CN209776134U - Double-motor driving system of electric automobile - Google Patents
Double-motor driving system of electric automobile Download PDFInfo
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- CN209776134U CN209776134U CN201822237626.0U CN201822237626U CN209776134U CN 209776134 U CN209776134 U CN 209776134U CN 201822237626 U CN201822237626 U CN 201822237626U CN 209776134 U CN209776134 U CN 209776134U
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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
- Y02T10/72—Electric energy management in electromobility
Abstract
the utility model discloses an electric automobile bi-motor actuating system, this system is including driving the main battery, first comprehensive controller, first driving motor, second comprehensive controller, second driving motor and dual input reducing gear box, and the low-speed gear in the dual input reducing gear box is 2 ~ 3 with the reduction ratio of high-speed gear, its theory of operation is the differential through two input shafts, and cooperate corresponding control strategy, make a high-speed motor be responsible for the low-speed gear operation, solve the problem of low-speed heavy current, improve the ability and the climbing ability of carrying cargo of vehicle, another high-speed motor is responsible for the high-speed gear operation, with the efficiency of the big torsion output of low-speed and high-speed rotation speed, the utility model discloses a drive system of making to measure in order to improve the low-speed electric four-wheeled vehicle power problem in the existing new standard, can regard as a transition scheme before new special gearbox delivery platform, with the problem of solving the power consumption that current motor direct-type low-speed four-wheeled vehicle exists that drives too low-speed.
Description
Technical Field
the utility model belongs to the technical field of the new energy automobile, concretely relates to electric automobile bi-motor actuating system.
background
nowadays, new energy automobiles become the development direction of future vehicles, and the purpose is to replace the traditional petrochemical energy power with high energy consumption and high emission by the new energy power, so that the problems of global environmental pollution and petrochemical resource exhaustion are solved. Pure electric vehicles, which are one of typical representatives of new energy vehicles, are also well known by consumers, and as the technology of power lithium batteries is mature, the number of pure electric vehicles on the market is increasing.
At present, the traditional low-speed four-wheel electric vehicle generally adopts a motor direct-drive mode, and as is well known, the motor cannot fully cover the comprehensive efficiency of high rotating speed and low rotating speed, and simultaneously faces the working state of high torque during low-speed starting, so that the problem of low electric efficiency of the motor is caused. According to the national requirement for the new medium and low speed electric four-wheel vehicle standard, the future low speed four-wheel vehicle speed per hour can reach about 70 kilometers, so a transition scheme of a medium and low speed four-wheel electric vehicle driving system is needed in the market before a special gearbox of the medium and low speed four-wheel electric vehicle under the new standard comes out of the platform, and the power problem of the existing medium and low speed four-wheel electric vehicle is improved.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a two motor drive systems of electric automobile to improve the power consumption efficiency of motor, improve the power problem of current well low-speed four-wheel electric motor car.
in order to achieve the technical purpose and effect, the utility model discloses a following technical scheme realizes:
A double ~ motor driving system of an electric automobile comprises a driving main battery, a first integrated controller, a first driving motor, a second integrated controller, a second driving motor and a double ~ input reduction gearbox, wherein the double ~ input reduction gearbox comprises a low ~ speed reduction mechanism and a high ~ speed reduction mechanism, the ratio of the reduction ratio of the low ~ speed reduction mechanism to the reduction ratio of the high ~ speed reduction mechanism is 2 ~ 3, a motor shaft of the first driving motor is connected with the low ~ speed reduction mechanism of the double ~ input reduction gearbox, the first driving motor is connected with the driving main battery through the first integrated controller, a motor shaft of the second driving motor is connected with the high ~ speed reduction mechanism of the double ~ input reduction gearbox, and the second driving motor is connected with the driving main battery through the second integrated controller.
Furthermore, the double-input reduction gearbox consists of a box body, a first input shaft, a first driving gear, a second input shaft, a second driving gear, a first driven gear, an output shaft and a second driven gear, wherein the first input shaft, the first driving gear, the second input shaft, the first driven gear, the second driving gear, the second driven gear and the output shaft form the low-gear speed reduction mechanism, and the second input shaft, the second driving gear and the second driven gear form the high-gear speed reduction mechanism;
The first input shaft, the second input shaft and the output shaft are sequentially and horizontally arranged in the box body from top to bottom, one end of the first input shaft is connected with a motor shaft of the first driving motor, and one end of the second input shaft is connected with a motor shaft of the second driving motor;
the first driving gear is sleeved on the first input shaft, the second driving gear and the first driven gear are sleeved on the second input shaft, and the second driven gear is sleeved on the output shaft, wherein the first driving gear is meshed with the first driven gear, the speed ratio of the first driving gear to the first driven gear is 2 ~ 3, the second driving gear is meshed with the second driven gear, and the speed ratio of the second driving gear to the second driven gear is 5 ~ 6.
preferably, the speed ratio of the first driving gear to the first driven gear is 2.2, and the speed ratio of the second driving gear to the second driven gear is 5.8.
furthermore, the first driving motor and the second driving motor are arranged on one side of the double-input reduction gearbox side by side or are arranged on two sides of the double-input reduction gearbox in an opposite mode.
Furthermore, the first input shaft and the second input shaft are respectively connected with motor shafts of the first driving motor and the second driving motor through spline sleeves.
Furthermore, the driving main battery is externally connected with an external charging system.
The utility model discloses a two motor drive system of electric automobile's theory of operation as follows:
1) When a vehicle needs to start, a first integrated controller and a second integrated controller respectively judge whether the vehicle is in a zero-speed starting state by monitoring the rotating speed of a first driving motor and the rotating speed of a second driving motor, if the vehicle is confirmed to be in the zero-speed starting state, the first integrated controller controls the first driving motor to be switched on, the first driving motor obtains electric power from a driving main battery through the first integrated controller, and at the moment, the second driving motor is in a no-load power-off state;
the first driving motor drives a first driving gear to rotate through a first input shaft connected with a motor shaft of the first driving motor, the first driving gear drives a second input shaft to rotate through a first driven gear meshed with the first driving gear, the second input shaft drags the second driving motor to rotate on one hand, and simultaneously drives a second driving gear parallel to the first driven gear to rotate on the other hand, and the first driven gear finally drives an output shaft to rotate at a low speed through a second driven gear meshed with the first driven gear to drive a vehicle to advance at a low speed;
2) When the vehicle needs to be shifted up, the first integrated controller firstly judges whether the vehicle is in a continuous acceleration state or not by monitoring the rotating speed of the first driving motor, and if the vehicle is confirmed to be in the continuous acceleration state, the first integrated controller continuously monitors the vehicleThe speed of the first driving motor is used for judging that the speed per hour of the vehicle is increased to a manual gear-up point VHand liftor automatic upshift points VSelf-lifting，VHand lift＜VSelf-lifting；
if the speed per hour of the vehicle is increased to the manual upshift point VHand liftAnd an automatic upshift point VSelf-liftingIn the meantime, a driver needs to firstly release the electric door, the first integrated controller disconnects the first driving motor, the second integrated controller connects the second driving motor immediately, the driver only needs to step down the electric door again, the second driving motor obtains electric power from the driving main battery through the second integrated controller, and at the moment, the first driving motor is in a no-load power-off state, so that manual switching from a low-speed gear to a high-speed gear is completed;
if the speed per hour of the vehicle is increased to the automatic upshift point VSelf-liftingWhen the power-on state is detected, the first integrated controller is used for forcibly turning off the first driving motor without releasing an electric door by a driver, then the second integrated controller is used for automatically turning on the second driving motor, the second driving motor immediately obtains electric power from the driving main battery through the second integrated controller, and at the moment, the first driving motor is in a no-load power-off state to complete the forced switching from a low-speed gear to a high-speed gear;
After the gear-up is completed, the second driving motor drives the second input shaft connected with the motor shaft of the second driving motor to rotate together, on one hand, the second input shaft sequentially passes through the first driven gear, the first driving gear and the first input shaft to drag the first driving motor to rotate, on the other hand, the second input shaft simultaneously sequentially passes through the second driving gear and the second driven gear to drive the output shaft to rotate at a high speed, and the vehicle is driven to advance at a high speed;
3) When the vehicle needs to be downshifted, the second integrated controller firstly judges whether the vehicle is in a continuous deceleration state by monitoring the rotating speed of the second driving motor, and if the vehicle is confirmed to be in the continuous deceleration state, the second integrated controller continuously judges whether the speed per hour of the vehicle is reduced to a manual downshift point V by monitoring the rotating speed of the second driving motorHand dropOr automatic downshift point VSelf-descending，VHand drop＞VSelf-descending；
if the speed per hour of the vehicle is reduced to the manual downshift point Vhand dropand an automatic downshift point VBetween self-descendingWhen the driver needs to loosen the electric door, the second integrated controller disconnects the second driving motor, the first integrated controller switches on the first driving motor, the driver only needs to step down the electric door again, the first driving motor obtains electric power from the driving main battery again through the first integrated controller, and the second driving motor is in a no-load power-off state again at the moment to complete manual switching from a high-speed gear to a low-speed gear;
If the speed per hour of the vehicle is reduced to the automatic downshift point VSelf-descendingWhen the power-on state is detected, the second integrated controller is used for forcibly switching off the second driving motor without releasing an electric door by a driver, then the first integrated controller automatically switches on the first driving motor, the first driving motor immediately obtains electric power from the driving main battery through the first integrated controller again, and at the moment, the second driving motor is in a no-load power-off state again to complete the forced switching from a high-speed gear to a low-speed gear;
After the gear reduction is finished, the first driving motor drives the first driving gear to rotate through the first input shaft, the first driving gear drives the second input shaft to rotate through the first driven gear, the second input shaft drags the second driving motor to rotate again on one hand, and simultaneously drives the second driving gear to rotate again on the other hand, and the first driven gear finally drives the output shaft to rotate at a low speed through the second driven gear to drive the vehicle to advance at a low speed again;
4) When the vehicle needs to be backed, a first integrated controller and a second integrated controller respectively judge whether the vehicle is in a zero-speed starting state by monitoring the rotating speeds of a first driving motor and a second driving motor, if the vehicle is confirmed to be in the zero-speed starting state, the first integrated controller controls the first driving motor to be switched on, the first driving motor obtains electric power from a driving main battery through the first integrated controller, and at the moment, the second driving motor is in a no-load power-off state;
The first integrated controller controls the first driving motor to rotate reversely, the first driving motor drives the first driving gear to rotate through the first input shaft, the first driving gear drives the second input shaft to rotate through the first driven gear, the second input shaft drives the second driving gear to rotate, and the first driven gear finally drives the output shaft to rotate reversely at a low speed through the second driven gear to drive the vehicle to move backwards at a low speed;
5) When the vehicle is in low-speed forward or low-speed backward movement, the first driving motor drags the electric power generated by the rotation of the second driving motor, and after the constant voltage is realized through the second integrated controller, energy feedback is carried out on the driving main battery according to a certain feedback proportion; when the vehicle is in high-speed forward movement, the second driving motor drags the first driving motor to rotate to generate electric power, and after the electric power is subjected to constant voltage through the first integrated controller, energy feedback is carried out on the driving main battery according to a certain feedback proportion;
6) when the vehicle is in a downhill or free-sliding state, the output shaft drags the first driving motor and the second driving motor to rotate at the same time, and the first integrated controller and the second integrated controller select electric power generated by dragging and rotating the first driving motor, the second driving motor or both the first driving motor and the second driving motor to perform constant voltage according to the gear position of the vehicle, and then perform energy feedback on the driving main battery according to a certain feedback proportion.
further, a manual upshift point VHand liftAutomatic gear-up point V of 25 km/hSelf-lifting=30 km/h; manual downshift point VHand drop=30 km/h, automatic downshift point VSelf-descending=25 km/h; the specific setting parameters can be adjusted according to the actual drive test result.
furthermore, considering that the two sets of motors are difficult to be completely coordinated in electric control, the basic feedback strategy is that the driver can only slightly step on the brake when the vehicle runs down a slope or freely runs down a slope by feeding back the energy feedback signal by the first driving motor and the second driving motor when the vehicle runs at a high speed by feeding back the energy feedback signal into the brake lamp, and then the driver can generate the brake lamp signal, namely the energy feedback signal, and execute the energy feedback, and the specific strategy is as follows:
If the vehicle is in a low-speed downhill or free-sliding state, the second integrated controller controls the second driving motor to be turned off, and the first integrated controller is responsible for performing energy feedback on the driving main battery after the constant voltage of electric power generated by dragging and rotating the first driving motor;
If the vehicle is in a high-speed downhill or free-sliding state, the first integrated controller controls the first driving motor to be turned off, and the second integrated controller is responsible for performing energy feedback on the driving main battery after the constant voltage of electric power generated by dragging and rotating the second driving motor;
If the vehicle is in a steep slope descending state, if a condition exists, the first integrated controller and the second integrated controller can respectively perform energy feedback on the main driving battery together after electric power generated by dragging and rotating the first driving motor and the second driving motor is subjected to constant voltage;
And when the energy feedback starts, 30% of energy feedback is executed firstly, 50% of energy feedback is executed after delaying for 500 milliseconds, 80% of energy feedback is executed after delaying for 500 to 800 milliseconds, if the brake light signal is not eliminated after 800 milliseconds, 100% of energy feedback is executed, and the specific delay and execution details are finely adjusted according to the driving feeling of the actual drive test.
The double-input reduction gearbox of the utility model can also have another scheme, and the double-input reduction gearbox consists of a box body, a first input shaft, a first driving gear, a second input shaft, a second driving gear, a first driven gear, an output shaft and a second driven gear; wherein the first input shaft, the first driving gear, the first driven gear and the output shaft constitute the low-gear reduction mechanism, and the second input shaft, the second driving gear and the second driven gear constitute the high-gear reduction mechanism;
The first input shaft, the second input shaft and the output shaft are horizontally arranged in the box body, the first input shaft and the second input shaft are respectively positioned at the left end and the right end above the output shaft, the outer side end of the first input shaft is connected with a motor shaft of the first driving motor, and the outer side end of the second input shaft is connected with a motor shaft of the second driving motor;
the first driving gear is sleeved on the first input shaft, the second driving gear is sleeved on the second input shaft, and the first driven gear and the second driven gear are sleeved on the output shaft, wherein the first driving gear is meshed with the first driven gear, the speed ratio of the first driving gear to the first driven gear is 10 ~ 18, the second driving gear is meshed with the second driven gear, and the second speed ratio of the second driving gear to the second driven gear is 5 ~ 6.
the utility model has the advantages as follows:
The utility model discloses a revise traditional reducing gear box, outside keeping its former defeated main shaft and driving motor's connected mode, still add a driving motor on former input countershaft, form a dual input reducing gear box to the change replaces the gearbox mutually. Because the speed ratio of the main input shaft and the auxiliary input shaft of the traditional reduction gearbox has a difference of 50%, after coaxial amplification, the speed ratios of the two motors in actual operation can be ensured to have a difference of 50% so as to take into account the power utilization efficiency of the motors in low-speed large-torque output and high-speed high-rotation speed.
when the speed of the vehicle is up to a set value and needs to change speed, the power is switched to the second driving motor, and the second driving motor is used for high-speed gear running, so that the power utilization efficiency of electrolysis is greatly improved.
the utility model relates to a improve the driving system who makes as far as current well low-speed electric four-wheel car power problem, can be before the special gearbox of well low-speed electric four-wheel car under the new standard comes out of a platform, as a transition scheme, perhaps directly regard as a substitution scheme of future driving system to solve the current too low problem of power consumption efficiency that adopts the well low-speed electric four-wheel car of motor direct drive mode to exist.
The utility model discloses though it is automatically controlled to have increased one set of motor, but not increase new rear axle or the preceding people's braced system of driving, the cost of the special gearbox of the future low-speed electric four-wheel car of contrast, the totality increases slightly. With current well low-speed car motor platform on the market, the total cost increases and is no more than a thousand yuan, if consider the cost of gearbox, actually increase the cost and be less than 500 yuan, in addition because the efficiency bandwidth of motor is far above the oil engine, consequently the utility model discloses a scheme is executable scheme.
the above description is only an overview of the technical solution of the present invention, and in order to make the technical means of the present invention clearer and can be implemented according to the content of the description, the following detailed description is made with reference to the preferred embodiments of the present invention and accompanying drawings. The detailed description of the present invention is given by the following examples and the accompanying drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without undue limitation to the invention. In the drawings:
FIG. 1 is a schematic view of a structural framework of an embodiment of a dual-motor driving system of an electric vehicle according to the present invention;
Fig. 2 is a schematic view of a structural framework of another embodiment of the dual-motor driving system of the electric vehicle of the present invention.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Example 1
Referring to fig. 1, the dual-motor driving system of the electric vehicle comprises a driving main battery 1, a first integrated controller 2, a first driving motor 3, a second integrated controller 4, a second driving motor 5 and a dual-input reduction gearbox 6.
The double-input reduction gearbox 6 is composed of a box body 61, a first input shaft 62, a first driving gear 63, a second input shaft 64, a second driving gear 65, a first driven gear 66, an output shaft 67 and a second driven gear 68.
First input shaft 62 second input shaft 64 and output shaft 67 from top to bottom are in parallel arrangement in proper order and are set up in the box 61, first driving gear 63 cover is established on first input shaft 62, second driving gear 65 with first driven gear 66 cover is established on the second input shaft 64, second driven gear 68 cover is established on the output shaft 67, just first driving gear 63 with first driven gear 66 meshes, second driving gear 65 with second driven gear 68 meshes.
the first input shaft 62, the first driving gear 63, the second input shaft 64, the first driven gear 66, the second driving gear 65, the second driven gear 68 and the output shaft 67 form the low ~ speed reduction mechanism, the second input shaft 64, the second driving gear 65 and the second driven gear 68 form the high ~ speed reduction mechanism, the speed ratio of the first driving gear 63 to the first driven gear 66 is 2 ~ 3, the speed ratio of the second driving gear 65 to the second driven gear 68 is 5 ~ 6, and the ratio of the reduction ratio of the low ~ speed reduction mechanism to the reduction ratio of the high ~ speed reduction mechanism is 2 ~ 3.
A motor shaft of the first driving motor 3 is connected with one end of the first input shaft 62, and the first driving motor 3 is connected with the driving main battery 1 through the first integrated controller 2; a motor shaft of the second driving motor 5 is connected to one end of the second input shaft 64, and the second driving motor 5 is connected to the driving main battery 1 through the second integrated controller 4.
further, the speed ratio of the first driving gear 63 to the first driven gear 66 is 2.2, and the speed ratio of the second driving gear 65 to the second driven gear 68 is 5.8.
Further, the first driving motor 3 and the second driving motor 5 are installed on one side of the dual-input reduction box 6 side by side, or installed on two sides of the dual-input reduction box 6 in an opposite mode.
Further, the first input shaft 62 and the second input shaft 64 are connected to the motor shafts of the first driving motor 3 and the second driving motor 5 respectively through spline sleeves.
Further, the driving main battery 1 is externally connected with an external charging system 7.
Example 2
Referring to fig. 2, the dual-motor driving system of the electric vehicle comprises a driving main battery 1, a first integrated controller 2, a first driving motor 3, a second integrated controller 4, a second driving motor 5 and a dual-input reduction gearbox 6.
the double-input reduction gearbox 6 is composed of a box body 61, a first input shaft 62, a first driving gear 63, a second input shaft 64, a second driving gear 65, a first driven gear 66, an output shaft 67 and a second driven gear 68.
The first input shaft 62, the second input shaft 64 and the output shaft 67 are all horizontally arranged in the box body 61, the first input shaft 62 and the second input shaft 64 are respectively positioned at the left end and the right end above the output shaft 67, the first driving gear 63 is sleeved on the first input shaft 62, the second driving gear 65 is sleeved on the second input shaft 64, the first driven gear 66 and the second driven gear 68 are sleeved on the output shaft 67, the first driving gear 63 is meshed with the first driven gear 66, and the second driving gear 65 is meshed with the second driven gear 68.
the first input shaft 62, the first driving gear 63, the first driven gear 66 and the output shaft 67 form the low ~ speed reduction mechanism, the second input shaft 64, the second driving gear 65 and the second driven gear 68 form the high ~ speed reduction mechanism, the speed ratio of the first driving gear 63 to the first driven gear 66 is 10 ~ 18, the second speed ratio of the second driving gear 65 to the second driven gear 68 is 5 ~ 6, and the ratio of the reduction ratio of the high ~ speed reduction mechanism to the reduction ratio of the low ~ speed reduction mechanism is 1 (2 ~ 3).
A motor shaft of the first driving motor 3 is connected with an outer end of the first input shaft 62, and the first driving motor 3 is connected with the driving main battery 1 through the first integrated controller 2; a motor shaft of the second driving motor 5 is connected to an outer end of the second input shaft 64, and the second driving motor 5 is connected to the driving main battery 1 through the second integrated controller 4.
the utility model discloses a two motor drive system of electric automobile's theory of operation as follows:
in the preferred embodiment 1, the speed ratio of the first driving gear 63 to the first driven gear 66 is 2.2, and the speed ratio of the second driving gear 65 to the second driven gear 68 is 5.8, the calculated low gear speed reduction ratio is 2.2 × 5.8=12.76, the high gear speed reduction ratio is 5.8, and the empty vehicle is calculated according to 600 kg, then the first driving motor 3 in charge of the low gear can support the maximum speed per hour of 25 ~ 30 km, and the second driving motor 5 in charge of the high gear can support the speed per hour of 30 ~ 70 km.
it should be noted that, because the speed difference between the two motors is large, the bearing is selected in practical use in consideration of the carrying capacity of the idling speed. For example, the rated rotation speed of the motor is 3000, and when the vehicle runs at a high speed, the idle rotation speed of the first driving motor is likely to reach more than 6000 or even 10000 revolutions, so that the reliability of the adopted bearing structure needs to be ensured.
According to the above preferred embodiment, the utility model discloses a control method of electric automobile dual-motor drive system, including following step:
1 when a vehicle needs to start, a first integrated controller 2 and a second integrated controller 4 respectively monitor the rotating speeds of a first driving motor 3 and a second driving motor 5 to judge whether the vehicle is in a zero-speed starting state, if the vehicle is confirmed to be in the zero-speed starting state, the first integrated controller 2 controls the first driving motor 3 to be switched on, the first driving motor 3 obtains electric power from a driving main battery 1 through the first integrated controller 2, and at the moment, the second driving motor 5 is in a no-load power-off state;
The first driving motor 3 drives a first driving gear 63 to rotate through a first input shaft 62 connected with a motor shaft of the first driving motor, the first driving gear 63 drives a second input shaft 64 to rotate through a first driven gear 66 meshed with the first driving gear, the second input shaft 64 drags the second driving motor 5 to rotate on one hand, and simultaneously drives a second driving gear 65 arranged side by side with the first driven gear 66 to rotate on the other hand, and the first driven gear 66 finally drives an output shaft 67 to rotate at a low speed through a second driven gear 68 meshed with the first driven gear 66 to drive the vehicle to advance at a low speed;
2 when the vehicle needs to be shifted up, the first integrated controller 2 firstly determines whether the vehicle is in a continuous acceleration state by monitoring the rotating speed of the first driving motor 3, and if the vehicle is determined to be in the continuous acceleration state, the first integrated controller 2 continuously determines that the speed per hour of the vehicle is increased to a manual shift-up point V by monitoring the rotating speed of the first driving motor 3Hand liftOr automatic upshift points Vself-liftingManual upshift point Vhand liftAutomatic gear-up point V of 25 km/hself-liftingspecific set parameters can be adjusted according to actual drive test results when =30 km/h;
if the speed per hour of the vehicle is increased to the manual upshift point VHand liftAnd an automatic upshift point Vself-liftingIn the meantime, a driver needs to firstly release an electric switch, the first integrated controller 2 turns off the first driving motor 3, then the second integrated controller 4 turns on the second driving motor 5, the driver only needs to step on the electric switch again, the second driving motor 5 obtains electric power from the driving main battery 1 through the second integrated controller 4, and at the moment, the first driving motor 3 is in a no-load power-off state, and manual switching from a low gear to a high gear is completed;
If the speed per hour of the vehicle is increased to the automatic upshift point VSelf-liftingWhen the driver does not need to loosen the electric door, the first integrated controller 2 forcibly disconnects the first driving motor 3, and then the second integrated controller 4 automatically disconnects the second driving motor5, the second driving motor 5 is switched on, and immediately obtains electric power from the driving main battery 1 through the second integrated controller 4, at the moment, the first driving motor 3 is in a no-load power-off state, and forced switching from a low gear to a high gear is completed;
After the gear-up is completed, the second driving motor 5 drives the second input shaft 64 connected with the motor shaft thereof to rotate together, on one hand, the second input shaft 64 sequentially passes through the first driven gear 66, the first driving gear 63 and the first input shaft 62 to drag the first driving motor 3 to rotate, on the other hand, simultaneously sequentially passes through the second driving gear 65 and the second driven gear 68 to drive the output shaft 67 to rotate at a high speed, and the vehicle is driven to advance at a high speed;
3 when the vehicle needs to be downshifted, the second integrated controller 4 firstly determines whether the vehicle is in a continuous deceleration state by monitoring the rotating speed of the second driving motor 5, and if the vehicle is determined to be in the continuous deceleration state, the second integrated controller 4 continuously determines whether the speed per hour of the vehicle is reduced to a manual downshift point V by monitoring the rotating speed of the second driving motor 5Hand dropor automatic downshift point VSelf-descendingManual downshift point Vhand drop=30 km/h, automatic downshift point VSelf-descendingSpecific set parameters can be adjusted according to an actual drive test result when =25 km/h;
If the speed per hour of the vehicle is reduced to the manual downshift point VHand dropAnd an automatic downshift point VBetween self-descendingWhen the driver needs to loosen the electric door, the second integrated controller 4 disconnects the second driving motor 5, the first integrated controller 2 connects the first driving motor 3, the driver only needs to step on the electric door again, the first driving motor 3 obtains electric power from the driving main battery 1 again through the first integrated controller 2, and the second driving motor 5 is in a no-load power-off state again at the moment to complete manual switching from a high-speed gear to a low-speed gear;
if the speed per hour of the vehicle is reduced to the automatic downshift point VSelf-descendingWhen the driver does not need to loosen the electric door, the second integrated controller 4 forcibly disconnects the second driving motor 5Then, the first integrated controller 2 automatically switches on the first driving motor 3, the first driving motor 3 immediately obtains electric power from the driving main battery 1 through the first integrated controller 2 again, and at this time, the second driving motor 5 is in a no-load power-off state again, so that forced switching from a high-speed gear to a low-speed gear is completed;
after the downshift is completed, the first driving motor 3 drives the first driving gear 63 to rotate through the first input shaft 62, the first driving gear 63 drives the second input shaft 64 to rotate through the first driven gear 66, on one hand, the second driving motor 5 is dragged again by the second input shaft 64 to rotate, on the other hand, the second driving gear 65 is simultaneously driven again to rotate, and the first driven gear 66 finally drives the output shaft 67 to rotate at a low speed through the second driven gear 68 to again drive the vehicle to advance at a low speed;
4 when the vehicle needs to be backed, the first integrated controller 2 and the second integrated controller 4 respectively determine whether the vehicle is in a zero-speed starting state by monitoring the rotating speeds of the first driving motor 3 and the second driving motor 5, if the vehicle is determined to be in the zero-speed starting state, the first integrated controller 2 controls the first driving motor 3 to be switched on, the first driving motor 3 obtains electric power from the driving main battery 1 through the first integrated controller 2, and at the moment, the second driving motor 5 is in a no-load power-off state;
the first integrated controller 2 controls the first driving motor 3 to rotate reversely, the first driving motor 3 drives the first driving gear 63 to rotate through the first input shaft 62, the first driving gear 63 drives the second input shaft 64 to rotate through the first driven gear 66, the second input shaft 64 drives the second driving gear 65 to rotate, and the first driven gear 66 finally drives the output shaft 67 to rotate reversely at a low speed through the second driven gear 68 to drive the vehicle to move backwards at a low speed;
5 when the vehicle is in low-speed forward or low-speed backward movement, the first driving motor 3 drags the second driving motor 5 to rotate to generate electric power, and after the electric power is subjected to constant voltage through the second integrated controller 4, energy feedback is carried out on the driving main battery 1 according to a certain feedback proportion; when the vehicle is in high-speed forward movement, the second driving motor 5 drags the first driving motor 3 to rotate to generate electric power, and after the electric power is subjected to constant voltage through the first integrated controller 2, energy feedback is carried out on the driving main battery 1 according to a certain feedback proportion;
6 when the vehicle is in a downhill or free-rolling state, the output shaft 67 drags the first driving motor 3 and the second driving motor 5 to rotate at the same time, and considering that the two sets of motors are difficult to be completely coordinated in electric control, the basic feedback strategy is to perform energy feedback on the driving main battery 1 by the first driving motor 3 when the vehicle is running at a low speed, and perform energy feedback on the driving main battery 1 by the second driving motor 5 when the vehicle is running at a high speed;
And, need to insert the brake light with the energy feedback signal, the driver only need to step on the brake gently when the vehicle is downhill path or while freely rolling away, produce the brake light signal immediately, namely the energy feedback signal, and carry out the energy feedback, its specific tactics are as follows:
if the vehicle is in a low-speed downhill or free-rolling state, the second integrated controller 4 controls the second driving motor 5 to be turned off, and the first integrated controller 2 is responsible for performing energy feedback on the driving main battery 1 after the constant voltage of the electric power generated by dragging and rotating the first driving motor 3 is generated;
If the vehicle is in a high-speed downhill or free-sliding state, the first integrated controller 2 controls the first driving motor 3 to be turned off, and the second integrated controller 4 is responsible for performing energy feedback on the driving main battery 1 after the constant voltage of electric power generated by dragging and rotating the second driving motor 5 is achieved;
If the vehicle is in a steep downward slope state, if a condition exists, the first integrated controller 2 and the second integrated controller 4 may respectively perform energy feedback on the driving main battery 1 together after the first driving motor 3 and the second driving motor 5 perform dragging rotation to generate electric power with constant voltage;
And when the energy feedback starts, 30% of energy feedback is executed firstly, 50% of energy feedback is executed after delaying for 500 milliseconds, 80% of energy feedback is executed after delaying for 500 to 800 milliseconds, if the brake light signal is not eliminated after 800 milliseconds, 100% of energy feedback is executed, and the specific delay and execution details are finely adjusted according to the driving feeling of the actual drive test.
the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (7)
1. the double ~ motor driving system of the electric automobile is characterized by comprising a driving main battery (1), a first integrated controller (2), a first driving motor (3), a second integrated controller (4), a second driving motor (5) and a double ~ input reduction gearbox (6), wherein the double ~ input reduction gearbox (6) comprises a low ~ speed gear reduction mechanism and a high ~ speed gear reduction mechanism, the ratio difference between the reduction ratio of the low ~ speed gear reduction mechanism and the reduction ratio of the high ~ speed gear reduction mechanism is 2 ~ 3, a motor shaft of the first driving motor (3) is connected with the low ~ speed gear reduction mechanism of the double ~ input reduction gearbox (6), the first driving motor (3) is connected with the driving main battery (1) through the first integrated controller (2), a motor shaft of the second driving motor (5) is connected with the high ~ speed gear reduction mechanism of the double ~ input reduction gearbox (6), and the second driving motor (5) is connected with the driving main battery (1) through the second integrated controller (4).
2. the electric vehicle dual-motor driving system according to claim 1, characterized in that: the double-input reduction gearbox (6) consists of a box body (61), a first input shaft (62), a first driving gear (63), a second input shaft (64), a second driving gear (65), a first driven gear (66), an output shaft (67) and a second driven gear (68), wherein the first input shaft (62), the first driving gear (63), the second input shaft (64), the first driven gear (66), the second driving gear (65), the second driven gear (68) and the output shaft (67) form the low-gear reduction mechanism, and the second input shaft (64), the second driving gear (65) and the second driven gear (68) form the high-gear reduction mechanism;
The first input shaft (62), the second input shaft (64) and the output shaft (67) are sequentially and horizontally arranged in the box body (61) from top to bottom, one end of the first input shaft (62) is connected with a motor shaft of the first driving motor (3), and one end of the second input shaft (64) is connected with a motor shaft of the second driving motor (5);
the first driving gear (63) is sleeved on the first input shaft (62), the second driving gear (65) and the first driven gear (66) are sleeved on the second input shaft (64), the second driven gear (68) is sleeved on the output shaft (67), the first driving gear (63) is meshed with the first driven gear (66), the speed ratio of the first driving gear (63) to the first driven gear (66) is 2 ~ 3, the second driving gear (65) is meshed with the second driven gear (68), and the speed ratio of the second driving gear (65) to the second driven gear (68) is 5 ~ 6.
3. the electric vehicle dual-motor driving system according to claim 2, characterized in that: the speed ratio of the first driving gear (63) to the first driven gear (66) is 2.2, and the speed ratio of the second driving gear (65) to the second driven gear (68) is 5.8.
4. the electric vehicle dual-motor driving system according to claim 2, characterized in that: the first driving motor (3) and the second driving motor (5) are arranged on one side of the double-input reduction gearbox (6) side by side or are oppositely arranged on two sides of the double-input reduction gearbox (6).
5. The electric vehicle dual-motor driving system according to claim 1, characterized in that: the double-input reduction gearbox (6) consists of a box body (61), a first input shaft (62), a first driving gear (63), a second input shaft (64), a second driving gear (65), a first driven gear (66), an output shaft (67) and a second driven gear (68); wherein the first input shaft (62), the first driving gear (63), the first driven gear (66), and the output shaft (67) constitute the low-speed reduction mechanism, and the second input shaft (64), the second driving gear (65), and the second driven gear (68) constitute the high-speed reduction mechanism;
The first input shaft (62), the second input shaft (64) and the output shaft (67) are horizontally arranged in the box body (61), the first input shaft (62) and the second input shaft (64) are respectively positioned at the left end and the right end above the output shaft (67), the outer side end of the first input shaft (62) is connected with a motor shaft of the first driving motor (3), and the outer side end of the second input shaft (64) is connected with a motor shaft of the second driving motor (5);
the first driving gear (63) is sleeved on the first input shaft (62), the second driving gear (65) is sleeved on the second input shaft (64), the first driven gear (66) and the second driven gear (68) are sleeved on the output shaft (67), wherein the first driving gear (63) is meshed with the first driven gear (66), the speed ratio of the first driving gear (63) to the first driven gear (66) is 10 ~ 18, the second driving gear (65) is meshed with the second driven gear (68), and the second speed ratio of the second driving gear (65) to the second driven gear (68) is 5 ~ 6.
6. the electric vehicle dual-motor driving system according to any one of claims 2-5, characterized in that: the first input shaft (62) and the second input shaft (64) are respectively connected with motor shafts of the first driving motor (3) and the second driving motor (5) through spline sleeves.
7. The electric vehicle dual-motor drive system according to any one of claims 1 to 5, characterized in that: the driving main battery (1) is externally connected with an external charging system (7).
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109501568A (en) * | 2018-12-28 | 2019-03-22 | 樊朝晖 | A kind of electric car dual-motor drive system and its control method |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109501568A (en) * | 2018-12-28 | 2019-03-22 | 樊朝晖 | A kind of electric car dual-motor drive system and its control method |
| CN109501568B (en) * | 2018-12-28 | 2023-08-11 | 智一新能源发展有限公司 | Dual-motor driving system of electric automobile and control method thereof |
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Effective date of registration: 20210120 Address after: 213031 No.8 Xinke Road, Xinbei District, Changzhou City, Jiangsu Province Patentee after: Zhiyi New Energy Development Co.,Ltd. Address before: Room 406, building 2, xinshengxinyuan, Huqiu District, Suzhou City, Jiangsu Province Patentee before: Fan Chaohui |