CN209111947U - A kind of box-like electric car of Bi-motor set takes turns control structure entirely - Google Patents

Abstract

The utility model discloses a kind of box-like electric cars of Bi-motor set to take turns control structure entirely；Motor is connected by frequency conversion controller of motor with torque controller；The front axle and rear axle of electric car are connect with torque controller respectively, and emergency brake warning system is connect with frequency conversion controller of motor, torque controller respectively；Multiple automobile control sensors are also connected on torque controller；Emergency brake warning system is also provided on main shaft；Brake disc is set at the shaft of wheel；Brake pump connects fluid reservoir and caliper；Brake monitor controls brake pump by electric signal and provides the driving force that caliper tightening is brake disc；It is additionally provided at brake pedal for detecting the whether stuck limit sensors of pedal；Limit sensors simultaneously connect brake monitor by electric signal；On the axletree of front side and it is provided with course changing control component；Cross-tie is pushed and pulled wheel by universal connection unit and realizes steering；Hydraulic control unit also passes through electric signal and is connected on torque controller.

Description

A dual-motor combined electric vehicle all-wheel control structure

technical field

The utility model relates to an all-wheel control structure of a dual-motor combined electric vehicle

Background technique

The trend towards designing and building energy-efficient, low-emission vehicles has increased dramatically over the past decade, driven by environmental concerns and rising fuel costs, and at the forefront of this trend is the development of hybrid vehicles, It's a hybrid vehicle that combines a relatively efficient internal combustion engine with an electric motor.

Currently, most common hybrids use a parallel drive system, although the implementation of parallel drive systems can vary widely between different automakers; the torque speed controller connects the motor to the variable frequency controller. The power is calculated and allocated, that is, the power distribution design of the frequency conversion controller is designed to maximize the efficiency according to the needs of the vehicle in different driving stages. When the vehicle does not need power, the motor is also called a generator. The electric energy generated by the frequency conversion controller It recycles its power back into the storage battery to be used again to provide electricity to drive the electric motor.

SUMMARY OF THE INVENTION

The purpose of the utility model is to provide a dual-motor combined electric vehicle all-wheel control structure, which solves the wheel control problem of the electric vehicle under normal driving and braking conditions.

The technical scheme of the utility model is: an all-wheel control structure of a dual-motor combined electric vehicle, at least one main drive shaft is connected to a corresponding motor through a transmission or a differential; the motor is connected by a motor frequency conversion controller and a torque controller. connected; the wheel axles of the electric vehicle are respectively connected with the torque controller, and the emergency brake warning system is respectively connected with the motor frequency conversion controller and the torque controller; a plurality of vehicle control sensors are also connected on the torque controller; An emergency braking warning system is provided; the emergency braking warning system includes: a brake pump, a liquid storage tank, a booster, a brake pedal, a brake controller and a brake disc arranged on the wheel; the brake disc is provided with at the rotating shaft of the wheel; the brake pump is connected to the fluid storage tank and the brake caliper; the brake controller controls the brake pump through an electrical signal to provide the driving force for the brake disc to tighten the brake caliper; The brake pedal is also provided with a limit sensor for detecting whether the pedal is stuck; the limit sensor is connected to the brake controller through an electrical signal; a steering control assembly is arranged on the wheel axle on the front side; The steering control assembly includes a universal connection unit, a transverse pull rod, a hydraulic control unit, and a steering wheel; the transverse pull rod pushes and pulls the wheel through the universal connection unit to realize steering; the hydraulic control unit cooperates with the rack and pinion transmission to realize steering force supply; the steering wheel Hydraulic oil regulation is performed by controlling the hydraulic control unit through the steering assembly; the hydraulic control unit is also connected to the torque controller through electrical signals.

Preferably, the rear axle of the electric vehicle is connected to the first electric motor through the first transmission, the first electric motor is connected to the torque controller through the first motor frequency conversion controller, and the front axle of the electric vehicle is connected to the second electric motor through the second transmission, The second motor is connected to the torque controller through the second motor frequency conversion controller.

Preferably, the torque controller includes a vehicle torque command module, a first motor torque control module, a second motor torque control module, an optimal torque distribution module, a traction control command module, and a body stability control module.

Preferably, the vehicle control sensors include a gear selection sensor, an accelerator sensor, a steering sensor, a brake sensor, and a driving mode sensor.

The advantages of the utility model are:

1. Its wheel control is more stable.

2. The intelligent four-wheel drive control is realized through dual motors. When the car is running at different stages, when the efficiency of one motor is relatively low, the other motor will exert its essential characteristics to compensate for the difference in the performance of one motor, and combine power and energy. It has the advantages of high reliability, accurate positioning, reasonable structure, high efficiency, good performance, energy saving and environmental protection, and has broad market prospects in the application and popularization of vehicle control.

Description of drawings

Below in conjunction with accompanying drawing and embodiment, the utility model is further described:

Figure 1 is a schematic diagram of the basic elements of a dual-motor combined electric vehicle all-wheel control structure and each motor/power control module coupled to a separate ESS;

Figure 2 is a schematic diagram of the connection of the main components of the torque controller;

Among them: 1. Electric motor; 2. Motor frequency conversion controller; 3. Torque controller; 4. Wheel axle; 5. Emergency braking warning system; 6. Transmission; 7. Vehicle torque command module; 8. First motor torque control module 9. The second motor torque control module; 10. The optimal torque distribution module; 11. The lead control command module. 401, a torque command generation unit; 403, a first motor torque control unit; 405, a second motor torque control unit; 407, an optimal torque distribution unit; 409, a traction control command generation unit.

Detailed ways

Example:

A dual-motor combined electric vehicle all-wheel control structure, at least one main drive shaft is connected to a corresponding motor 1 through a transmission 6 or a differential. The electric motor 1 is connected with the torque controller 3 through the motor frequency conversion controller 2 , and the wheel axles 4 of the electric vehicle are respectively connected with the torque controller 3 . The emergency braking warning system is respectively connected with the motor frequency conversion controller 2 and the torque controller 3 , and the torque controller 3 is also connected with a plurality of vehicle control sensors.

The torque controller 3 includes a vehicle torque command module 7, a first motor torque control module 8, a second motor torque control module 9, an optimal torque distribution module 10, a traction control command module 11, and a body stability control module, each of which has a Set up separate corresponding units for individual tracking of data.

An emergency brake warning system is also set on the wheel axle on the front side. The emergency brake warning system 5 includes: a brake pump, a fluid reservoir, a booster, a brake pedal, a brake controller and a brake disc arranged on the wheel . The brake disc is arranged at the rotating shaft of the wheel, the brake pump is connected with the liquid storage tank and the brake caliper, and the brake controller controls the brake pump through the electric signal to provide the driving force of the brake caliper to tighten the brake disc. There is also a limit sensor at the brake pedal for detecting whether the pedal is stuck. The limit sensor is connected to the brake controller through an electrical signal. Once the brake pedal is stuck, the limit sensor can obtain the signal in time and send the signal to the brake controller. Braking commands are sent to the brake controller, which provides power to the brake discs.

A steering control assembly is arranged on the wheel axle on the front side, and the steering control assembly includes a universal connection unit, a transverse pull rod, a hydraulic control unit, and a steering wheel; the transverse pull rod pushes and pulls the wheel through the universal connection unit to realize steering. The hydraulic control unit cooperates with the rack and pinion transmission to realize the steering force supply, the steering wheel controls the hydraulic control unit through the steering assembly to adjust the hydraulic oil, and the hydraulic control unit is also connected to the torque controller through an electrical signal.

The electric vehicle all-wheel control structure also relates to an intelligent, efficient and safe all-wheel control method for an electric vehicle combined with two motors, including the following steps:

(1) The rear axle of the electric vehicle is connected to the first electric motor through the first transmission/differential assembly, the first electric motor is connected to the torque controller through the first motor variable frequency controller, and the front axle of the electric vehicle is connected through the second transmission/differential The assembly is connected to the second motor, the second motor is connected to the torque controller through the second motor frequency conversion controller, the front axle and the rear axle of the electric vehicle are respectively connected to the torque controller, and the first emergency brake warning system is respectively connected to the first motor frequency conversion The controller and the torque controller are connected, the second emergency braking warning system is respectively connected with the second motor frequency conversion controller and the torque controller, and a plurality of automobile control sensors are connected with the torque controller;

(2) Calculate the optimal torque of the vehicle:

①Read out the total torque, vehicle speed, the maximum torque of the first motor and the maximum torque of the second motor according to the data of the torque controller;

② Calculate the flux linkage value of the first motor and the flux linkage value of the second motor respectively according to the temporary torque of the first motor and the temporary torque of the second motor;

③ If the temporary torque of the first motor is less than the maximum torque of the first motor, the torque output of the first motor is the temporary torque of the first motor, if the temporary torque of the first motor is greater than the maximum torque of the first motor , the torque output of the first motor is the maximum torque of the first motor, and the magnetic flux of the first motor is the flux linkage value corresponding to the torque output of the first motor; if the temporary torque of the second motor is less than the Maximum torque, the torque output of the second motor is the temporary torque of the second motor, if the temporary torque of the second motor is greater than the maximum torque of the second motor, the torque output of the second motor is the maximum torque of the second motor torque, the magnetic flux of the second motor is the flux linkage value corresponding to the torque output of the second motor;

(3) Calculate the respective output torques of the first motor and the second motor according to the optimal torque of the vehicle:

①In the vehicle speed measurement loop, the minimum and maximum vehicle speed are measured; in the total torque measurement loop, the minimum and maximum vehicle total torque is measured;

② In the first motor torque measurement loop, the minimum and maximum values of the first motor torque are measured; for a given first motor torque, the minimum and maximum values of the first motor magnetic flux are obtained; for a given first motor torque, the minimum and maximum values of the first motor magnetic flux are obtained; A motor torque and magnetic flux to obtain the input power of the first motor; according to the optimal flow of the first motor, calculate the minimum input power of the first motor;

③ According to the total torque and the torque of the first motor, calculate the minimum value and maximum value of the torque of the second motor; then obtain the minimum value and maximum value of the magnetic flux of the second motor; for the given torque and magnetic flux of the second motor, obtain The input power of the second motor; according to the optimal flow of the second motor, calculate the minimum input power of the second motor;

④ Calculate the total minimum input power of the vehicle according to the minimum input power of the first motor and the minimum input power of the second motor;

⑤ Obtain current, vehicle speed, torque of the first motor, torque of the second motor, optimal flow of the first motor and optimal flow of the second motor corresponding to the total minimum input power of the vehicle.

The torque controller includes a vehicle torque command module, a first motor torque control module, a second motor torque control module, an optimal torque distribution module, a traction control command module, and a body stability control module.

Vehicle control sensors include gear selection sensors, accelerator sensors, steering sensors, brake sensors, and driving mode sensors.

Figure 1 shows the basic elements of the scheme, as shown in Figure 1, each shaft is coupled to an independent power source, the rear axle is connected to the electric motor through a first transmission/differential assembly, and the front axle is connected to the electric motor through a second transmission/differential The motor assembly is connected to the motor, the invention is not limited to a specific type/configuration of transmission or a specific type/configuration of differential, although single-rate transmission is preferred, multi-rate transmission may be used for either or both transmissions, which differs from that used by the present invention. The derailleur can be configured for open, lock or limited slip, but an open or limited slip differential is preferred.

One of the two motors is an SRM switched reluctance drive motor, and the second motor is a three-phase induction motor, but the invention is not limited to the order of the first motor and the second motor, nor to the front and rear drives. The purpose of the present invention is to maximize the output characteristics of the two motors according to the driving requirements of pure electric vehicles and road conditions, so as to ensure that the performance and driving pleasure of electric vehicles are enhanced. In addition, the motor is designed It has a relatively flat torque curve in a wide speed range, so it is possible to increase the output of the motor at high speed, especially in the range where the torque of the primary motor 103 drops.

The basic configuration shown in Figures 1 and 2 offers many advantages over a single-drive EV. First, the dual-motor configuration provides superior traction control because power is coupled to both axles and therefore provides power to at least one wheel per axle, if One or two differentials utilize a limited slip or locking mechanism to couple power to the remaining wheel or wheels, then additional traction control can be achieved; second, by connecting each axle to an independent The power source, vehicle traction and stability can thus be greatly improved, since the torque of the front wheels can be changed according to the specific conditions of the front wheels, for example, when cornering, it is beneficial to gradually increase the torque of the front wheels relative to the rear wheels, Likewise, in icy road conditions, increased torque to the front wheels is desirable; third, with a dual-motor configuration, regenerative braking is available for both sets of wheels, providing enhanced braking as well as improved battery charging; third Fourth, given the first motor with a relatively flat torque curve, in addition to providing extra power at all speeds, the second motor intervenes provides greatly improved performance, since at high speeds the first motor may start to lose torque .

The input of the first motor torque limiter unit 403 is data from the first motor temperature sensor, the first motor speed sensor and the power control module temperature sensor, and the input of the second torque limiter unit 405 is the data from the second motor temperature sensor, Data from the second motor speed sensor and the second power control module temperature sensor, assuming a single ESS configuration, as shown in Figure 2, ESS data input to the two units first motor torque limiter unit 403 and second torque limiter unit 405 ESS temperature data from the sensor and ESS voltage and current data from the sensor and ESS, respectively, if the drivetrain uses a separate ESS system, then access the data input unit 403, from the sensor and data input unit 405.

By combining the vehicle speed calculations, the combined driveline required total torque calculated by the torque command generation unit 401, the first and second electric motors calculated by the modules first torque limiter unit 403 and second torque limiter unit 405 respectively The maximum available torque is input to the optimal torque distribution unit 407, and the optimal torque distribution unit 407 calculates the optimal torque distribution between the two drive trains, regardless of the wheel slip, so as to be the optimal The first motor torque request and the optimal second motor torque request distribute the required combined torque, so as to realize the maximum operating efficiency distribution torque within the maximum torque range of each motor.

The torque controller uses multiple processing frequencies, depending on the function of the unit, for example, a dual frequency approach can be used, in which a relatively lower frequency is used to optimize the performance of both drive systems based on general operating conditions, While the second higher frequency is applied to respond quickly to rapidly developing transient conditions, eg, wheel slip, in this preferred method, a low frequency cycle is applied to the torque command generation unit 401, torque limiting unit, optimum torque Moment division unit 407 and various temperature, voltage, current and speed sensors, preferably the low frequency is selected in the range of 100 Hz to 2 kHz, more preferably in the range of 500 Hz to 1.5 kHz, and more preferably Set at about 1 kHz, the high frequency cycle is applied to the traction and stability control unit 411, the control module, and the wheel slip sensors, and is preferably about 10 to 30 times the low frequency, more preferably at about 20 kHz It is preferable to operate at a high frequency since the traction control command generation unit 409 monitors wheel slip and generates slip error for each axle.

The above-mentioned embodiments merely illustrate the principles and effects of the present invention, but are not intended to limit the present invention. Anyone skilled in the art can modify or change the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or changes made by those with ordinary knowledge in the technical field without departing from the disclosed spirit and technical idea of the present invention should still be covered by the claims of the present invention.

Claims (4)

1. a kind of box-like electric car of Bi-motor set takes turns control structure entirely, it is characterised in that: at least one main shaft passes through change Fast device or differential mechanism are connected to respective motor；The motor is connected by frequency conversion controller of motor with torque controller；Electricity The axletree of electrical automobile is connect with torque controller respectively, emergency brake warning system respectively with frequency conversion controller of motor, torque Controller connection；Multiple automobile control sensors are also connected on torque controller；It is also provided on main shaft urgent Brake warning system；The emergency brake warning system includes: brake pump, fluid reservoir, booster, brake pedal, control for brake Device and the brake disc being set on wheel；The brake disc is set at the shaft of wheel；The brake pump connects fluid reservoir And caliper；The brake monitor controls brake pump by electric signal and provides the driving force that caliper tightening is brake disc；? It is additionally provided at the brake pedal for detecting the whether stuck limit sensors of pedal；The limit sensors simultaneously pass through telecommunications Number connection brake monitor；On the axletree of front side and it is provided with course changing control component；The course changing control component packet Include universal connection unit, cross-tie, hydraulic control unit, steering wheel；Cross-tie pushes and pulls vehicle by universal connection unit Wheel, which is realized, to be turned to；The hydraulic control unit mate gear rack-driving realizes steering force supply；The steering wheel passes through steering Component controls hydraulic control unit and carries out hydraulic oil adjusting；The hydraulic control unit also passes through electric signal and is connected to moment of torsion control On device.

2. the box-like electric car of a kind of Bi-motor set according to claim 1 takes turns control structure entirely, it is characterised in that: electronic The rear axle of automobile is connected to the first motor by the first speed changer, and the first motor is by first motor frequency-variable controller and turns round The front axle of the connection of square controller, electric car is connected to the second motor by the second speed changer, and the second motor passes through second Frequency conversion controller of motor is connect with torque controller.

3. the box-like electric car of a kind of Bi-motor set according to claim 1 takes turns control structure entirely, it is characterised in that: described Torque controller includes vehicle torque command module, first motor torque management module, the second Motor torque control module, best Torque distribution module, traction control command module, vehicle body stability contorting module.

4. the box-like electric car of a kind of Bi-motor set according to claim 1 takes turns control structure entirely, it is characterised in that: described Automobile control sensor includes gear selection sensor, throttle sensor, rotation direction sensor, brake sensor, driving mode biography Sensor.