CN111791689B - Control method of integrated hub motor of commercial vehicle - Google Patents
Control method of integrated hub motor of commercial vehicle Download PDFInfo
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- CN111791689B CN111791689B CN202010727403.1A CN202010727403A CN111791689B CN 111791689 B CN111791689 B CN 111791689B CN 202010727403 A CN202010727403 A CN 202010727403A CN 111791689 B CN111791689 B CN 111791689B
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Classifications
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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
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
- B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
-
- 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
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
- B60T1/065—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels employing disc
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
-
- 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
- B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
-
- 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
- B60L2240/10—Vehicle control parameters
- B60L2240/12—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
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/60—Navigation input
- B60L2240/64—Road conditions
- B60L2240/642—Slope of road
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- 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
The invention discloses an integrated hub motor of a commercial vehicle, which comprises the following components: a hub motor having a motor housing; a first planetary gear row including a first sun gear, a first ring gear, a first planet axle, and a first carrier; a second planetary gear row including a second sun gear, a second ring gear, a second planetary row, and a second planet carrier; and the hub is detachably connected with the first planet carrier and the second annular gear and is used for outputting rotary power. The invention also discloses a control method of the integrated hub motor of the commercial vehicle, which changes the output power and the output torque of the hub motor of the vehicle according to various state parameters in the running process of the vehicle, thereby improving the running smoothness of the vehicle.
Description
Technical Field
The invention relates to the technical field of hub motors, in particular to an integrated hub motor of a commercial vehicle and a control method thereof.
Background
The electric automobile is one of the main development directions of the automobile industry, has the characteristics of energy conservation, emission reduction and low noise, various types of products are produced in mass in various automobile factories, the power system is in a central concentrated driving mode, the original engine assembly is replaced by a motor, and the direct driving technology of the hub motor in the wheels and integrating the power, transmission and braking functions is the development direction with the most potential.
At present, a large-sized mining vehicle is generally driven by an electric wheel, and the structure of the mining vehicle is a scheme of combining a motor and a speed reducer, but the mining vehicle is special for the mining vehicle and has no special requirement for a motor body, and a motor in the mining vehicle is generally only a traditional industrial motor. The civil electric car is divided into an electric car and an electric bus, wherein the electric car generally adopts a direct-drive electric wheel, the electric bus adopts a mode of combining a motor and a wheel-side speed reducer, the direct-drive electric wheel adopts a low-speed outer rotor motor, and the electric wheel of the wheel-side speed reducer adopts a high-speed inner rotor motor. In general, the high-speed inner rotor motor has small torque, and the automobile driven by the high-speed inner rotor motor is insufficient in dynamic performance, so the high-speed inner rotor motor often carries out speed reduction and torque increase on the output of the motor by a wheel-side speed reducer, and the dynamic performance of the whole automobile is improved on the premise that the output power is basically unchanged. However, when the high-speed inner rotor motor belt wheel side reducer is adopted, the problems of complex structure, large occupied space, overlarge overall mass and the like are caused, and the problems of rapid unsprung mass and the like are finally caused so as to influence the installation and the use of the final electric wheel on the whole vehicle.
The power of a motor which is intensively driven and developed by the electric vehicle at present is about 80KW, the maximum torque of the motor is about 400N.m, but the motors adopted in the existing electric vehicle are all traditional motors with smaller diameters and higher rotating speeds, and when the output power and the output torque of the motors are regulated, only the running state of the vehicle is generally considered, and the self state, the road surface and the environmental state of the vehicle are not considered. The output power and the output torque of the motor cannot be changed at the first time when the running state of the vehicle is changed, so that the smoothness of power output to the wheel end is affected.
Disclosure of Invention
The invention aims to design and develop an integrated hub motor of a commercial vehicle, which realizes speed reduction and torque increase under the action of a two-stage planetary gear speed reduction mechanism through the power output by the hub motor, and has a compact structure while ensuring enough speed reduction ratio.
The invention further aims to design and develop a control method of the integrated hub motor of the commercial vehicle, according to a plurality of state parameters when the vehicle runs, the output torque and the output power of the hub motor are determined based on the BP neural network, so that the state of the motor can be adjusted at any time when the vehicle runs is met, and the running smoothness of the vehicle is improved.
The technical scheme provided by the invention is as follows:
a commercial vehicle integrated-hub motor comprising:
a hub motor having a motor housing; and
a first planetary gear row including a first sun gear, a first ring gear, a first planet axle, and a first carrier;
the first sun gear is fixedly sleeved with a motor shaft of the hub motor and can rotate at the same speed relative to the motor shaft, the first annular gear is fixedly arranged in the motor shell, and the first planet shaft is fixedly connected with the first planet carrier;
a second planetary gear row including a second sun gear, a second ring gear, a second planetary shaft, and a second planet carrier;
the second sun gear is rotatably supported on a motor shaft of the hub motor and can rotate in a differential speed relative to the motor shaft; the second planet carrier is connected with the first sun gear and can synchronously rotate with the first planet carrier, and the second planet shaft is fixedly connected with the second planet carrier;
and the hub is detachably connected with the first planet carrier and the second annular gear and is used for outputting rotary power.
Preferably, the method further comprises:
the rotor bracket is arranged in the motor shell and coaxially and fixedly sleeved on the motor shaft;
the permanent magnets are circumferentially and uniformly arranged on the outer side of the rotor bracket;
and the motor winding is circumferentially and uniformly arranged on the inner side wall surface of the motor shell, corresponds to the permanent magnet and is used for driving the rotor bracket to rotate.
Preferably, the method further comprises:
and the plurality of tapered rollers are respectively arranged among the motor shell, the first planet carrier, the hub and the motor shaft.
Preferably, the method further comprises:
at least one first planet wheel supported on the first planet axle by a first needle roller, and the first needle roller is limited by a first stop block;
and the second planet gears are supported on the second planet shafts through second rolling needles, and the second rolling needles are limited through second stop blocks.
Preferably, the method further comprises:
a brake disc coaxially and fixedly arranged on one side of the motor shaft away from the hub;
a brake caliper axially movable relative to the brake disc for braking the brake disc;
and the brake caliper seat is fixedly arranged on one side of the motor shell far away from the hub and used for limiting the movement of the brake caliper.
A control method of an integrated hub motor of a commercial vehicle, which comprises the following steps:
step 1, acquiring transmission efficiency, vehicle mass, rolling resistance coefficient, wheel deflection angle, current vehicle speed, highest vehicle speed, air resistance coefficient and vehicle windward area of a hub motor, and acquiring an output power threshold of the hub motor according to the motor transmission efficiency, the vehicle mass, the rolling resistance coefficient, the wheel deflection angle, the current vehicle speed, the highest vehicle speed, the air resistance coefficient and the vehicle windward area;
step 2, acquiring the climbing gradient of the vehicle, and obtaining a vehicle running deviation index according to the climbing gradient, the rolling resistance coefficient, the windward area of the vehicle and the air resistance coefficient of the vehicle;
and 3, obtaining the maximum power of the hub motor, the maximum torque of the hub motor, the transmission efficiency of the hub motor, the output consumption reduction rate of the hub motor, the output power threshold of the hub motor and the running deviation index of the vehicle, and controlling the output power of the hub motor and the output torque of the hub motor according to the maximum power of the hub motor, the maximum torque of the hub motor, the transmission efficiency of the hub motor, the output consumption reduction rate of the hub motor, the output power threshold of the hub motor and the running deviation index of the vehicle.
Preferably, the output power threshold of the hub motor is:
in the formula ,Pval Is the threshold value of the output power of the motor, eta is the transmission efficiency of the motor, m is the mass of the vehicle, g is the gravity of the object, f is the rolling resistance coefficient,for inboard wheel yaw angle->Is the deflection angle of the outer wheel, omega is the regulating coefficient, V j V is the current vehicle speed max At the highest speed of the vehicle C D The air resistance coefficient is the air resistance coefficient, and A is the windward area of the automobile.
Preferably, the vehicle running deviation index is:
in the formula ,Isub Is the positive index of the running deviation of the vehicle, alpha is the climbing gradient, alpha max Is the maximum climbing grade.
Preferably, the maximum power of the hub motor satisfies:
P max ≥[P e ，P a ，P c ]；
in the formula ,Pmax For maximum power of in-wheel motor, P e At the highest vehicle speed power, P a For maximum climbing power, P c To accelerate the time power, V max At the highest speed of V i The vehicle speed is the speed of the climbing, t is the acceleration time, V a The vehicle speed is the vehicle speed during acceleration, and delta is the conversion coefficient of the rotating mass;
the maximum torque of the hub motor meets the following conditions:
in the formula ,Tmax V is the maximum torque of the hub motor j For the speed of the vehicle, i max R is the rolling radius of the wheel for the gear ratio.
Preferably, in the step 3, the output power of the in-wheel motor and the output torque of the in-wheel motor are controlled through the BP neural network, and the method comprises the following steps:
step 1, obtaining the power P of a hub motor, the torque T of the hub motor, the transmission efficiency eta of the hub motor, the output consumption reduction rate mu of the hub motor and the output power threshold P of the hub motor according to a sampling period val Positive running deviation index I of vehicle sub ；
Step 2, normalizing the acquired parameters in sequence, and determining an input layer vector x= { x of the three-layer BP neural network 1 ，x 2 ，x 3 ，x 4 ，x 5 ，x 6}； wherein ,x1 For the power, x of the in-wheel motor 2 Is the torque, x of the hub motor 3 For the transmission efficiency, x of the hub motor 4 The output consumption rate of the hub motor is reduced by x 5 Output power threshold value for in-wheel motor and x 6 A positive running deviation index of the vehicle;
step 3, mapping the input layer vector to an intermediate layer, wherein the intermediate layer vector y= { y 1 ，y 2 ，…，y m -a }; m is the number of intermediate layer nodes;
step 4, obtaining an output layer vector o= { o 1 ，o 2 }；o 1 For the output power o of the hub motor 2 The output torque of the hub motor is the output torque of the hub motor;
step 5, controlling the output power of the hub motor and the output torque of the hub motor to enable
wherein , and />Outputting layer vector parameters, P, for the ith sampling period respectively 1_max For maximum output power, T, of an in-wheel motor 1_max For maximum output torque of the hub motor, P 1_(i+1) and T1_(i+1) The output power and the output torque of the i+1th hub motor are respectively.
The beneficial effects of the invention are as follows:
according to the integrated hub motor for the commercial vehicle, provided by the invention, the speed reduction and torque increase effects of the high-speed inner rotor type electric wheel are realized through the integration of the hub motor and the two-stage planetary gear reduction mechanism, and the problems that the driving torque of the hub motor is insufficient and the hub motor is difficult to apply to a large-scale heavy-duty vehicle are solved; the integrated electric wheel realizes high compactness and reasonability in structure and reduces arrangement space.
According to the control method of the integrated hub motor of the commercial vehicle, provided by the invention, the output torque and the output power of the hub motor are determined based on the BP neural network according to a plurality of state parameters when the vehicle runs, so that the state of the motor can be regulated at any time when the vehicle runs, and the running smoothness of the vehicle is improved.
Drawings
Fig. 1 is a sectional view showing an internal structure of an integrated hub motor for a commercial vehicle according to the present invention.
Fig. 2 is a sectional view showing the internal structure of the motor according to the present invention.
Fig. 3 is a schematic structural view of a motor shaft according to the present invention.
Fig. 4 is a schematic structural view of the motor according to the present invention.
Detailed Description
The present invention is described in further detail below with reference to the drawings to enable those skilled in the art to practice the invention by referring to the description.
As shown in fig. 1, the hub motor adopts a high-speed inner rotor structure, and then a two-stage planetary gear reduction mechanism is connected to the output end of a motor rotor, namely the motor shaft, and the reduction mechanism is used for reducing the speed and increasing the torque of the motor output.
As shown in fig. 1 and 2, the overall structure of the present invention includes: rim 1, right motor case 2, left motor case 3, motor winding 4, rotor bracket 5, rotor reinforcing rib 6, J-type frameless rubber oil seal 7, first circlip 8, first tapered roller bearing 9, first round nut lock washer 10, first round nut 11, motor shaft 12, brake disk 13, labyrinth seal disk 14, labyrinth seal nut 15, second round nut lock washer 16, friction plate 17, cylinder 18, brake caliper 19, hexagonal bolt 20, first stud 21, first elastic washer 22, hexagon socket head cap screw 23, second tapered roller bearing 24, motor case reinforcing rib 25, first right end planet carrier 26, first hexagonal nut 27, seal ring 28, rim bolt 29, second ring gear 30, second elastic washer 31 the second hexagonal nut 32, the second stud 33, the second planetary gear 34, the second planetary shaft 35, the bearing cap plate 36, the second sun gear 37, the third tapered roller bearing 38, the third elastic washer 39, the socket head bolt 40, the seal washer 41, the third round nut stopper washer 42, the second round nut 43, the seal cap plate 44, the second circlip 45, the fourth elastic washer 46, the second right-hand carrier 47, the first centering needle 48, the first L-shaped stopper 49, the second left-hand carrier 50, the pin 51, the first sun gear 52, the first planetary shaft 53, the first planetary gear 54, the first ring gear 55, the second centering needle 56, the second L-shaped stopper 57, the first left-hand carrier 58, the third circlip 59, the brake caliper mount 60, and the permanent magnet 61.
As shown in fig. 2 and 3, the hub motor of the invention comprises a left motor casing 3, a right motor casing 2, a rotor bracket 5 and a motor shaft 12; wherein the rotor bracket 5 and the motor shaft 12 are connected through a first elastic washer 22 and an inner hexagonal socket head cap screw 23; the left motor casing 3 is recessed inwards to form a concave cavity so as to integrate the brake; the labyrinth seal disk 14 is connected with the left motor shell 3 through an inner hexagon bolt 20, and the left motor shell 3 and the motor shaft 12 are sealed through a labyrinth seal device formed by the labyrinth seal disk 14, a labyrinth seal round nut 15 and a second round nut through a stop washer 16; the right motor casing 2 is recessed inwards to form a concave cavity so as to integrate a two-stage planetary gear reduction mechanism, and the right motor casing 2 is supported on the motor shaft 12 through a second tapered roller bearing 24; the left motor casing 3 and the right motor casing 2 are connected through a first stud 21; the J-shaped frameless rubber oil seal 7 and the first elastic retainer ring 8 are arranged among the right motor casing 2, the first tapered roller bearing 9 and the motor shaft 12 for sealing; the left motor casing 3 is supported on a motor shaft 12 through a first tapered roller bearing 9; the first tapered roller bearing 9 is pre-tightened and limited by a stop washer 42 for a third round nut and a second round nut 43, a rotor reinforcing rib 6 is arranged between the rotor support 5 and the left motor casing 3 and the right motor casing 2, and motor casing reinforcing ribs 25 are arranged in concave cavities of the left motor casing 3 and the right motor casing 2.
The hub motor structure also comprises a motor winding 4 and a permanent magnet; wherein, motor winding 4 pastes on right motor casing 2, and the permanent magnet is fixed on rotor support 5.
As shown in fig. 1, the integrated hub motor of the present invention further comprises a brake disc 13, a brake caliper 19, a brake caliper seat 60, and a floating caliper disc brake is adopted; the brake disc 13 is fixedly connected to the motor shaft 12 through an involute spline, and is axially positioned through the stop washer 10 for the first round nut, the first round nut 11 and a shaft shoulder on the motor shaft 12; the brake caliper 19 can move left and right in the brake caliper seat 60, friction plates 17 are arranged on two sides of the brake caliper 19, and the friction plates 17 far away from one side of the brake disc 13 are connected with an oil cylinder 18 for pushing the friction plates 17 to move for braking, and the brake caliper seat 60 is fixed on the shell of the left motor shell 2 through bolting. The floating caliper disc brake used in the present embodiment is a brake commonly used in the prior art, and therefore, the specific structure and working principle thereof will not be described herein.
The two-stage planetary gear speed reducing mechanism consists of a first planetary gear row and a second planetary gear row; wherein, the first planetary gear row of the present invention is composed of a first sun gear 52, a first planet gear 54, a first left-end planet carrier 58, a first right-end planet carrier 26, a first ring gear 55 and a first planet shaft 53; the first sun gear 52 is fixedly sleeved on the motor shaft 12 and rotates synchronously with the motor shaft 12, the first left-end planet carrier 58 is sleeved on one end of the first planet shaft 53 and is clamped and limited by the elastic retainer ring 42 for the shaft; the first left end carrier 58 is supported on the motor shaft 12 by a third circlip 59 and a third tapered roller bearing 38; the first right-end planet carrier 26 is sleeved on the other end of the first planet shaft 53; a sealing ring 28 is arranged between the first right-end planet carrier 26 and the first annular gear 55, the first right-end planet carrier 26 is detachably fixed on a wheel hub through a first hexagonal nut 27 and a wheel rim bolt 29, and the wheel hub is fixed on the wheel rim 1 through bolts; the main body of the first annular gear 55 is pressed in the concave cavity of the right motor casing 2, and the first annular gear 55 and the right motor casing 2 are fixed together.
The second planetary gear row of the present invention is composed of a second sun gear 37, a second planet gear 34, a second right-end planet carrier 47, a second left-end planet carrier 50, a second ring gear 30, and a second planet shaft 35; wherein, the main body of the second sun gear 37 is sleeved on the motor shaft 12 in an empty way and rotates with the motor shaft 12 in a differential speed, the second sun gear 37 is limited by a second elastic retainer ring 45 for the shaft, and the second sun gear 37 is prevented from axially moving in a serial way;
the second right-end planet carrier 47 is sleeved at one end of the second planet shaft 35 and is clamped and limited by a fourth elastic washer 46; the second left-end planet carrier 50 is sleeved at the other end of the second planet shaft 35, and the second left-end planet carrier 50 is fixedly connected with the first sun gear 52 through a pin 51, so that the first sun gear 52 and the second left-end planet carrier 50 synchronously rotate; the second ring gear 30 is connected with the bearing cover plate 36 and the first right-end planet carrier 26 through a second elastic washer 31, a second hexagonal nut 32 and a second stud 33; the bearing cap plate 36 and the seal cap plate 44 are sealed by a third elastic washer 39, a socket head cap bolt 40 and a seal gasket 41.
In another embodiment, the first planetary gear row structure further includes: a second centering pin 56, a second L-shaped stopper 57; wherein the first planet 54 is supported on the first planet axle 53 by a second sun roller 56; the left and right ends of the second centering roller pin 56 are respectively limited by a second L-shaped stop block 57.
In another embodiment, the second planetary gear row structure further includes: a first centering pin 48 and a first L-shaped stop 49; the second planet wheel 34 is supported on the second planet shaft 35 through a first centering needle 48, and the left end and the right end are limited by a first L-shaped stop block 49 respectively.
As shown in fig. 1, the power output from the motor rotor holder 50 is transmitted to the first sun gear 52 via the motor shaft 12 and then to the first planetary gears 54, so that the power is transmitted from the first sun gear 52 to the second sun gear 37 fitted thereon via the second planetary shaft 35 and then to the second planetary gears 34, and because the first right-hand carrier 26 and the first ring gear 55 are fixed stationary on the right motor case 2, the power is transmitted directly to the second ring gear 30 via the second planetary gears 34 and finally to the wheels via the hubs.
In another embodiment, as shown in fig. 4, the in-wheel motor is an inner rotor permanent magnet synchronous motor rotor core 120 with an outer diameter of 272mm, an inner diameter of 132mm, a magnet thickness of 6.94mm, a magnet width of 27.7mm, an outer diameter of 500mm, an inner diameter of 273mm, wherein the tooth 130 has a groove depth of 75.8mm, a groove opening width of 12mm, a groove width of 75.9mm, a tooth shoe angle of 15 degrees, a tooth thickness of 6.73mm, and a top fillet radius of 5.56mm; the stator winding of the motor is in star connection, sine waves are used for driving, and a method of overlapping coil wiring is adopted; the insulation thickness of the slot is 1.11mm, the insulation thickness of the coil interlayer is 1.11mm, the thickness of the slot wedge is 2.22mm, the coil filling coefficient is 40%, the winding coefficient is 93.3%,
according to the integrated hub motor for the commercial vehicle, disclosed by the invention, the speed reduction and torque increase effects of the high-speed inner rotor type electric wheel are realized through the integration of the hub motor and the two-stage planetary gear reduction mechanism, and the problems that the driving torque of the hub motor is insufficient and the hub motor is difficult to apply to a large-scale heavy-duty vehicle are solved; the integrated electric wheel realizes compact and reasonable structure, reduces arrangement space, and is additionally provided with a sealing device, so that the sealing problem among a motor, the motor and a speed reducer and between the speed reducer and a hub is solved, the electric wheel device is ensured to be fully lubricated, mechanical abrasion is greatly reduced, the transmission efficiency is improved, and the service life of the electric wheel device is greatly prolonged.
The invention provides a control method of an integrated hub motor of a commercial vehicle, which comprises the following steps of:
step 1, acquiring transmission efficiency, vehicle mass, rolling resistance coefficient, wheel deflection angle, current vehicle speed, highest vehicle speed, air resistance coefficient and vehicle windward area of a hub motor, and acquiring an output power threshold of the hub motor according to the motor transmission efficiency, the vehicle mass, the rolling resistance coefficient, the wheel deflection angle, the current vehicle speed, the highest vehicle speed, the air resistance coefficient and the vehicle windward area;
wherein, wheel hub motor output power threshold value is:
in the formula ,Pval Is the threshold value of the output power of the motor, eta is the transmission efficiency of the motor, m is the mass of the vehicle, g is the gravity of the object, f is the rolling resistance coefficient,for inboard wheel yaw angle->Is the deflection angle of the outer wheel, omega is the regulating coefficient, V j V is the current vehicle speed max At the highest speed of the vehicle C D The air resistance coefficient is the air resistance coefficient, and A is the windward area of the automobile.
Step 2, acquiring the climbing gradient of the vehicle, and obtaining a vehicle running deviation index according to the climbing gradient, the rolling resistance coefficient, the windward area of the vehicle and the air resistance coefficient of the vehicle;
wherein, the vehicle driving deviation index is:
in the formula ,Isub Is the positive index of the running deviation of the vehicle, alpha is the climbing gradient, alpha max Is the maximum climbing grade.
The maximum power of the hub motor meets the following conditions:
P max ≥[P e ，P a ，P c ]；
in the formula ,Pmax For maximum power of in-wheel motor, P e At the highest vehicle speed power, P a For maximum climbing power, P c To accelerate the time power, V max At the highest speed of V i The vehicle speed is the speed of the climbing, t is the acceleration time, V a The vehicle speed is the vehicle speed during acceleration, and delta is the conversion coefficient of the rotating mass;
the maximum torque of the hub motor meets the following conditions:
in the formula ,Tmax V is the maximum torque of the hub motor j For the speed of the vehicle, i max R is the rolling radius of the wheel for the gear ratio.
And 3, obtaining the maximum power of the hub motor, the maximum torque of the hub motor, the transmission efficiency of the hub motor, the output consumption reduction rate of the hub motor, the output power threshold of the hub motor and the running deviation index of the vehicle, and controlling the output power of the hub motor and the output torque of the hub motor according to the maximum power of the hub motor, the maximum torque of the hub motor, the transmission efficiency of the hub motor, the output consumption reduction rate of the hub motor, the output power threshold of the hub motor and the running deviation index of the vehicle.
In another embodiment, in the step 3, the output power of the engine and the battery is controlled through the BP neural network, including the following steps:
and step 1, building a neural network.
The BP network system structure adopted by the invention is composed of three layers, the first layer is an input layer, n nodes are used as the first layer, n signals representing the working state of the equipment are corresponding, and the parameters of the signals are given by a data preprocessing module in the control system. The second layer is a hidden layer, and m nodes are determined in an adaptive manner by the training process of the network. The third layer is an output layer, and p nodes are totally determined by the response which is actually required to be output by the system.
The mathematical model of the network is:
input vector: x= (x 1 ，x 2 ，...，x n ) T
Intermediate layer vector: y= (y) 1 ，y 2 ，...，y m ) T
Output vector: o= (o) 1 ，o 2 ，...，o p ) T
In the present invention, the number of input layer nodes is n=6, and the number of output layer nodes is p=2. The number of hidden layer nodes m is estimated by:
according to the sampling period, obtaining the power P of the hub motor, the torque T of the hub motor, the transmission efficiency eta of the hub motor and the output of the hub motorConsumption reduction rate mu and hub motor output power threshold P val Positive running deviation index I of vehicle sub As an input parameter; since the input parameters belong to different physical quantities, the dimensions are different. Therefore, the data needs to be normalized to a number between 0 and 1 before the data is input into the artificial neural network.
Determining an input layer vector x= { x of a three-layer BP neural network 1 ，x 2 ，x 3 ，x 4 ，x 5 ，x 6}； wherein ,x1 For the power, x of the in-wheel motor 2 Is the torque, x of the hub motor 3 For the transmission efficiency, x of the hub motor 4 The output consumption rate of the hub motor is reduced by x 5 Output power threshold value for in-wheel motor and x 6 A positive running deviation index of the vehicle;
specifically, the power P of the in-wheel motor is normalized to obtain the power coefficient x of the in-wheel motor 1 ，
wherein ,Pmin and Pmax The minimum power and the maximum power of the hub motor are respectively.
The torque T of the hub motor is normalized to obtain a torque coefficient x of the hub motor 2 ；
wherein ,Tmin and Tmax The minimum torque and the maximum torque of the hub motor are respectively.
Normalizing the transmission efficiency eta of the hub motor to obtain a transmission efficiency coefficient x of the hub motor 3 ；
wherein ,ηmin and ηmax Respectively, the minimum value and the maximum value of the transmission efficiency of the hub motor.
Normalizing the output consumption rate mu of the hub motor to obtain an output consumption rate coefficient x of the hub motor 4 ；
wherein ,μmin and μmax The minimum value and the maximum value of the output consumption reduction rate of the hub motor are respectively.
Obtain the output layer vector o= { o 1 ，o 2 }；o 1 For the output power o of the hub motor 2 Is the output torque of the hub motor.
o 1 Representing the ratio of the output power of the in-wheel motor in the next sampling period to the maximum value of the output power of the in-wheel motor in the current sampling period. I.e. in the ith sampling period, the output power P of the hub motor is acquired 1-i Output power regulation coefficient of hub motor outputting ith sampling period through BP neural networkAfter that, the output power of the hub motor in the (i+1) th sampling period is controlled to be P 1_(i+1) So that it satisfies the following conditions: />
o 2 The ratio of the output torque of the in-wheel motor in the next sampling period to the maximum value of the output torque of the in-wheel motor in the current sampling period is represented. That is, in the ith sampling period, the output torque P of the in-wheel motor is acquired 2-i Output torque adjustment coefficient of hub motor outputting ith sampling period through BP neural networkAfter that, the output torque of the hub motor in the (i+1) th sampling period is controlled to be P 2_(i+1) So that it satisfies the following conditions: />
And step 2, training the BP neural network.
After the BP neural network node model is established, the BP neural network can be trained. Obtaining training samples according to experience data of products, and giving connection weight w between input node i and hidden layer node j ij Connection weight w between hidden layer node j and output layer node k jk Threshold θ of hidden node j j The threshold w of the output layer node k ij 、w jk 、θ j 、θ k Are random numbers between-1 and 1.
In the training process, continuously correcting w ij and wjk And (3) completing the training process of the neural network until the systematic error is less than or equal to the expected error.
As shown in table 1, a set of training samples and the values of the nodes during training are given.
Table 1 training process node values
And step 3, acquiring data operation parameters and inputting the data operation parameters into a neural network to obtain a regulation and control coefficient.
The trained artificial neural network is solidified in the chip, so that the hardware circuit has the functions of prediction and intelligent decision making, and intelligent hardware is formed. After intelligent hardware is powered on and started, initial output power of hub motor is controlledControl of initial output power of battery->
Simultaneously, the power P of the hub motor and the torque of the hub motor are obtainedT, the transmission efficiency eta of the hub motor, the output consumption mu of the hub motor and the output power threshold P of the hub motor val Positive running deviation index I of vehicle sub By normalizing the parameters, an initial input vector of the BP neural network is obtainedObtaining an initial output vector by the operation of the BP neural network>
Step 4, obtaining an initial output vectorAnd then, the output power of the hub motor and the output torque of the hub motor can be adjusted. The output power of the hub motor and the output torque of the hub motor in the next sampling period are respectively as follows:
the power P of the hub motor, the torque T of the hub motor, the transmission efficiency eta of the hub motor, the output consumption reduction rate mu of the hub motor and the output power threshold P of the hub motor in the ith sampling period are obtained through a sensor val Positive running deviation index I of vehicle sub The input vector x of the ith sampling period is obtained by normalization i ＝{x 1 i ，x 2 i ，x 3 i ，x 4 i ，x 4 i ，x 5 i Obtaining an output vector of the ith sampling period through the operation of the BP neural networkThen the output power of the hub motor and the output torque of the hub motor are respectively as follows when the i+1th sampling period is:
through the arrangement, the output power of the hub motor and the output torque of the hub motor are regulated in the running process of the automobile.
According to the control method of the integrated hub motor of the commercial vehicle, provided by the invention, the output torque and the output power of the hub motor are determined based on the BP neural network according to a plurality of state parameters when the vehicle runs, so that the state of the motor can be regulated at any time when the vehicle runs, and the running smoothness of the vehicle is improved.
Although embodiments of the present invention have been disclosed above, it is not limited to the details and embodiments shown and described, it is well suited to various fields of use for which the invention would be readily apparent to those skilled in the art, and accordingly, the invention is not limited to the specific details and illustrations shown and described herein, without departing from the general concepts defined in the claims and their equivalents.
Claims (9)
1. The control method of the integrated hub motor of the commercial vehicle, which uses the integrated hub motor of the commercial vehicle, is characterized by comprising the following steps:
step 1, acquiring transmission efficiency, vehicle mass, rolling resistance coefficient, wheel deflection angle, current vehicle speed, highest vehicle speed, air resistance coefficient and vehicle windward area of a hub motor, and acquiring an output power threshold of the hub motor according to the motor transmission efficiency, the vehicle mass, the rolling resistance coefficient, the wheel deflection angle, the current vehicle speed, the highest vehicle speed, the air resistance coefficient and the vehicle windward area;
step 2, acquiring the climbing gradient of the vehicle, and obtaining a vehicle running deviation index according to the climbing gradient, the rolling resistance coefficient, the windward area of the vehicle and the air resistance coefficient of the vehicle;
step 3, obtaining the maximum power of the hub motor, the maximum torque of the hub motor, the transmission efficiency of the hub motor, the output consumption reduction rate of the hub motor, the output power threshold of the hub motor and the running deviation index of the vehicle, and controlling the output power of the hub motor and the output torque of the hub motor according to the maximum power of the hub motor, the maximum torque of the hub motor, the transmission efficiency of the hub motor, the output consumption reduction rate of the hub motor, the output power threshold of the hub motor and the running deviation index of the vehicle;
wherein, commercial car integrated in-wheel motor includes:
a hub motor having a motor housing; and
a first planetary gear row including a first sun gear, a first ring gear, a first planet axle, and a first carrier;
the first sun gear is fixedly sleeved with a motor shaft of the hub motor and can rotate at the same speed relative to the motor shaft, the first annular gear is fixedly arranged in the motor shell, and the first planet shaft is fixedly connected with the first planet carrier;
a second planetary gear row including a second sun gear, a second ring gear, a second planetary shaft, and a second planet carrier;
the second sun gear is rotatably supported on a motor shaft of the hub motor and can rotate in a differential speed relative to the motor shaft; the second planet carrier is connected with the first sun gear and can synchronously rotate with the first planet carrier, and the second planet shaft is fixedly connected with the second planet carrier;
and the hub is detachably connected with the first planet carrier and the second annular gear and is used for outputting rotary power.
2. The control method of a commercial vehicle integrated-hub motor according to claim 1, characterized in that the commercial vehicle integrated-hub motor further comprises:
the rotor bracket is arranged in the motor shell and coaxially and fixedly sleeved on the motor shaft;
the permanent magnets are circumferentially and uniformly arranged on the outer side of the rotor bracket;
and the motor winding is circumferentially and uniformly arranged on the inner side wall surface of the motor shell, corresponds to the permanent magnet and is used for driving the rotor bracket to rotate.
3. The control method of a commercial vehicle integrated-hub motor according to claim 2, characterized in that the commercial vehicle integrated-hub motor further comprises:
and the plurality of tapered rollers are respectively arranged among the motor shell, the first planet carrier, the hub and the motor shaft.
4. The control method of a commercial vehicle integrated-hub motor according to claim 3, characterized in that the commercial vehicle integrated-hub motor further comprises:
at least one first planet wheel supported on the first planet axle by a first needle roller, and the first needle roller is limited by a first stop block;
and the second planet gears are supported on the second planet shafts through second rolling needles, and the second rolling needles are limited through second stop blocks.
5. The control method of a commercial vehicle integrated-hub motor according to claim 4, characterized in that the commercial vehicle integrated-hub motor further comprises:
a brake disc coaxially and fixedly arranged on one side of the motor shaft away from the hub;
a brake caliper axially movable relative to the brake disc for braking the brake disc;
and the brake caliper seat is fixedly arranged on one side of the motor shell far away from the hub and used for limiting the movement of the brake caliper.
6. The control method of a commercial vehicle integrated-hub motor according to claim 1, wherein the hub motor output power threshold is:
in the formula ,Pval Is the threshold value of the output power of the motor, eta is the transmission efficiency of the motor, m is the mass of the vehicle, g is the gravity of the object, f is the rolling resistance coefficient,for inboard wheel yaw angle->Is the deflection angle of the outer wheel, omega is the regulating coefficient, V j V is the current vehicle speed max At the highest speed of the vehicle C D The air resistance coefficient is the air resistance coefficient, and A is the windward area of the automobile.
7. The control method of a commercial vehicle integrated-hub motor according to claim 1, wherein the vehicle running deviation index is:
in the formula ,Isub Is the positive index of the running deviation of the vehicle, alpha is the climbing gradient, alpha max Is the maximum climbing grade.
8. The control method of a commercial vehicle integrated-hub motor according to claim 1, wherein the maximum power of the hub motor satisfies:
P max ≥[P e ，P a ，P c ]；
in the formula ,Pmax For maximum power of in-wheel motor, P e At the highest vehicle speed power, P a For maximum climbing power, P c To accelerate the time power, V max At the highest speed of V i The vehicle speed is the speed of the climbing, t is the acceleration time, V a The vehicle speed is the vehicle speed during acceleration, and delta is the conversion coefficient of the rotating mass;
the maximum torque of the hub motor meets the following conditions:
in the formula ,Tmax V is the maximum torque of the hub motor j For the speed of the vehicle, i max R is the rolling radius of the wheel for the gear ratio.
9. The method for controlling an integrated hub motor for a commercial vehicle according to claim 1, wherein in the step 3, the output power of the hub motor and the output torque of the hub motor are controlled through a BP neural network, comprising the steps of:
step 1, obtaining the power P of a hub motor, the torque T of the hub motor, the transmission efficiency eta of the hub motor, the output consumption reduction rate mu of the hub motor and the output power threshold P of the hub motor according to a sampling period val Positive running deviation index I of vehicle sub ；
Step 2, normalizing the acquired parameters in sequence, and determining an input layer vector x= { x of the three-layer BP neural network 1 ,x 2 ,x 3 ,x 4 ,x 5 ,x 6}； wherein ,x1 For the power, x of the in-wheel motor 2 Is the torque, x of the hub motor 3 For the transmission efficiency, x of the hub motor 4 The output consumption rate of the hub motor is reduced by x 5 Output power threshold value for in-wheel motor and x 6 A positive running deviation index of the vehicle;
step 3, mapping the input layer vector to an intermediate layer, wherein the intermediate layer vector y= { y 1 ,y 2 ,…,y m -a }; m is the number of intermediate layer nodes;
step 4, obtaining an output layer vector o= { o 1 ,o 2 }；o 1 For the output power o of the hub motor 2 The output torque of the hub motor is the output torque of the hub motor;
step 5, controlling the output power of the hub motor and the output torque of the hub motor to enable
wherein , and />Outputting layer vector parameters, P, for the ith sampling period respectively 1_max For maximum output power, T, of an in-wheel motor 1_max For maximum output torque of the hub motor, P 1_(i+1) and T1_(i+1) The output power and the output torque of the i+1th hub motor are respectively.
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