CN214295592U - Series double-motor power system - Google Patents
Series double-motor power system Download PDFInfo
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- CN214295592U CN214295592U CN202023112894.3U CN202023112894U CN214295592U CN 214295592 U CN214295592 U CN 214295592U CN 202023112894 U CN202023112894 U CN 202023112894U CN 214295592 U CN214295592 U CN 214295592U
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- drive motor
- axle
- transmission shaft
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- driving motor
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- 230000005540 biological transmission Effects 0.000 claims abstract description 36
- 230000009977 dual effect Effects 0.000 claims 1
- 238000005265 energy consumption Methods 0.000 description 6
- 239000000725 suspension Substances 0.000 description 5
- 238000006243 chemical reaction Methods 0.000 description 4
- 230000035558 fertility Effects 0.000 description 3
- 239000000446 fuel Substances 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
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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
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- Electric Propulsion And Braking For Vehicles (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
The utility model discloses a two motor power systems of series connection, including front drive axle, front axle transmission shaft, front drive motor, intermediate junction spare, back driving motor, rear axle transmission shaft, back drive axle, front drive motor controller, back driving motor controller, vehicle control unit, the one end of front axle transmission shaft with front drive axle connects, the other end with front drive motor connects, the one end of rear axle transmission shaft with back driving axle connects, the other end with back driving motor connects, intermediate junction spare both ends respectively with front drive motor, back driving motor connect, front drive motor controller with front drive motor connects, back driving motor controller with back driving motor connects, vehicle control unit with front drive motor controller, back driving motor controller connect.
Description
Technical Field
The utility model relates to a driving system technical field, in particular to two motor driving systems of series connection.
Background
The existing pure electric engineering machinery, loader, heavy truck, mine truck and other walking driving systems mainly have three types:
1. a traveling motor is adopted to replace a direct combination of a crude fuel engine and a torque converter or a gearbox assembly on a crude fuel vehicle, the technical difficulty of the system is low, but the efficiency of the torque converter or the gearbox is low, the energy consumption of the technical route is high, and the endurance of the whole engine is poor.
2. A kind of adoption cancels torque converter and change-speed gear box, a walking electrical machinery direct connection has transfer case or specialized speed change gear of one pair of delivery outlets, this kind of technical route is simple, reliable than the installation of the first system, the energy consumption reduces to some extent, but this structure has the transmission efficiency low, the reliability is not high, the energy consumption is big, etc. shortcoming.
3. A walking drive adopts the bi-motor, and front and back axle motor, front and back gear box link to each other with the front and back axle through the transmission shaft respectively, and this kind of technical route can realize under some operating modes that front axle motor or rear axle motor become the shutdown state, reduces the energy consumption of complete machine, improves duration (really use the transmission system of a pure electric loader that novel patent ZL202020217991.X as an example), nevertheless will appear the power not enough problem when certain operating mode front wheel or rear wheel skids.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to prior art's the aforesaid is not enough and the defect, provides a two motor driving systems of establishing ties to solve the transmission inefficiency that the above-mentioned first, second kind single file driving system brought, the reliability is not high, the big scheduling problem of energy consumption, and the wheel of the above-mentioned third kind two motor driving system of walking skids, the not enough problem of power.
The utility model provides a technical problem can adopt following technical scheme to realize:
series connection double motor power system, including front drive axle, front axle transmission shaft, front drive motor, intermediate junction spare, back driving motor, rear axle transmission shaft, rear drive axle, front drive motor controller, back driving motor controller, vehicle control unit, the one end of front axle transmission shaft with the front drive axle is connected, the other end with the front drive motor is connected, the one end of rear axle transmission shaft with the rear drive axle is connected, the other end with the back driving motor is connected, the both ends of intermediate junction spare respectively with front drive motor, back driving motor are connected, front drive motor controller with the front drive motor is connected, back driving motor controller with the back driving motor is connected, vehicle control unit with front drive motor controller, back driving motor controller are connected.
In a preferred embodiment of the invention, the intermediate connection comprises an intermediate transmission shaft or a spline.
In the utility model discloses a preferred embodiment, vehicle control unit sends whole car demand torque instruction for front drive motor controller and rear drive motor controller through the CAN communication, and drive motor output torque before front drive motor controller control, drive motor output torque behind the rear drive motor controller control.
In a preferred embodiment of the present invention, when the front driving motor and the rear driving motor land on the ground simultaneously at the front wheel and the rear wheel of the vehicle, the front driving motor and the rear driving motor output torque simultaneously to drive the vehicle to walk.
The utility model discloses a preferred embodiment, after vehicle control unit sent whole car demand torque instruction, driving motor controller and back driving motor controller were according to current motor speed and demand moment of torsion size before the dynamic allocation driving motor and back driving motor output torque size, made two motor comprehensive energy conversion efficiency reach the biggest to reach the mesh of sparingly putting in order the car energy consumption.
The utility model discloses a preferred embodiment, when the rear wheel grip ground power is not enough, rear drive motor passes through intermediate junction spare, front drive motor, front axle transmission shaft, front drive axle, gives the front wheel because of the not enough power loss compensation that leads to of rear wheel grip ground power, and the total output torque of vehicle front and rear wheels can not be because of the rear wheel grip ground power not enough and reduce this moment.
The utility model discloses a preferred embodiment, when the land fertility is grabbed to the front wheel is not enough, the front driving motor passes through intermediate junction spare, rear drive motor, rear axle transmission shaft, rear drive axle, compensates for the power loss that leads to because of the front wheel is grabbed the land fertility not enough for the rear wheel, and the total output torque of vehicle front and rear wheels can not be grabbed the land fertility because of the front wheel and not enough reduce this moment.
The utility model discloses a preferred embodiment, when the vehicle rear wheel is unsettled, rear drive motor passes through intermediate junction spare, front drive motor, front axle transmission shaft, front drive axle, gives the front wheel because of the unsettled unable transmission moment of torsion full compensation of the rear wheel that leads to of rear wheel, and the vehicle front wheel output this moment: the torque of the front driving motor and the torque of the rear driving motor are added, and the total output torque of the vehicle cannot be reduced due to the suspension of the rear wheels.
The utility model discloses a preferred embodiment, when the vehicle front wheel was unsettled, the front driving motor passed through intermediate junction spare, rear drive motor, rear axle transmission shaft, rear drive axle, all compensated the unable transmission moment of torsion of rear wheel because of the unsettled leading to of front wheel for the rear wheel, the vehicle rear wheel output this moment: the torque of the front driving motor is added with the torque of the rear driving motor, and the total output torque of the vehicle cannot be reduced due to the suspension of the front wheels.
Due to the adoption of the technical scheme, the system of the utility model distributes power by the main motor controller according to the torque command sent by the vehicle control unit, and the two motors respectively execute the power distribution; the double motors are coaxial, any single motor can independently output double motor torque to the connected drive axle, and the double-motor torque generator comprises: the torque is large, the power is double output, the high-efficiency interval is large, and the rated power range covers 50-300 kw. The utility model discloses not only solve wheel that double-walking motor disalignment caused in the past and skid, the not enough problem of power, the motor directly drives moreover, does not have gear drive structures such as gearbox, no reduction gear for system's structure is simpler, the fault rate is lower, optimizes efficiency through the torque distribution.
Drawings
Fig. 1 is a schematic structural diagram of an embodiment of the present invention.
Fig. 2 is an efficiency map of each motor drive system of the present invention.
Detailed Description
In order to make the technical means, creation features, achievement purposes and functions of the present invention easy to understand, the present invention is further explained below.
Referring to fig. 1, the series dual-motor power system includes a front drive axle 10, a front axle transmission shaft 20, a front drive motor 30, an intermediate connection member 40, a rear drive motor 50, a rear axle transmission shaft 60, a rear drive axle 70, a front drive motor controller 80, a rear drive motor controller 90, and a vehicle controller 100. The front axle propeller shaft 20 has one end connected to the front transaxle 10 and the other end connected to the front drive motor 30. One end of the rear axle drive shaft 60 is connected to the rear drive axle 70, and the other end is connected to the rear drive motor 50. Two ends of the middle connecting piece 40 are respectively connected with the front driving motor 30 and the rear driving motor 50, and the middle connecting piece 40 is a middle transmission shaft or a spline. The front drive motor controller 80 is connected to the front drive motor 30, the rear drive motor controller 90 is connected to the rear drive motor 70, and the vehicle controller 100 is connected to the front drive motor controller 80 and the rear drive motor controller 90.
The vehicle control unit 100 sends a vehicle demand torque instruction to the front drive motor controller 80 and the rear drive motor controller 90 through CAN communication, the front drive motor controller 80 controls the front drive motor 30 to output torque, and the rear drive motor controller 90 controls the rear drive motor 70 to output torque.
When the front driving motor 30 and the rear driving motor 50 land on the ground at the same time of the front wheels 11 and the rear wheels 71 of the loader, the front driving motor 30 and the rear driving motor 50 output torque at the same time to drive the vehicle to run.
When the grip of the rear wheels 71 is insufficient, the rear driving motor 50 compensates the power loss caused by the insufficient grip of the rear wheels 71 to the front wheels 11 through the intermediate transmission shaft or spline, the front driving motor 30, the front axle transmission shaft 20, and the front drive axle 10. At this time, the total output torque of the front and rear wheels of the vehicle is not reduced due to insufficient grip of the rear wheels 71.
When the grip of the front wheel 11 is insufficient, the front drive motor 30 compensates the power loss caused by the insufficient grip of the front wheel 11 to the rear wheel 71 through the intermediate transmission shaft or spline, the rear drive motor 50, the rear axle transmission shaft 60, and the rear drive axle 70. At this time, the total output torque of the front and rear wheels of the vehicle is not reduced due to insufficient grip of the front wheels 11.
When the rear wheels 71 of the vehicle are suspended, the rear drive motor 50 compensates all the torque which cannot be transmitted to the rear wheels due to the suspension of the rear wheels 71 to the front wheels 11 through the intermediate transmission shaft or spline, the front drive motor 30, the front axle transmission shaft 20 and the front drive axle 10. The vehicle front wheel outputs at this time: the torque of the front drive motor 30 plus the torque of the rear drive motor 50, the total vehicle output torque is not reduced by the rear wheels 71 being suspended.
When the front wheel 11 of the vehicle is suspended, the front drive motor 30 compensates all the torque which cannot be transmitted to the rear wheel due to the suspension of the front wheel 11 to the rear wheel 71 through the intermediate transmission shaft or spline, the rear drive motor 50, the rear axle transmission shaft 60 and the rear drive axle 70. The vehicle rear wheel outputs at this time: the torque of the front drive motor 30 plus the torque of the rear drive motor 50, the total vehicle output torque is not reduced by the suspension of the front wheels 11.
As can be seen from fig. 2, the energy conversion efficiency of each driving motor is different under different torques and rotating speeds, which is determined by the characteristics of the motor. The utility model discloses a driving motor controller algorithm, this algorithm program through Matlab-simulink, look up the table through the two-dimentional, according to torque, the current motor speed that current vehicle control unit 100 requested, find out the moment of torsion that preceding driving motor 30 needs to be exported, and back driving motor 50's output torque is: the total required torque is the torque of the front driving motor, so that the energy conversion efficiency of each driving motor can be improved by distributing the torques of the front driving motor and the rear driving motor, and the aim of improving the overall driving efficiency is fulfilled. The following is further illustrated by way of example: when the motor rotation speed is 1500rpm, the hybrid controller 100 requests 300Nm torque. If not the utility model discloses the corresponding algorithm of driving motor controller, then 150Nm moments of torsion are exported respectively to front driving motor 30 and back driving motor 50, and front driving motor 30 is 89% with back driving motor 50's efficiency, and total efficiency still is 89%. Through the utility model discloses the corresponding algorithm of driving motor controller, the front driving motor output 300Nm moment of torsion, back driving motor 50 shuts down and does not export, then total efficiency is 95%. Through the utility model discloses the corresponding algorithm of driving motor controller just is based on the utility model discloses the actuating system structure can promote total energy conversion efficiency 6%.
The basic principles and main features of the invention and the advantages of the invention have been shown and described above. It will be understood by those skilled in the art that the present invention is not limited to the above embodiments, and that the foregoing embodiments and descriptions are provided only to illustrate the principles of the present invention without departing from the spirit and scope of the present invention. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (4)
1. The series double-motor power system is characterized by comprising a front drive axle, a front axle transmission shaft, a front drive motor, an intermediate connecting piece, a rear drive motor, a rear axle transmission shaft, a rear drive axle, a front drive motor controller, a rear drive motor controller and a whole vehicle controller, wherein one end of the front axle transmission shaft is connected with the front drive axle, the other end of the front axle transmission shaft is connected with the front drive motor, one end of the rear axle transmission shaft is connected with the rear drive axle, the other end of the rear axle transmission shaft is connected with the rear drive motor, two ends of the intermediate connecting piece are respectively connected with the front drive motor and the rear drive motor, the front drive motor controller is connected with the front drive motor, the rear drive motor controller is connected with the rear drive motor, and the whole vehicle controller is connected with the front drive motor controller and the rear drive motor controller.
2. A series dual motor power system as claimed in claim 1, wherein said intermediate connection comprises an intermediate drive shaft or spline.
3. The series connection dual-motor power system of claim 1, wherein the vehicle controller sends a vehicle demand torque command to the front drive motor controller and the rear drive motor controller through CAN communication, the front drive motor controller controls the output torque of the front drive motor, and the rear drive motor controller controls the output torque of the rear drive motor.
4. The series dual-motor power system as claimed in claim 1, wherein the front driving motor and the rear driving motor output torque simultaneously to drive the vehicle to walk when the front wheel and the rear wheel of the vehicle are grounded simultaneously.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023112894.3U CN214295592U (en) | 2020-12-22 | 2020-12-22 | Series double-motor power system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023112894.3U CN214295592U (en) | 2020-12-22 | 2020-12-22 | Series double-motor power system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214295592U true CN214295592U (en) | 2021-09-28 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202023112894.3U Expired - Fee Related CN214295592U (en) | 2020-12-22 | 2020-12-22 | Series double-motor power system |
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| Country | Link |
|---|---|
| CN (1) | CN214295592U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112519595A (en) * | 2020-12-22 | 2021-03-19 | 上海鑫国动力科技有限公司 | Series double-motor power system |
-
2020
- 2020-12-22 CN CN202023112894.3U patent/CN214295592U/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112519595A (en) * | 2020-12-22 | 2021-03-19 | 上海鑫国动力科技有限公司 | Series double-motor power system |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20210928 |
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| CF01 | Termination of patent right due to non-payment of annual fee |