WO2010003276A1

WO2010003276A1 - Four-wheel-drive power train and operating control method of hev

Info

Publication number: WO2010003276A1
Application number: PCT/CN2008/001305
Authority: WO
Inventors: 吕虹
Original assignee: 桂林吉星电子等平衡动力有限公司
Priority date: 2008-07-11
Filing date: 2008-07-11
Publication date: 2010-01-14

Abstract

Four-wheel-drive power train and operating control method of HEV, wherein the power train includes engine, prime control unit, the first to the fourth motors and the first to the fourth servo drivers corresponding to the first to the fourth motors respectively. The coupling torque of the four motors are servo controlled by the four servo drivers according to the operating situation of the engine; the prime control unit calculates the matching torque according to the rpm of the engine based on its pre-stored optimum operating curve, and sends the torque setting values to the first and second servo drivers, and sends the torque setting values to the third and fourth servo drivers based on the vehicle operating situation or the demand of driving.

Description

Four-wheel drive power structure of oil-electric hybrid vehicle and operation control method thereof

The present invention relates to a power structure for a hybrid electric vehicle, and more particularly to a four-wheel drive power structure employing four sets of motor servo systems. The present invention also relates to an operation control method for a power structure of the hybrid electric vehicle. Background technique

Pure fuel vehicles have attracted more and more attention due to their high fuel consumption and large exhaust emissions. Research shows that hybrid electric vehicles have high fuel economy and low emissions, which is a relatively practical and feasible energy-saving vehicle.

Guilin Jixing Electronics and other Balanced Power Co., Ltd. PCT/CN ² 007 / 00283 patent application discloses a "power structure and operation control method for a hybrid electric vehicle with a dual-motor JII system". This technology allows the engine to operate at an optimum efficiency curve to achieve greater fuel efficiency, to transfer engine kinetic energy in combination with electromagnetic direct coupling and electrical energy to improve transmission efficiency, and to recover braking energy for improved energy efficiency. Overall improvement of fuel chemical energy utilization; multiple power sources of the vehicle can be flexibly combined to obtain better power performance; continuous and rapid shifting and torque change through servo control of dual motors; elimination of clutches, gearboxes, multiple The power source is electromagnetically coupled without gears, which simplifies the mechanical structure of the vehicle (see Figure 1). However, in the implementation of this solution, since the first motor and the second motor are mounted on the same axis as the engine, it is inevitably free from the disadvantage of being heated by the engine, and there is a problem that the structure space is limited and it is difficult to increase the power. In particular, the first motor, because it is installed between the engine and the second motor, the space is severely restricted, and heat dissipation is particularly difficult.

U.S. Patent No. 005,988,307, the disclosure of the entire entire entire entire entire entire entire entire entire entire entire entire entire entire The engine heats the motor and implements four-wheel drive. However, the drive of the front and rear wheels is realized by a differential, and it is impossible to achieve a true four-wheel independent drive for the wheel.

Summary of the invention The object of the present invention is to design a power structure of a hybrid electric vehicle using four sets of motor servo systems. First, the second motor is mounted on the engine shaft, and the two motor output shafts are respectively connected to the two wheels. The fourth motor is mounted on the other two wheels of the hybrid vehicle, so that each motor has sufficient structural space and heat dissipation space. The four motor systems can independently control four wheels to achieve true four-wheel independence. drive.

The invention discloses a four-wheel drive power structure for a hybrid electric vehicle. The four-wheel drive power structure of the hybrid electric vehicle includes an engine, a first motor and a servo drive, a second motor and a servo drive, a third motor and a servo drive, a fourth motor and a servo drive; wherein the first and second The motors each include a first rotor and a second rotor that are electromagnetically coupled to each other. First, the shaft of the first rotor of the second motor is an input shaft and is directly connected to the output shafts at both ends of the engine, and the shafts of the second rotor are respective output shafts. And directly connected to the corresponding wheel; wherein the third and fourth motors comprise a stator and a rotor, the stator is fixed to the vehicle body, and the rotor is connected to the corresponding wheel; the first, second, third, and fourth servo drives respectively drive the first, second, and second The third and fourth motors constitute a four-wheel drive structure.

The invention also discloses an operation control method for a four-wheel drive power structure of a hybrid electric vehicle, wherein the four-wheel drive power structure of the hybrid electric vehicle includes: an engine, a first motor, a second motor, and a fourth motor, a main control unit, first and second servo drives connected to the first and second motors, and third and fourth servo drives connected to the third and fourth motors, the operation control The method includes the following steps:

The main control unit calculates the corresponding matching torque according to the pre-stored optimal economic running curve of the engine according to the engine speed, and sends corresponding torque settings to the first and second servo drives, and according to the running condition or driving requirements of the vehicle, The fourth servo driver sends a torque setting;

The first and second servo drives perform servo control on the coupling torque between the first rotor and the second rotor of the first and second motors according to the operation condition, and the third and fourth servo drives are aligned according to the operation condition. Third, the coupling torque between the stator and the rotor of the four motor is servo controlled.

The advantages of the four-wheel drive power structure of the hybrid electric vehicle are: four sets of motor systems are completely independent in structure, enabling the hybrid vehicle to achieve a true four-wheel independent Driving; First, the second motor servo can independently load the engine servo with the appropriate torque, so that the engine works on the optimal efficiency curve, and consumes the same amount of fuel to obtain more kinetic energy; the engine kinetic energy is combined with electromagnetic direct coupling and electric energy. To transfer to improve transmission efficiency, recover braking energy, improve energy utilization, and improve fuel chemical energy utilization overall; the four sets of motors are structurally independent of each other, thus obtaining greater structural space and heat dissipation space; The power source can be flexibly combined to obtain better power performance and drive mode; continuous and rapid shifting and torque change through servo control of multiple motors; in addition, its structure eliminates the clutch, gearbox and differential of conventional vehicles Such institutions have greatly enhanced reliability.

DRAWINGS

1 is a schematic block diagram of a power structure of a conventional hybrid electric vehicle.

Fig. 2 is a schematic block diagram of a four-wheel drive type power structure of a hybrid electric vehicle according to the present invention.

Fig. 3 is a schematic structural view of the first and second motors.

4 is a schematic structural view of the third and fourth motors.

Fig. 5 is a schematic block diagram showing a modified structure of a four-wheel drive type power structure of a hybrid electric vehicle according to the present invention.

Fig. 6 is a schematic block diagram showing another modified structure of a four-wheel drive type power structure of a hybrid electric vehicle according to the present invention.

Fig. 7 is a schematic block diagram showing still another modified structure of the four-wheel drive type power structure of the hybrid electric vehicle according to the present invention.

Fig. 8 is a schematic view showing the four-wheel drive type power structure of the hybrid electric vehicle of the present invention.

Fig. 9 is a view showing a modified structure of a four-wheel drive type power structure of the hybrid electric vehicle of the present invention.

The marked notes in the drawing are as follows:

51: differential; 52: drive shaft; 53: energy storage system; 54: servo drive assembly; 55: dual motor unit; 56: engine; 61: third motor; 62: fourth motor; 63: Motor; 64: second motor; 118: first speed/position sensor; 119: first rotor; 120: second rotor; 121: collector ring; 122: second speed position sensor; 135: speed/position sensor; 136: rotor; 137: stator; 57: A motor; 58: B motor; 59: differential; 60: drive shaft; Second differential; 60: 传动 second drive shaft; 101: 伺服 three servo drive; 102: energy storage unit; 103: first servo drive; 104: engine control unit; 105: main control unit; 106: capacitor; : 笫 2 servo drive; 108: 伺服 four servo drive; 110: wheel one; 111: first motor; 112: first motor 笫 two speed / position sensor; 113: first motor collector ring; 114: first motor a second rotor; 115: a motor 笫 a rotor; 116: a first motor 速度 a speed / position sensor; 117: an engine; 118: a second motor 速度 a speed / position sensor; 119: a second motor first rotor; 120: second motor second rotor; 121: second motor collector ring; 12 ² : second motor second speed/position sensor; 123: second motor; 124: second wheel; 125: first speed reducer; 126: second reducer; 130: 笫 three wheels; 131: third motor; 132: 电机 three motor stator; 133: third motor rotor; 134: 电机 three motor speed / position sensor; 135: 笫 four motor speed / Position sensor; 136: fourth motor rotor; 137 : 笫 four motor stator; 138: 笫 four motors; 139: 笫 four wheels. '

detailed description

An embodiment of a four-wheel drive type power structure of a hybrid electric vehicle according to the present invention will be described below.

The four-wheel drive power structure of the hybrid electric vehicle designed by the present invention is as shown in FIG. 2, and includes: an engine 56, a first motor 63, a second motor 64, a third motor 61, a fourth motor 62, and a servo drive thereof. The main part is 54, the engine system 56, the energy storage system 53, and the like. First, the second motor system not only converts the output torque of the engine system directly to the wheel through electromagnetic coupling, but also converts part or all of the mechanical energy outputted by the engine into electrical energy (ignoring the loss of efficiency) for storage in the energy storage system, or will store The electrical energy in the energy system is converted into mechanical energy on the output shaft, or the kinetic energy from the wheel is converted into electrical energy and stored in the energy storage system. Third, the fourth motor system can convert electrical energy from the energy storage system into kinetic energy output to the wheel, or convert kinetic energy from the wheel into electrical energy for storage in the energy storage system. In the above system, the servo drive assembly also controls the first and second motors respectively, so that the engine always operates on the optimal economic operation line; meanwhile, the servo drive assembly also controls the third and fourth motors respectively. , to achieve the four-wheel drive driving needs of the entire vehicle. Both the first motor and the second motor can be double rotor 7 magnetic AC synchronous motors or brushless DC motors. First, the second motor has the same structure. The following description takes the second motor as an example. As shown in FIG. 3, the second motor includes a first rotor 119 and a second rotor 120, wherein the first rotor and the second rotor are embedded with a permanent magnetic pole, and the other is a winding wound on the iron core, embedded with The rotor of the permanent magnet pole provides a magnetic field to the other rotor. The shaft of the first rotor 119 is an input shaft that is directly connected to the crankshaft of the fuel engine. The shaft of the second rotor 120 is an output shaft that is coupled to the drive shaft of the wheel. The first speed/position sensor 118 and the second speed/position sensor 122 are respectively mounted on the first rotor shaft and the second rotor shaft, and are connected to the second servo driver. The rotor wound around the winding (the second rotor in the figure, but also the first rotor) is also provided with a collector ring 121 on the shaft, and the winding is electrically connected to the second servo drive through the collector ring.

The third motor and the fourth motor may both be permanent magnet AC synchronous motors or brushless DC motors. The third and fourth motors have the same structure. The following description takes the four-motor as an example. As shown in FIG. 4, the fourth motor includes a rotor 136 and a stator 137. The stator is fixed to the vehicle body, and the permanent magnetic pole is embedded in the rotor, and the stator includes windings wound on the iron core. The shaft of the rotor is directly connected to the wheel. Speed/position sensor 135 is used to detect rotor speed and position.

The first, second, third, and fourth servo drives form a servo drive assembly 54 which are connected by a common DC bus. The common DC bus is also connected to the energy storage system. 53 The energy storage system contains capacitors, batteries and their charge and discharge control and protection circuits. The servo drive assembly 54 further includes a main control unit. The main control unit stores the speed torque matching data on the fuel economy optimal efficiency curve, and also stores the relationship between the accelerator pedal angle and the driving torque set value, the battery voltage and the charging. Demand power relationship data, brake pedal angle and brake torque relationship data, and four-wheel drive control program. The main control unit is externally connected to the accelerator pedal angle sensor, the brake pedal angle sensor, and various control command switches.

As a three variant of the power structure of the present invention, the second motor system can be combined into a motor system connected to the engine, and the output shaft drives the two wheels via the differential (Fig. 5); or, third, The fourth motor system can be combined into one motor system, the output shaft of which drives the two wheels via the differential (Fig. 6); or, the first, second motor system and the third and fourth motor systems are combined into one motor respectively In the system, the output shafts drive the two wheels of the front and rear axles respectively through the differential (see Figure 7).

A preferred embodiment of the present invention will be described in detail below with reference to FIG. Figure 8 As shown, the four-wheel drive type power structure of the hybrid electric vehicle according to the present invention mainly includes an engine 117, a first motor 111 and a second motor 123 installed at both ends of the engine, and a wheel 110 directly connected to the first motor 111, a wheel 124 directly connected to the second motor; further comprising a third motor 131 and a wheel 130 directly connected thereto, a fourth motor 138 and a wheel directly connected thereto 1 ³ 9; further comprising first, second, third The fourth servo driver 103, 107, 101, 108, and the energy storage unit 102, the engine control unit 104, and the main control unit 105.

The first motor 111 and the second motor 123 have the same structure, and the first servo motor 103 and the second servo driver 107 are also the same. The specific structure of the first motor 111 and the first servo driver 103 will now be described as an example. The first motor includes a first rotor 115 and a second rotor 114. The first rotor 115 is embedded with a permanent magnet pole, and the second rotor 114 has a motor winding mounted thereon. The shaft of the first rotor 115 is the input shaft of the first motor and is directly connected to the output shaft of the fuel engine 117. The shaft of the second rotor 114 is the first motor output shaft, and the output shaft is coupled to the wheel 110 via the drive shaft. The first and second speed/position sensors 116 and 112 are respectively mounted on the shafts of the first rotor Π5 and the second rotor 114 of the first motor 111, and are simultaneously connected to the first servo driver 103. The first servo drive 103 is electrically connected to the winding on the second rotor 114 of the first motor 111 via a slip ring 113.

The third motor 131 and the fourth motor 138 have the same structure, and the third servo driver 101 and the fourth servo driver 108 are also the same. The specific structure of the third motor 131 and the third servo driver 101 will now be described as an example. The third motor 131 includes a rotor 133 and a stator 132. The stator 132 is mounted with motor windings, and the rotor 133 is embedded with permanent magnet poles. The rotor 133 is directly connected to the wheel 130. A speed/position sensor 134 is also mounted on the rotor shaft, and the windings on the sensor 134 and the stator 132 are both connected to the third servo drive 101.

The first, second, third, and fourth servo drivers 103, 107, 101, and 108 are connected together through a common DC bus. The DC bus is further provided with a storage capacitor 106 and an energy storage unit 102. The energy storage unit 102 includes a battery inside. Or other energy storage components, charge and discharge control and protection circuits, etc., which are connected to the main control unit 105, transmit the state of charge of the energy storage unit to the main control unit, and receive a charge and discharge control command from the main control unit.

The engine control unit 104 accepts control signals from the main control unit 105 to control engine operation. The main body of the main control unit 105 can be a computer. The main control unit 105 stores the speed torque matching data on the fuel economy optimal efficiency curve, and also stores the relationship between the accelerator pedal angle and the driving torque set value, the energy storage unit power and the charging demand power relationship data, and the brake pedal angle. Data related to braking torque, etc. The main control unit is externally connected with an accelerator pedal angle sensor, a brake pedal angle sensor, and various control command switches.

The operation control method, mechanism and beneficial effects of the four-wheel drive power structure of the hybrid electric vehicle of the present invention are described in detail below according to different expressions of the operation control.

1. Energy-saving operation method

1 Adjusting the operating point according to the requirements of the engine optimum efficiency curve to improve engine efficiency In this case, the engine control unit 104 controls the operation of the fuel engine 117 in a conventional manner. When the angle of the accelerator pedal changes, the rotational speed of the engine 117 changes accordingly, and the first rotor 115 of the first motor 111 of the present mechanism and the first rotor 119 of the second motor 123 rotate in synchronization therewith. The main control unit 105 obtains the current rotational speed of the engine from the speed/position sensor 116 or 118, and obtains the matching torque T of the current rotational speed according to the pre-stored engine-optimal efficiency running speed-torque relationship data, and the first, The two servo drives 103, 107 respectively provide a set torque T/2. The first servo driver 103 transmits the relative position signals of the first and second rotors obtained by the first speed/position sensor 116 and the second speed/position sensor 112 to the first motor via the slip ring 113. The winding of the second rotor 114 dynamically outputs a corresponding current vector to perform torque servo control on the first motor, so that the second rotor 1 of the first motor is applied to the output shaft of the engine 117 opposite to the engine rotation direction. The corresponding torque of Τ/2. At the same time, the second servo driver 107 is responsive to the torque set value and the relative position signals of the first and second rotors obtained by the first speed/position sensor 118 and the second speed/position sensor 122 via the slip ring 121. The winding of the second rotor 120 of the second motor dynamically outputs a corresponding current vector to perform torque servo control on the second motor, so that the second rotor 120 of the second motor applies the opposite direction to the output shaft of the engine 117 to the output shaft of the engine 117. The corresponding torque of size Τ/2. The total torque received by the engine bearing is equal to the sum of the torques applied by the second motor and, Τ, the torque is not directly related to the external load. The main control unit 105 dynamically acquires the current engine 117 speed and operates according to the pre-stored engine optimal efficiency. The speed-torque relationship of the curve applies torque to the fuel engine, allowing the engine to always be on the optimum efficiency operating curve, thus outputting the same fuel with the least mechanical power loss.

2 kinetic energy transmission, improve the utilization of engine output kinetic energy

When the second rotor 114 of the first motor 111 is applied to the first rotor 115 and the engine

117 When the output shaft is turned to the opposite torque, the second rotor 114 is also subjected to the same reaction torque as the engine shaft due to the relationship between the force and the reaction force. The output shaft of the second rotor 114 is also output to the wheel 110. Similarly, when the second rotor 120 of the second motor 123 applies a corresponding torque to the first rotor 119 opposite to the output shaft of the engine 117, the second rotor 120 is also due to the relationship between the force and the reaction force. Subject to the same magnitude of reaction torque as the engine shaft steering, the output shaft of the second rotor 120 also outputs the same amount of torque to the wheels 124.

Since the first motor system is completely identical to the second motor system, the transfer of engine power is described below only with the first motor system.

When the servo motor 103 controls the first motor 111 to apply a torque T1 (N. m, Nm) to the output shaft of the fuel engine 117, the rotational speed of the engine shaft is N (rpm, revolutions per minute), the first motor The mechanical power obtained by the first rotor 115 from the engine 117 is P = T1 XN / 9550 (kW, kW), and 9550 is a unit conversion factor. When the second rotor 114 of the first motor applies a moment opposite to the direction of rotation of the first rotor 115 to the first rotor 115, the first rotor 115 simultaneously applies equal and opposite torques to the second rotor 114, that is, at this time. The second rotor 114 is simultaneously subjected to the electromagnetic torque of T1 (N.ffl) in the same direction as the rotation of the first rotor 115. If the rotation speed of the second rotor 114 is N1 (rpra), the mechanical power P1=T1 of the second rotor 114 is externally outputted.

When N>N1, the power PI is the mechanical power directly transmitted from the engine 117 through the electromagnetic coupling of the first rotor 115 and the second rotor Π4 during the control of the mechanism, and is called the transmission power. The transmission power is delivered to the final load at 100°/» without any attenuation. The mechanical power obtained by the first motor first rotor 115 from the engine 117 is a part of the mechanical power output by the second rotor 114, and the other part is used for power generation. The power of the motor used for power generation Pf=P-Pl=Tl X ( N-N1 ) /9550 ( k¥) ₀ The power used by the motor to generate electricity is multiplied by the total efficiency of the first motor and the first servo driver ηΐ , that is, the motor is lost The electric power Pe, Tl x (N-Nl) / 9550 (kW) to the common DC bus. At that time, the power P = P1, that is, the mechanical power output by the engine 117 is all transmitted directly to the wheel 110 by the electromagnetic coupling of the first motor, at which time the first motor drive system consumes only a small amount of electrical energy required to maintain the current.

When N < N1, the power P < P1, that is, the mechanical power output by the engine 117 is directly transmitted to the wheel 110 by the electromagnetic coupling of the first motor, and the first motor system also absorbs electric energy from the common DC bus and converts it into kinetic energy. Superimposed on the wheel 110. The first motor system has a transmitted energy of P, the electric output has a power of Pl-P, and the electric power taken from the DC bus is (PI-P) / η1.

3 recovery of braking energy

When the hybrid vehicle brakes, the main control unit 105 obtains the brake signal from the externally connected brake pedal angle sensor, and can respectively control the second motor brake, the third motor brake or the four motor common brake. When the motor is braked, the engine 117 continues to rotate, and the main control unit 105 sets a negative set torque to the first and second servo drives 103 and 107, and the first and second servo drives 103 and 107 respectively control the 笫. 1. The second rotor of the second motor applies the same torque as the engine steering to the first rotor, allowing the engine to operate in a dragged state. Thus, the torque received on the output shaft of the connecting wheel is opposite to the normal driving direction and enters the braking state. When the first and second electric mechanisms are moving, the main control unit 105 must control the engine towing torque not to be too large to avoid the engine speed. Therefore, this braking state is equivalent to the engine viscous braking when the conventional car is coasting. When the third and fourth motors are braked, the torque setting signal sent by the main control unit 105 to the third and fourth servo drives 101, 108 is negative, and the third servo driver 101 is based on the speed/position sensor on the third motor 131. The position signal of the third motor rotor 133 obtained by 134 and the brake torque setting value provided by the main control unit 103 are applied to the stator 132 of the third motor to perform torque servo control, so that the output shaft applies braking torque to the wheel; The fourth servo driver 108 loads the current vector of the stator 137 of the fourth motor according to the position signal of the fourth motor rotor 136 obtained by the speed/position sensor 135 on the fourth motor 138 and the brake torque setting value provided by the main control unit 103. The torque servo control is performed such that the output shaft applies a braking torque to the wheel 139.

The motors in the electric braking state are all in the generator state, and the kinetic energy on the motor shaft is converted into electric energy and sent to the common DC bus via each servo driver. Energy storage unit 102 According to the braking condition, the electric energy is obtained from the common DC bus, and the electric energy is stored on the internal capacitor or charged to the battery according to the charging control law, thereby achieving the purpose of recovering the braking energy. When the recovered braking energy causes the common DC bus voltage to rise above a predetermined voltage value, the energy storage unit 102 activates the energy bleed passage therein to convert the excess electrical energy into a thermal energy bleed through the resistor until its voltage drops to a predetermined value. Security value.

2. Four-wheel drive with any combination of multiple power sources

In the four-wheel drive power structure of the present invention, there are five power sources of the engine 117 and the four sets of motors. The output torque of the engine 117 is electromagnetically transmitted to the wheels through the first and second motors on the shaft, and the first and second servo drives 103, 107 can also control the first and second motors 111, 123 to drive the engine according to the command. The mechanical energy sent is converted into electrical energy, or converted into mechanical energy. Third, the fourth motors 131, 138 can independently output driving torque or braking torque to the wheels under the control of the third and fourth actuators, respectively. The five power sources are not coupled by mechanical structures such as gears, but are electromagnetically coupled to different output shafts to drive the car. Therefore, the connection of the power structure is simpler than the series, parallel and hybrid, and can achieve four-wheel independent. drive. The main control unit ¹⁰⁵ to Zi, second, third, Zi four servo drives are provided corresponding to the external control signal according to the requirements set and internal control procedures; start and stop the engine to the control unit transmits a control signal and an engine power demand signal The five power sources are respectively applied to the respective output shafts by electromagnetic force alone or in combination, and the vehicle starts, stabilizes, short-time high-overload operation and reverse operation in four-wheel drive mode.

1 car start

At this time, the engine 117 is not activated, and the first rotors 115, 119 of the first and second motors are stationary. The main control unit 105 obtains a starting signal from the externally connected control switch and the accelerator pedal angle sensor, and the main control unit 105 provides a zero torque setting signal to the first and second servo drives 103 and 107, and torques the first and second motors. The servo control causes the first and second rotors of the first and second motors to have zero interaction torque, thereby isolating the engine 117 from the wheels 110, 1 ² 4 . At the same time, the main control unit 105 obtains the setting signals T3, Τ4 ₀笫3, and the fourth servo drivers 101 and 108 of the third and fourth servo drivers 101 and 108 according to the pre-stored accelerator pedal angle and the driving torque relationship data through the common DC bus. The electric energy provided by the energy storage unit 10 ² is taken, and according to the signals of the speed/position sensors 134 and 135 of the third and fourth motors and the torque setting provided by the main control unit 105, respectively, the stators of the third and fourth motors are respectively 132, 137 winding load current vector. Therefore, the fourth motor operates in the motor state, converts electrical energy into kinetic energy, and outputs drive torque through the respective output axial wheels 130, 139. This ^ The amount of electricity in the battery in the energy storage unit 102 will gradually decrease in the row state. The main control unit 105 obtains the rotation speeds of the third and fourth motor output shafts according to the speed/position sensors 134 and 135 of the third and fourth motors, and obtains the current current according to the rotation speed and the third and fourth motor output torques T3 and Τ4. Actual drive power. The main control unit 105 also obtains the charging demand power from the remaining power, voltage and other signals of the energy storage unit 102 and the pre-stored residual power, voltage and other signals and the charging demand power relationship data. The sum of the current total drive power and the charge demand power is the total power demand for the engine. When the total power demand value for the engine is greater than the pre-stored threshold, the main control unit 105 controls the engine control unit 104 to start the engine 117, and then presses the 2 mode. Stable operation.

2 stable operation

The engine 117 is normally operated under the control of the engine control unit 104, and the main control unit 105 controls the operation of the engine 117 in the manner described in the section "Energy Saving Operation Method" above.

3 short-time high-overload operation

The main control unit 105 reads the external accelerator pedal sensor angle signal at the same time interval, and calculates the gradient gradient signal of the accelerator pedal sensor angle, and obtains the relationship between the pre-stored accelerator pedal angle and its gradient signal and the short-time high-magnification torque. Third, the four-motor overload operating torque. The third and fourth servo drivers 101, 108 draw the energy provided by the first and second motor power generation and/or energy storage units 10 ² from the common bus, and the overload operation torque is applied to the third and fourth motors 131 and 138. The torque servo control is performed to apply the torque of the short-time overload operation to the respective output shafts to drive the wheels 130, 139, and the four-wheel drive vehicle is coupled with the torque of the first and second motors to the wheels 110, 124 for quick response. The driver's instantaneous demand for large drive torque. In the process, the main control unit 105 still obtains the torque setting values of the first and second servo drives 103 and 107 according to the requirements of the optimal efficiency curve and the economic operation control, as described in the above “energy-saving operation method”. The method allows engine 117 to still operate on the optimum efficiency curve.

Since the motor has several times of short-term overload operation capability, the main control unit 105 increases the torque setting values Τ3, Τ4 of the third and fourth servo drives 101, 108 in a short-term according to the control requirement and the overload capability allowable value, so that the four-wheel drive can be made. The total output torque of the car is much longer than the maximum output torque of the engine. The motor output torque gradient depends on the current vector gradient, which can usually rise from zero to the rated value in the second order, so the electricity The output torque rise gradient of the machine is much larger than the rising gradient of the engine. With the solution of the present invention, when equipped with a motor having a total power equivalent to the engine capacity, the power structure of the present invention can obtain a larger short-time torque and a faster torque rise gradient than the conventional engine output power structure, so that the whole The car's dynamic performance is better. If only the same power is required, the power unit of the present invention has the possibility of adapting a small displacement engine and a small capacity motor to improve economy.

4 reverse running

The main control unit 105 obtains a reverse signal and an accelerator pedal angle signal according to the externally connected control switch and the accelerator pedal angle sensor. The main control unit 105 provides a zero torque setting signal to the first and second servo drivers 10 ³ , 107 , and the first and second servo drivers 103 and 107 respectively perform torque servo control on the first and second motors 111 and 123 respectively. The interaction torque between the second rotor of the two motors and the first rotor is zero, thereby isolating the engine 117 from the output shaft and the wheels 110, 124. At the same time, the torque setting signals of the third and fourth servo drivers 1D1 and 1Q8 are obtained according to the relationship data between the pre-stored accelerator pedal angle and the driving torque, and the third and fourth servo drives 101 and 108 control the third and fourth motors 131. 138 outputs a corresponding reverse torque to drive the wheels 130, 139 to reverse operation, at which time the car is reversed.

3, torque and shift

The engine control unit 1 Q 5 causes the engine 117 speed to follow the externally connected accelerator pedal in a conventional control manner. The main control unit 105 obtains the matching torque of the current speed according to the current engine speed and the speed-torque relationship data of the pre-stored engine optimal efficiency running curve, and thereby provides settings to the first and second servo drivers 103, 107. Torque. First, the second servo driver 103, 107 performs torque servo control on the first and second motors according to the torque setting value, so that the second rotor of the two motors is applied to the shaft of the first rotor, that is, the engine 117, opposite to the steering of the engine shaft. The corresponding torque. The torque that the engine II ^{7 is} subjected to is equal to the sum of the torques applied by the first and second motors, and is not directly related to the external load. The main control unit 105 dynamically acquires the current engine speed of the engine 117, and applies a torque to the fuel engine according to the speed-torque relationship of the pre-stored engine optimal efficiency running curve, so that the engine 117 is always on the optimal efficiency running curve, thus outputting the same machine. The fuel with the least power loss. At this time, the second rotors of the first and second motors directly transmit the same amount of torque to the wheels 110, 12 to drive the vehicle. At the same time, the first and second motors will be redundant from the engine 117. It can be converted into electrical energy for delivery to the DC bus. The main control unit 105 calculates the first and second according to the engine speed, the second motor, the second rotor speed, the torque applied to the engine by the second motor, and the integrated power generation efficiency of the first and second motors and the servo drive. The electric power generated by the two motors to be sent to the common bus. According to the principle that the sum of the electric powers of the fourth motor and the energy storage unit 102 is equal to the power generated by the first and second motors, the torque setting values of the third and fourth servo drives 101 and 108 are obtained. The third and fourth servo drives 101, 108 then perform torque servo control on the third and fourth motors, and apply corresponding torque to the wheels 130, 139. Third, the fourth servo driver 101, 108 draws energy from the common bus and converts it into mechanical energy via the third and fourth motors 131, 138, and passes through the power transmitted by the engine 117 through the first and second motors 111, 123, respectively. The respective connected wheels 110, 124, 130, 139 drive the vehicle to operate. When the sum of the torques output by the four motors changes with the relative magnitude of the running resistance, the vehicle speed automatically changes steplessly, thereby achieving the purpose of automatic shifting. When the main control unit 105 changes the torque settings of the four motor systems according to the driving demand and the demand for optimal operation of the engine 117, the servo drive achieves the purpose of torque variation of the device.

4. Simplified dynamic structure

The three power sources of the engine 117 and the first and second motors 111 and 123 drive the wheels 110 and 124 by electromagnetic force, and the mechanical connection between the power sources is simplified without additional mechanical devices such as a differential and a clutch. There is no direct mechanical connection between the engine's output shaft and the wheel. The power of the engine 117 is transmitted to the wheel through the electromagnetic force, and the main control unit 105 supplies the set torque to the first and second servo drives 103 and 107 according to the electromagnetic torque variation rule of the isolation and the engagement process, and controls the first and second motors 111. , 123 applies the corresponding torque to the engine shaft, which can achieve the isolation or regular engagement between the engine shaft and the wheels 110, 124, thus replacing the conventional clutch.笫3, 笫4 motors 131, 138 drive the wheels 130 and 139 respectively through separate transmission paths, so that the four-wheel drive can be realized, the power can be divided and combined, and the combination is flexible. The main control unit 105 can quickly adjust the wide torque range and wide speed range of four permanent magnet synchronous motors through four servo drives, replacing the traditional stepped or continuously variable transmission. The power structure reduces transmission components such as clutches and transmission planetary gears, reduces the clutch and transmission control mechanism, and greatly simplifies the power structure.

Another modified structure of the four-wheel drive type power structure of the hybrid electric vehicle of the present invention is as follows. As shown in FIG. 9, between the first motor 111 and the wheel 110, a speed reduction mechanism 125 is mounted, and between the second motor 123 and the wheel 124, a speed reduction mechanism 126 is mounted, so that the transmitted electromagnetic torque is amplified by the speed reduction mechanism. Drive the wheels.

The above embodiments are merely illustrative of the principles of the invention and are not intended to limit the scope of the invention.

Claims

Rights request

A four-wheel drive power structure for a hybrid electric vehicle, characterized in that: the four-wheel drive power structure of the hybrid electric vehicle includes an engine, a first motor and a servo drive, a second motor and a servo The driver, the third motor and the servo driver, the fourth motor and the servo driver; wherein the first and second motors each include a first rotor and a second rotor electromagnetically coupled to each other, and the first rotor of the first and second motors has an axis The input shaft is directly connected to the output shafts at both ends of the engine, and the shafts of the second rotor are respective output shafts and directly connected to the respective wheels; wherein the third and fourth motors each include a stator and a rotor, the stator is fixed to the vehicle body, and the rotor is connected to the corresponding wheel The first, second, third, and fourth service drivers respectively drive the first, second, third, and fourth motors to form a four-wheel drive structure.

2. The four-wheel drive power structure for a hybrid electric vehicle according to claim 1, wherein: the power structure further comprises a main control unit, wherein the main control unit is pre-stored according to an engine speed. The fuel economy running curve calculates a corresponding matching torque to send corresponding torque settings to the first and second servo drives, and transmits corresponding signals to the third and fourth servo drives according to the operating condition or driving demand of the fuel hybrid vehicle. Torque setting; the first servo driver performs servo control on the coupling torque between the first rotor and the second rotor of the first motor according to the torque setting from the main control unit; and the third The four servo drives servo-control the coupling torque between the stator and the rotor of the third and fourth motors according to the torque setting from the main control unit.

3. The four-wheel drive power structure for a hybrid electric vehicle according to claim 1, wherein: the four-wheel drive power structure of the hybrid electric vehicle further comprises an engine control unit, the engine control unit The signal of the main control unit can be received, and the engine is subjected to speed control or start/stop control according to the signal.

4. The four-wheel drive power structure for a hybrid electric vehicle according to claim 1, wherein: the first speed/position sensor is mounted on the shaft of the first rotor of the first motor and the second motor. The first speed/position sensor is connected to the respective servo driver; the second speed/position sensor is mounted on the second rotor shaft, and the second speed/position sensor is connected to the respective servo driver, and the first servo drive response The first and second speed/position sensors on the torque setting and the respective motors The feedback signal servo-controls the coupling torque between the first rotor and the second rotor of the respective motor to achieve independent adjustment of the engine operating point independently of the operating state of the vehicle and the second motor through the torque to the vehicle The third and fourth speed/position sensors are respectively mounted on the third and fourth motor rotor shafts, and are respectively connected to the third and fourth servo drives, and the third and fourth servo drives are responsive to the torque setting and The feedback signals of the third and fourth speed/position sensors servo-control the coupling torque between the third and fourth motor stators and the rotor to drive the third and fourth motors to the whole vehicle.

5. The four-wheel drive power structure of a hybrid electric vehicle according to claim 1, wherein: the first and second motors are permanent magnet synchronous motors, wherein the respective ones of the rotors and the second ones a permanent magnet pole is mounted on one of the rotors, and a winding wound on the iron core is mounted on the other of the rotor and the second rotor; the third, fourth motor is a permanent magnet synchronous motor a permanent magnetic pole is mounted on the rotor of the third motor and the fourth motor, and a winding wound on the iron core is mounted on the stator; the winding of the first and second motor is mounted on the shaft thereof The collector ring is connected to the first servo driver to obtain the control currents of the first and second servo drivers; the third and fourth motor windings are directly connected to the third and fourth servo drivers to obtain the first Third, the control current of the four servo drives.

6. The four-wheel drive power structure of a hybrid electric vehicle according to claim 1, wherein: four servo drives are connected by a common DC bus; the common DC bus is also connected to the energy storage unit for the main control unit. The charging and discharging strategy of the required energy storage unit is obtained from the DC bus and stored in the energy storage unit, or the electric energy is collected from the energy storage unit and sent to the DC bus.

7. The four-wheel drive power structure of a hybrid electric vehicle according to claim 1, wherein: the main control unit further stores relationship data between an accelerator pedal angle and a driving torque set value, and an energy storage unit power amount. The charging demand power relationship data, the brake pedal angle and the braking torque relationship data, and the shift control program, the main control unit is externally connected with the accelerator pedal angle sensor, the brake pedal angle sensor, and various control command switches.

8. The four-wheel drive power structure of a hybrid electric vehicle according to claim 7, wherein: the control unit controls the first and second servo drives according to at least one of the following data stored therein; Or the third and fourth servo drives, Further controlling the operation of the first and second motors and/or the third and fourth motors: speed-torque matching data on the engine optimum efficiency curve;

The upper and lower power limits of the economic operating zone of the optimal efficiency curve;

Data relating to the accelerator pedal angle and the driving torque setting value;

The relationship between the energy of the energy storage unit and the power of the charging demand;

Brake pedal angle and brake torque relationship data;

Variable speed control program.

9. The four-wheel drive power structure of a hybrid electric vehicle according to claim 8, wherein: when starting the hybrid vehicle, the main control unit controls the first and second servo drives to make the first and second The interaction torque between the first rotor and the second rotor of the motor is zero respectively, and according to the relationship between the accelerator pedal angle and the driving torque set value, the third and fourth motors are torque-controlled by the third and fourth servo drives to The starting torque is output.

1 . The four-wheel drive power structure of the hybrid electric vehicle according to claim 9 , wherein: after starting, when a sum of a driving power demand and an energy storage unit charging power demand is greater than a preset threshold, The main control unit notifies the engine control unit to start engine operation.

1 1. The four-wheel drive power structure of the hybrid electric vehicle according to claim 8, wherein: when the normal driving of the hybrid vehicle is performed, the main control unit passes the first and second motor systems on one hand. Control the engine to run on the optimal economic running curve, and on the other hand control the output torque of the third motor system according to the driving demand; under normal driving conditions, the first and second motor system power generation is all used for the third The fourth motor system drive, or the third and fourth motor system power generation are all used for the first and second motor system drives, unless the energy storage unit has charge and discharge requirements according to its own control strategy or by the main control unit command. , all power generation energy does not pass through the charging and discharging process of the energy storage unit.

12. The four-wheel drive power structure of a hybrid electric vehicle according to claim 8, wherein: when braking the hybrid vehicle, the main control unit controls the first motor and the second motor according to the brake pedal angle. The system outputs zero torque, or the output load torque that does not cause the engine to stall, the same as the engine steering, to impose limited dynamic braking on the hybrid vehicle;

According to the relationship between the brake pedal angle and the braking torque through the third and fourth servo drives Control 笫3, 笫4 motor output brake torque externally.

1 . The four-wheel drive power structure of the hybrid electric vehicle according to claim 8 , wherein: when braking, the external load kinetic energy is converted by the first, second motor system or the third and fourth motor systems. For electrical energy and for delivering electrical energy to the common DC bus, the energy storage unit actively draws electrical energy from the common DC bus to store it.

14. The four-wheel drive power structure of a hybrid electric vehicle according to claim 13, wherein: if the power of the recovered electric energy is too large during braking, the charging process of the energy storage unit is too late to absorb the energy, thereby causing a direct current. When the bus voltage rises to a predetermined value, or the energy is too much, and the energy storage unit is insufficient to store the energy, the DC bus voltage rises to a predetermined value, and the energy bleed protection device inside the energy storage unit starts to bleed, and the excess energy is discharged. The braking resistor is converted to heat energy.

1 . The four-wheel drive power structure of the hybrid electric vehicle according to claim 8 , wherein: when reversing, the main control unit controls the first and second servo drives according to the reverse running demand and the accelerator pedal angle. The interaction torque between the first rotor and the second rotor of the first and second motors is zero respectively; and the third and fourth servo drives are controlled by the third and fourth servo drivers according to the relationship between the accelerator pedal angle and the driving torque setting value. The motor outputs the reverse drive torque.

1 . The four-wheel drive power structure of a hybrid electric vehicle according to claim 8, wherein: by relatively changing a total output torque of an output shaft of the four motors and a load torque of the vehicle, The vehicle speed is automatically steplessly changed, wherein the total output torque is only controlled by the main control unit and each servo drive, and is not directly related to the vehicle speed.

1 4. The four-wheel drive power structure of the hybrid electric vehicle according to claim 8, characterized in that: when the driver changes the angle of the accelerator pedal, the engine speed changes accordingly, and the second motor transmits torque. It also changes accordingly. At the same time, the main control unit controls the third and fourth motor systems to output corresponding torques to achieve stepless adjustment of the output torque.

1 . The four-wheel drive power structure of the hybrid electric vehicle according to claim 17 , wherein: the main control unit is configured according to an angle of the accelerator pedal and a rate of change of the angle and a short of the third and fourth motor systems. Time overload capability, control 笫 Third, the fourth motor system outputs short-time overload torque to improve the vehicle's dynamic performance and operational sensitivity.

1 . The four-wheel drive power structure of the hybrid electric vehicle according to claim 1 , wherein: between the first and second motor output shafts and the respective driven wheels, a speed reduction mechanism is installed to make The electromagnetic torque that has passed through is amplified by the speed reduction mechanism to drive the wheels.

2. The four-wheel drive power structure of a hybrid electric vehicle according to claim 1, wherein: the first motor and the second motor are combined into a single motor having a similar structure but doubled the power of the single machine, and is decelerated. The mechanism and the differential drive two wheels, and the corresponding drives are also combined into one.

21 . The four-wheel drive power structure of a hybrid electric vehicle according to claim 1 , wherein: the third and fourth motors are combined into a single motor having a similar structure but doubled the power of the single machine, and the speed reduction mechanism is adopted. The differential drives the two wheels and the corresponding drives are combined into one.

22. The four-wheel drive power structure of a hybrid electric vehicle according to claim 1, wherein: the first and second motors are combined into a single motor having a similar structure but doubled the power of the single unit, and the speed reduction mechanism is And the differential drives the two wheels, and the corresponding drives are also combined into one; at the same time, the third and fourth motors are combined into one motor with similar structure but doubled the power of the single machine, and driven by the speed reduction mechanism and the differential For each wheel, the corresponding drive is also combined into one. '

2 3. An operation control method for a four-wheel drive power structure of a hybrid electric vehicle, wherein the four-wheel drive power structure of the hybrid electric vehicle includes: an engine, first and second motors, and a third a four-motor, a main control unit, a first and second servo drives connected to the first and second motors, and third and fourth servo drives connected to the third and fourth motors, the operation control method includes the following Steps:

The main control unit calculates a corresponding matching torque according to the pre-stored optimal economic running curve of the engine according to the engine speed, and sends corresponding torque settings to the first and second servo drives, and according to the vehicle operating condition or driving requirement,笫 Four servo drive sends out the torque setting;

The first and second servo drives perform servo control on the coupling torque between the first rotor and the second rotor of the first and second motors according to the operation condition, and the third and fourth servo drives are operated according to the operation condition. 3. The coupling torque between the stator and the rotor of the fourth motor is servo-controlled.

24. The four-wheel drive power of a hybrid electric vehicle according to claim 23 The operation control method of the structure is characterized in that: the main control unit further stores relationship data between the accelerator pedal angle and the driving torque set value, the relationship between the energy storage unit power and the charging demand power, the brake pedal angle and the braking torque Relation data and a shift control program, the main control unit is externally connected with an accelerator pedal angle sensor, a brake pedal angle sensor, and various control command switches; the control unit controls the first, 根据 according to at least one of the following data stored therein Two servo drives and/or third and fourth servo drives, thereby controlling the operation of the first and second motors and/or the third and fourth motors:

Speed-torque matching data on the engine's best efficiency curve;

Data relating to energy storage unit voltage and charging demand power;

Brake pedal angle and brake torque relationship data;

Variable speed control program.

25. The operation control method for a four-wheel drive power structure of a hybrid electric vehicle according to claim 24, wherein: when starting the hybrid vehicle, the main control unit controls the first and second servo drives, 1. The coupling torque between the first rotor and the second rotor of the second motor is servo-controlled to make the interaction torque between the first rotor and the second rotor zero; and according to the accelerator pedal angle and the driving torque setting The value relationship is torque-controlled by the third and fourth servo drives for the third and fourth motors to output the starting torque.

26. The method of controlling operation of a four-wheel drive power structure of a hybrid electric vehicle according to claim 24, wherein:

After starting, when the sum of the driving power demand and the energy storage unit charging power demand is greater than a predetermined threshold, the engine control unit is notified to start engine operation.

27. The method of controlling operation of a four-wheel drive power structure of a hybrid electric vehicle according to claim 24, wherein:

When the normal driving of the hybrid vehicle is implemented, the main control unit controls the engine to run on the optimal economic running curve through the first and second motor systems, and controls the third and fourth motor systems according to the driving demand. Output torque; Under normal driving conditions, the power generated by the first and second motor systems is all used for the driving of the third and fourth motor systems, or the third and fourth motor systems are all used for generating power. First, the second motor system is driven. Unless the energy storage unit has charging and discharging requirements according to its own control strategy or command from the main control unit, all power generation energy does not pass through the charging and discharging process of the energy storage unit.

28. The method of controlling a power structure according to claim 24, wherein:

When the hybrid vehicle is braked, the main control unit controls the first brake according to the brake pedal angle, the second motor system outputs zero torque, or outputs the same load torque as the engine steering that does not cause the engine to stall. Limited dynamic braking; and

According to the relationship between the brake pedal angle and the braking torque, the brake torque is output to the external motor through the third and fourth servo drives.

29. The method of controlling operation of a four-wheel drive power structure of a hybrid electric vehicle according to claim 24, wherein:

During braking, the external load kinetic energy is converted into electrical energy by the first and second motor systems or the third and fourth motor systems and the electrical energy is delivered to the DC bus, and the energy storage unit actively takes electrical energy from the common DC bus to store therein.

30. The method of controlling operation of a four-wheel drive power structure of a hybrid electric vehicle according to claim 29, wherein:

If the power of the recovered energy is too large during braking, the charging process of the energy storage unit is too late to absorb this energy, causing the DC bus voltage to rise to a predetermined value, or recovering too much energy, and the energy storage unit is insufficient to store the energy, causing the DC bus voltage to rise. When the value is reached, the energy bleed protection device inside the energy storage unit will start venting, and the excess energy will be converted into heat energy through the braking resistor.

31. The method of controlling operation of a four-wheel drive power structure of a hybrid electric vehicle according to claim 24, wherein:

When reversing, the main control unit controls the first and second servo drives according to the reverse running demand and the accelerator pedal angle, so that the interaction torque between the first rotor and the second rotor of the first and second motors is zero respectively; The relationship between the accelerator pedal angle and the driving torque setting value is controlled by the third and fourth servo drives to output the reverse driving torque of the third and fourth motors.

32. The method of controlling operation of a four-wheel drive power structure of a hybrid electric vehicle according to claim 24, wherein: The vehicle speed is automatically steplessly changed by making a relative change between the total output torque of the four motor output shafts and the load torque of the vehicle. The total output torque is controlled only by the main control unit and each servo drive, and the vehicle speed is not directly Association.

33. The method of controlling operation of a four-wheel drive power structure of a hybrid electric vehicle according to claim 24, wherein:

When the driver changes the angle of the accelerator pedal, the engine speed changes accordingly, and the first and second motor transmission torques also change accordingly. At the same time, the main control unit controls the third and fourth motor systems to output corresponding torques to achieve the stepless output torque. Adjustment.

34. A method of controlling a power structure according to claim 33, wherein:

The main control unit controls the short-time overload torque of the third and fourth motor systems according to the angle of the accelerator pedal and the rate of change of the angle and the short-time overload capability of the third and fourth motor systems to improve the dynamic performance of the vehicle and Operational sensitivity.