WO2023001285A1 - Système d'alimentation à double embrayage de véhicule électrique et son procédé de commande - Google Patents

Système d'alimentation à double embrayage de véhicule électrique et son procédé de commande Download PDF

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Publication number
WO2023001285A1
WO2023001285A1 PCT/CN2022/107368 CN2022107368W WO2023001285A1 WO 2023001285 A1 WO2023001285 A1 WO 2023001285A1 CN 2022107368 W CN2022107368 W CN 2022107368W WO 2023001285 A1 WO2023001285 A1 WO 2023001285A1
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WIPO (PCT)
Prior art keywords
motor
transmission
clutch
differential
torque
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PCT/CN2022/107368
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English (en)
Chinese (zh)
Inventor
刘建康
王燕
张天强
胡志林
闫书畅
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中国第一汽车股份有限公司
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Publication of WO2023001285A1 publication Critical patent/WO2023001285A1/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
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—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
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
    • 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
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential 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
    • 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
    • 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 present application relates to the technical field of electric vehicles, for example, it relates to a power system of an electric vehicle with dual clutches and a control method thereof.
  • the difference between the permanent magnet synchronous motor and the asynchronous motor is that the permanent magnet synchronous motor has a relatively large anti-drag torque under the condition of rotating, and in order to prevent the back electromotive force from being too high, its magnetic field weakening current is relatively large in the high speed range , consumes more electric energy, all of which lead to higher power consumption of four-wheel drive models using permanent magnet synchronous motors, and shorter driving mileage, which affects the competitiveness of models.
  • the present application provides a power system of an electric vehicle with a dual clutch, which reduces the loss of the motor with rotation, so that the resistance and power consumption of the electric vehicle are smaller when the electric vehicle is driven, thereby prolonging the cruising range of the electric vehicle.
  • a power system of an electric vehicle with a double clutch comprising: three motors, the three motors are respectively a first motor, a second motor and a third motor; two transmissions, the two transmissions are respectively the first A transmission and a second transmission, the input end of the first transmission is connected to the output end of the first motor, the input end of the second transmission is connected to the output end of the second motor and the output of the third motor At least one of the ends is connected; two differentials, the two differentials are respectively a first differential and a second differential, and the input end of the first differential is connected to the first transmission The output end of the first differential is connected with the front axle of the electric vehicle to drive the front wheels to rotate, and the input end of the second differential is connected with the output end of the second transmission, so The output end of the second differential is connected with the rear axle of the electric vehicle to drive the rear wheels to rotate; two clutches, the two clutches are respectively the first clutch and the second clutch, and the first clutch is located at the between the first motor and the second differential, and the
  • the present application also provides a method for controlling a power system of an electric vehicle.
  • the first motor, the second motor and the third motor all adopt the torque control mode and the magnitude of the output torque is determined by the opening degree of the accelerator pedal;
  • the speed of the motor is lower than or equal to the preset speed, it is in the first gear, and when the speed of the motor is higher than the preset speed, it is in the second gear; the first motor, the second motor or The required torque T Mdmd of the third motor is:
  • T M1dmd of the first motor when calculating the demand torque T M1dmd of the first motor, ⁇ is 2; when calculating the demand torque T M2dmd of the second motor or the demand torque T M3dmd of the third motor, ⁇ is 4; T drive is the required drive torque of the wheel, i is the transmission ratio between the output end of the motor and the input end of the differential, and ⁇ is the mechanical transmission efficiency from the motor to the wheel;
  • T brake is the required braking torque of the wheel
  • i 1 is the transmission ratio between the output end of the first motor and the input end of the first differential
  • ⁇ 1 is the transmission ratio from the first motor to the input end of the first differential.
  • FIG. 1 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 1 of the present application;
  • FIG. 2 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 2 of the present application;
  • FIG. 3 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 3 of the present application;
  • FIG. 4 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 4 of the present application;
  • FIG. 5 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 5 of the present application;
  • FIG. 6 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 6 of the present application;
  • FIG. 7 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 7 of the present application;
  • Fig. 8 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 8 of the present application;
  • Fig. 9 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 9 of the present application;
  • Fig. 10 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 10 of the present application;
  • Fig. 11 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 11 of the present application;
  • Fig. 12 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 12 of the present application;
  • Fig. 13 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 13 of the present application;
  • Fig. 14 is a schematic diagram of a power system of an electric vehicle with a dual clutch provided in Embodiment 14 of the present application.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediary, and it can be the internal communication of two components. Those of ordinary skill in the art can understand the meanings of the above terms in this application according to the situation.
  • This embodiment provides a power system of an electric vehicle with dual clutches, as shown in Figure 1, including three motors, two transmissions, two differentials and two clutches, all of which are permanent magnet synchronous motors , the permanent magnet synchronous motor has the characteristics of high power density, high efficiency, and can provide better acceleration performance for electric vehicles.
  • the three motors are the first motor 11, the second motor 12 and the third motor 13, and the two transmissions Respectively the first speed changer 21 and the second speed changer 22, the input end of the first speed changer 21 is connected with the output end of the first motor 11, the input end of the second speed changer 22 is connected with the output end of the second motor 12 and the third motor 13 At least one of the output ends is connected, and the two differentials are respectively a first differential 31 and a second differential 32, the input of the first differential 31 is connected with the output of the first speed changer 21, and the first The output end of the differential 31 is connected with the front axle 100 of the electric vehicle to drive the front wheels 200 to rotate, the input end of the second differential 32 is connected with the output end of the second speed changer 22, and the output end of the second differential 32 It is connected with the rear axle 300 of the electric vehicle to drive the rear wheels 400 to rotate.
  • the two clutches are respectively the first clutch 41 and the second clutch 42.
  • the first clutch 41 is located between the first motor 11 and the first differential 31.
  • the second A clutch 41 can transmit the power of the first motor 11 to the first differential 31, and can cut off the power connection between the first motor 11 and the first differential 31.
  • the second clutch 42 is located at the third motor 13 Between the second differential 32, the second clutch 42 can transmit the power of the third motor 13 to the second differential 32, and can cut off the power between the third motor 13 and the second differential 32 connect.
  • the three motors, two transmissions and two clutches of the power system of the electric vehicle with dual clutches provided in this embodiment are used in combination, so that the system has a high matching degree to the working conditions and improves the environmental adaptability of the electric vehicle.
  • a motor can provide stronger acceleration performance for the electric vehicle, so that the electric vehicle has stronger power in low gear, thereby reducing the loss of the motor with the rotation, which in turn makes the electric vehicle drive with less resistance and lower power consumption. Less, extending the range of electric vehicles.
  • the first clutch 41 of this embodiment is respectively connected to the output end of the first motor 11 and the input end of the first differential 31, and the power system of the electric vehicle with dual clutches also includes a reduction mechanism 5, the
  • the reduction mechanism 5 is a single-stage reduction mechanism 5, the reduction mechanism 5 is connected with the third motor 13, the second clutch 42 is connected with the output end of the third motor 13 and the input end of the reduction mechanism 5 respectively, and the second speed changer 22 is connected with the reduction mechanism 5.
  • the output ends of the two motors are coaxially arranged and both are connected with the second differential 32, so that the power of the third motor 13 and the second motor 12 is output to the rear axle 300 to drive the rear wheels 400 to rotate.
  • This embodiment also provides a control method suitable for the power system of the electric vehicle with dual clutch, the control method of the power system of the electric vehicle with dual clutch includes sports mode, extreme mode, economy mode and comfort mode.
  • both clutches are in the engaged state.
  • the transmission is in the first gear when the speed of the second motor 12 is lower than or equal to the preset speed.
  • the second motor 12 is in second gear when the RPM is higher than the preset RPM.
  • the transmission switches to the second gear.
  • the first motor 11, the second motor 12 and the third motor 13 all adopt the torque control mode and the output torque is determined by the opening degree of the accelerator pedal.
  • the required driving torque T drive of the wheel is obtained by looking up the opening degree of the wheel. This method is common knowledge of those skilled in the art and will not be repeated here.
  • the required torque T Mdmd of the first motor 11, the second motor 12 or the third motor 13 is:
  • ⁇ is 2; when calculating the demand torque T M2dmd of the second motor 12 or the demand torque T M3dmd of the third motor 13, ⁇ is 4; T drive is the wheel
  • the required drive torque, i is the transmission ratio between the output end of the motor and the input end of the differential, and ⁇ is the mechanical transmission efficiency from the motor to the wheels.
  • i is the transmission ratio between the output end of the first motor 11 and the input end of the first differential 31, that is, the speed ratio of the current gear of the first transmission 21;
  • i is the transmission ratio between the output end of the second motor 12 and the input end of the second differential 32, that is, the speed ratio of the current gear of the second transmission 22;
  • T M3dmd of the third motor 13 i is the transmission ratio between the output terminal of the third motor 13 and the input terminal of the second differential 32 , that is, the speed ratio of the reduction mechanism 5 .
  • Tbrake is the required braking torque of the wheel
  • i1 is the transmission ratio between the output end of the first motor 11 and the input end of the first differential 31
  • ⁇ 1 is from the first motor 11 to the front wheel 200 mechanical transfer efficiency.
  • the control method of the power system of the electric vehicle with dual clutches provided in this embodiment includes the extreme mode.
  • the three motors all adopt the torque control mode to ensure that the electric vehicle has optimal acceleration and the highest speed.
  • the two clutches are kept in the combined state, and the two transmissions are not shifted, which makes the next drive smoother, avoids the power delay caused by the clutch combination, ensures that the electric vehicle has better acceleration performance, and improves the performance of the electric vehicle. Economical, extending the cruising range of electric vehicles.
  • the first clutch 41 When braking in the sports mode, the first clutch 41 is disengaged, the second clutch 42 is disengaged, the first transmission 21 and the second transmission 22 maintain the current gear, the first motor 11 and the third motor 13 do not work,
  • the braking torque is provided by the second motor 12, and the power generation demand torque T Mbrake of the second motor 12 is:
  • Tbrake is the required braking torque of the wheel
  • i is the transmission ratio between the output end of the second motor 12 and the input end of the second differential 32
  • ⁇ is the mechanical transmission efficiency from the motor to the wheel.
  • the first clutch 41 When driving in the economical mode, the first clutch 41 is in disengaged state, the second clutch 42 is in disengaged state, the first speed changer 21 and the second speed changer 22 keep the current gear, the first motor 11 and the third motor 13 do not work, drive The torque is provided by the second electric motor 12, and the required torque T Mdmd of the second electric motor 12 is:
  • T drive is the required drive torque of the wheel
  • i is the transmission ratio between the output end of the second motor 12 and the input end of the second differential 32
  • n is the mechanical transmission from the second motor 12 to the rear wheel 400 efficiency.
  • the braking method in the economy mode is the same as that in the present embodiment in the sports mode.
  • the economical mode mainly considers economical efficiency and weakens dynamic performance.
  • driving it is realized by a motor, which can greatly improve the efficiency of the motor and improve the economy.
  • it can also reduce the drag of the motor and the transmission system when braking.
  • Hysteresis loss, and the use of a motor brake is also more efficient.
  • the first motor 11, the second motor 12 and the third motor 13 When driving in the comfort mode, the first motor 11, the second motor 12 and the third motor 13 all adopt the torque control mode and the magnitude of the torque sent is determined by the opening degree of the accelerator pedal, and the first speed changer 21 and the second speed changer 22 are both Keep in the first gear without shifting gears, the first motor 11, the second motor 12 and the third motor 13 all adopt the torque control mode, and the required torque T Mdmd of the first motor 11, the second motor 12 or the third motor 13 is :
  • ⁇ is 2; when calculating the demand torque T M2dmd of the second motor 12 or the demand torque T M3dmd of the third motor 13, ⁇ is 4; T drive is the wheel
  • the required drive torque, i is the transmission ratio between the output end of the motor and the input end of the differential, and ⁇ is the mechanical transmission efficiency from the motor to the wheels.
  • the braking torque is provided by the first motor 11, the second motor 12 and the third motor 13 are not working, and the power generation demand torque T M1brake of the first motor 11 is:
  • Tbrake is the required braking torque of the wheel
  • i1 is the transmission ratio between the output end of the first motor 11 and the input end of the first differential 31
  • ⁇ 1 is from the first motor 11 to the front wheel 200 mechanical transfer efficiency.
  • the comfort mode mainly considers the comfort.
  • the clutch is kept engaged when driving and braking.
  • the transmission does not shift gears, which reduces the impact of clutch disengagement and engagement, and reduces the impact and frustration during gear shifting. Enhanced comfort.
  • the switching conditions of the sports mode, the extreme mode, the economic mode and the comfort mode in the control method of the power system of the electric vehicle with dual clutches of the present embodiment are as follows:
  • the conditions for switching to the extreme mode are: the vehicle speed is less than 1km/h, and the vehicle is in park or neutral, and the state of charge of the power battery is greater than 50%; the conditions for switching to the economic mode is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed; then the condition for switching to the comfort mode is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed.
  • the conditions for switching to the sports mode are: the vehicle speed is less than 5km/h, the accelerator pedal is not depressed, and the state of charge of the power battery is greater than 30%; the conditions for switching to the economic mode are: : The vehicle speed is less than 5km/h, and the accelerator pedal is not depressed; the conditions for switching to the comfort mode are: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed.
  • the conditions for switching to the extreme mode are: the vehicle speed is less than 1km/h, and the vehicle is in park or neutral, and the state of charge of the power battery is greater than 50%; then the conditions for switching to the sports mode It is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed, and the state of charge of the power battery is greater than 30%; then the conditions for switching to the comfort mode are: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed.
  • the conditions for switching to the extreme mode are: the vehicle speed is less than 1km/h, and the vehicle is in park or neutral, and the state of charge of the power battery is greater than 50%; then the conditions for switching to the sports mode It is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed, and the state of charge of the power battery is greater than 30%; then the condition for switching to the economic mode is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed.
  • the first clutches are respectively connected to the output end of the first motor and the input end of the first transmission, or the first clutches are respectively It is connected with the output terminal of the first transmission and the input terminal of the first differential.
  • the second clutch is respectively connected to the output end of the second motor and the input end of the second transmission, or the second clutch is respectively connected to the The output end of the third motor is connected to the input end of the second transmission, or the second clutch is connected to the second transmission and the second differential respectively.
  • the second motor is connected to the second transmission
  • the third motor is connected to the reduction mechanism
  • the second transmission is connected to the
  • the reduction mechanism is arranged coaxially and both are connected to the second differential
  • the second clutch is respectively connected to the output end of the second motor and the input end of the second transmission, or the The second clutch is respectively connected with the reduction mechanism and the second differential; when the second motor is connected with the second transmission and the third motor is connected with the second transmission, the first The output ends of the three motors are connected to the input ends of the second transmission, or the second clutch is connected to the second transmission and the second differential respectively.
  • the difference between the power system of the electric vehicle with dual clutches of the present embodiment and the first embodiment is that the power system of the electric vehicle with dual clutches of the present embodiment does not include a reduction mechanism 5, and the second The clutch 42 is connected with the output end of the third motor 13 and the input end of the second speed changer 22 respectively, the input end of the second speed changer 22 is also connected with the second motor 12, and the output end of the second speed changer 22 is connected with the second differential gear 32 Connected, now the second motor 12 and the third motor 13 share a gear of the second speed changer 22, the third motor 13 can only output power through a gear of the second speed changer 22, by shifting gears, the second motor 12 can The power is output through the two gears of the second transmission 22 , so that the power of the second motor 12 and the third motor 13 is transmitted to the rear axle 300 through the second transmission 22 and the second differential 32 to rotate the rear wheels 400 .
  • the driving method in the sports mode is the same as the driving method in the extreme mode in this embodiment, and the braking method in the sports mode is the same as the braking method in the extreme mode in the first embodiment.
  • the driving method in the economical mode is the same as the driving method in the sports mode in the first embodiment, and the braking method in the economical mode is the same as the braking method in the sports mode in this embodiment.
  • i is the transmission ratio between the output end of the third electric motor 13 and the input end of the second differential 32, that is, the transmission ratio of the second transmission 22
  • the speed ratio of the first gear when braking in the comfortable mode, it is the same as the braking method in the comfortable mode in Embodiment 1.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the first embodiment.
  • connection mode of the second clutch 42 and the deceleration mechanism 5 of the power system of the electric vehicle with double clutch of the present embodiment is different from embodiment one, the deceleration mechanism 5 of the present embodiment links to each other with the 3rd motor 13 , the second transmission 22 is connected with the second motor 12, the output end of the second transmission 22 is coaxial with the output end of the reduction mechanism 5, and the second clutch 42 is connected with the reduction mechanism 5 and the second differential 32 respectively.
  • the control method of the power system of the electric vehicle with dual clutches in this embodiment the driving and braking methods in the extreme mode are the same as the driving and braking methods in the extreme mode in Embodiment 1. .
  • the driving method in the sports mode is the same as the driving method in the extreme mode of this embodiment.
  • the first clutch 41 is in the disengaged state
  • the second clutch 42 is in the engaged state
  • the first transmission 21 maintains the current gear
  • the second transmission 22 is neutral
  • the first motor 11 and the second motor 12 do not work
  • the braking torque is provided by the third motor 13
  • the power generation demand torque T Mbrake of the third motor 13 is:
  • Tbrake is the required braking torque of the wheel
  • i is the transmission ratio between the output end of the third motor 13 and the input end of the second differential 32, that is, the speed ratio of the reduction mechanism 5
  • n is the speed ratio from the third The mechanical transmission efficiency of the motor 13 to the rear wheel 400.
  • the first clutch 41 When driving in the economical mode, the first clutch 41 is in disengaged state, the second clutch 42 is in engaged state, the first transmission 21 maintains the current gear, the second transmission 22 is in neutral, and the first motor 11 and the second motor 12 do not work , the driving torque is provided by the third motor 13, and the demand torque T Mdmd of the third motor 13 is:
  • T drive is the required drive torque of the wheel
  • i is the transmission ratio between the output end of the third motor 13 and the input end of the second differential 32, that is, the speed ratio of the reduction mechanism 5
  • n is the speed ratio from the third motor 13 Mechanical transmission efficiency to rear wheels 400.
  • the braking method in the economy mode is the same as that in the present embodiment in the sports mode.
  • the methods of driving and braking in the comfort mode are the same as the methods of driving and braking in the comfort mode in the first embodiment.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the first embodiment.
  • the difference between the power system of the electric vehicle with dual clutches of the present embodiment and the second embodiment is that the connection position of the second clutch 42 is different, and the second clutch 42 of the present embodiment is connected with the second transmission respectively.
  • the output terminal of 22 is connected with the input terminal of the second differential 32 , and the second motor 12 and the third motor 13 are both connected with the input terminal of the second transmission 22 .
  • the second speed changer 22 is not a left-right symmetrical structure, the left side of the second speed changer 22 connected with the second motor 12 has a shifting function, and the right side of the second speed changer 22 connected with the third motor 13 does not have a shifting function .
  • the control method of the power system of the electric vehicle with dual clutches in this embodiment the driving and braking methods in the extreme mode are the same as the driving and braking methods in the extreme mode in the second embodiment .
  • the driving method in the sports mode is the same as the driving method in the extreme mode of this embodiment.
  • the first clutch 41 is in the disengaged state
  • the second clutch 42 is in the engaged state
  • the first transmission 21 maintains Current gear
  • the second speed changer 22 is neutral gear
  • the neutral gear described here means that the part of the second speed changer 22 connected to the second motor 12 is neutral
  • the part of the second speed changer 22 connected to the third motor 13 is always the first gear.
  • the first motor 11 and the second motor 12 do not work
  • the braking torque is provided by the third motor 13, and the power generation demand torque T Mbrake of the third motor 13 is:
  • Tbrake is the required braking torque of the wheels
  • i is the transmission ratio between the output end of the third motor 13 and the input end of the second differential 32, that is, the speed ratio of the first gear of the second transmission 22
  • ⁇ is the mechanical transmission efficiency from the third motor 13 to the rear wheel 400.
  • the first clutch 41 When driving in the economical mode, the first clutch 41 is in disengaged state, the second clutch 42 is in engaged state, the first transmission 21 maintains the current gear, the second transmission 22 is in neutral, and the first motor 11 and the second motor 12 do not work , the driving torque is provided by the third motor 13, and the demand torque T Mdmd of the third motor 13 is:
  • T drive is the required drive torque of the wheels
  • i is the transmission ratio between the output end of the third motor 13 and the input end of the second differential 32, that is, the speed ratio of the first gear of the second transmission 22
  • ⁇ is the mechanical transmission efficiency from the third motor 13 to the rear wheel 400 .
  • the braking method in the economy mode is the same as that in the present embodiment in the sports mode.
  • the driving and braking methods in the comfort mode are the same as the driving and braking methods in the second embodiment respectively.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the second embodiment.
  • connection mode of the second clutch 42 and the deceleration mechanism 5 of the power system of the electric vehicle with dual clutches of the present embodiment is different from that of the first embodiment, and the deceleration mechanism 5 of the present embodiment is connected with the third motor 13 , the second transmission 22 is connected with the second motor 12, the output end of the second transmission 22 is coaxial with the output end of the reduction mechanism 5, and the second clutch 42 is connected with the second transmission 22 and the second differential 32 respectively.
  • the control method of the power system of the electric vehicle with dual clutches in this embodiment the driving and braking methods in the extreme mode are the same as the driving and braking methods in the extreme mode in Embodiment 1. .
  • the driving method in the sports mode is the same as the driving method in the extreme mode of this embodiment.
  • the first clutch 41 is in the disengaged state
  • the second clutch 42 is in the engaged state
  • the first transmission 21 maintains The current gear
  • the second transmission 22 is neutral
  • the first motor 11 and the second motor 12 do not work
  • the braking torque is provided by the third motor 13
  • the power generation demand torque T Mbrake of the third motor 13 is:
  • Tbrake is the required braking torque of the wheel
  • i is the transmission ratio between the output end of the third motor 13 and the input end of the second differential 32, that is, the speed ratio of the reduction mechanism 5
  • n is the speed ratio from the third The mechanical transmission efficiency of the motor 13 to the rear wheel 400.
  • the first clutch 41 When driving in the economical mode, the first clutch 41 is in disengaged state, the second clutch 42 is in engaged state, the first transmission 21 maintains the current gear, the second transmission 22 is in neutral, and the first motor 11 and the second motor 12 do not work , the driving torque is provided by the third motor 13, and the demand torque T Mdmd of the third motor 13 is:
  • T drive is the required drive torque of the wheel
  • i is the transmission ratio between the output end of the third motor 13 and the input end of the second differential 32, that is, the speed ratio of the reduction mechanism 5
  • n is the speed ratio from the third motor 13 Mechanical transmission efficiency to rear wheels 400.
  • the braking method in the economy mode is the same as that in the present embodiment in the sports mode.
  • the methods of driving and braking in the comfort mode are the same as the methods of driving and braking in the comfort mode in the first embodiment.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the first embodiment.
  • the difference between the power system of the electric vehicle with dual clutches of the present embodiment and the second embodiment is that the connection position of the second clutch 42 is different, and the second clutch 42 of the present embodiment is connected with the second motor respectively.
  • the output end of 12 is connected with the input end of the second transmission 22
  • the third motor 13 is connected with the input end of the second transmission 22
  • the output end of the second transmission 22 is connected with the input end of the second differential 32 .
  • the control method of the power system of the electric vehicle with dual clutches in this embodiment the driving and braking methods in the extreme mode are the same as the driving and braking methods in the extreme mode in the second embodiment .
  • the driving method in the sports mode is the same as the driving method in the extreme mode of this embodiment.
  • the first clutch 41 and the second clutch 42 are all in a disengaged state, and the first transmission 21 and the second transmission 22 keep the current gear, the first motor 11 and the second motor 12 do not work, the braking torque is provided by the third motor 13, and the power generation demand torque T Mbrake of the third motor 13 is:
  • Tbrake is the required braking torque of the wheels
  • i is the transmission ratio between the output end of the third motor 13 and the input end of the second differential 32, that is, the speed ratio of the first gear of the second transmission 22
  • ⁇ is the mechanical transmission efficiency from the third motor 13 to the rear wheel 400.
  • the required torque T Mdmd of the third motor 13 is:
  • T drive is the required drive torque of the wheels
  • i is the transmission ratio between the output end of the third motor 13 and the input end of the second differential 32, that is, the speed ratio of the first gear of the second transmission 22
  • ⁇ is the mechanical transmission efficiency from the motor to the wheels.
  • the braking method in the economy mode is the same as that in the present embodiment in the sports mode.
  • the driving and braking methods in the comfort mode are the same as the driving and braking methods in the second embodiment respectively.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the second embodiment.
  • connection mode of the second clutch 42 and the deceleration mechanism 5 of the power system of the electric vehicle with dual clutches of the present embodiment is different from the fifth embodiment, and the deceleration mechanism 5 of the present embodiment is connected with the third motor 13 , the second motor 12 is connected to the second transmission 22 through the second clutch 42 , and the output end of the second transmission 22 is coaxial with the output end of the reduction mechanism 5 and then connected to the second differential 32 .
  • control method of the power system of the electric vehicle with dual clutches in this embodiment is the same as the fifth embodiment in the extreme mode, sports mode, economical mode and comfort mode.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the fifth embodiment.
  • connection mode of the first clutch 41 of the power system of the electric vehicle with double clutch of the present embodiment is different from embodiment two, and the first clutch 41 of the present embodiment is connected with the output end of the first motor 11 respectively. It is connected with the first transmission 21 , and the output terminal of the first transmission 21 is connected with the input terminal of the first differential 31 .
  • control method of the power system of the electric vehicle with dual clutches in this embodiment is the same as the second embodiment in the extreme mode, sports mode, economical mode and comfort mode.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the second embodiment.
  • connection mode of the first clutch 41 of the power system of the electric vehicle with double clutch of the present embodiment is different from the first embodiment, the first clutch 41 of the present embodiment is respectively connected with the output end of the first motor 11 It is connected with the first transmission 21 , and the output terminal of the first transmission 21 is connected with the input terminal of the first differential 31 .
  • the control method of the power system of the electric vehicle with dual clutches in this embodiment is the same as Embodiment 1 in the extreme mode, sports mode, economy mode and comfort mode.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the first embodiment.
  • connection mode of the first clutch 41 of the power system of the electric vehicle with double clutch of the present embodiment is different from the embodiment four, and the first clutch 41 of the present embodiment is connected with the output terminal of the first motor 11 respectively. It is connected with the first transmission 21 , and the output terminal of the first transmission 21 is connected with the input terminal of the first differential 31 .
  • control method of the power system of the electric vehicle with dual clutches in this embodiment is the same as the fourth embodiment in the extreme mode, sports mode, economical mode and comfort mode.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the fourth embodiment.
  • connection mode of the first clutch 41 of the power system of the electric vehicle with double clutch of the present embodiment is different from the third embodiment, the first clutch 41 of the present embodiment is respectively connected with the output end of the first motor 11 It is connected with the first transmission 21 , and the output terminal of the first transmission 21 is connected with the input terminal of the first differential 31 .
  • control method of the power system of the electric vehicle with dual clutches in this embodiment is the same as the third embodiment in the extreme mode, sports mode, economical mode and comfort mode.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the third embodiment.
  • connection mode of the first clutch 41 of the power system of the electric vehicle with double clutch of the present embodiment is different from the embodiment six, and the first clutch 41 of the present embodiment is connected with the output end of the first motor 11 respectively. It is connected with the first transmission 21 , and the output terminal of the first transmission 21 is connected with the input terminal of the first differential 31 .
  • the control method of the power system of the electric vehicle with dual clutches in this embodiment is the same as Embodiment 6 in the extreme mode, sports mode, economy mode and comfort mode.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the sixth embodiment.
  • connection mode of the first clutch 41 of the power system of the electric vehicle with double clutch of the present embodiment is different from the embodiment five, and the first clutch 41 of the present embodiment is connected with the output end of the first motor 11 respectively. It is connected with the first transmission 21 , and the output terminal of the first transmission 21 is connected with the input terminal of the first differential 31 .
  • control method of the power system of the electric vehicle with dual clutches in this embodiment is the same as the fifth embodiment in the extreme mode, sports mode, economical mode and comfort mode.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the fifth embodiment.
  • connection mode of the first clutch 41 of the power system of the electric vehicle with double clutch of the present embodiment is different from the embodiment seven, and the first clutch 41 of the present embodiment is connected with the output end of the first motor 11 respectively. It is connected with the first transmission 21 , and the output terminal of the first transmission 21 is connected with the input terminal of the first differential 31 .
  • the control method of the power system of the electric vehicle with dual clutches in this embodiment is the same as Embodiment 7 in the extreme mode, sports mode, economy mode and comfort mode.
  • the switching conditions among the sports mode, the extreme mode, the economy mode and the comfort mode are the same as those in the seventh embodiment.

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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

L'invention concerne un système d'alimentation à double embrayage d'un véhicule électrique et son procédé de commande. Le système d'alimentation à double embrayage d'un véhicule électrique comprend : trois moteurs électriques, c'est-à-dire, un premier moteur électrique (11), un deuxième moteur électrique (12) et un troisième moteur électrique (13), respectivement ; deux transmissions, c'est-à-dire, une première transmission (21) et une seconde transmission (22), respectivement ; deux différentiels, c'est-à-dire, un premier différentiel (31) et un second différentiel (32), respectivement ; deux embrayages, c'est-à-dire, un premier embrayage (41) et un second embrayage (42), respectivement, le premier embrayage (41) étant situé entre le premier moteur électrique (11) et le premier différentiel (31), et le second embrayage (42) étant situé entre le deuxième moteur électrique (12) et le second différentiel (32) ou entre le troisième moteur électrique (13) et le second différentiel (32). Le système d'alimentation réduit la perte suite à la rotation des moteurs électriques, de telle sorte que la résistance à la conduite d'un véhicule électrique soit moindre, et moins d'énergie soit consommée, ce qui permet de prolonger l'autonomie du véhicule électrique.
PCT/CN2022/107368 2021-07-22 2022-07-22 Système d'alimentation à double embrayage de véhicule électrique et son procédé de commande WO2023001285A1 (fr)

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CN113415141A (zh) * 2021-07-22 2021-09-21 中国第一汽车股份有限公司 一种电动汽车的动力系统、控制方法及电动汽车
CN113352864A (zh) * 2021-07-22 2021-09-07 中国第一汽车股份有限公司 一种带双离合器的电动汽车的动力系统及其控制方法

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