WO2023110012A1 - Entraînement électrique pour véhicule - Google Patents

Entraînement électrique pour véhicule Download PDF

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Publication number
WO2023110012A1
WO2023110012A1 PCT/DE2022/100893 DE2022100893W WO2023110012A1 WO 2023110012 A1 WO2023110012 A1 WO 2023110012A1 DE 2022100893 W DE2022100893 W DE 2022100893W WO 2023110012 A1 WO2023110012 A1 WO 2023110012A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric
electric traction
traction machines
phase
drive according
Prior art date
Application number
PCT/DE2022/100893
Other languages
German (de)
English (en)
Inventor
Thorsten Biermann
Ivo Agner
Götz Rathke
Christian Lutz
Peter WELKER
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2023110012A1 publication Critical patent/WO2023110012A1/fr

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Classifications

    • 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
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor

Definitions

  • the invention relates to an electric drive of a vehicle, which comprises two electric traction machines, which drive two vehicle wheels via a gear reduction stage in each case.
  • DE 202 13 670 U1 discloses a directly driven drive axle with two drive motors, with two asynchronous motors that work separately and whose working behavior is controlled by a common controller being arranged on the axle, and the motor shafts of the two asynchronous motors each have a planetary gear stage with the downstream Output shaft driving, each driving a vehicle wheel drive shafts are connected.
  • drive systems that include two drive motors are supplied with power via two separate electronic power units.
  • Each power electronics unit has its own independent components.
  • the invention is based on the object of specifying an electric drive for a vehicle that is integrated in a compact axial space and has a very high torque and power-to-weight ratio.
  • the electric drive of a vehicle explained at the outset comprises two electric traction machines which each drive two vehicle wheels via a gear reduction stage.
  • the two functionally separate electric traction machines are connected to a common multi-phase device for supplying current or voltage to the two electric traction machines, with the multi-phase device having more than three phases for independently setting the operating parameters of the two electric traction machines.
  • the use of only one power or voltage supply device enables the size of the drive to be reduced while at the same time reducing the weight.
  • the multiphase device can be used as a decoupled interface between an energy source and the electric traction machines, with the decoupling allowing the use of any number of traction machines since the number of phases of the multifunction device can be varied as desired.
  • the phases of the multiphase device are formed by separate electrical conductors, which are combined into a first phase group for supplying the first electrical traction machine and a second phase group for supplying the second electrical traction machine, with different current intensities or frequencies being applied to the phase groups different torques or speeds can be generated on the two electric traction machines. Due to the combination of the phases in individual phase groups, a separate control circuit is required for each electric traction machine. Two encoder sensors are required for the two control loops. However, the phases of the multiphase device can nevertheless be controlled individually, independently of one another. Combining the phases in phase groups reduces the effort required to assemble the electric drive.
  • the common multiphase device is designed in such a way that the alternating current or alternating voltage applied to each phase group can be modeled independently of one another for the independent adjustment of the operating parameters.
  • the individual modulation of alternating current or alternating voltage of the phases one electric traction machine can be operated independently of the other. This is particularly advantageous when the vehicle is cornering, since different operating variables, such as speed and torque, must be present at the electric traction machines.
  • the phase groups are designed to provide different electrical powers. This can be influenced by the geometric properties of the individual lines.
  • the multiphase device is designed as a controllable 6-phase power electronics unit. Using such an intelligent 6-phase power electronics unit, three phases can each be combined into a phase group, which then each control an electric traction machine. This replaces two separate three-phase power electronics units and reduces the installation space, costs and weight of the drive.
  • a multiphase device as a power electronics unit is characterized by this. That it only has one DC input (direct current with plus and minus pole) that leads to the circuit breakers via a filter and capacitor and that this power electronics unit is housed in a separate housing or in a housing that is integrated into the motor/Z-gear unit.
  • the rotor shafts of the two electric traction machines are mechanically decoupled from one another. Due to the fact that the rotor shafts of the electric traction machines are rotationally decoupled, a selective drive circuit is implemented for each wheel. As a result, the positioning of the drive in the existing radial installation space of the vehicle can be designed more variably.
  • the rotor and stator of the electric traction machines are arranged coaxially with one another over a large area. Such an arrangement requires little axial space, which leads to a reduction in the size of the drive.
  • the rotors of the electric traction machines which are arranged coaxially to one another, are coupled to one another via a bearing.
  • the axial forces of the electric traction machines acting on the two rotors are supported against one another. These forces can arise from asymmetrical air gaps and helical gearing forces on the gears.
  • the functionally separate electrical traction machines are positioned in a common housing, with the bearing of the two rotors of the electrical traction machines, which are arranged coaxially to one another, being equipped with equipotential bonding.
  • equipotential bonding prevents the occurrence of a differential voltage between the two electric traction machines. This measure also serves to protect the multiphase device.
  • the gear reduction stages are designed as planetary gears or spur gear chains. Such gear reduction stages reduce the speed of the vehicle wheels compared to the speed of the electric traction machines, with the torque being increased.
  • the output of the gear reduction stages is arranged coaxially or parallel to the central axis of the electric traction machines.
  • the coaxial design allows the gear reduction stage to be optimally designed in terms of efficiency and torque weight.
  • the parallel construction allows a more flexible positioning of the electric traction machines to the positions of the wheels.
  • each reduction stage has a decoupling unit.
  • the decoupling units By actuating the decoupling units, the vehicle wheels can be separated from the electric drive.
  • the losses in the drive train can be designed.
  • a decoupling unit at the transmission output offers the highest possible potential in terms of efficiency in the decoupled state, but the greatest possible torque must also be transmitted here, which leads to a larger and heavier design of the decoupling unit.
  • Positioning on the intermediate shaft of a spur gear chain or the ring gear of a planetary gear set offers a compromise between efficiency and torque capacity.
  • 1 shows a first exemplary embodiment of the electric drive according to the invention
  • 2 shows a further exemplary embodiment of the electric drive according to the invention
  • FIG. 5 shows an electrical equivalent circuit diagram with a 6-pole electronic power unit.
  • a first embodiment of the electric drive according to the invention is shown.
  • the electric drive 1 comprises two electric traction machines 2, 3, which are arranged axially in series, so that the rotor shafts 4, 5 of the two electric traction machines 2, 3 are coaxial with one another and are supported against one another in a common axial bearing 6.
  • Each rotor shaft 4, 5 is guided to a gear reduction stage 7, 8 in the form of a planetary gear, which engages with a gear output shaft 9, 10 on a vehicle wheel 11, 12 in each case.
  • a ring gear 13 of each gear reduction stage 9, 10 is engaged by a decoupling unit 14, with which the vehicle wheel 11, 12 can be separated from the electric drive 1.
  • the electric traction machines 2, 3 shown in FIG. 1 are designed as axial flow machines in an I-arrangement, in which a rotor 15 is arranged on the inside and the stators 16 are arranged on the outside in an axially flat manner.
  • An electric drive 17 with electric traction machines 18, 19 configured in an alternative H configuration is shown in FIG.
  • the rotor 15 surrounds the inner stators 16 which are positioned axially flat inside the rotor 15 .
  • the rotor 15 and stator 16 are axially flat to one another, with the I-arrangement having the disk-shaped rotor 15 on the inside and the disk-shaped stators 16 on the outside, while the H-arrangement has the rotor 15 in the middle disc-shaped stator 16 surrounds.
  • the described electric traction machines 2, 3; 18, 19 are accommodated in a common housing 27.
  • To the formation of a differential voltage between the electric traction machines 2, 3; 18, 19 to prevent the axial bearing 6 is equipped with an electrical equipotential bonding.
  • This equipotential bonding serves at the same time to protect the multiphase device 20, which can also be arranged in the housing 27.
  • the multiphase device 20 converts a DC voltage or direct current provided by an energy source into an AC voltage or alternating current.
  • the six phases 21 a, b, c; 22a, b, c of the multiphase device 20 are combined into phase groups 21, 22, in which three phases 21a, b, c or 22a, b, c run.
  • the three phases 21 a, b, c; 22a, b, c of a phase group 21, 22 applied AC voltage or applied alternating current are phase-shifted by 120 °.
  • the phase group 21 is electrically connected to the windings, not shown, of the stator 16 of the electric traction machine 3 and the phase group 22 to the three windings, not shown, of the stator 16 of the traction machine 2 .
  • FIGS. 1 and 2 further embodiments of the drive according to the invention are shown.
  • the controls of the electric traction machines 2, 3 and 18, 19 correspond to the statements made in connection with FIGS. 1 and 2, respectively.
  • the difference to both Figures 1 and 2 is a mechanically separated installation of the two electric traction machines 2, 3; 18, 19, wherein the motor shafts 4, 5 are not supported by a common axial bearing.
  • a spur gear 25, 26 is used instead of the planetary gear 29, 30 respectively.
  • the traction machines 2, 3 are designed in an I arrangement
  • FIG. 4 shows the electric traction machines 17, 18 in an Fl arrangement.
  • the respective mechanically uncoupled rotor shafts 4.5 of the electrical see traction machines 2, 3; 17, 18 are formed coaxially with one another and are each connected to one of the spur gear chains 25, 26.
  • each electric traction machine 2, 3 or 18, 19 forms an axle-selective or wheel-selective drive. It is assumed that the two traction machines 2, 3; 18, 19 are positioned either on two separate axes or together on one axis.
  • the electric traction machines 2, 3 and 18, 19 are therefore considered from the point of view of the multiphase device 20 as two independent 3-phase machines, which the rotor shafts 4, 5 of the two electric traction machines 2, 3; 18, 19 controls independently in order to set different operating parameters on the rotor shafts 4, 5.
  • the six-phase power electronics unit includes a DC input 25 for a DC voltage or a direct current, which is routed to six power switches 33, 34, 35, 36, 37, 38 via an EM I filter 31 and a capacitor 32.
  • Each circuit breaker 33 , 34 , 35 , 36 , 37 , 38 is connected to a gate driver block 39 , 40 , 41 , 42 , 43 , 44 which are controlled by a common control unit 45 .
  • This control unit 45 can be designed as a microcontroller or ASIC, in which the two control circuits 23, 24 for independent control of the speed and torque of the electric traction machines 2, 3; 18, 19 are implemented.
  • the timing of the three AC phases 21a, b, c; 22a, b, c attached to each electric traction machine 2, 3; 18, 19 are offset from one another by 120°.
  • the power switches 33, 34, 35, 36, 37, 38 are controlled independently of one another by the control unit 45 and convert the DC voltage or the direct current into an AC voltage or an alternating current, which is applied to the phases 21a, b, c; 22a, b, c and are passed on to the electric motors 2, 3, 18, 19 via an AC output.
  • Behind each circuit breaker 33, 34, 35, 36, 37, 38 is for each phase 21a, b, c; 22a, b, c a current sensor 46, 47, 48, 49, 50, 51 is provided hen, which the alternating current in each individual phase 21a, b, c; 22a, b, c and reports back to the control unit 45.
  • On the rotor shaft 4, 5 of each electric traction machine 2, 3; 18, 19, a rotor position sensor 52, 53 is arranged, which is coupled to the control unit 45.
  • the six phases 21a, b, c and 22a, b, c are controlled separately from one another.
  • the control of the two electric traction machines 2, 3; 18, 19 takes place via two separate control circuits 23, 24, which are part of the multiphase device 20.
  • the two electric traction machines 2, 3; 18, 19 via the separate phases 21a, b, c; 22a, b, c applied with an alternating current or an alternating voltage.
  • each control circuit 23, 24 determines the size of the alternating current or alternating voltage that is applied to each electric traction machine 2, 3; 18, 19 should fit.
  • phase groups 21, 22 By setting different AC current strengths and frequencies on the phase groups 21, 22, different operating parameters such as torques or speeds on the electric traction machines 2, 3; 18, 19 generated, which are transmitted to the wheels 11, 12 of the vehicle.
  • a control circuits 23, 24 superordinate further control circuit is required.

Abstract

L'invention concerne un entraînement électrique pour un véhicule, comprenant deux machines de traction électrique (2, 3 ; 18, 19) qui entraînent deux roues de véhicule (11, 12) par l'intermédiaire d'un étage de démultiplication (7, 8) respectif. Dans un entraînement électrique qui est intégré dans un espace d'installation axial compact et présente un rapport de couple-poids et puissance-poids très élevé, les deux machines de traction électrique (2, 3 ; 18, 19) qui sont fonctionnellement séparées sont connectées à un dispositif multiphase (20) commun pour fournir une tension ou un courant aux deux machines de traction électrique (2, 3 ; 18, 19), le dispositif multiphase (20) ayant plus de trois phases (21a, b, c ; 22a, b, c) afin d'ajuster les paramètres de fonctionnement des deux machines de traction électrique (2, 3 ; 18, 19) indépendamment l'une de l'autre.
PCT/DE2022/100893 2021-12-15 2022-11-30 Entraînement électrique pour véhicule WO2023110012A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021133267.2A DE102021133267A1 (de) 2021-12-15 2021-12-15 Elektrischer Antrieb eines Fahrzeuges
DE102021133267.2 2021-12-15

Publications (1)

Publication Number Publication Date
WO2023110012A1 true WO2023110012A1 (fr) 2023-06-22

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ID=84463156

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Application Number Title Priority Date Filing Date
PCT/DE2022/100893 WO2023110012A1 (fr) 2021-12-15 2022-11-30 Entraînement électrique pour véhicule

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DE (1) DE102021133267A1 (fr)
WO (1) WO2023110012A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20213670U1 (de) 2002-09-02 2004-02-12 Ewald Speth Antriebstechnik Gmbh Direkt angetriebene Antriebsachse mit zwei Antriebsmotoren
AT522014B1 (de) * 2019-01-10 2021-07-15 Avl List Gmbh Verfahren für den Notbetrieb einer Umrichterschalteinheit und zugehöriges Fahrzeug

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20213670U1 (de) 2002-09-02 2004-02-12 Ewald Speth Antriebstechnik Gmbh Direkt angetriebene Antriebsachse mit zwei Antriebsmotoren
AT522014B1 (de) * 2019-01-10 2021-07-15 Avl List Gmbh Verfahren für den Notbetrieb einer Umrichterschalteinheit und zugehöriges Fahrzeug

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Publication number Publication date
DE102021133267A1 (de) 2023-06-15

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