CN211844090U - Double-motor driving device of four-wheel drive electric vehicle - Google Patents
Double-motor driving device of four-wheel drive electric vehicle Download PDFInfo
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- CN211844090U CN211844090U CN201922372364.3U CN201922372364U CN211844090U CN 211844090 U CN211844090 U CN 211844090U CN 201922372364 U CN201922372364 U CN 201922372364U CN 211844090 U CN211844090 U CN 211844090U
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- Y02T10/72—Electric energy management in electromobility
Abstract
The utility model discloses a two motor drive of four-wheel drive electric motor car device, including being used for providing the first electric drive assembly of drive power and being used for providing the second electric drive assembly of drive power to being in the second wheel with arranging the first wheel that is in with arranging, first electric drive assembly includes first driving motor, second electric drive assembly includes second driving motor, and first driving motor is PMSM, and second driving motor is the asynchronous machine that exchanges. The utility model discloses a two motor drive of four-wheel drive electric motor car need not to increase extra clutch or power coupling device, and the system is efficient, and simple structure is reliable, and is with low costs.
Description
Technical Field
The utility model belongs to the technical field of the new energy automobile, specifically speaking, the utility model relates to a bi-motor drive of four-wheel drive electric motor car.
Background
The market demand of pure electric vehicles gradually tends to large space and strong performance, the distribution amount of B-grade and C-grade passenger vehicles and medium-large-sized SUV products is continuously increased, the preparation quality of the B-grade and C-grade passenger vehicles is close to 2T and even exceeds 2T, and the power demand of a driving motor is also continuously increased. The single motor driving scheme that most motorcycle types adopted at present, motor power constantly increases, and volume and quality also constantly increase, and busbar voltage and electric current increase for use in full speed range, the actuating system is efficient, the energy consumption is high, increases the part and makes the degree of difficulty, improves defects such as manufacturing cost and is becoming obvious.
For a pure electric vehicle, a driving device has three main modes of a wheel edge motor, a hub motor and an independent motor assembly, wherein the wheel edge motor and the hub motor can cause adverse effects such as increase of vehicle spring load, low ground clearance and the like, and the hub motor also has the defects of low power density, limited braking performance and the like, so that the independent motor assembly is widely applied to the current pure electric vehicle market as the driving device, and the motor types of the driving device mainly include two types, namely a permanent magnet synchronous motor and an alternating current asynchronous motor.
At present, a double-motor driving scheme is adopted for a small number of high-end pure electric vehicle types, a double-alternating-current asynchronous motor or a permanent magnet synchronous motor with the same power is adopted, permanent magnet synchronous motors with different powers are adopted for individual vehicle types, and the total system efficiency of the double-alternating-current asynchronous motor is not higher than that of the permanent magnet synchronous motor; for a double-permanent magnet synchronous motor, the system is complex, one motor is high in driving efficiency under the high-speed and light-load driving working conditions, and the other motor needs to be additionally provided with a power clutch device to be disconnected so as to improve the total efficiency of the system, but the cost is increased.
In summary, the existing dual-motor driving scheme has the defects of complex system, high cost and low system efficiency, and is slow to popularize and apply.
SUMMERY OF THE UTILITY MODEL
The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a two motor drive of four-wheel drive electric motor car device, the purpose is the simplified structure, improves system efficiency.
In order to realize the purpose, the utility model discloses the technical scheme who takes does: the double-motor driving device of the four-wheel drive electric vehicle comprises a first electric driving assembly and a second electric driving assembly, wherein the first electric driving assembly is used for providing driving force for a first wheel in the same row, the second electric driving assembly is used for providing driving force for a second wheel in the same row, the first electric driving assembly comprises a first driving motor, the second electric driving assembly comprises a second driving motor, the first driving motor is a permanent magnet synchronous motor, and the second driving motor is an alternating current asynchronous motor.
The first electric drive assembly further comprises a first speed reducer connected with the first drive motor, the first speed reducer is connected with a first transmission shaft through a differential, the first wheel is arranged on the first transmission shaft, and the first drive motor and the first speed reducer are integrated into a whole.
The first electric drive assembly further comprises a motor controller, and the first drive motor is integrated with the first speed reducer and the motor controller.
The second electric drive assembly further comprises a second speed reducer connected with the second drive motor, the second speed reducer is connected with a second transmission shaft through a differential, the second wheel is arranged on the second transmission shaft, and the second drive motor and the second speed reducer are integrated into a whole.
The second electric drive assembly further comprises a motor controller, and the second drive motor is integrated with the second speed reducer and the motor controller.
The load of the first transmission shaft is greater than the load of the second transmission shaft.
When the electric vehicle is in a four-wheel drive working condition, the first driving motor and the second driving motor operate, the first electric driving assembly provides driving force for the two first wheels, and the second electric driving assembly provides driving force for the two second wheels.
When the electric vehicle is in a high-speed or light-load working condition, only the first driving motor operates, and the first electric driving assembly provides driving force for the two first wheels.
When the electric vehicle is in a four-wheel drive working condition, a VCU analyzes user operation requirements, synchronously acquires vehicle operation parameters, matches the vehicle operation parameters with system preset axle load parameters to calculate total vehicle required power and torque, and distributes output torque of the first electric drive assembly and the second electric drive assembly according to calibrated MAP (MAP) graphs of the first electric drive assembly and the second electric drive assembly.
When the total required power and the total required torque of the vehicle are judged to be in a light-load working condition, the total required torque is completely distributed to the first electric drive assembly, the output torque distributed to the second electric drive assembly is 0, and the second electric drive assembly slides in a no-load mode; when the first electric drive assembly is in failure and the second electric drive assembly can be driven normally, the VCU ensures that the highest back electromotive force peak voltage of the first electric drive assembly sliding does not exceed the voltage of the battery by limiting the highest vehicle speed of the vehicle and outputting torque to the second electric drive assembly, and simultaneously cuts off the power supply of a motor controller of the first electric drive assembly.
The utility model discloses a two motor drive of four-wheel drive electric motor car need not to increase extra clutch or power coupling device, and the system is efficient, and simple structure is reliable, and is with low costs.
Drawings
The description includes the following figures, the contents shown are respectively:
fig. 1 is a schematic structural view of a dual-motor driving device of the four-wheel drive electric vehicle of the present invention;
FIG. 2 is a schematic view showing the arrangement direction of the two motor driving devices and the space of the battery box;
FIG. 3 is a schematic view of a conventional dual-motor co-directional arrangement and a battery box space in the background art;
labeled as: 1. a first wheel; 2. a second wheel; 3. a first drive motor; 4. a second drive motor; 5. a first decelerator; 6. a second decelerator; 7. a battery box; 8. a power battery; 9. a first motor controller; 10. a second motor controller.
Detailed Description
The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings, for the purpose of helping those skilled in the art to understand more completely, accurately and deeply the conception and technical solution of the present invention, and to facilitate its implementation.
It should be noted that, in the following embodiments, the "first" and "second" do not represent an absolute distinction relationship in structure and/or function, nor represent a sequential execution order, but merely for convenience of description.
As shown in fig. 1 and fig. 2, the utility model provides a two motor drive of four-wheel drive electric motor car device, including being used for providing the first electric drive assembly of drive power and being used for providing the second electric drive assembly of drive power to being in the second wheel with arranging the first wheel that is in with arranging, first electric drive assembly includes first driving motor, and second electric drive assembly includes second driving motor, and first driving motor is PMSM, and second driving motor is the AC asynchronous machine.
Specifically, as shown in fig. 1 and 2, two first wheels are provided, two second wheels are provided, two first wheels are mounted on the first drive shaft, and two second wheels are mounted on the second drive shaft. When the first wheel is the front wheel of the electric vehicle, the second wheel is the rear wheel of the electric vehicle; on the contrary, when the first wheel is the rear wheel of the electric vehicle, the second wheel is the front wheel of the electric vehicle.
As shown in fig. 1 and 2, the first electric drive assembly further includes a first speed reducer connected to the first driving motor, the first speed reducer is connected to the first transmission shaft through a differential, the first wheel is disposed on the first transmission shaft, and the first driving motor and the first speed reducer are integrated into a whole. The second electric drive assembly further comprises a second speed reducer connected with a second drive motor, the second speed reducer is connected with a second transmission shaft through a differential, a second wheel is arranged on the second transmission shaft, and the second drive motor and the second speed reducer are integrated into a whole. Power battery and Battery Management System (BMS) are integrated in the battery box, and the battery box is arranged in vehicle middle part underfloor below, and power battery provides the electric energy for first driving motor and second driving motor, and four-wheel drive control system mainly comprises Vehicle Control Unit (VCU), front and back driving Motor Controller (MCU) and BMS through CAN communication connection.
As shown in fig. 1 and 2, the first electric drive assembly further includes a first motor controller, and the first drive motor is integrated with the first speed reducer and the first motor controller, or the first drive motor is integrated with the first motor controller. The second electric drive assembly further comprises a second motor controller, and the second drive motor is integrated with the second speed reducer and the second motor controller, or the second drive motor is integrated with the second motor controller. The two sets of electric drive assemblies are both motors and directly connected with the speed reducer, the differential mechanism in the speed reducer is directly connected with the transmission shaft, an additional clutch or a power coupling device is not needed, the system efficiency is high, the structure is simple and reliable, and the cost is low.
In the whole vehicle arrangement scheme, the conventional double-motor scheme adopts similar or even same-parameter drive assemblies, and in order to improve the flexible production degree of a supplier, the motor positions of the front and rear electric drive assemblies are arranged in the same direction towards the vehicle head or the vehicle tail relative to the position of the transmission shaft, so that the space of the battery box is influenced, the battery arrangement capacity and the driving range are reduced, and even the collision safety of the battery box is influenced (as shown in fig. 3). The utility model discloses in, two sets of electric drive assemblies of different grade type are chooseed for use to this scheme, do not have the influence to the flexible production degree of supplier, and when whole car was arranged, the motor position of front and back electric drive assembly, relative transmission shaft position were towards locomotive and rear of a vehicle side respectively, and battery box in the middle of the floor is arranged and is left more spaces and collision safety energy-absorbing district, has improved battery capacity and has arranged the rate and continue to travel the mileage. Specifically, as shown in fig. 1 and 2, the first transmission shaft and the second transmission shaft are located between the first driving motor and the second driving motor, a distance between the first transmission shaft and the second transmission shaft is smaller than a distance between the first driving motor and the second driving motor, the first driving motor is located at a front side of the first transmission shaft (i.e., a distance between the first driving motor and the front bumper is smaller than a distance between the first transmission shaft and the front bumper), and the second driving motor is located at a rear side of the second transmission shaft (i.e., a distance between the second driving motor and the rear bumper is smaller than a distance between the second transmission shaft and the rear bumper).
The driving power and the torque of the first electric drive assembly and the second electric drive assembly are simulated according to parameters such as the weight of the whole vehicle, the acceleration performance requirement, the axle load distribution and the like, after the total required power and the torque of the whole vehicle under different working conditions are determined, the power and the torque of the first electric drive assembly and the torque of the second electric drive assembly are confirmed by respectively selecting models, the parameters of the first electric drive assembly and the second electric drive assembly can be consistent or inconsistent, and if the parameters of the first electric drive assembly and the second electric drive assembly are inconsistent, the parameters of the first electric drive assembly are set to be larger than the parameters of the second electric drive. The first electric drive assembly and the second electric drive assembly have no fixed requirements on distribution of the front axle and the rear axle, can be flexibly arranged according to the total arrangement space and the axle load condition, and preferentially considers the arrangement of the first electric drive assembly at the position of a transmission shaft with large axle load, namely the load at the position of the first transmission shaft is greater than the load at the position of the second transmission shaft.
In the actual use process of the vehicle, the utilization rate of the conventional common driving working condition is far higher than that of the heavy-load high-power demand working condition such as rapid acceleration, four-wheel drive escaping and the like, namely, the two driving working conditions are more, in the conventional two sets of alternating current asynchronous motor driving schemes, the system efficiency is low, in the two sets of permanent magnet synchronous motor driving schemes, a clutch or a power coupling device needs to be added to one set of driving assembly, so that one motor is disconnected when the load is light, the system efficiency is improved, the system structure load is increased, the system cost is increased, and the system reliability is reduced.
The utility model discloses a first electric drive assembly is as acquiescence electric drive assembly, and when driving the operating mode four times, the drive is intervene simultaneously to first, second electric drive assembly, and when high-speed or light load operating mode, the drive is driven to acquiescence first electric drive assembly two, and second electric drive assembly withdraws from the operation. Specifically, when the electric vehicle is in a four-wheel drive working condition, the first driving motor and the second driving motor operate, the first electric driving assembly provides driving force for the two first wheels, and the second electric driving assembly provides driving force for the two second wheels. When the electric vehicle is in a high-speed or light-load working condition, only the first driving motor operates, and the first electric driving assembly provides driving force for the two first wheels.
When the electric Vehicle is in a four-wheel drive working condition, a VCU (Vehicle Control Unit) analyzes user operation requirements, synchronously acquires Vehicle operation parameters, matches the Vehicle operation parameters with preset shaft load parameters of the system to calculate total required power and torque of the Vehicle, and distributes output torque of the first electric drive assembly and the second electric drive assembly according to a calibrated MAP (namely a motor efficiency distribution diagram) of the first electric drive assembly and the second electric drive assembly.
In the control process, a VCU acquires signals such as gears, an accelerator and a brake and analyzes user operation requirements, the VCU synchronously acquires vehicle operation parameters through CAN communication, the vehicle operation parameters comprise signals such as gradient, wheel speed and BMS dischargeable power, the vehicle operation parameters are matched with system preset axle load parameters to calculate total vehicle required power and torque, then the first motor controller and the second motor controller receive torque instructions sent by the VCU and respond to and control the output torque of the first driving motor and the second driving motor according to calibrated optimal efficiency MAP joint analysis of the first electric driving assembly and the second electric driving assembly respectively.
When the total required power and the total required torque of the vehicle are judged to be in a light-load working condition, the total required torque is completely distributed to the first electric drive assembly, the output torque distributed to the second electric drive assembly is 0, and the second electric drive assembly slides in a no-load mode. When the first electric drive assembly is in failure and the second electric drive assembly can be driven normally, the VCU ensures that the highest back electromotive force peak voltage of the first electric drive assembly sliding does not exceed the battery voltage by limiting the maximum vehicle speed of the vehicle and outputting torque to the second electric drive assembly, and meanwhile, the BMS cuts off the power supply of the first motor controller of the first electric drive assembly.
When the electric vehicle is in a braking working condition, the energy recovery function is a standard function for the electric vehicle, in the conventional driving process, the braking deceleration of the electric vehicle generally does not exceed 0.3G, one motor can realize the electric braking deceleration and convert the deceleration kinetic energy into electric energy to charge a power battery, but the energy recovery rate is low because the highest efficiency interval of the single motor is limited. In the application, when the electric vehicle is in a braking working condition, due to the fact that two electric drive assemblies of different types, namely synchronous and asynchronous, are adopted, the high-efficiency working area keeps respective independence, energy recovery is mainly completed by a first electric drive assembly in a default mode, but when the recoverable power is larger than the optimal recovery interval (taking calibration parameters as reference) of the first electric drive assembly, the VCU comprehensively distributes power braking feedback torque instructions to the first motor controller and the second motor controller through the CAN bus, and the energy recovery efficiency of the whole vehicle is improved; in addition, the VCU distributes the maximum allowable braking torque to the first motor controller and the second motor controller respectively when the VCU receives the fault or failure of the brake system or analyzes and judges that the vehicle is braked emergently through the depth of the brake pedal and the deceleration of the vehicle, so that the vehicle can realize four-wheel electric braking, and the braking safety of the vehicle is improved.
The utility model discloses a two motor drive of four-wheel drive electric motor car has following advantage:
1. the electric four-wheel drive double-electric drive assembly scheme is not limited in that the electric drive assembly is of an integrated structure or a split structure, the motor is directly connected with the speed reducer, and compared with a double-permanent magnet synchronous motor scheme, an additional clutch or a power coupling device is not needed, so that the system is high in efficiency, simple and reliable in structure and low in cost;
2. the double-motor scheme is that a set of permanent magnet synchronous motor and a set of alternating current asynchronous motor are independent respectively, in the total arrangement scheme, the arrangement space of the battery box can be utilized to the maximum extent, the arrangement capacity and the driving range of the battery are effectively increased, the collision energy absorption area of the battery box is increased, and the collision safety of the battery box is improved;
3. the scheme adopts the permanent magnet synchronous motor as a default electric drive assembly, the alternating current asynchronous electric drive assembly intervenes in four-wheel drive in due time according to the conditions of load, four-wheel drive driving requirements and the like, and compared with a double-alternating current asynchronous electric drive assembly scheme, the system has higher efficiency, and compared with a double-permanent magnet synchronous electric drive assembly scheme, when the alternating current asynchronous motor does not intervene in drive, namely slides, counter electromotive force and braking torque can not be generated, the problem that the generated electric energy flows backwards to the battery to influence the battery and the BMS can not be generated, and the system is simple and reliable and has lower;
4. the conventional double-motor drive assemblies are of the same type and power, the torque of the drive assemblies before and after torque distribution is simple and rough, the total required torque of the whole vehicle is averagely divided into two parts, and the maximization of the system efficiency is not facilitated in different driving working conditions; compared with the prior art, after the VCU analyzes the total required power and torque of the whole vehicle, different driving torques and powers are distributed according to the optimal efficiency MAP of the permanent magnet synchronous electric driving assembly and the alternating current asynchronous electric driving assembly, so that the efficiency of the two electric driving assemblies is improved, namely the energy utilization rate of a driving system of the whole vehicle is improved;
5. the system adopts two different types of electric drive assemblies, namely permanent magnet synchronous and alternating current asynchronous, so that not only are independent high-efficiency working areas ensured, but also the high-efficiency area of double-motor combined drive is improved, the energy utilization rate of the system is improved during driving, and the energy recovery efficiency of the system is improved during energy recovery; under working conditions such as failure or invalidation of a brake system, four-wheel electric braking can be efficiently realized, and the safety of the vehicle is improved;
6. the double-motor four-wheel drive system is a platform scheme, can be suitable for pure electric vehicles and extended range electric vehicles, can be suitable for four-wheel drive passenger vehicles and light logistics vehicles, and can be used as a reference for hybrid vehicle models similar to front and rear electric drive structural schemes.
The invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited by the above-described manner. Various insubstantial improvements are made by adopting the method conception and the technical proposal of the utility model; or without improvement, the above conception and technical solution of the present invention can be directly applied to other occasions, all within the protection scope of the present invention.
Claims (6)
1. The double-motor driving device of the four-wheel drive electric vehicle comprises a first electric driving assembly for providing driving force for a first wheel in the same row and a second electric driving assembly for providing driving force for a second wheel in the same row, and is characterized in that: the first electric drive assembly comprises a first drive motor, the second electric drive assembly comprises a second drive motor, the first drive motor is a permanent magnet synchronous motor, and the second drive motor is an alternating current asynchronous motor.
2. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 1, wherein: the first electric drive assembly further comprises a first speed reducer connected with the first drive motor, the first speed reducer is connected with a first transmission shaft through a differential, the first wheel is arranged on the first transmission shaft, and the first drive motor and the first speed reducer are integrated into a whole.
3. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 2, wherein: the first electric drive assembly further comprises a motor controller, and the first drive motor is integrated with the first speed reducer and the motor controller.
4. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 2, wherein: the second electric drive assembly further comprises a second speed reducer connected with the second drive motor, the second speed reducer is connected with a second transmission shaft through a differential, the second wheel is arranged on the second transmission shaft, and the second drive motor and the second speed reducer are integrated into a whole.
5. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 4, wherein: the second electric drive assembly further comprises a motor controller, and the second drive motor is integrated with the second speed reducer and the motor controller.
6. The dual motor driving apparatus of a four-wheel drive electric vehicle according to claim 4, wherein: the load of the first transmission shaft is greater than the load of the second transmission shaft.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201922372364.3U CN211844090U (en) | 2019-12-26 | 2019-12-26 | Double-motor driving device of four-wheel drive electric vehicle |
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| CN201922372364.3U CN211844090U (en) | 2019-12-26 | 2019-12-26 | Double-motor driving device of four-wheel drive electric vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113320400A (en) * | 2021-06-29 | 2021-08-31 | 重庆长安汽车股份有限公司 | Electric vehicle four-wheel drive torque distribution method and system and vehicle |
| CN114179783A (en) * | 2021-12-21 | 2022-03-15 | 安徽江淮汽车集团股份有限公司 | Hybrid vehicle power control method and hybrid vehicle |
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2019
- 2019-12-26 CN CN201922372364.3U patent/CN211844090U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113320400A (en) * | 2021-06-29 | 2021-08-31 | 重庆长安汽车股份有限公司 | Electric vehicle four-wheel drive torque distribution method and system and vehicle |
| CN113320400B (en) * | 2021-06-29 | 2022-10-11 | 重庆长安汽车股份有限公司 | Electric vehicle four-wheel drive torque distribution method and system and vehicle |
| CN114179783A (en) * | 2021-12-21 | 2022-03-15 | 安徽江淮汽车集团股份有限公司 | Hybrid vehicle power control method and hybrid vehicle |
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Denomination of utility model: Double motor drive device of 4WD Electric Vehicle Effective date of registration: 20220713 Granted publication date: 20201103 Pledgee: Yibin Development Holding Group Co.,Ltd. Pledgor: YIBIN COWIN AUTO Co.,Ltd. Registration number: Y2022510000190 |
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Date of cancellation: 20230809 Granted publication date: 20201103 Pledgee: Yibin Development Holding Group Co.,Ltd. Pledgor: YIBIN COWIN AUTO Co.,Ltd. Registration number: Y2022510000190 |
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Denomination of utility model: Dual motor drive device for four-wheel drive electric vehicles Granted publication date: 20201103 Pledgee: Yibin Development Holding Group Co.,Ltd. Pledgor: YIBIN COWIN AUTO Co.,Ltd. Registration number: Y2024510000007 |
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