor is connected to the hub in one side through the reducing mechanism and the versatile transmission mechanism, and the inner rotor is connected to the hub in the other side through the reducing mechanism and the versatile transmission mechanism. The multiple axle driving system integrates the technology and functions of complete mixed power, multiple axle driving, etc. and makes the automobile possess the advantages of easy realization, low cost, raised running smoothness and stability, etc.
Description
Technical Field
The invention relates to an automobile driving system, in particular to a double or multi-axle (shaft) hybrid power automobile driving system taking fuel oil and electric energy as energy sources.
Background
At present, various electric vehicles and hybrid vehicles are rapidly developed, and the demand for four-wheel-drive cars, off-road vehicles, and SUVs (sport utility vehicles) is rapidly increased in recent years, and the research on the hybrid power of the two-axle or multi-axle four-wheel-drive vehicles is more and more focused. The existing hybrid electric vehicle driving system mainly comprises:
(1) the split type (THS system of toyota corporation) based on the two-degree-of-freedom planetary splitting and converging mechanism is designed for front axle single axle driving or rear axle single axle driving, which is a typical representative, but due to the characteristic of 'speed and torque invariant' of the planetary mechanism, the change of the transmission ratio in a large range is difficult to realize without improvement measures, and the split type is only suitable for light hybrid cars with little working load and change thereof.
(2) The chinese utility model patent with application number 02205008.6 adopts the mechanical type switch mode of operation similar to gear change case, this increases power components such as motors and constitutes on the transmission system basis of original traditional car, but it is difficult to fast between multiple mode, smooth-going and frequently switch, only be fit for adopting corresponding few typical operating mode to carry out the elementary control strategy that simple mode switched, thereby be unfavorable for adopting advanced optimal control strategy to realize on the power assembly that the whole car performance optimization target such as ultralow emission, improvement fuel economy and dynamic property.
(3) The chinese utility model patent of patent number 02266310.X adopts independent suspension motor drive axle modular structure, and this kind of mode is the optimization target under various complicated operating condition that can be relatively good realization, but the structure is complicated and increased unsprung (not hang) quality and made impact load, the range of automobile body vibration and the probability that the wheel jumped off ground that the in-process suspension received increase to some extent, has reduced the ride comfort and the stability of traveling.
Moreover, the traditional hybrid structure is rarely developed independently for four-wheel drive automobiles, some hybrid structures adopt the existing hybrid structure and are provided with transfer cases, and some hybrid structures are provided with motors on the basis of the inherent differential of the traditional automobiles to drive a transmission shaft independently. The design can not only better play the potential of the hybrid power technology for saving energy and economy, but also avoid the defects of the traditional differential structure.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, provides a high-efficiency and simple driving system scheme suitable for various double-axle (multi-axle) four-wheel drive hybrid vehicles, solves the transmission efficiency problem of the traditional planetary gear differential, realizes energy conservation and environmental protection, and has the functions of driving, differential speed, braking energy regeneration and the like.
The invention is realized by the following technical scheme:
a multi-axle driving system of an oil-electricity hybrid electric vehicle comprises at least one mechanical driving axle sub-assembly, at least one electric driving axle sub-assembly, a power supply sub-assembly, a master controller and a monitoring communication network system;
the mechanical drive axle comprises a steering or non-steering conventional axle consisting of mechanical components such as an engine, a transmission shaft, a main speed reducer, a differential, a half shaft, a hub, a brake and the like;
the electric drive axle sub-assembly is directly driven by a double-rotor motor, the electric drive axle comprises a double-rotor motor, a controller, a left and right speed reducing (reversing) mechanism, a left and right universal transmission mechanism, a half shaft, a wheel hub and a brake, and adopts an independently suspended disconnected axle structure, the double-rotor motor is formed by matching an outer rotor and an inner rotor which are wound by windings, the outer rotor is connected with the wheel hub on one side through the speed reducing mechanism and the universal transmission mechanism on one side, the inner rotor is connected with the wheel hub on the other side through the reversing speed reducing mechanism and the universal transmission mechanism in sequence, the brakes are arranged on two sides of an output shaft of the left and right speed reducing (reversing) mechanisms, the windings on the outer rotor are also connected with the double-rotor motor controller through a current collecting mechanism and a lead;
the power supply sub-assembly mainly comprises a vehicle-mounted power supply and a management module for monitoring working states of the vehicle-mounted power supply, such as charging and discharging current, voltage, temperature and the like, wherein the management module is connected with a battery pack;
the master controller and the monitoring communication network system are composed of a master controller (including a display), a communication bus, an interface circuit, various sensors distributed in each sub-assembly part and an electronic control unit; the main controller and the display are microcomputers with control strategy and algorithm software, the communication network adopts a CAN bus or a point-to-point direct communication system, and various sensors and electronic control units distributed in various sub-assembly parts are connected with the main control period through an interface circuit and a communication bus. The main controller and a sensor wheel speed sensor, a braking pressure sensor, a steering wheel angle sensor, a yaw rate sensor, a lateral acceleration sensor, a dual-rotor motor torque and accelerator pedal position sensor, an accelerator and braking pedal opening sensor reflecting the requirement of a driver on the total driving or braking power of the wheels, a current and voltage sensor of a power supply, a rotating speed sensor of a motor and a current, voltage and temperature sensor of a motor controller of the monitoring communication network system.
The mechanical drive axle can also comprise a motor, the motor and the engine form an integrated starter/generator (ISA/ISG), the motor is also connected with a motor controller, and the motor controller is also connected with a vehicle-mounted power supply through a direct current bus (DC-bus). The motor connected with the engine and the double-rotor motor can form a series-parallel hybrid power system, the structure also allows a parallel driving system to be formed by an electric drive axle and a conventional engine mechanical drive axle (without the motor 1), and the double-rotor motor can be used as a driving differential integrated system of a pure electric automobile and a hybrid electric automobile and can also be used as a retarder applied to a driven axle of a traditional automobile. The motor can be a disc type motor for convenient arrangement, and when the motor works in a power generation state and the double-rotor motor works in an electric state, the system works in a series connection mode; when they are working in electric or generating state at the same time, the system works in parallel. The (reversing) speed reducing mechanisms on the two sides of the double-rotor motor can adopt a planetary mechanism, and can also adopt a direct gear speed reducing mechanism or other speed reducing mechanisms. The motor can be in the form of an integrated starter alternator/generator (ISA/ISG) or in the form of torque synthesis, such as gear engagement or belt transmission. The double-rotor motor is formed by matching an inner rotor and an outer rotor with windings or permanent magnets, and can be an alternating current asynchronous motor, an alternating current synchronous motor, a direct current motor, a permanent magnet direct current motor or a permanent magnet alternating current motor.
The mechanical drive axle sub-assembly and the electric drive axle sub-assembly respectively drive a front axle and a rear axle of the vehicle or vice versa; the working state of the whole system is controlled by the master controller and the monitoring communication network system according to the set strategy.
The sensors of the master controller and the monitoring communication network system comprise a wheel speed sensor, a braking pressure sensor, a steering wheel angle sensor, a yaw velocity sensor, a lateral acceleration sensor, a dual-rotor motor torque and accelerator pedal position sensor, an accelerator and braking pedal opening sensor reflecting the requirement of a driver on the total driving or braking power on wheels, a current and voltage sensor of a power supply, a rotating speed sensor of a motor and a current, voltage and temperature sensor of a motor controller.
The working principle of the bridge drive of the invention is as follows:
as shown in fig. 1 and 2, the current output by the motor controller 7 is conducted via wires and carbon brushes, current collecting means, and slip rings 21 to the windings 23 on the outer rotor 24 and forms a closed circuit. Based on the same mechanism of a common squirrel-cage type alternating current asynchronous motor, alternating current flowing into the motor winding 23 generates a rotating magnetic field, so that induced potential is generated in conducting bars of the winding of the inner rotor 22. Due to the current hysteresis potential of the conductors, the interaction between the windings and the inner rotor 22 constitutes an electromagnetic torque and performs energy conversion. Since the winding member is also subjected to a reaction force when the air-gap magnetic field transmitting electromagnetic power forms an electromagnetic force on the inner rotor, the electromagnetic torque formed by the pair of acting and reacting electromagnetic forces is two torques of equal value and opposite directions. The mechanical mechanism of the motor has two degrees of freedom, so that two electromagnetic torques of equal and opposite directions respectively acting on the inner rotor 22 and the winding cause the inner and outer rotors respectively composed of the inner rotor 22 and the winding to simultaneously run in opposite directions. When the difference between the rotational speeds of the two rotors exceeds a set value, the brakes 27 and 31 mounted on the planetary rows on the side where the rotational speed is faster are actuated to control the difference between the rotational speeds on both sides. From the principle of conservation of angular momentum, the electromagnetic torques output by the inner rotor 22 and the outer rotor 24 of the dual-rotor motor must be equal and opposite.
The electromagnetic torque for a non-salient pole alternating current machine is: <math> <mrow> <msub> <mi>T</mi> <mi>m</mi> </msub> <mo>=</mo> <mi>p</mi> <mfrac> <msub> <mrow> <mo>∂</mo> <mi>W</mi> </mrow> <mi>m</mi> </msub> <msub> <mrow> <mo>∂</mo> <mi>θ</mi> </mrow> <mi>ST</mi> </msub> </mfrac> </mrow> </math>
in the formula: t ismIs an electromagnetic torque; p is the number of pole pairs; wmIs the magnetic resonance in the air gap; thetaSTThe included angle between the magnetic potential axis of the excitation winding and the magnetic potential axis of the inner rotor is shown.
It can be derived that: <math> <mrow> <mover> <msub> <mi>T</mi> <mi>md</mi> </msub> <mo>→</mo> </mover> <mo>≡</mo> <mo>-</mo> <mover> <msub> <mi>T</mi> <mi>mj</mi> </msub> <mo>→</mo> </mover> </mrow> </math>
in the common motor, the reaction force corresponding to the electromagnetic force for driving the inner rotor to operate is counteracted by the reaction force generated by the basic frame of the device, while the double-rotor motor in the system utilizes the reaction force and the reaction force to jointly do work to drive the wheels to operate. Speed of rotation of magnetic field-electromagnetic speed of rotation nsThe quantities are determined relative to the values of the winding frame of reference. It can be seen that the windings of such a dual rotor machine rotate relative to the earth reference frame. For a common AC asynchronous motor, slip □ n refers to the electromagnetic speed nsAnd the difference between the rotor speed n of the inner rotor:
Δn＝ns-n
according to the relativity of movement, when the direction of the vector of the winding of the double-rotor motor is opposite to the direction of the rotation of the rotating magnetic field, the rotating speed of the inner rotor of the motor is nd＝n-nj(ii) a When the winding is fixed, the rotation speed of the inner rotor of the motor isndN; when the vector direction of the rotation of the winding and the rotating magnetic field is the same, the rotating speed of the inner rotor of the motor is nd＝n+nj. Windings of ordinary machines belonging to stator parts, njA common motor is a special case of a dual rotor motor when the windings are fixed, 0.
In the system, two prime moving components are constructed by the contra-rotating towing double-rotor motor, so that under the normal state of a normal towing load, the motor operates to form the rotating speed characteristics as follows: n is nd+nj
The rotation speed n is actually the rotation speed of the inner rotor with the moving winding as a reference system, and in a common motor, when the rotation speed of the winding is zero, the rotation speed n is the rotation speed of the inner rotor. In a counter-rotating, tow-rotor, dual-rotor motor, the speed n is referred to as the relative speed. In the running process, the technical parameters of the motor such as current, electromagnetic torque and the like are not influenced by nd、njHowever, any slight change in the relative rotational speed n causes a change in technical parameters such as the current and the electromagnetic torque of the motor. Therefore, the current of the double-rotor motor and other technical parameters are changed to establish a corresponding relation one by one only through the change of the relative rotating speed of the motor. The actual rotating speeds of the two rotors of the motor are in equivalent change relation with the relative rotating speed in the form of the algebraic value of the sum or the difference of the actual rotating speeds. This is quite similar in principle to the differentials used on conventional vehicles.
The two-rotor output characteristics of the double-rotor motor are as follows:
Tmd+Tmj＝2Tm n＝nd+nj
when the double-rotor motor is operated, the same magnitude of torque is generated on the two rotors of the motor, but the torque is opposite, so that the two rotors of the motor are operated in opposite directions. Through the action of the reversing speed reduction planetary row arranged on any side of the two rotors outside the motor, the half shafts on the two sides, which are respectively driven by the two rotors of the motor, finally output power with the same torque in the same direction.
And (3) motion analysis:
let omegawlAngular velocity ω of the left wheelwrIs the angular velocity of the right wheel
TlOutput torque T for the left wheelrIs the output torque of the right wheel
ωalAngular velocity ω of left-side constant velocity jointarAngular velocity of right constant velocity joint
ωdAngular velocity ω of inner rotorzAngular velocity of wound rotor
TdOutput torque T of inner rotorzRotor output torque of excitation winding
ωglAngular velocity ω of left-side ring geardLeft sun wheel angular velocity omegajlAngular velocity of left-hand carrier
ωgrAngular velocity ω of right-side ring geartrAngular velocity omega of right sun wheeljrAngular velocity of right side carrier
klLeft planet row k value krK value of right planetary row
When the vehicle is running straight, the rotation speeds of the left side wheel and the right side wheel are equal. At this time, the inner and outer rotors of the double rotor motor run in the same speed and in the opposite directions. According to the connection relation, the following steps are carried out: omegawl＝ωjl＝ωal；ωtl＝ωz；ωwr＝ωgr＝ωar；ωd＝ωtr. There is also a single row planetary row motion relationship:
ωt+k×ωq＝(1+k)×ωj
and if the vehicles on two sides are at the same speed: <math> <mrow> <mfrac> <msub> <mi>ω</mi> <mi>d</mi> </msub> <mrow> <mn>1</mn> <mo>+</mo> <msub> <mi>k</mi> <mi>l</mi> </msub> </mrow> </mfrac> <mo>=</mo> <mfrac> <msub> <mi>ω</mi> <mi>z</mi> </msub> <msub> <mi>k</mi> <mi>r</mi> </msub> </mfrac> </mrow> </math> then there are: 1+ kl＝kr
When the automobile runs, the wheels on both sides need to keep outputting the same torque, and the torque output by the two rotors of the double-rotor motor is also equal, and the torque output by the two rotors of the double-rotor motor comprises the following steps:
Td＝Tz，Tr＝Tl
Tl＝(1+kl)Td，
1+kl＝kr
the above formula is satisfied when designing a two-sided planetary row mechanism.
In order to improve the passing ability of the vehicle on a bad road, for example, when one driving wheel of the vehicle contacts a muddy or icy road, the wheel on the muddy road is in-situ slipped, and the wheel on a good road is stationary. This is because the adhesion between the wheels on a muddy road and the road is very small, the road can only exert a very small reaction moment on the half-shafts, although the adhesion between the other wheel and the good road is very large, because of the characteristic that the output torques of the two rotors in the motor are the same, the torque distributed to the wheels on the good road can only be equal to the torque obtained by the driving wheels which generate slip, so that the total traction force is not enough to overcome the driving resistance, and the vehicle cannot move. In order to solve the above problems, the brakes 27, 31 on the two rotor output shafts of the dual-rotor motor are used, when the absolute rotation speed difference between the two output shafts of the motor is larger than 40% (the maximum driving wheel speed difference calculated according to the turning radius of about 5m of a common automobile and different vehicle parameters of different models are set), the brakes 27, 31 work to hold the output shaft with the faster rotation speed so as to increase the reaction torque of the output shaft and improve the output torque of the output shaft with the slower rotation speed. The antiskid device can also be used together with the vehicle-mounted original brake system, and the work of the brake is finished by adding a control strategy by using the vehicle-mounted original ABS system.
With the development of the automobile industry, the handling stability of automobiles is receiving increasing attention. The four-wheel steering technology (4WS) refers to the technology that the front wheels and the rear wheels of an automobile can be steered. When the four-wheel steering automobile runs at low speed, the front wheel and the rear wheel perform reverse phase steering, so that the turning radius can be reduced, and the maneuvering flexibility of the automobile is improved; when the automobile runs at high speed, the front wheels and the rear wheels perform same-phase steering, so that the yaw velocity and the lateral acceleration of the automobile generated by the change of the running direction can quickly reach steady-state response, and the operation stability of the automobile at high speed is improved. However, the current four-wheel steering technology adopts a multi-link mechanism or a hydraulic cylinder to actually control the angles of four vehicles, so that a steering system with a complex mechanism needs to be developed independently, and the cost is increased and the control is difficult.
The invention relates to a master controller and a monitoring communication network subsystem of a hybrid four-wheel drive system, which are characterized in that a wheel speed sensor, a brake pressure sensor, a steering wheel angle sensor, a yaw angle speed sensor, a lateral acceleration sensor, a double-rotor motor actual torque and an accelerator pedal position sensor pair are combined by a wheel speed sensor, a brake pressure sensor, a steering wheel angle sensor, a yaw angle speed sensor, a lateral acceleration sensor, a double-rotorThe transmission output signal, the hub motion state signal, the gear ratio signal, etc. are collected and the overall vehicle controller filters these signals and estimates the values of additional variables such as the coefficient of friction, lateral speed, actual slip angles of the wheels and vehicle, and tire force. The module will also detect whether there are left and right wheel adhesion coefficient inconsistencies and sharp turns. Then sends out commands to the controller including the dual-rotor motor controller and the brake to adjust the rotating speed of the left and the right wheels, and achieves the effect of changing the turning radius. The turning radius is changed by controlling the difference of the rotating speed of the two rear wheels on the basis of the traditional front wheel steering instead of really deflecting the front wheel, the rear wheel, the left wheel and the right wheel by a certain angle during turning. The turning radius of the vehicle can be increased and decreased at high speed and low speed, respectively, as shown in fig. 3A, 3B and 3C, fig. 3A is a schematic view showing only two front wheels involved in steering, fig. 3B is a schematic view showing the increase of the turning radius at high speed, and fig. 3C is a schematic view showing the decrease of the turning radius at low speed. In the figure, O' is a rotation center where active steering control is not performed, O is a rotation center where active steering control is performed, and VflIs the left front wheel speed, VfrIs the rotation speed of the right front wheel, VrlAt a left rear wheel speed, VrrThe right rear wheel speed. As shown in FIG. 3A, O' is the steering center of the vehicle, and the four wheels rotate around the steering center of the vehicle, and the distance from the steering center to the contact point of the outer steering wheel and the ground is called the turning radius. During high-speed steering, the yaw rate and the lateral acceleration of the automobile generated by the change of the driving direction are required to reach steady-state response as fast as possible, so that the steering stability of the automobile at high speed can be improved. When the control system judges that the automobile is steering at a high speed, the executing mechanism adjusts the output parameters of the double-rotor motor and the brake after receiving the instruction of the controller through the above description. Specifically, the dual-rotor motor controller 7 increases the relative output rotation speeds of the two output rotors 22, 24 of the dual-rotor motor, and appropriately brakes the brake (possibly one of 27 or 31) on the steering inner side of the vehicle to increase the rotation speed of the drive wheel on the outer side of the curve and decrease the drive on the inner side of the curveThe rotating speed of the driving wheel is known from fig. 3B, at this time, the hypotenuse of the rear wheel speed vector triangle is already inclined towards the direction far away from the front wheel due to the change of the wheel speeds of the two rear driving wheels, so that the steering center of the whole vehicle is deviated towards the direction far away from the mass center of the vehicle, and the purpose of increasing the turning radius is achieved. As shown in fig. 3C, when the controller determines that the vehicle is going to make a sharp curve at a low speed, the dual-rotor motor controller 7 increases the relative output rotation speed of the two output rotors 22 and 24 of the dual-rotor motor, and at the same time, brakes the motor outside the curve by the brake (which may be one of 27 or 31) to cause the rear wheel speed vector triangle to tilt toward the front wheel due to the change of the wheel speeds of the two rear drive wheels, so as to cause the steering center of the whole vehicle to shift toward the center of mass of the vehicle, thereby achieving the purpose of reducing the turning radius.
Compared with the prior art, the invention provides the series-parallel power assembly which is suitable for the use requirements of light, medium and heavy double-shaft (bridge) four-wheel drive hybrid electric vehicles, is convenient for fast and frequent switching among various working modes and is suitable for adopting an advanced optimization control strategy. The hybrid electric vehicle can conveniently adopt the working modes of parallel connection, series connection and series-parallel connection according to the actual vehicle running condition, and the monitor can easily adopt an advanced control strategy to improve the fuel economy of the whole vehicle and reduce the pollutant emission. The dual-rotor motor can provide driving force and can generate a differential effect, functions are combined into a whole, and a traditional transmission shaft, a main speed reducer, a differential mechanism and the like are omitted, so that the whole power transmission path is greatly shortened, and the efficiency of the whole vehicle is improved.
Drawings
FIG. 1 is a schematic view of the assembly structure of the present invention.
Fig. 2 is a schematic structural diagram of an electric drive axle driven by a dual-rotor motor according to the present invention.
Fig. 3A is a schematic view of only two front wheels participating in steering.
Fig. 3B is a schematic view of increasing the turning radius at the time of high-speed running.
Fig. 3C is a schematic view of reducing the turning radius in low-speed running.
Fig. 4 is a schematic diagram of a power train for a rear engine large automobile (bus).
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, but the embodiments of the present invention are not limited thereto.
Example 1
As shown in fig. 1, a multi-axle drive system of an oil-electric hybrid electric vehicle includes at least one mechanical drive axle sub-assembly, at least one electric drive axle sub-assembly, a power supply sub-assembly, a master controller and a monitoring communication network system. Wherein,
the mechanical drive axle sub-assembly comprises a mechanical drive axle and a power assembly. The mechanical drive axle is composed of mechanical components such as an engine 2 (including a fuel tank, an electrically controlled accelerator and the like), a transmission 17, a transmission shaft, a main reducer, a differential 16, half shafts 3 and 18, hubs 4 and 19, a brake and the like, and is used for realizing the function of outputting distributed power according to the torque and the rotating speed specified by a control strategy at any time. The transmission 17 may be an automatic transmission of a type such as a hydraulic Automatic Transmission (AT), an Automated Mechanical Transmission (AMT), or a mechanical continuously variable automatic transmission (CVT); the engine 2 and the motor 1 subsystem can be connected to form a hybrid power assembly in an ISA/ISG mode with the engine as a main power source. The engine 2 may be a gasoline engine, a diesel engine, or other heat engine. If the motor 1 takes the form of a disc motor, the flywheel of the engine is replaced by the outer rotor of the motor 1. The motor 1 can complete various functions such as electric driving, power generation, engine starting and the like according to the requirements of a monitoring strategy and the instruction control of a driver in actual driving. The motor 1 participates in driving, power generation, energy recovery and the like and is responsible for starting operation of stopping the engine at any time and starting the engine at any time. The sub-assembly is similar to a parallel hybrid electric vehicle power assembly in composition and connection relation, but the electric control accelerator is not directly controlled by a driver, and the main controller determines the oil supply rate according to the output power distributed to the engine by a control strategy.
As shown in fig. 1 and 2, the electric drive axle sub-assembly includes a dual-rotor motor, a dual-rotor motor controller 7, left and right speed reduction (reversing) mechanisms 14 and 8, left and right universal transmission mechanisms 12 and 9, half shafts, hubs 10 and 13, and brakes 27 and 31, and adopts an independently suspended disconnected axle structure, so that the driving, differential speed, braking energy regeneration and turning radius change are integrated. The components corresponding to a transmission shaft, a main speed reducer, a differential mechanism and the like of a conventional mechanical drive axle are replaced by the double-rotor motor and the controller thereof, but other components such as a half shaft, a wheel hub, a brake and the like are reserved, and (planetary) gear mechanisms for speed reduction and reversing speed reduction are respectively additionally arranged on the left side and the right side of the double-rotor motor, so that the electric drive axle has a differential function. The double-rotor motor is a squirrel-cage alternating current asynchronous counter-rotating double-rotor motor and is formed by matching an outer rotor 24 and an inner rotor 22 which are wound by a winding 23, the outer rotor 24 is connected with a wheel 13 on one side through a speed reducing mechanism 14 and a universal transmission mechanism 12 on one side, and the inner rotor is connected with a wheel 10 on the other side through a reversing speed reducing mechanism 8 and a universal transmission mechanism 9 in sequence; or the inner rotor and the outer rotor can be connected in a reversed mode. The reversing speed reducing mechanism on one side comprises a sun gear 32, a planet carrier 20, a gear ring 30, a planet gear 29 and a brake 31, wherein the gear ring 30 is fixedly connected with the machine shell 11; the other side reversing speed reducing mechanism comprises a sun gear 25, a planet carrier 28, a gear ring 26 and a brake 27, wherein the planet carrier 28 is fixedly connected with the machine shell 11. The sun gear 25 is fixedly connected with an output shaft at one side of the double-rotor motor and then meshed with a planet carrier 28 fixed on the frame, a gear ring 26 is used as an output member and connected with an output universal transmission mechanism, and a brake 27 arranged on the gear ring is used for carrying out necessary brake control on the output of the gear ring. And a winding 23 on the outer rotor 24 is connected with the double-rotor motor controller 7 through a current collecting mechanism and a lead 21, and the double-rotor motor controller 7 is also connected with the vehicle-mounted power supply 6. The motor controller 7 includes power electronics for implementing bidirectional direct current-direct current (DC/DC) or direct current-alternating current (DC/AC) conversion, an Electronic Control Unit (ECU) for motor speed regulation, and the like. The brakes are arranged on two sides of the output shaft of the left and right speed reducing (reversing) mechanisms, so that the phenomenon that the whole driving shaft cannot output driving force due to the slippage of wheels on one side is prevented. The use of a brake in conjunction with a motor controller may also produce the effect of increasing and decreasing the turning radius. Generally, an inner rotor and an outer rotor of the motor rotate towards two different directions, the outer rotor drives the constant-velocity universal joint to rotate after passing through the speed reduction planetary row, and the inner rotor is connected with the reversing speed reduction planetary row and then connected with the constant-velocity universal joint. The reversing reduction planet row acts to change the direction of the torque output by the inner rotor so that both wheels have the same direction of motion. When the motor drives the vehicle, the power bus supplies power to the motor, and when the braking energy is recovered, the motor in turn supplies power to the power bus.
The power supply sub-assembly mainly comprises a vehicle-mounted power supply 6 and a management module thereof, and has the main functions of supplying and receiving electric energy fed back by the motor and supplying power to other electric appliances. The vehicle-mounted power supply 6 is composed of energy accumulators such as a battery and/or a super capacitor, the management module is connected with the vehicle-mounted power supply, working states such as charging and discharging current, voltage and battery pack temperature of the energy accumulators such as the battery pack are monitored through various sensors, and electric quantity balance among all the single batteries of the battery pack is achieved. The power supply sub-assembly can also comprise an additional device 15 for supplying direct current to other low-voltage electric appliances of the vehicle, and the additional device 15 is connected to a direct current bus (DC-bus) in parallel.
The master controller and monitoring communication network system is the brain and central nerve of the whole assembly, and mainly comprises a master controller 33 (and display), a communication bus and an interface circuit, and various sensors and electronic control units ECU distributed in each sub-assembly part. The main controller and the display are essentially microcomputers provided with control strategies and algorithm software, continuously acquire signals of sensors and ECUs of all the parts through a network system, calculate and determine the working state and power output of all the parts and display the working state and power output, and send a command of coordination work to the ECUs of all the parts according to the control strategies; each ECU makes the corresponding actuator act according to the instructions and information received from the network, controls the running state of the components, provides the required power, and transmits the current state signals of the relevant components back to the master controller through the network. The communication network CAN adopt CAN bus field bus and interface circuit; the various sensors include accelerator and brake pedal opening sensors that reflect the driver's total power demand on the wheels for driving or braking. The control strategy of the system is formulated according to the design parameters and the operation requirements of the actual vehicle, the control signals are input into the motor controller 7 of the system by the vehicle master controller and the communication network 33 according to the control strategy, and the controller generates corresponding actions to control the motion parameters of the double-rotor motor.
The four main assemblies work in a hybrid electric vehicle in a coordinated mode, the mechanical drive axle sub-assembly and the electric drive axle sub-assembly drive a front shaft and a rear shaft of the vehicle respectively, energy can flow in two directions between the drive axle and the vehicle-mounted power supply as required, and the working state of the whole system is controlled to run by the master controller and the monitoring communication network system according to a set strategy. The main controller sends out control signals according to control strategies and driver instructions, the signals are sent to control signal receiving ends of a motor controller, a double-rotor motor controller, an engine linear control accelerator and the like through a network, the signal receiving ends control respective control objects after analyzing the control signal instructions, and energy flows between the respective controlled objects and a vehicle-mounted power supply.
The various practical operating modes of this embodiment/are as follows:
1. electrically activated drive mode
When a common flat road vehicle starts, the main controller starts the dual-rotor motor according to the state of an accelerator pedal, the clutch is disconnected, the transmission is shifted to neutral, and the electric drive axle drives the vehicle in a pure electric mode. When the vehicle reaches a certain speed, the motor drags the engine to start quickly, and then the clutch is combined to enter a hybrid driving mode. The above state avoids the disadvantages of high oil consumption and high emission when the engine is idling.
2. Electric only drive mode
When the vehicle runs in an area with a particularly high emission requirement (such as a scenic spot and a high population density area), the battery in the vehicle is higher than a certain set value or the engine has a serious fault, the vehicle is switched into a pure electric driving mode. In this mode, the engine is not operated and the vehicle is driven by the electric drive axle depending on the actual power demand.
3. Engine only drive mode
The vehicle is switched to a pure engine drive mode only when a motor or battery has a serious fault or human intervention occurs. In this mode, the main controller issues a command to stop the pair-rotor motor 11 and the motor 1, and the vehicle runs completely by the mechanical transaxle with the engine as a power source.
4. Hybrid series-parallel operation driving mode
In general vehicle conditions, the main controller controls the total output power and power distribution of the powertrain according to the optimization target of the control strategy, the actual vehicle condition power demand and the battery pack state of charge. The engine, the motor and the electric drive axle are continuously switched between parallel connection and series-parallel connection (series-parallel connection) working modes.
5. Hybrid series operating drive mode
And when the hybrid mode cannot meet the emission requirement and the state of charge of the battery pack is low or the transmission fails, the vehicle is switched to a series working driving mode. The engine stably works at a low-emission working point to drive the motor to generate electricity, the generated electric energy and the electric energy stored by the battery jointly supply power to the double-rotor motor, and the electric drive axle drives the vehicle.
6. Energy feedback brake actuation mode
Under any working mode except the pure engine driving mode, and when the vehicle needs to be braked and decelerated or runs down a slope for limiting the speed, the main controller disconnects the clutch according to a brake pedal signal, and simultaneously sends a negative moment given signal to the electric drive axle to enable the electric drive axle to be in a reverse-dragging power generation state, and feeds back electric energy to the battery pack. When the brake pedal signal continues to increase, the original mechanical brake system starts to work so as to firstly ensure that the requirement of braking safety is met.
By applying the multi-axle driving system of the oil-electricity hybrid electric vehicle, the quick and frequent switching among various working modes is facilitated, and the multi-axle driving system is suitable for a series-parallel power assembly adopting an advanced optimization control strategy; and the monitor is convenient to adopt an advanced control strategy to improve the fuel economy of the whole vehicle and reduce the pollutant emission. The dual-rotor motor can provide driving force and can generate a differential effect, functions are combined into a whole, and a traditional transmission shaft, a main speed reducer, a differential mechanism and the like are omitted, so that the whole power transmission path is greatly shortened, and the efficiency of the whole vehicle is improved. Through the rotation speed control of the electric axle double-rotor motor, the auxiliary steering control can be performed on the turning of the vehicle at different speeds, and the function of increasing or reducing the turning radius is realized, so that the control stability of the high-speed turning running of the vehicle and the turning flexibility of the vehicle in the low-speed running process are improved.
Example 2:
fig. 4 is a development of the present invention for a model such as a motor bus with a rear engine, which is a derivative embodiment of the present system, and the front axle is driven by an electric drive axle, and the rear axle is driven by a mechanical drive axle formed by an engine and a motor, and the rest is the same as embodiment 1.
Example 3:
for a three-axle driven multi-axle vehicle, a combination of a mechanical drive axle and two electric drive axles may be used, as in example 1.
As described above, the present invention can be preferably carried out.
Claims (9)
1. A multi-axle drive system of an oil-electricity hybrid electric vehicle comprises at least one mechanical drive axle sub-assembly; the mechanical drive axle comprises a steering or non-steering conventional axle consisting of mechanical components such as an engine, a transmission shaft, a main speed reducer, a differential, a half shaft, a hub, a brake and the like; the multi-axle driving system is characterized by also comprising at least one electric drive axle sub-assembly, a power supply sub-assembly, a master controller and a monitoring communication network system;
the electric drive axle sub-assembly is directly driven by a double-rotor motor, the electric drive axle comprises a double-rotor motor, a controller, a left and right speed reducing (reversing) mechanism, a left and right universal transmission mechanism, a half shaft, a wheel hub and a brake, and adopts an independently suspended disconnected axle structure, the double-rotor motor is formed by matching an outer rotor and an inner rotor which are wound by windings, the outer rotor is connected with the wheel hub on one side through the speed reducing mechanism and the universal transmission mechanism on one side, the inner rotor is connected with the wheel hub on the other side through the reversing speed reducing mechanism and the universal transmission mechanism in sequence, the brakes are arranged on two sides of an output shaft of the left and right speed reducing (reversing) mechanisms, the windings on the outer rotor are also connected with the double-rotor motor controller through a current collecting mechanism and a lead;
the power supply sub-assembly mainly comprises a vehicle-mounted power supply and a management module for monitoring working states of the vehicle-mounted power supply, such as charging and discharging current, voltage, temperature and the like, wherein the management module is matched with the vehicle-mounted power supply;
the master controller and the monitoring communication network system are composed of a master controller (including a display), a communication bus, an interface circuit, various sensors distributed in each sub-assembly part and an electronic control unit; the main controller and the display are microcomputers provided with control strategy and algorithm software, the communication network adopts a CAN bus or a point-to-point direct communication system, and various sensors and electronic control units distributed in various sub-assembly parts are connected with the main control period through an interface circuit and a communication bus;
the mechanical drive axle sub-assembly and the electric drive axle sub-assembly respectively drive a front axle and a rear axle of the vehicle or vice versa; the working state of the whole system is controlled by the master controller and the monitoring communication network system according to the set strategy.
2. The multi-axle drive system of a hybrid vehicle according to claim 1, wherein the mechanical drive axle further comprises an electric motor, the electric motor and the engine form an integrated starter/generator, the electric motor is further connected with a motor controller, and the motor controller is connected with a vehicle-mounted power supply through a direct current bus.
3. The multi-axle drive system of an oil-electric hybrid vehicle according to claim 1, wherein the mechanism for left-right deceleration (reversal) of the electric drive axle sub-assembly is a planetary mechanism.
4. The multi-axle driving system of an oil-electric hybrid vehicle as set forth in claim 1, wherein said general controller and sensors for monitoring the speed of wheels, the pressure of braking, the angle of rotation of steering wheel, the yaw rate, the lateral acceleration, the torque of the dual rotor motor and the position of the accelerator pedal, the opening of the accelerator and brake pedals, the current and voltage sensors of the power supply, the rotational speed of the motor, the current, voltage and temperature sensors of the motor controller of the communication network system.
5. The multi-axle drive system of an oil-electric hybrid vehicle as set forth in claim 1, wherein said electric drive axle drives a front axle, and a rear axle is driven by a mechanical drive axle consisting of an engine and an electric motor.
6. The multi-axle drive system of an oil-electric hybrid vehicle according to claim 1, wherein said multi-axle drive system comprises a mechanical drive axle and two electric drive axles.
7. The multi-axle drive system of an oil-electric hybrid vehicle according to claim 1, wherein said dual rotor motor is formed by an inner rotor and an outer rotor having windings or permanent magnets.
8. The multi-axle driving system of an oil-electric hybrid vehicle as set forth in claim 7, wherein said dual rotor motor is an ac asynchronous motor, an ac synchronous motor, a dc motor, a pm dc motor or a pm ac motor.
9. A method for improving a turning radius of a vehicle by using the multi-axle drive system of the oil-electric hybrid vehicle according to claim 1, comprising the steps of: the main controller and the monitoring communication network system collect signals output by a transmission, motion state signals of a hub, transmission ratio signals and the like through a wheel speed sensor, a brake pressure sensor, a steering wheel angle sensor, a yaw rate sensor, a lateral acceleration sensor, a double-rotor motor actual torque and an accelerator pedal position sensor, then filter the signals through the main controller, estimate the values of additional variables such as friction coefficient, lateral speed, actual lateral deviation angle of wheels and vehicles, tire force and the like, detect whether the conditions of inconsistent adhesion coefficients of the left wheels and the right wheels, sharp turning and the like exist or not, and send instructions to the controller through the main controller, wherein the controller comprises a double-rotor motor controller and a brake so as to adjust the rotating speeds of the left wheels and the right wheels, control the rotating speed difference of the two rear wheels and change the turning radius.
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Effective date of registration: 20090619 Address after: No. five, No. 381, Tianhe District mountain road, Guangdong, Guangzhou Province, China: 510640 Co-patentee after: Guangzhou Automobile Group Co., Ltd. Patentee after: South China University of Technology Address before: No. five, No. 381, Tianhe District mountain road, Guangdong, Guangzhou Province, China: 510640 Patentee before: South China University of Technology |