CN217649301U - Electric vehicle - Google Patents
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- CN217649301U CN217649301U CN202220644717.XU CN202220644717U CN217649301U CN 217649301 U CN217649301 U CN 217649301U CN 202220644717 U CN202220644717 U CN 202220644717U CN 217649301 U CN217649301 U CN 217649301U
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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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Abstract
The application discloses an electric vehicle. The electric vehicle includes: a drive controller; and a plurality of transaxles are connected with drive controller respectively, and drive controller is used for controlling a plurality of transaxles to shift gears this application is connected a plurality of transaxles of electric vehicle with drive controller respectively, and a drive controller is shared to a plurality of transaxles, and drive controller is used for controlling a plurality of transaxles to shift gears, has simplified control logic for the system is more reliable and more stable, has reduced the condition that produces the trouble, and the structure is simpler, and occupation space is littleer.
Description
Technical Field
The application relates to the technical field of vehicle control, in particular to an electric vehicle.
Background
Under the promotion of multiple factors such as energy conservation and environmental protection, new energy regeneration of vehicles is a great trend, and the greenization of the fields of large-scale commercial vehicles and engineering machinery is further developed gradually. At present, a drive system on an electric vehicle has a drive type with a double electric drive axle. When the electric vehicle runs, the two electric drive axles are controlled by a controller of the whole vehicle and independent controllers of the two electric drive axles. The electric drive axle in the prior art has a complex structure, whether gear shifting action is carried out is related to a vehicle controller and each drive axle controller, logical judgment is carried out according to a plurality of control modules, so that more logical judgment links are caused, faults are easy to generate, the structure is complex, and the occupied space is large.
SUMMERY OF THE UTILITY MODEL
An object of the embodiment of the present application is to provide an electric vehicle, so as to solve the problems that the electric drive axle in the prior art is complex in structure, occupies a large space, and is prone to malfunction.
In order to achieve the above object, the present application provides an electric vehicle including:
a drive controller; and
and the driving axles are respectively connected with the driving controller, and the driving controller is used for controlling the driving axles to shift gears.
In an embodiment of the present application, each of the plurality of transaxles includes:
the motor is electrically connected with the driving controller and used for providing power for the electric vehicle;
the gearbox is in driving connection with the motor and used for changing the gear of the electric vehicle;
and the differential is meshed with the gearbox and used for realizing power splitting.
In the embodiment of the application, the transmission parameters of the plurality of driving axles are the same.
In the embodiment of the present application, the transmission parameters of the plurality of driving axles include:
the motor power parameters, the gear position number of the transmission, the speed ratio of the transmission and the speed ratio of the differential.
In this application embodiment, the plurality of driving axles include a first driving axle and a second driving axle, and the first driving axle and the second driving axle are in a rotationally symmetric staggered distribution.
In an embodiment of the present application, an electric vehicle includes a first tire and a second tire that are symmetrically arranged; the first drive axle is used for driving the first tire and the second tire;
the first drive axle comprises a first motor, a first gearbox and a first differential;
the first motor is electrically connected with the driving controller;
the first gearbox is in driving connection with the first motor;
the first end of the first differential is meshed with the first gearbox, the second end of the first differential is connected with the first tire shaft, and the third end of the first differential is connected with the second tire shaft.
In the embodiment of the present application, the electric vehicle includes a third tire and a fourth tire that are symmetrically arranged; the second drive axle is used for driving a third tire and a fourth tire;
the second drive axle comprises a second motor, a second gearbox and a second differential;
the second motor is electrically connected with the driving controller;
the second gearbox is in driving connection with a second motor;
the first end of the second differential mechanism is meshed with the second gearbox, the second end of the second differential mechanism is connected with the third tyre shaft, and the third end of the second differential mechanism is connected with the fourth tyre shaft.
In an embodiment of the present application, a first differential is coupled to the first and second tire shafts by a first axle assembly; the second differential is connected with a third tire and a fourth tire shaft through a second shaft assembly; the first drive axle and the second drive axle are oppositely arranged in the area between the first shaft assembly and the second shaft assembly.
In the embodiment of the present application, the first drive axle and the second drive axle are respectively close to one and the other of the two sides of the electric vehicle.
In the embodiments of the application, the differential is engaged with the gearbox by means of parallel-axis gears and/or planetary row gears.
Through above-mentioned technical scheme, be connected electric vehicle's a plurality of transaxles with drive controller respectively, a drive controller is used for controlling a plurality of transaxles to shift to a plurality of transaxles sharing, has simplified control logic for the system is more reliable and more stable, has reduced the condition that produces the trouble, and the structure is simpler, and occupation space is littleer.
Additional features and advantages of embodiments of the present application will be described in detail in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the embodiments of the disclosure, but are not intended to limit the embodiments of the disclosure. In the drawings:
fig. 1 schematically shows a structural schematic diagram of a tandem axle electric vehicle according to an embodiment of the present application.
Description of the reference numerals
1. Drive controller 2 first drive axle
3. Second drive axle 21 first motor
22. First gearbox 23 first differential
31. Second electric machine 32 second gearbox
33. Second differential 41 first tire
42. Second tire 43 third tire
44. Fourth tire 51 first axle Assembly
52. Second shaft assembly
Detailed Description
To make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it should be understood that the specific embodiments described herein are only used for illustrating and explaining the embodiments of the present application and are not used for limiting the embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that if directional indications (such as up, down, left, right, front, back, 8230; \8230;) are referred to in the embodiments of the present application, the directional indications are only used to explain the relative positional relationship between the components, the motion situation, etc. in a specific posture (as shown in the attached drawings), and if the specific posture is changed, the directional indications are correspondingly changed.
In addition, if there is a description of "first", "second", etc. in the embodiments of the present application, the description of "first", "second", etc. is for descriptive purposes only and is not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, technical solutions between the embodiments may be combined with each other, but must be based on the realization of the technical solutions by a person skilled in the art, and when the technical solutions are contradictory to each other or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope claimed in the present application.
In the electric vehicle in the prior art, a controller of a whole vehicle and independent controllers of two electric drive axles control the two electric drive axles. The electric drive axle is complex in structure, whether gear shifting action is carried out or not is related to the whole vehicle controller and each drive axle controller, logical judgment is carried out according to the control modules, the logical judgment links are multiple, faults are easy to occur, the structure is complex, and the occupied space is large. In order to solve the problems that the electric drive axle in the prior art is complex in structure, large in occupied space and easy to generate faults, the embodiment of the application provides an electric vehicle, which may include:
a drive controller; and
and the drive axles are respectively connected with the drive controller, and the drive controller is used for controlling the drive axles to shift gears.
In the embodiment of the present application, a drive controller of an electric vehicle is used for a controller that controls a transaxle to perform shifting. The embodiment of the application connects a plurality of drive axles of the electric vehicle with the drive controller respectively (namely, the drive axles are connected in parallel), and the drive controller is shared by the plurality of drive axles. Therefore, the control logic is simplified, the system is more stable and reliable, the fault condition is reduced, the structure is simpler, and the occupied space is smaller.
In an embodiment of the present application, a drive axle of the plurality of drive axles may include:
the motor is electrically connected with the driving controller and used for providing power for the electric vehicle;
the gearbox is in driving connection with the motor and used for changing the gear of the electric vehicle;
and the differential is meshed with the gearbox and used for realizing power splitting.
Specifically, each drive axle includes an electric motor, a transmission, and a differential. The motor drive controller is electrically connected and can provide power for the electric vehicle; the gearbox is in driving connection with the motor so as to change the gear of the electric vehicle; the differential is meshed with the gearbox and is also connected with a pair of symmetrically arranged tire shafts for realizing power splitting.
In an embodiment of the application, the differential may be engaged with the gearbox by means of parallel-axis gears and/or planetary row gears. For example, the differential may mesh with the gearbox only through the parallel shaft gears, or the differential may mesh with the gearbox only through the planet row gears, or the differential may mesh with the gearbox through the parallel shaft gears and the planet row gears, for example. It should be noted that the manner in which the differential and the transmission case mesh in the embodiments of the present application is not limited to the manner set forth in the above embodiments. The connection between the electric machine, the gearbox and the differential is not limited to the way set forth in the above embodiments.
In the embodiment of the application, the transmission parameters of a plurality of driving axles are the same.
In an embodiment of the present application, the transmission parameters of the plurality of driving axles may include:
motor power parameters, gear positions of a gearbox, speed ratio of the gearbox and speed ratio of a differential.
In the embodiment of the application, the transmission parameters of the plurality of driving axles are the same. The transmission parameters of the multiple drive axles are symmetrically arranged, so that the power output control of the multiple drive axles is consistent, and therefore in the running process of the vehicle, the transmission parameters such as motor power parameters, gear positions of a gearbox, speed ratios of the gearbox, speed ratios of a differential and the like are consistent, and gear shifting points of the multiple drive axles determined according to the speed, gradient, required torque and the like of the whole vehicle are also consistent. The gear shifting steps and actions of the multiple drive axles are the same as observed from the multiple drive axles, and only in the gear shifting process of the multiple drive axles, the gear shifting steps and actions are sequential in time. During normal driving, except during vehicle shifting times, a consistent speed and torque must be output at the same time. In order to make the control program and logic of the multiple parallel drive bridges clear, simple, convenient, stable and reliable, the multiple drive bridges can share one control program and logic, and a corresponding number of signal input and output interfaces are reserved to respectively control the multiple drive bridges. For example, two sets of signal input/output ports can be reserved for two drive axles. In the gear shifting process, the input and output signal values of the multiple sets of ports are completely the same, and only the time sequence exists. In other normal driving processes, the signal values input and output by the plurality of sets of ports are completely the same at the same time.
Fig. 1 schematically shows a structural schematic diagram of a tandem axle electric vehicle according to an embodiment of the present application. Fig. 1 illustrates an example in which an electric vehicle includes two driving axles, as shown in fig. 1, in this embodiment, a plurality of driving axles may include a first driving axle and a second driving axle, and thus, the electric vehicle may include a driving controller 1, a first driving axle 2, and a second driving axle 3, and the first driving axle 2 and the second driving axle 3 are distributed in a rotationally symmetric staggered manner, so as to save a chassis layout space. And the transmission parameters of the first drive axle 2 and the second drive axle 3 are the same. For example, the first drive axle 2 and the second drive axle 3 have the same motor power parameters, transmission gears and speed ratios, differential speed ratios, and other power transmission parameters. Therefore, the consistency of the power output control of the two driving axles is ensured, and the control programs and logics of the two driving axles are clear, simple, convenient, stable and reliable.
In the embodiment of the present application, the electric vehicle may include the first tire 41 and the second tire 42 that are symmetrically disposed; the first transaxle 2 is used for driving the first tire 41 and the second tire 42;
the first transaxle 2 may include a first electric machine 21, a first transmission case 22, and a first differential 23;
the first motor 21 is electrically connected with the drive controller 1;
the first gearbox 22 is in driving connection with the first motor 21;
a first end of the first differential 23 is engaged with the first gearbox 22, a second end of the first differential 23 is connected with the first tyre 41 shaft, and a third end of the first differential 23 is connected with the second tyre 42 shaft.
Specifically, the wheels of the electric vehicle are symmetrically arranged on two sides of the vehicle. The first transaxle 2 is used to drive a first tire 41 and a second tire 42 that are symmetrically disposed. The first transaxle 2 may include a first pole 21, a first gearbox 22, and a first differential 23. Wherein, the first motor 21 is electrically connected with the driving controller 1 for providing power for the electric vehicle; the first gearbox 22 is in driving connection with the first electric machine 21 and is used for changing the gear of the electric vehicle; the first differential 23 has a first end engaged with the first gearbox 22, and a second end and a third end respectively connected with the first tyre 41 and the second tyre 42 for realizing power split.
In the embodiment of the present application, the electric vehicle includes the third tire 43 and the fourth tire 44 which are symmetrically arranged; the second transaxle 3 is for driving a third tire 43 and a fourth tire 44;
the second drive axle 3 comprises a second electric machine 31, a second gearbox 32 and a second differential 333;
the second motor 31 is electrically connected with the drive controller 1;
the second gearbox 32 is in driving connection with the second motor 31;
a first end of the second differential 33 is engaged with the second transmission case 32, a second end of the second differential 33 is connected with the third tire 43 shaft, and a third end of the second differential 33 is connected with the fourth tire 44 shaft.
Specifically, the second transaxle 3 is used to drive a third tire 43 and a fourth tire 44 which are symmetrically arranged. The second drive axle 3 may comprise a second pole 31, a second gearbox 32 and a second differential 33. Wherein, the second motor 31 is electrically connected with the driving controller 1 for providing power for the electric vehicle; the second gearbox 32 is in driving connection with the second electric machine 31 and is used for changing the gear of the electric vehicle; the second differential 33 has a first end engaged with the second transmission case 32, and a second end and a third end respectively connected with the third tire 43 and the fourth tire 44 for realizing power split.
In the present embodiment, the first differential 23 is connected to the first tire 41 and the second tire 42 via the first shaft assembly 51; the second differential 33 is connected to the third tire 43 and the fourth tire 44 via a second shaft assembly 52; the first transaxle 2 and the second transaxle 3 are disposed opposite to each other in a region between the first shaft assembly 51 and the second shaft assembly 52.
Specifically, the first shaft assembly 51 and the second shaft assembly 52 are located on the same horizontal plane, and may define a spatial plane. In order to save space for the arrangement of the chassis of the electric vehicle, the first drive axle 2 and the second drive axle 3 may be arranged rotationally symmetrically, i.e. the first drive axle 2 and the second drive axle 3 are arranged opposite to each other in the region between the first shaft assembly 51 and the second shaft assembly 52. As shown in fig. 1, the connection sequence of the first transaxle 2 from the first shaft assembly 51 to the second shaft assembly 52 is: a first differential 23, a first gearbox 22 and a first electric machine 21; and the second transaxle 3 is connected from the first shaft assembly 51 to the second shaft assembly 52 in the following order: a second electric machine 31, a second gearbox 32 and a second differential 33. As can be seen, the first drive axle 2 and the second drive axle 3 are disposed opposite to each other, so that the first drive axle 2 and the second drive axle 3 can be all disposed in the region between the first shaft assembly 51 and the second shaft assembly 52, thereby saving the chassis disposition space of the electric vehicle.
In the present embodiment, the first transaxle 2 and the second transaxle 3 are respectively close to one and the other of the two sides of the electric vehicle.
Specifically, as shown in fig. 1, the first driving axle 2 and the second driving axle 3 may also be arranged alternately. For example, the first tire 41 and the third tire 43 are located on a first side of the electric vehicle, and the second tire 42 and the fourth tire 44 are located on a second side of the electric vehicle. When the first transaxle 2 and the second transaxle 3 are arranged, the first transaxle 2 is brought close to the second tire 42, and the second transaxle 3 is brought close to the third tire 43. In this way, the first drive axle 2 and the second drive axle 3 can utilize the space between the two drive axles to the maximum extent, so that the chassis of the electric vehicle has larger space for arranging other parts of the whole vehicle.
It should be noted that the two transaxles shown in fig. 1 share one drive controller for illustration only, and the multiple transaxles that do not represent the present application are limited to two. In the embodiment of the application, the transmission parameters of the multiple drive axles are the same, so that the conditions of input rotating speed, input torque, gear selection and the like of the multiple drive axles are consistent during the running of the vehicle. When the drive controller receives a gear shifting (gear up or gear down) command of the whole vehicle, the drive controller immediately controls a plurality of drive axles to perform gear shifting operation. The single drive axle shifting process comprises: the method comprises five steps of motor torque unloading, current gear disengagement, synchronous rotating speed, target gear engagement and motor torque raising. In the embodiment of the application, when a shift instruction is received, the drive controller may sequentially control a target drive axle of the plurality of drive axles to shift gears, that is, sequentially execute the above five steps. When the motor is de-twisted or de-twisted, torque power attenuation occurs, and therefore, it is necessary to control other transaxles among the multiple transaxles to compensate the torque of the target transaxle (i.e., the transaxle whose drive controller is controlling the gear shift). Preferably, one of the other transaxles may be controlled to torque compensate the target transaxle. For example, when the output torque is not the maximum torque, when the motor of the target drive axle unloads the torque, one of the other drive axles is controlled to increase the torque; and when the motor of the target drive axle carries out torque increasing, controlling one drive axle of the other drive axles to carry out torque unloading. And when the output torque is not more than half of the maximum output torque, the torque increasing value and the torque unloading value are equal. This simplifies the control logic, making it simpler.
Compared with the scheme that a plurality of drive bridges are independently controlled in the prior art, the drive controller is shared by the plurality of drive bridges, so that the hardware cost is saved, and the signal communication and the logic operation among the controllers of the plurality of drive bridges are simplified. The power transmission parameters of the motors, the gearboxes and the differentials of the multiple drive axles are the same, so that the gear shifting points of the multiple drive axles determined according to the speed, the gradient, the required torque and the like of the whole vehicle are also consistent. The gear shifting steps and actions of the multiple drive axles are the same as observed from the multiple drive axles, and only in the gear shifting process of the multiple drive axles connected in parallel, the gear shifting steps and actions are sequential in time. During normal running except for the shifting time of the whole vehicle, a plurality of parallel drive axles must output consistent rotating speed and torque at the same moment. In order to make the control programs and logics of the multiple parallel drive bridges clear, simple, convenient, stable and reliable, the multiple drive bridges can share one control program and logic, and a corresponding number of signal input and output interfaces are reserved for respectively controlling the multiple drive bridges. For example, two sets of signal input/output ports can be reserved for two drive axles. In the gear shifting process, the input and output signal values of a plurality of sets of ports are completely the same, and only exist in sequence. In other normal driving processes, the signal values input and output by the multiple sets of ports are completely the same at the same time. Through the scheme of this application embodiment, when drive controller received the gear shift instruction of whole car, shift in proper order, rather than shifting simultaneously, accomplish the demand of shifting of whole car, can reduce the impact of shifting to the problem that produces power interruption has been reduced.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.
The above are merely examples of the present application and are not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement or the like made within the spirit and principle of the present application shall be included in the scope of the claims of the present application.
Claims (9)
1. An electric vehicle, characterized by comprising:
a drive controller; and
the driving controller is used for controlling the plurality of driving axles to shift gears, and the transmission parameters of the plurality of driving axles are the same.
2. The electric vehicle of claim 1, characterized in that each of the plurality of transaxles includes:
the motor is electrically connected with the driving controller and used for providing power for the electric vehicle;
the gearbox is in driving connection with the motor and is used for changing the gear of the electric vehicle;
and the differential is meshed with the gearbox and used for realizing power splitting.
3. The electric vehicle of claim 1, characterized in that the transmission parameters of the plurality of drive axles comprise:
motor power parameters, gear positions of a gearbox, speed ratio of the gearbox and speed ratio of a differential.
4. The electric vehicle of claim 1, characterized in that the plurality of drive axles comprises a first drive axle and a second drive axle, the first and second drive axles being rotationally symmetric and staggered.
5. The electric vehicle of claim 4, characterized in that the electric vehicle comprises a first tire and a second tire arranged symmetrically; the first drive axle is used for driving the first tire and the second tire;
the first drive axle comprises a first motor, a first gearbox and a first differential;
the first motor is electrically connected with the driving controller;
the first gearbox is in driving connection with the first motor;
the first end of the first differential is meshed with the first gearbox, the second end of the first differential is connected with the first tire shaft, and the third end of the first differential is connected with the second tire shaft.
6. The electric vehicle of claim 5, characterized in that the electric vehicle comprises a third tire and a fourth tire arranged symmetrically; the second drive axle is used for driving the third tire and the fourth tire;
the second drive axle comprises a second motor, a second gearbox and a second differential;
the second motor is electrically connected with the driving controller;
the second gearbox is in driving connection with the second motor;
the first end of the second differential mechanism is meshed with the second gearbox, the second end of the second differential mechanism is connected with the third tyre shaft, and the third end of the second differential mechanism is connected with the fourth tyre shaft.
7. The electric vehicle of claim 6, characterized in that the first differential is connected to the first tire and the second tire shaft by a first shaft assembly; the second differential is connected with the third tire and the fourth tire shaft through a second shaft assembly; the first drive axle and the second drive axle are oppositely arranged in the area between the first shaft assembly and the second shaft assembly.
8. The electric vehicle of claim 6, characterized in that the first and second drive axles are respectively proximate one and the other of two sides of the electric vehicle.
9. An electric vehicle according to claim 2, characterised in that the differential is meshed with the gearbox via parallel axis gears and/or planetary row gears.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220644717.XU CN217649301U (en) | 2022-03-23 | 2022-03-23 | Electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220644717.XU CN217649301U (en) | 2022-03-23 | 2022-03-23 | Electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217649301U true CN217649301U (en) | 2022-10-25 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202220644717.XU Active CN217649301U (en) | 2022-03-23 | 2022-03-23 | Electric vehicle |
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| Country | Link |
|---|---|
| CN (1) | CN217649301U (en) |
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- 2022-03-23 CN CN202220644717.XU patent/CN217649301U/en active Active
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