WO2010003276A1 - Transmission à quatre roues motrices et procédé de commande de fonctionnement de hev - Google Patents

Transmission à quatre roues motrices et procédé de commande de fonctionnement de hev Download PDF

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Publication number
WO2010003276A1
WO2010003276A1 PCT/CN2008/001305 CN2008001305W WO2010003276A1 WO 2010003276 A1 WO2010003276 A1 WO 2010003276A1 CN 2008001305 W CN2008001305 W CN 2008001305W WO 2010003276 A1 WO2010003276 A1 WO 2010003276A1
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WO
WIPO (PCT)
Prior art keywords
motor
torque
servo
rotor
control unit
Prior art date
Application number
PCT/CN2008/001305
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English (en)
Chinese (zh)
Inventor
吕虹
Original Assignee
桂林吉星电子等平衡动力有限公司
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Filing date
Publication date
Application filed by 桂林吉星电子等平衡动力有限公司 filed Critical 桂林吉星电子等平衡动力有限公司
Priority to PCT/CN2008/001305 priority Critical patent/WO2010003276A1/fr
Publication of WO2010003276A1 publication Critical patent/WO2010003276A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • Y02T10/62—Hybrid vehicles

Definitions

  • 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
  • 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.
  • the object of the present invention is to design a power structure of a hybrid electric vehicle using four sets of motor servo systems.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 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.
  • FIG. 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 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.
  • 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.
  • 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.
  • 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.
  • the second motor has the same structure. The following description takes the second motor as an example. As shown in FIG.
  • 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.
  • 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.
  • 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.
  • 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).
  • the four-wheel drive type power structure of the hybrid electric vehicle 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 ⁇ 5 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 engine control unit 104 controls the operation of the fuel engine 117 in a conventional manner.
  • 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 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 total torque received by the engine bearing is equal to the sum of the torques applied by the second motor and, ⁇ , 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.
  • the second rotor 114 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.
  • 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 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 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 ⁇ 4 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 used by the motor to generate electricity is multiplied by the total efficiency of the first motor and the first servo driver ⁇ , that is, the motor is lost
  • 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) / ⁇ 1.
  • 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.
  • 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 ⁇ . 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.
  • the torque received on the output shaft of the connecting wheel is opposite to the normal driving direction and enters the braking state.
  • the main control unit 105 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 .
  • the main control unit 105 obtains the setting signals T3, ⁇ 4 0 ⁇ 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.
  • 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 ⁇ 4. 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.
  • 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.
  • 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 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.
  • the main control unit 105 increases the torque setting values ⁇ 3, ⁇ 4 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.
  • the power structure 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • the vehicle speed automatically changes steplessly, thereby achieving the purpose of automatic shifting.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L’invention concerne une transmission à quatre roues motrices et un procédé de commande de fonctionnement d’un HEV (hybrid electric vehicle), la transmission comprenant un moteur, une unité de commande principale, des premier à quatrième moteurs et des premier à quatrième servomoteurs correspondant aux premier à quatrième moteurs, respectivement. Le couple des quatre moteurs est servocommandé par les quatre servomoteurs selon la situation de fonctionnement du moteur. L'unité de commande principale calcule le couple correspondant selon le régime du moteur sur la base de sa ligne de fonctionnement optimale préstockée, et envoie les valeurs de réglage du couple aux premier et second servomoteurs, et envoie les valeurs de réglage du couple aux troisième et quatrième servomoteurs sur la base de la situation de fonctionnement du véhicule ou de l'instruction de conduite.
PCT/CN2008/001305 2008-07-11 2008-07-11 Transmission à quatre roues motrices et procédé de commande de fonctionnement de hev WO2010003276A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/CN2008/001305 WO2010003276A1 (fr) 2008-07-11 2008-07-11 Transmission à quatre roues motrices et procédé de commande de fonctionnement de hev

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PCT/CN2008/001305 WO2010003276A1 (fr) 2008-07-11 2008-07-11 Transmission à quatre roues motrices et procédé de commande de fonctionnement de hev

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WO2010003276A1 true WO2010003276A1 (fr) 2010-01-14

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CN103384515A (zh) * 2010-08-31 2013-11-06 诺华有限公司 适用于脂质体递送编码蛋白质的rna的脂质
CN111923746A (zh) * 2020-08-19 2020-11-13 华人运通(江苏)技术有限公司 扭矩分配方法、装置、电子设备、车辆动力系统和车辆
CN114290884A (zh) * 2021-08-25 2022-04-08 华为数字能源技术有限公司 汽车驱动系统和汽车

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CN1810557A (zh) * 2006-02-27 2006-08-02 华南理工大学 一种油－电混合动力汽车的多桥驱动系统
CN100999190A (zh) * 2006-12-22 2007-07-18 吉林大学 双轴四轮驱动串联式混合动力电动汽车
CN101028799A (zh) * 2006-03-03 2007-09-05 中国汽车技术研究中心 四轮驱动汽车的双转子混合动力装置及驱动方法
CN201018382Y (zh) * 2007-03-06 2008-02-06 桂林吉星电子等平衡动力有限公司 燃油发动机动态寻优运行伺服加载装置
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US5988307A (en) * 1995-05-19 1999-11-23 Toyota Jidosha Kabushiki Kaisha Power transmission apparatus, four-wheel drive vehicle with power transmission apparatus incorporated therein, method of transmitting power, and method of four-wheel driving
CN101208229A (zh) * 2005-12-26 2008-06-25 丰田自动车株式会社 混合动力车辆及其控制方法
CN1810557A (zh) * 2006-02-27 2006-08-02 华南理工大学 一种油－电混合动力汽车的多桥驱动系统
CN101028799A (zh) * 2006-03-03 2007-09-05 中国汽车技术研究中心 四轮驱动汽车的双转子混合动力装置及驱动方法
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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103384515A (zh) * 2010-08-31 2013-11-06 诺华有限公司 适用于脂质体递送编码蛋白质的rna的脂质
CN111923746A (zh) * 2020-08-19 2020-11-13 华人运通(江苏)技术有限公司 扭矩分配方法、装置、电子设备、车辆动力系统和车辆
CN114290884A (zh) * 2021-08-25 2022-04-08 华为数字能源技术有限公司 汽车驱动系统和汽车

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