WO2018171051A1 - Ensemble d'entraînement de véhicule électrique pur - Google Patents

Ensemble d'entraînement de véhicule électrique pur Download PDF

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Publication number
WO2018171051A1
WO2018171051A1 PCT/CN2017/087676 CN2017087676W WO2018171051A1 WO 2018171051 A1 WO2018171051 A1 WO 2018171051A1 CN 2017087676 W CN2017087676 W CN 2017087676W WO 2018171051 A1 WO2018171051 A1 WO 2018171051A1
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WO
WIPO (PCT)
Prior art keywords
transmission
motor
controller
speed
torque
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Application number
PCT/CN2017/087676
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English (en)
Chinese (zh)
Inventor
吴雄良
娄珍申
Original Assignee
上海瑞昱汽车有限公司
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Application filed by 上海瑞昱汽车有限公司 filed Critical 上海瑞昱汽车有限公司
Publication of WO2018171051A1 publication Critical patent/WO2018171051A1/fr

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    • 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
    • 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
    • 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
    • B60L2240/421—Speed
    • 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
    • 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
    • B60L2240/429—Current
    • 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 driving assembly 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 drive assembly device for a pure electric vehicle that can provide a varying reduction ratio without the need for a clutch.
  • the present invention provides a drive assembly device for a pure electric vehicle, comprising a motor driver, a drive motor, a transmission, a vehicle controller (VCU), and a motor controller (MCU), wherein the motor driver
  • the drive motor is electrically connected, the output shaft of the drive motor is connected to the input shaft of the transmission, and the output shaft of the transmission is connected to the axle of the drive wheel;
  • the drive motor is provided with a first group of sensors for measuring at least some of the following parameters: The motor speed, the torque and the driving current, the input end of the motor controller is connected to the first group of sensors; the signal input end of the motor driver is connected to the control signal output end of the motor controller;
  • the transmission is provided separately for providing a second group of sensors having at least a portion of signals: a transmission input shaft speed and a gear position signal, the first input of the vehicle controller being coupled to the second group of sensors; the vehicle controller, the motor controller, and the motor The driver is connected via a vehicle communication bus; wherein the vehicle controller is in
  • the drive wheel is a front wheel of a pure electric vehicle.
  • the drive wheel is a rear wheel of a pure electric vehicle.
  • the drive assembly device further includes a differential coupled between the transmission and the axle of the drive wheel.
  • the torque of the drive motor is equal to the inertia torque of the transmission or maintains a predetermined negative difference from the inertia torque of the transmission.
  • the second input end of the vehicle controller is coupled to the accelerator pedal main drive signal output end and the brake signal output end of the pure electric vehicle.
  • the transmission is a manual transmission, an automatic transmission or a continuously variable transmission.
  • the transmission is a manual transmission
  • the third input of the vehicle controller is coupled to the output of the shift signal component of the pure electric vehicle.
  • the transmission is an automatic transmission having a shifting controller therein, the output of which is coupled to a shift actuator input of the transmission.
  • the present invention can realize the variable reduction ratio by the control of the vehicle controller without the need of a clutch, thereby avoiding the problem of difficulty in clutch control.
  • FIG. 1 is a view showing the configuration of a drive assembly apparatus for a pure electric vehicle according to a first embodiment of the present invention.
  • Fig. 2 is a view showing the structure of a drive assembly apparatus for a pure electric vehicle according to a second embodiment of the present invention.
  • Fig. 3 is a view showing the configuration of a drive assembly apparatus for a pure electric vehicle according to a third embodiment of the present invention.
  • Fig. 4 is a view showing the configuration of a drive assembly apparatus for a pure electric vehicle according to a fourth embodiment of the present invention.
  • a drive assembly apparatus for a pure electric vehicle is proposed.
  • the drive assembly apparatus proposed in accordance with an embodiment of the present invention can provide a varying speed reduction ratio without the need for a clutch.
  • Fig. 1 shows a drive assembly device for a pure electric vehicle according to a first embodiment of the present invention.
  • a drive assembly 100 for a pure electric vehicle includes a motor driver 110, a drive motor 120, a transmission 130, a power battery pack 140, a power distribution box 150, a motor controller (MCU) 161, and battery management.
  • 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 coupled to the drive motor 120.
  • the high voltage input of the drive motor 120 corresponds to the high voltage output of the motor driver 110 and is in communication via an insulated high voltage conductor.
  • the drive motor 120 can be a DC motor, an AC motor, or other form of drive motor.
  • An output shaft of the drive motor 120 is coupled to an input of the transmission 130, and an output of the transmission 130 is coupled to an axle of the drive wheel 132.
  • the drive wheel 132 is a front wheel.
  • the drive motor 120 is characterized by a low speed/high torque (0-3500 rpm/min) whose maximum output torque matches the input torque of the driven transmission 130.
  • the transmission 130 may be a manual transmission.
  • the output shaft of the driving motor 120 and the input shaft of the transmission 130 are integrally fixed by a bushing coaxially to form a power assembly for directly driving the transmission.
  • 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.
  • a first set of sensors for measuring the following parameters may be provided in the drive 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: the transmission input shaft speed, the gear position, the temperature, the forward or reverse state. 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 drive 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 163 is coupled to the second set of sensors to obtain the signals it provides.
  • the second input end of the vehicle controller 163 and the main drive signal output end of the accelerator pedal of the pure electric vehicle and The brake pedal brake signal output is connected via a wire.
  • 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 motor speed, current, transmission input shaft speed, and gear position signals are obtained from the motor controller 161 and the second group of sensors in real time by the vehicle controller 163, and the motor controller is instructed according to the set of parameters.
  • 161 controls the rotational speed and torque of the drive motor 120.
  • the motor controller 161 controls the drive motor 120 to drive the transmission 130 to rotate.
  • the vehicle controller 163 controls the drive motor 120 to change from active to follow-up, and the torque of the drive motor 120 is matched with the inertia torque of the transmission 130.
  • the rotational speed of the drive motor 120 is coupled to the transmission 130.
  • the speed of the shaft is the same.
  • the torque of the drive motor 120 is equal to the inertia torque of the transmission 130; in another embodiment, the torque of the drive motor 120 and the inertia torque of the transmission 130 remain predetermined negative.
  • the difference i.e., the torque of the drive motor 120, is less than the inertia torque of the transmission 130, but is controlled within a small range defined by the predetermined negative difference.
  • a shift signal component can be provided in the pure electric vehicle, and when the shift signal component is operated, the output terminal outputs a shift signal.
  • the third input of the vehicle controller 163 is coupled to the output of the shift signal component of the pure electric vehicle to receive the shift signal.
  • the shift signal component can be placed at the bottom of the original clutch pedal, or can be placed on the manual shift lever handle, and can be placed in other convenient driving positions.
  • the vehicle controller 163 acquires signals including a vehicle speed signal, an accelerator pedal main drive signal, a brake signal, a transmission input shaft speed, a motor speed, a torque, a current, and the like in real time through a CAN bus or a signal line.
  • 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 highest gear is the minimum gear ratio, which corresponds to the vehicle speed of 60km/h or more.
  • 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 when moving at low speed, 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 normal working conditions.
  • 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 is running at an idling speed. For example, when waiting for a traffic light, the N-speed pulls the handbrake.
  • the R gear is the reverse gear and is used when reversing.
  • the shift signal component When parking is selected to reverse the vehicle, the shift signal component is operated to trigger the K1 shift signal, and the R reverse gear is engaged from the neutral position, and the accelerator pedal is lightly pressed to slow the vehicle to a slow speed of 0-10 km/h.
  • the position of the gear is N.
  • the control strategy and principle of the device is that the drive motor 120 maintains the same rotational speed as the transmission input shaft.
  • the vehicle controller 163 receives the two signals, and instructs the motor controller 161 to output the drive motor 120 according to the accelerator opening degree.
  • the speed and torque corresponding to the current drive the transmission 130 to drive the vehicle at the speed of the corresponding gear.
  • different gear positions are changed according to the driving intention, the vehicle speed and the road condition, and the gear ratio is changed to the torque, thereby achieving the purpose of energy-saving and efficient driving of the full-service servo.
  • pure electric vehicles can also achieve braking energy recovery when the brake pedal is applied.
  • the driving assembly device of the pure electric vehicle of the present embodiment can achieve a per ton / 100 km / power consumption of about 6 kwh (degrees).
  • Fig. 2 shows a drive assembly device for a pure electric vehicle according to a second embodiment of the present invention.
  • a drive assembly 200 for a pure electric vehicle includes a motor driver 110, a drive motor 120, a transmission 130, a differential 130a, a power battery pack 140, a distribution box 150, and a motor controller (MCU). 161.
  • 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 coupled to the drive motor 120.
  • the high voltage input of the drive motor 120 corresponds to the high voltage output of the motor driver 110 and is in communication via an insulated high voltage conductor.
  • the drive motor 120 can be a DC motor, an AC motor, or other form of drive motor.
  • the output shaft of the drive motor 120 is coupled to the input shaft of the transmission 130, and the output shaft 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 drive motor 120 is characterized by a low speed/high torque (0-3500 rpm/min) whose maximum output torque matches the input torque of the driven transmission 130.
  • the transmission 130 may be a manual transmission.
  • the output shaft of the drive motor 120 and the input shaft of the transmission 130 are integrally coupled by a bushing coaxially to form a drive assembly for directly driving the transmission.
  • the transmission 130 drives the rear wheel
  • the transmission 130 outputs the shaft with the universal joint and the drive shaft and rear
  • the bridge differential is fixedly integrated.
  • a first set of sensors for measuring the following parameters may be provided in the drive 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: the transmission input shaft speed, the gear position, the temperature, the forward or reverse state. 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 drive 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 163 is coupled to the second set of sensors to obtain the signals it provides.
  • 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 motor speed, current, transmission input shaft speed, and gear position signals are obtained from the motor controller 161 and the second group of sensors in real time by the vehicle controller 163, and the motor controller is instructed according to the set of parameters.
  • 161 controls the rotational speed and torque of the drive motor 120.
  • the motor controller 161 controls the drive motor 120 to drive the transmission 130 to rotate.
  • the vehicle controller 163 controls the drive motor 120 to change from active to follow-up, so that the torque of the drive motor 120 matches the inertia torque of the transmission 130.
  • the rotational speed of the drive motor 120 is one axis of the transmission 130. The speed is the same.
  • the torque of the drive motor 120 is equal to the inertia torque of the transmission 130; in another embodiment, the torque of the drive motor 120 and the inertia torque of the transmission 130 remain predetermined negative.
  • the difference i.e., the torque of the drive motor 120, is less than the inertia torque of the transmission 130, but is controlled within a small range defined by the predetermined negative difference.
  • a shift signal component can be provided in the pure electric vehicle, and when the shift signal component is operated, the output terminal outputs a shift signal.
  • the third input of the vehicle controller 163 is pure electric
  • the output of the shift signal component of the vehicle is coupled to receive a shift signal.
  • the shift signal component can be placed at the bottom of the original clutch pedal, or can be placed on the manual shift lever handle, and can be placed in other convenient driving positions.
  • the vehicle controller 163 acquires signals including a vehicle speed signal, an accelerator pedal main drive signal, a brake signal, a transmission input shaft speed, a motor speed, a torque, a current, and the like in real time through a CAN bus or a signal line.
  • 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 highest gear is the minimum gear ratio, which corresponds to the vehicle speed of 60km/h or more.
  • 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.
  • the control strategy and principle of the device is that the drive motor 120 maintains the same rotational speed as the transmission input shaft.
  • the vehicle controller 163 receives the two signals, and instructs the motor controller 161 to output the drive motor 120 according to the accelerator opening degree.
  • the speed and torque corresponding to the current drive the transmission 130 to drive the vehicle at the speed of the corresponding gear.
  • different gear positions are changed according to the driving intention, the vehicle speed and the road condition, and the gear ratio is changed to the torque, thereby achieving the purpose of energy-saving and efficient driving of the full-service servo.
  • a drive assembly 300 for a pure electric vehicle includes a motor driver 110, a drive motor 120, a transmission 130, a power battery pack 140, a power distribution box 150, a motor controller (MCU) 161, and battery management.
  • MCU motor controller
  • BMS Battery Management System
  • VCU Vehicle Controller
  • TCU Variable Speed Controller
  • the power battery pack 140 is used to supply power to a pure electric vehicle, and the power output end thereof is connected via an insulated high voltage wire. Connect to the distribution box 150.
  • 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 coupled to the drive motor 120.
  • the high voltage input of the drive motor 120 corresponds to the high voltage output of the motor driver 110 and is in communication via an insulated high voltage conductor.
  • the drive motor 120 can be a DC motor, an AC motor, or other form of drive motor.
  • the output shaft of the drive motor 120 is coupled to the input shaft of the transmission 130, and the output shaft of the transmission 130 is coupled to the axle of the drive wheel 132.
  • the drive wheel 132 is a front wheel.
  • the drive motor 120 is characterized by a low speed/high torque (0-3500 rpm/min) whose maximum output torque matches the input torque of the driven transmission 130.
  • the transmission 130 may be an AMT automated manual transmission, an AT automatic transmission, or a steel belt type continuously variable transmission.
  • the output shaft of the driving motor 120 and the input shaft of the transmission 130 (also referred to as a transmission shaft) are integrally fixed by a bushing coaxially to form a power assembly for directly driving the transmission.
  • 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.
  • a first set of sensors for measuring the following parameters may be provided in the drive 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: the transmission input shaft speed, the gear position, the temperature, the forward or reverse state. 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 drive 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. Output of shifting controller 164 The end is coupled to the input of the shift actuator 131 of the transmission 130. Thus, the shift controller 164 can perform gear position control.
  • 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 motor speed, current, transmission input shaft speed, and gear position signals are obtained from the motor controller 161 and the second group of sensors in real time by the vehicle controller 163, and the motor controller is instructed according to the set of parameters.
  • 161 controls the rotational speed and torque of the drive motor 120.
  • the motor controller 161 controls the drive motor 120 to drive the transmission 130 to rotate.
  • the vehicle controller 163 controls the drive motor 120 to change from active to follow-up, so that the torque of the drive motor 120 matches the inertia torque of the transmission 130.
  • the rotational speed of the drive motor 120 is one axis of the transmission 130. The speed is the same.
  • the torque of the drive motor 120 is equal to the inertia torque of the transmission 130; in another embodiment, the torque of the drive motor 120 and the inertia torque of the transmission 130 remain predetermined negative.
  • the difference i.e., the torque of the drive motor 120, is less than the inertia torque of the transmission 130, but is controlled within a small range defined by the predetermined negative difference.
  • the vehicle controller 163 determines the timing of the shift and provides it to the shift controller 164.
  • the output of the shift controller 164 is coupled to the input of the shift actuator of the transmission 130.
  • the shift controller 164 provides a shift signal to the shift actuator of the transmission 130 for shifting.
  • the vehicle controller 163 acquires signals including a vehicle speed signal, an accelerator pedal main drive signal, a brake signal, a transmission input shaft speed, a motor speed, a torque, a current, and the like in real time through a CAN bus or a signal line.
  • 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 highest gear is the minimum gear ratio, which corresponds to the vehicle speed of 60km/h or more.
  • 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 when moving at low speed, 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.
  • gears are included in the N or S range.
  • the N file is a neutral gear and is used when the parking is running at an idling speed. For example, when waiting for a traffic light, the N-speed pulls the handbrake.
  • the R gear is the reverse gear and is used when reversing.
  • the vehicle controller commands a shift signal to the shift controller, and the shift controller executes the shift actuator in the transmission to perform the shifting.
  • Each shift must first operate the shift signal component and then trigger the K1 shift signal. Shift again;
  • the shift signal component When parking is selected to reverse the vehicle, the shift signal component is operated to trigger the K1 shift signal, and the R reverse gear is engaged from the neutral position, and the accelerator pedal is lightly pressed to slow the vehicle to a slow speed of 0-10 km/h.
  • the position of the gear is N.
  • the control strategy and principle of the device is that the vehicle controller 163 instructs the motor controller 161 to drive the speed/drive current of the motor 120, and the shift controller 164 synchronously controls the shift actuator.
  • the drive motor speed and the real-time speed of the transmission input shaft are maintained at a low speed of 600-650 rpm, which is smoothly linked, and the vehicle enters the start creep mode.
  • the drive motor 120 is firstly synchronized with the real-time rotational speed of the transmission input shaft, and enters the following state, so that the torque of the drive motor 120 matches the inertia torque of the transmission 130, thereby smoothly shifting.
  • the driving state during driving, different gears are changed according to the driving intention, the vehicle speed and the road condition, and the gear ratio is changed to the torque, so that the servo energy-saving and high-efficiency driving of the full working condition is realized.
  • pure electric vehicles can also achieve braking energy recovery when the brake pedal is applied.
  • Fig. 4 shows a drive assembly device for a pure electric vehicle according to a fourth embodiment of the present invention.
  • a drive assembly 400 for a pure electric vehicle includes a motor driver 110, a drive motor 120, a transmission 130, a differential 130a, a power battery pack 140, a distribution box 150, and a motor controller (MCU). 161.
  • 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 coupled to the drive motor 120.
  • the high voltage input of the drive motor 120 corresponds to the high voltage output of the motor driver 110 and is in communication via an insulated high voltage conductor.
  • the drive motor 120 can be a DC motor, an AC motor, or other form of drive motor.
  • the output shaft of the drive motor 120 is coupled to the input shaft of the transmission 130, and the output shaft 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 drive motor 120 is characterized by a low speed/high torque (0-3500 rpm/min) whose maximum output torque matches the input torque of the driven transmission 130.
  • the transmission 130 may be an AMT automated manual transmission, an AT automatic transmission, or a steel belt type continuously variable transmission.
  • the output shaft of the driving motor 120 and the input shaft of the transmission 130 (also referred to as a transmission shaft) are integrally fixed by a bushing coaxially, and constitute the power of the motor to directly drive the transmission. Assembly.
  • 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.
  • a first set of sensors for measuring the following parameters may be provided in the drive 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: the transmission input shaft speed, the gear position, the temperature, the forward or reverse state. 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 drive 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 transmission 130.
  • the shift controller 164 can perform gear position control.
  • 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 motor speed, current, transmission input shaft speed, and gear position signals are obtained from the motor controller 161 and the second group of sensors in real time by the vehicle controller 163, and the motor controller is instructed according to the set of parameters.
  • 161 controls the rotational speed and torque of the drive motor 120.
  • the motor controller 161 controls the drive motor 120 to drive the transmission 130 to rotate.
  • the vehicle controller 163 controls the drive motor 120 to change from active to follow-up, so that the torque of the drive motor 120 matches the inertia torque of the transmission 130.
  • the rotational speed of the drive motor 120 is one axis of the transmission 130. The speed is the same.
  • the torque of the drive motor 120 is equal to the inertia torque of the transmission 130; in another embodiment, the torque of the drive motor 120 and the inertia torque of the transmission 130
  • the predetermined negative difference is maintained, i.e., the torque of the drive motor 120 is less than the inertia torque of the transmission 130, but is controlled within a small range defined by the predetermined negative difference.
  • the vehicle controller 163 determines the timing of the shift and provides it to the shift controller 164.
  • the output of the shift controller 164 is coupled to the input of the shift actuator of the transmission 130.
  • the shift controller 164 provides a shift signal to the shift actuator of the transmission 130 for shifting.
  • the vehicle controller 163 acquires signals including a vehicle speed signal, an accelerator pedal main drive signal, a brake signal, a transmission input shaft speed, a motor speed, a torque, a current, and the like in real time through a CAN bus or a signal line.
  • 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 highest gear is the minimum gear ratio, which corresponds to the vehicle speed of 60km/h or more.
  • 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.
  • the control strategy and principle of the device is that the vehicle controller 163 instructs the motor controller 161 to drive the speed/drive current of the motor 120, and the shift controller 164 synchronously controls the shift actuator.
  • the drive motor speed and the real-time speed of the transmission input shaft are maintained at a low speed of 600-650 rpm, which is smoothly linked, and the vehicle enters the start creep mode.
  • the drive motor 120 is firstly synchronized with the real-time rotational speed of the transmission input shaft, and enters the following state, so that the torque of the drive motor 120 matches the inertia torque of the transmission 130, thereby smoothly shifting.
  • the driving state during driving, different gears are changed according to the driving intention, the vehicle speed and the road condition, and the gear ratio is changed to the torque, so that the servo energy-saving and high-efficiency driving of the full working condition is realized.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un ensemble d'entraînement (100) d'un véhicule électrique pur comprend un dispositif d'entraînement de moteur (110), un moteur d'entraînement (120), une transmission (130), une unité de commande de véhicule (163) et un dispositif de commande de moteur (161). Un premier ensemble de capteurs permettant de mesurer la vitesse de rotation, le couple et le courant d'entraînement du moteur est disposé à l'intérieur du moteur d'entraînement (120). Une extrémité d'entrée du dispositif de commande de moteur (161) est connectée au premier ensemble de capteurs. Une extrémité d'entrée de signal du dispositif d'entraînement de moteur (110) est connectée à une extrémité de sortie de signal de commande du dispositif de commande de moteur (161). Un second ensemble de capteurs permettant de fournir la vitesse de rotation d'un arbre d'entrée de la transmission et un signal de vitesse est disposé à l'intérieur de la transmission (130). Une première extrémité d'entrée de l'unité de commande de véhicule (163) est connectée au second ensemble de capteurs. L'unité de commande de véhicule (163) obtient, à partir du dispositif de commande de moteur (161) et du second ensemble de capteurs, un ensemble de paramètres comprenant la vitesse de rotation et le couple du moteur, la vitesse de rotation de l'arbre d'entrée de la transmission et le signal de vitesse. Le dispositif de commande de moteur (161) reçoit l'instruction, en fonction de l'ensemble de paramètres, de commander la vitesse de rotation et le couple du moteur d'entraînement (120). Pendant un changement de vitesse, l'unité de commande de véhicule (163) correspond à la vitesse de rotation du moteur d'entraînement (120) avec la vitesse de rotation de l'arbre d'entrée de la transmission (130) et correspond au couple du moteur d'entraînement (120) avec le couple d'inertie de la transmission (130).
PCT/CN2017/087676 2017-03-22 2017-06-09 Ensemble d'entraînement de véhicule électrique pur WO2018171051A1 (fr)

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CN102029924A (zh) * 2009-09-30 2011-04-27 加特可株式会社 电动驱动装置
CN104709114A (zh) * 2013-12-16 2015-06-17 现代自动车株式会社 用于电动车辆的动力系统及其控制方法
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