WO2018053891A1 - Dispositif d'ensemble d'alimentation pour véhicule électrique à batterie - Google Patents

Dispositif d'ensemble d'alimentation pour véhicule électrique à batterie Download PDF

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Publication number
WO2018053891A1
WO2018053891A1 PCT/CN2016/102553 CN2016102553W WO2018053891A1 WO 2018053891 A1 WO2018053891 A1 WO 2018053891A1 CN 2016102553 W CN2016102553 W CN 2016102553W WO 2018053891 A1 WO2018053891 A1 WO 2018053891A1
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Prior art keywords
motor
transmission
speed
controller
vehicle
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PCT/CN2016/102553
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English (en)
Chinese (zh)
Inventor
吴雄良
娄珍申
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上海瑞昱荣科新能源汽车有限公司
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Publication of WO2018053891A1 publication Critical patent/WO2018053891A1/fr

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    • 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
    • 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
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/28—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed without contact making and breaking, e.g. using a transductor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/20—DC electrical machines
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention mainly relates to the field of electric vehicles, and in particular to a powertrain device for a pure electric vehicle.
  • the electric driving method commonly used in electric vehicles is to drive a fixed speed reducer and a differential by a motor, and the motor is driven only by a fixed reduction ratio method.
  • This method can only work under a reasonable speed ratio/torque of a certain working condition and within a limited range of narrowness. If you want to meet the torque requirements of complex working conditions, you can only increase the motor speed/current continuously, regardless of the damage of the battery caused by large current discharge.
  • the motor can be obtained by using the peak power, peak torque and peak current of the motor. Torque.
  • the Chinese patent application CN102180103B uses only a linear motor to drive the clutch to disengage and engage, and does not involve the control technology of the clutch active disk and the driven disk engaging with the rotational speed, but there is still a problem that separation is easy to join.
  • the Chinese patent application CN103552448A directly removes the clutch due to the friction clutch control problem, thereby avoiding the problem of difficulty in clutch control.
  • the technical problem to be solved by the present invention is to provide a powertrain device for a pure electric vehicle, which can alleviate the problem of the friction clutch transmission starting and the high speed difference engagement when shifting.
  • the present invention provides a powertrain device for a pure electric vehicle, including a motor driver, a DC motor, a friction clutch transmission transmission, a differential, a vehicle controller (VCU), and a motor controller.
  • the motor driver is electrically connected to the DC motor
  • the output shaft of the DC motor is connected to the input end of the transmission
  • the output end of the transmission is connected to the axle of the driving wheel
  • the DC motor is respectively provided for measuring the following a first group of sensors having at least some parameters: a motor speed, a driving current, an input end of the motor controller connected to the first group of sensors; a signal input end of the motor driver connected to a control signal output end of the motor controller;
  • the drive wheel is a front wheel of a pure electric vehicle.
  • the drive wheel is a rear wheel of a pure electric vehicle.
  • a differential is also coupled between the transmission and the axle of the drive wheel.
  • the transmission is a mechanically driven single clutch manual transmission, a single clutch driven automatic transmission, a single clutch driven steel belt type continuously variable transmission or a dual clutch driven transmission.
  • the vehicle controller is provided with a shift controller, and the input end of the shift controller is connected to the first input end of the vehicle controller, and the output end of the shift controller is The shift actuator input of the friction clutch is connected.
  • the second input end of the vehicle controller and the pure electric vehicle are added
  • the speed pedal main drive signal output terminal is connected to the brake signal output terminal.
  • the vehicle controller causes the rotational speed of the active disc of the friction clutch driven by the DC motor to be between the active disk rotational speed and the transmission input shaft of the friction clutch when the vehicle starts.
  • the rotational speed of one axis of the driven disk is the same.
  • the vehicle controller rotates the rotational speed of the active disk of the friction clutch and the active disk rotational speed and the friction type by the DC motor during each shift.
  • the speed of one shaft of the transmission input shaft of the clutch is the same.
  • the present invention allows the pure electric vehicle to maintain the same speed as the real-time rotational speed of the driven disk of the transmission input shaft at the start and each shift, so as to achieve smooth and unrelenting driving in various working conditions. Conduct energy-saving drives.
  • Fig. 1 is a structural view showing a powertrain apparatus of a pure electric vehicle according to a first embodiment of the present invention.
  • Fig. 2 is a view showing the configuration of a powertrain apparatus for a pure electric vehicle according to a second embodiment of the present invention.
  • Fig. 3 is a structural view showing a powertrain apparatus for a pure electric vehicle according to a third embodiment of the present invention.
  • Fig. 4 is a structural view showing a powertrain apparatus for a pure electric vehicle according to a fourth embodiment of the present invention.
  • a powertrain assembly for a DC motor to drive a friction clutch transmission is disclosed.
  • the pure electric vehicle can be smoothly and unsteadily driven under various working conditions.
  • FIG. 1 shows a powertrain apparatus for a pure electric vehicle according to a first embodiment of the present invention.
  • a powertrain device 100 for a pure electric vehicle includes a motor driver 110, a DC motor 120, a friction clutch-transmitted transmission 130, a power battery pack 140, a distribution box 150, a motor controller (MCU) 161, and a battery management system. (Battery Management System, BMS) 162, and vehicle controller (VCU) 163.
  • MCU motor controller
  • BMS Battery Management System
  • VCU vehicle controller
  • the power battery pack 140 is used to supply power to a pure electric vehicle, and its power output terminal is connected to the power distribution box 150 via an insulated high voltage wire.
  • the power input of the motor driver 110 is in communication with the output of the distribution box 150 via an insulated high voltage conductor.
  • the motor driver 110 is electrically connected to the DC motor 120.
  • the high voltage input of the DC motor 120 corresponds to the high voltage output of the motor driver 110 and is connected via an insulated high voltage conductor.
  • the output shaft of the DC motor 120 is coupled to the input of the transmission 130, and the output of the transmission is coupled to the axle of the drive wheel 132.
  • the drive wheel 132 is a front wheel.
  • the output shaft of the DC motor 120 is splined into the internal splines of the ferrule sleeve of the transmission 130 and secured.
  • the DC motor 120 is characterized by a low speed/high torque (0-4500 rpm/min) (modified according to telephone communication) whose maximum output torque matches the input torque of the driven transmission 130.
  • the transmission 130 can be a mechanically driven single clutch manual transmission.
  • the outer circular plane of the connecting sleeve of the transmission 130 is attached to the driving disc of the friction clutch, and the corresponding screw holes are integrally fixed by bolts.
  • the locating pin plane of the fixed frame of the DC motor 120 is fixed to the corresponding positioning hole and the threaded hole of the outer casing plane of the transmission 130, and is integrally fixed by bolts.
  • the differential (not shown) of the transmission 130 drives the shaft spline sleeves at both ends of the output aperture to be inserted and fixed relative to the left and right half shafts.
  • the outer spline shafts at the outer ends of the left and right half shafts are respectively inserted into the inner spline sleeves at the center of the left and right drive wheels.
  • the combination is a front-drive powertrain device that is driven by a DC motor to drive a friction clutch transmission.
  • a first set of sensors for measuring the following parameters may be provided in the DC motor 120: temperature, speed, voltage, current, and torque. It will be appreciated that these parameters may be selected in part or in whole as desired. Each parameter can have a corresponding sensor.
  • the first set of sensors includes a temperature sensor, a rotational speed sensor, a voltage detector, a current detector, and a torque detector.
  • a second set of sensors for providing the following signals are provided in the transmission 130: a clutch disengagement signal, and a driven disc one-axis rotational speed signal of the transmission input shaft. It will be appreciated that these parameters may be selected in part or in whole as desired.
  • An input end of the motor controller 161 is connected to the first group of sensors in the DC motor 120 to obtain Various parameters of the motor, such as temperature, speed, voltage, current, torque, etc.
  • the control signal output of one of the motor controllers 161 is coupled to the signal input of the motor driver 110.
  • the motor driver 110 is controlled by the program management of the motor controller 161.
  • the first input of the vehicle controller 153 is coupled to the second set of sensors to obtain the signals it provides.
  • a clutch release limit sensor is disposed below the clutch pedal.
  • the second input end of the vehicle controller 163 is connected to the main drive signal output end of the accelerator pedal of the pure electric vehicle and the brake pedal brake signal output end via wires.
  • the motor controller 161 and the vehicle controller 163 are connected via a vehicle communication bus.
  • vehicle communication bus is, for example, a field bus (CAN bus).
  • a set of parameters including the motor speed and load current, the clutch disengagement signal, and the driven disc one-axis speed signal of the transmission input shaft are obtained in real time by the vehicle controller 163 from the motor controller 161 and the second group of sensors,
  • the motor controller 161 is configured to control the rotational speed of the DC motor 120 according to the set of parameters, so that the rotational speed of the active disk of the friction clutch driven by the DC motor 120 and the active disk rotational speed and the driven disk of the transmission input shaft of the friction clutch The speed of one axis is the same.
  • the above-mentioned control of the same speed can control the response time within 20ms when starting (low speed of 600-650 rpm) or when shifting, waiting for the forward and reverse gears to release the clutch pedal to realize the main of the friction clutch.
  • the driven plate has a low speed and a smooth and smooth joint.
  • the vehicle enters the starting creep mode. Each shift during driving makes the driving speed of the driving disc coincide with the real-time rotation speed of the driven disk of the transmission input shaft, and repeats the operation according to the logic program to run normally.
  • the vehicle controller 163 acquires the vehicle speed signal, the accelerator pedal main drive signal, the brake signal, the clutch release signal, the driven plate one-axis rotational speed signal of the transmission input shaft, the motor speed, the torque, and the load in real time through the CAN bus or the signal line. Current and other signals.
  • the intelligent positive and electric drive load current values are matched, so that the shift point (speed) and the vehicle speed (Km/h) are within the transmission speed ratio range, real-time dynamic active servo shifting is realized under all working conditions. These conditions may include start, slow, medium speed, fast, uphill, ramp start, and the like.
  • the gear ratio of the car it is necessary to set the gear ratio of the car under various working conditions.
  • the first gear is the maximum gear ratio, which corresponds to the vehicle speed of 0-10km/h;
  • the ten gear is the minimum gear ratio, corresponding to the vehicle speed of 60km/h.
  • the other shifting points (speeds) can be correspondingly divided according to the speed value, and the gears are sequentially moved.
  • the vehicle speed value corresponding to the reverse gear is smaller than the forward speed value.
  • the forward and reverse shift response speed is less than 10ms. Therefore, intelligent self-study is realized. Learn cycle speed ratio control.
  • 1st gear Use when starting normally or climbing a steep slope. With this gear, the speed is usually 10km/h.
  • 2nd gear The transitional gear after acceleration at the start, used at low speed or when climbing steep slopes, the speed is generally 20km/h.
  • 3rd gear Forward gear, the general speed is used when the speed is between 20km/h and 40km/h. This gear is commonly used in urban areas.
  • This gear can be used from 40km/h to 50km/h.
  • 5th gear 50km/h ⁇ 60km/h can use this gear, and it can be used when the vehicle runs at high speed.
  • 6th gear 60km/h ⁇ 70km/h can be used, and the vehicle can be used at high speed.
  • the N file is a neutral gear and is used when the parking speed is running. For example, when waiting for a traffic light, it is hung up to the N position and the hand brake is pulled.
  • the R gear is the reverse gear and is used when reversing.
  • the order of advancement is: one gear, one second, one third, one fourth, one fifth, one sixth, six gears.
  • the order of downshifting is based on the speed of the vehicle. According to the speed of the vehicle, the motor speed is less than 1300 rpm.
  • Fig. 2 shows a powertrain apparatus for a pure electric vehicle according to a second embodiment of the present invention.
  • a powertrain device 100 for a pure electric vehicle includes a motor driver 110, a DC motor 120, a friction clutch-transmitted transmission 130, a differential 130a, a power battery pack 140, a power distribution box 150, A motor controller (MCU) 161, a battery management system (BMS) 162, and a vehicle controller (VCU) 163.
  • MCU motor controller
  • BMS battery management system
  • VCU vehicle controller
  • the power battery pack 140 is used to supply power to a pure electric vehicle, and its power output terminal is connected to the power distribution box 150 via an insulated high voltage wire.
  • the power input of the motor driver 110 is in communication with the output of the distribution box 150 via an insulated high voltage conductor.
  • the motor driver 110 is electrically connected to the DC motor 120.
  • the high voltage input of the DC motor 120 corresponds to the high voltage output of the motor driver 110 and is connected via an insulated high voltage conductor.
  • the output shaft of the DC motor 120 is coupled to the input of the transmission 130, and the output of the transmission 130 is coupled to the axle of the drive wheel 132 via a differential 130a.
  • the drive wheel 132 is a rear wheel.
  • the output shaft of the DC motor 120 is splined into the internal splines of the ferrule sleeve of the transmission 130 and secured.
  • the DC motor 120 is characterized by a low speed/high torque (0-4500 rpm/min) whose maximum output torque matches the input torque of the driven transmission 130.
  • the transmission 130 can be a mechanically driven single clutch manual transmission.
  • the outer circular plane of the connecting sleeve of the transmission 130 is attached to the driving disc of the friction clutch, and the corresponding screw holes are integrally fixed by bolts.
  • the locating pin plane of the fixed frame of the DC motor 120 is fixed to the corresponding positioning hole and the threaded hole of the outer casing plane of the transmission 130, and is integrally fixed by bolts.
  • the output shaft of the transmission 130 is integrally coupled to the universal joint and the drive shaft and the rear axle differential.
  • the rear-drive type powertrain device is combined into a friction clutch transmission transmission driven by a DC motor.
  • a first set of sensors for measuring the following parameters may be provided in the DC motor 120: temperature, speed, voltage, current, and torque. It will be appreciated that these parameters may be selected in part or in whole as desired. Each parameter can have a corresponding sensor.
  • the first set of sensors includes a temperature sensor, a rotational speed sensor, a voltage detector, a current detector, and a torque detector.
  • a second set of sensors for providing the following signals are provided in the transmission 130: a clutch disengagement signal, and a driven disc one-axis rotational speed signal of the transmission input shaft. It will be appreciated that these parameters may be selected in part or in whole as desired.
  • the input of the motor controller 161 is coupled to the first set of sensors within the DC motor 120 to obtain various parameters of the desired motor, such as temperature, speed, voltage, current, torque, and the like.
  • the control signal output of one of the motor controllers 161 is coupled to the signal input of the motor driver 110.
  • the motor driver 110 is controlled by the program management of the motor controller 161.
  • the first input of the vehicle controller 153 is coupled to the second set of sensors to obtain the signals it provides.
  • a clutch release limit sensor is disposed below the clutch pedal.
  • the second input end of the vehicle controller 163 is connected to the main drive signal output end of the accelerator pedal of the pure electric vehicle and the brake pedal brake signal output end via wires.
  • Vehicle communication bus such as It is a field bus (CAN bus).
  • a set of parameters including the motor speed and load current, the clutch disengagement signal, and the driven disc one-axis speed signal of the transmission input shaft are obtained in real time by the vehicle controller 163 from the motor controller 161 and the second group of sensors,
  • the motor controller 161 is configured to control the rotational speed of the DC motor 120 according to the set of parameters, so that the rotational speed of the active disk of the friction clutch driven by the DC motor 120 and the active disk rotational speed and the driven disk of the transmission input shaft of the friction clutch The speed of one axis is the same.
  • the above-mentioned control of the same speed can control the response time within 20ms when starting (low speed of 600-650 rpm) or when shifting, waiting for the forward and reverse gears to release the clutch pedal to realize the main of the friction clutch.
  • the driven plate has a low speed and a smooth and smooth joint.
  • the vehicle enters the starting creep mode. Each shift during driving makes the driving speed of the driving disc coincide with the real-time rotation speed of the driven disk of the transmission input shaft, and repeats the operation according to the logic program to run normally.
  • the vehicle controller 163 acquires the vehicle speed signal, the accelerator pedal main drive signal, the brake signal, the clutch release signal, the driven plate one-axis rotational speed signal of the transmission input shaft, the motor speed, the torque, and the load in real time through the CAN bus or the signal line. Current and other signals.
  • the intelligent positive and electric drive load current values are matched, so that the shift point (speed) and the vehicle speed (Km/h) are within the transmission speed ratio range, real-time dynamic active servo shifting is realized under all working conditions. These conditions may include start, slow, medium speed, fast, uphill, ramp start, and the like.
  • the gear ratio of the car is the maximum gear ratio, which corresponds to the vehicle speed of 0-10km/h; the ten gear is the minimum gear ratio, corresponding to the vehicle speed of 60km/h.
  • the other shifting points (speeds) can be correspondingly divided according to the speed value, and the gears are sequentially moved.
  • the vehicle speed value corresponding to the reverse gear is smaller than the forward speed value.
  • the forward and reverse shift response speed is less than 10ms. Therefore, the intelligent self-learning cycle ratio control is realized.
  • 1st gear Use when starting normally or climbing a steep slope. With this gear, the speed is usually 10km/h.
  • 2nd gear The transitional gear after acceleration at the start, used at low speed or when climbing steep slopes, the speed is generally 20km/h.
  • 3rd gear Forward gear, the general speed is used when the speed is between 20km/h and 40km/h. This gear is commonly used in urban areas.
  • This gear can be used from 40km/h to 50km/h.
  • 5th gear 50km/h ⁇ 60km/h can use this gear, and it can be used when the vehicle runs at high speed.
  • 6th gear 60km/h ⁇ 70km/h can be used, and the vehicle can be used at high speed.
  • the N file is a neutral gear and is used when the parking speed is running. For example, when waiting for a traffic light, it is hung up to the N position and the hand brake is pulled.
  • the R gear is the reverse gear and is used when reversing.
  • the order of advancement is: one gear, one second, one third, one fourth, one fifth, one sixth, six gears.
  • the order of downshifting is based on the speed of the vehicle. According to the speed of the vehicle, the motor speed is less than 1300 rpm.
  • a powertrain device 100 for a pure electric vehicle includes a motor driver 110, a DC motor 120, a friction clutch-transmitted transmission 130, a power battery pack 140, a distribution box 150, and a motor controller (MCU). 161.
  • the power battery pack 140 is used to supply power to a pure electric vehicle, and its power output terminal is connected to the power distribution box 150 via an insulated high voltage wire.
  • the power input of the motor driver 110 is in communication with the output of the distribution box 150 via an insulated high voltage conductor.
  • the motor driver 110 is electrically connected to the DC motor 120.
  • the high voltage input of the DC motor 120 corresponds to the high voltage output of the motor driver 110 and is connected via an insulated high voltage conductor.
  • the output shaft of the DC motor 120 is coupled to the input of the transmission 130, and the output of the transmission is coupled to the axle of the drive wheel 132.
  • the drive wheel 132 is a front wheel.
  • the output shaft of the DC motor 120 is splined into the internal splines of the ferrule sleeve of the transmission 130 and secured.
  • the DC motor 120 is characterized by a low speed/high torque (0-4500 rpm/min) whose maximum output torque matches the input torque of the driven transmission 130.
  • the transmission 130 may be an automatic electric or hydraulically driven single clutch transmission automatic transmission, an electric or liquid driven single clutch transmission steel belt type continuously variable transmission, or an electric and liquid driven dual clutch transmission transmission.
  • the outer circular plane of the connecting sleeve of the transmission 130 is fitted to the main of the friction clutch
  • the moving plate and the corresponding screw hole are fixed by bolts.
  • the locating pin plane of the fixed frame of the DC motor 120 is fixed to the corresponding positioning hole and the threaded hole of the outer casing plane of the transmission 130, and is integrally fixed by bolts.
  • the differential (not shown) of the transmission 130 drives the shaft spline sleeves at both ends of the output aperture to be inserted and fixed relative to the left and right half shafts.
  • the outer spline shafts at the outer ends of the left and right half shafts are respectively inserted into the inner spline sleeves at the center of the left and right drive wheels.
  • the combination is a front-drive powertrain device that is driven by a DC motor to drive a friction clutch transmission.
  • a first set of sensors for measuring the following parameters may be provided in the DC motor 120: temperature, speed, voltage, current, and torque. It will be appreciated that these parameters may be selected in part or in whole as desired. Each parameter can have a corresponding sensor.
  • the first set of sensors includes a temperature sensor, a rotational speed sensor, a voltage detector, a current detector, and a torque detector.
  • a second set of sensors for providing the following signals are provided in the transmission 130: a clutch disengagement signal, and a driven disc one-axis rotational speed signal of the transmission input shaft. It will be appreciated that these parameters may be selected in part or in whole as desired.
  • the input of the motor controller 161 is coupled to the first set of sensors within the DC motor 120 to obtain various parameters of the desired motor, such as temperature, speed, voltage, current, torque, and the like.
  • the control signal output of one of the motor controllers 161 is coupled to the signal input of the motor driver 110.
  • the motor driver 110 is controlled by the program management of the motor controller 161.
  • the shift controller 164 is disposed within the vehicle controller 163 with its input coupled to the second set of sensors via the first input of the vehicle controller 163 to obtain the signals it provides.
  • the output of the shifting controller 164 is coupled to the input of the shift actuator 131 of the friction clutch.
  • the shift controller 164 can perform gear position control.
  • a clutch release limit sensor is disposed below the clutch pedal.
  • the second input end of the vehicle controller 163 is connected to the main drive signal output end of the accelerator pedal of the pure electric vehicle and the brake pedal brake signal output end via wires.
  • the motor controller 161 and the vehicle controller 163 are connected via a vehicle communication bus.
  • vehicle communication bus is, for example, a field bus (CAN bus).
  • the vehicle controller 163 obtains, in real time, the motor speed and load current, the clutch release signal, and the input shaft of the transmission input shaft from the motor controller 161 and the second group of sensors. a set of parameters of the speed signal, according to the set of parameters, the motor controller 161 controls the rotational speed of the DC motor 120, so that the rotational speed of the active disc of the friction clutch driven by the DC motor 120 and the speed of the active disc and the clutch of the friction clutch The rotational speed of one shaft of the input shaft of the input shaft is the same.
  • the automatic friction clutch in the transmission is commanded by the vehicle controller 163 to instruct the motor controller 161 to drive the rotational speed/drive current of the motor 120 and the shift controller synchronous shift actuator to control the clutch disengagement.
  • the speed of the active disk and the real-time rotational speed of the driven disk of the transmission input shaft are maintained at a low speed of 600-650 rpm, which is smoothly and quickly engaged, and the vehicle enters the start creep mode.
  • Each shift during driving keeps the active disc in line with the real-time speed of the driven disc one shaft of the transmission input shaft.
  • the vehicle controller 163 acquires the vehicle speed signal, the accelerator pedal main drive signal, the brake signal, the clutch release signal, the driven plate one-axis rotational speed signal of the transmission input shaft, the motor speed, the torque, and the load in real time through the CAN bus or the signal line. Current and other signals.
  • the intelligent positive and electric drive load current values are matched, so that the shift point (speed) and the vehicle speed (Km/h) are within the transmission speed ratio range, real-time dynamic active servo shifting is realized under all working conditions. These conditions may include start, slow, medium speed, fast, uphill, ramp start, and the like.
  • the gear ratio of the car it is necessary to set the gear ratio of the car under various working conditions.
  • the first gear is the maximum gear ratio, corresponding to the vehicle speed of 0-10km / h; the highest gear is the minimum gear ratio, corresponding to the car speed of 60-80km / h.
  • the other shifting points (speeds) can be correspondingly divided according to the speed value, and the gears are sequentially moved.
  • the vehicle speed value corresponding to the reverse gear is smaller than the forward speed value. For example, the forward and reverse shift response speed is less than 10ms. Therefore, the intelligent self-learning cycle ratio control is realized.
  • 1st gear Use when starting normally or climbing a steep slope. With this gear, the speed is usually 10km/h.
  • 2nd gear The transitional gear after acceleration at the start, used at low speed or when climbing steep slopes, the speed is generally 20km/h.
  • 3rd gear Forward gear, the general speed is used when the speed is between 20km/h and 40km/h. This gear is commonly used in urban areas.
  • This gear can be used from 40km/h to 50km/h.
  • 5th gear 50km/h ⁇ 60km/h can use this gear, and it can be used when the vehicle runs at high speed.
  • 6th gear 60km/h ⁇ 70km/h can be used, and the vehicle can be used at high speed.
  • the N file is a neutral gear and is used when the parking speed is running. For example, when waiting for a traffic light, it is hung up to the N position and the hand brake is pulled.
  • the R gear is the reverse gear and is used when reversing.
  • the driving process is as follows:
  • Step on the accelerator pedal The vehicle realizes the intelligent shift according to the real-time vehicle speed and the drive current according to the driver's intention, and the energy-saving drive is driven in various working conditions without smoothing.
  • a powertrain device 100 for a pure electric vehicle includes a motor driver 110, a DC motor 120, a friction clutch-transmitted transmission 130, a differential 130a, a power battery pack 140, a power distribution box 150, A motor controller (MCU) 161, a battery management system (BMS) 162, and a vehicle controller (VCU) 163.
  • MCU motor controller
  • BMS battery management system
  • VCU vehicle controller
  • the power battery pack 140 is used to supply power to a pure electric vehicle, and its power output terminal is connected to the power distribution box 150 via an insulated high voltage wire.
  • the power input of the motor driver 110 is in communication with the output of the distribution box 150 via an insulated high voltage conductor.
  • the motor driver 110 is electrically connected to the DC motor 120.
  • the high voltage input of the DC motor 120 corresponds to the high voltage output of the motor driver 110 and is connected via an insulated high voltage conductor.
  • the output shaft of the DC motor 120 is coupled to the input of the transmission 130, and the output of the transmission 130 is coupled to the axle of the drive wheel 132 via a differential 130a.
  • the drive wheel 132 is a rear wheel.
  • the output shaft of the DC motor 120 is splined into the internal splines of the ferrule sleeve of the transmission 130 and secured.
  • the DC motor 120 is characterized by a low speed/high torque (0-4500 rpm/min) whose maximum output torque matches the input torque of the driven transmission 130.
  • the transmission 130 can be a mechanically driven single clutch manual transmission.
  • the outer circular plane of the connecting sleeve of the transmission 130 is fitted to the driving disc of the friction clutch, and the corresponding screw hole is fixed by bolts.
  • the locating pin plane of the fixed frame of the DC motor 120 is fixed to the corresponding positioning hole and the threaded hole of the outer casing plane of the transmission 130, and is integrally fixed by bolts.
  • the output shaft of the transmission 130 is integrally coupled to the universal joint and the drive shaft and the rear axle differential.
  • the rear-drive type powertrain device is combined into a friction clutch transmission transmission driven by a DC motor.
  • a first set of sensors for measuring the following parameters may be provided in the DC motor 120: temperature, speed, voltage, current, and torque. It will be appreciated that these parameters may be selected in part or in whole as desired. Each parameter can have a corresponding sensor.
  • the first set of sensors includes a temperature sensor, a rotational speed sensor, a voltage detector, a current detector, and a torque detector.
  • a second set of sensors for providing the following signals are provided in the transmission 130: a clutch disengagement signal, and a driven disc one-axis rotational speed signal of the transmission input shaft. It will be appreciated that these parameters may be selected in part or in whole as desired.
  • the input of the motor controller 161 is coupled to the first set of sensors within the DC motor 120 to obtain various parameters of the desired motor, such as temperature, speed, voltage, current, torque, and the like.
  • the control signal output of one of the motor controllers 161 is coupled to the signal input of the motor driver 110.
  • the motor driver 110 is controlled by the program management of the motor controller 161.
  • the shift controller 164 is disposed within the vehicle controller 163 with its input coupled to the second set of sensors via the first input of the vehicle controller 163 to obtain the signals it provides.
  • the output of the shifting controller 164 is coupled to the input of the shift actuator 131 of the friction clutch.
  • the shift controller 164 can perform gear position control.
  • a clutch release limit sensor is disposed below the clutch pedal.
  • the second input end of the vehicle controller 163 is connected to the main drive signal output end of the accelerator pedal of the pure electric vehicle and the brake pedal brake signal output end via wires.
  • the motor controller 161 and the vehicle controller 163 are connected via a vehicle communication bus.
  • vehicle communication bus is, for example, a field bus (CAN bus).
  • a set of parameters including the motor speed and load current, the clutch disengagement signal, and the driven disc one-axis speed signal of the transmission input shaft are obtained in real time by the vehicle controller 163 from the motor controller 161 and the second group of sensors,
  • the motor controller 161 is configured to control the rotational speed of the DC motor 120 according to the set of parameters, so that the rotational speed of the active disk of the friction clutch driven by the DC motor 120 and the active disk rotational speed and the The rotational speed of the driven plate of the transmission input shaft of the friction clutch is the same.
  • the automatic friction clutch in the transmission is commanded by the vehicle controller 163 to instruct the motor controller 161 to drive the rotational speed/drive current of the motor 120 and the shift controller synchronous shift actuator to control the clutch disengagement.
  • the speed of the active disk and the real-time rotational speed of the driven disk of the transmission input shaft are maintained at a low speed of 600-650 rpm, which is smoothly and quickly engaged, and the vehicle enters the start creep mode.
  • Each shift during driving keeps the active disc in line with the real-time speed of the driven disc one shaft of the transmission input shaft.
  • the vehicle controller 163 acquires the vehicle speed signal, the accelerator pedal main drive signal, the brake signal, the clutch release signal, the driven plate one-axis rotational speed signal of the transmission input shaft, the motor speed, the torque, and the load in real time through the CAN bus or the signal line. Current and other signals.
  • the intelligent positive and electric drive load current values are matched, so that the shift point (speed) and the vehicle speed (Km/h) are within the transmission speed ratio range, real-time dynamic active servo shifting is realized under all working conditions. These conditions may include start, slow, medium speed, fast, uphill, ramp start, and the like.
  • the gear ratio of the car is the maximum gear ratio, which corresponds to the vehicle speed of 0-10km/h; the ten gear is the minimum gear ratio, corresponding to the vehicle speed of 60km/h.
  • the other shifting points (speeds) can be correspondingly divided according to the speed value, and the gears are sequentially moved.
  • the vehicle speed value corresponding to the reverse gear is smaller than the forward speed value.
  • the forward and reverse shift response speed is less than 10ms. Therefore, the intelligent self-learning cycle ratio control is realized.
  • 1st gear Use when starting normally or climbing a steep slope. With this gear, the speed is usually 10km/h.
  • 2nd gear The transitional gear after acceleration at the start, used at low speed or when climbing steep slopes, the speed is generally 20km/h.
  • 3rd gear Forward gear, the general speed is used when the speed is between 20km/h and 40km/h. This gear is commonly used in urban areas.
  • This gear can be used from 40km/h to 50km/h.
  • 5th gear 50km/h ⁇ 60km/h can use this gear, and it can be used when the vehicle runs at high speed.
  • 6th gear 60km/h ⁇ 70km/h can be used, and the vehicle can be used at high speed.
  • the N file is a neutral gear and is used when the parking speed is running. For example, when waiting for a traffic light, it is hung up to the N position and the hand brake is pulled.
  • the R gear is the reverse gear and is used when reversing.
  • the driving process is as follows:
  • Step on the accelerator pedal The vehicle realizes the intelligent shift according to the real-time vehicle speed and the drive current according to the driver's intention, and the energy-saving drive is driven in various working conditions without smoothing.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un dispositif d'ensemble d'alimentation (100) pour un véhicule électrique à batterie comprenant un dispositif d'entraînement de moteur (110), un moteur à courant continu (120), une transmission à embrayage à friction (130), un différentiel, une unité de commande de véhicule (163) et une unité de commande de moteur (161). L'unité de commande de véhicule (163) obtient en temps réel, à partir de l'unité de commande de moteur (161) et d'un capteur, un groupe de paramètres comprenant une vitesse de moteur, un courant de charge, un signal de débrayage et un signal de vitesse d'un arbre primaire de disque entraîné d'un arbre d'entrée de transmission, et transmet des instructions, selon les paramètres, à l'unité de commande de moteur (161) pour commander la vitesse du moteur à courant continu (120), de sorte que la vitesse d'un disque d'entraînement d'un embrayage à friction entraîné par le moteur à courant continu (120) soit conforme à celle de l'arbre primaire de disque entraîné de l'arbre d'entrée de transmission de l'embrayage à friction. Le dispositif d'ensemble d'alimentation peut permettre à un véhicule de se déplacer sans à-coups dans différentes situations de fonctionnement.
PCT/CN2016/102553 2016-09-21 2016-10-19 Dispositif d'ensemble d'alimentation pour véhicule électrique à batterie WO2018053891A1 (fr)

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CN201610837962.1A CN106218386B (zh) 2016-09-21 2016-09-21 纯电动汽车用的动力总成装置
CN201610837962.1 2016-09-21

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CN107054035B (zh) * 2017-06-14 2023-07-21 上海瑞昱汽车有限公司 纯电动汽车用的变速器动力总成装置
CN108973779B (zh) * 2017-12-06 2021-11-23 湖南晟芯源微电子科技有限公司 纯电动汽车用换挡辅助系统的控制方法及装置
CN112140900B (zh) * 2019-06-28 2022-05-13 比亚迪股份有限公司 车辆电机的控制方法、系统及车辆

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