CN206217612U - A kind of optimization integrated system of motor and automatic transmission - Google Patents
A kind of optimization integrated system of motor and automatic transmission Download PDFInfo
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Abstract
The utility model provides the optimization integrated system of a kind of motor and automatic transmission, including motor, input shaft, torsion vibration absorber, automatic transmission, power transmission shaft, main reducing gear and integrated control unit；With one end of torsion vibration absorber by spline connection, the other end of the torsion vibration absorber passes through spline connection to the output shaft of the motor with the input shaft of automatic transmission；The output shaft of the automatic transmission is connected by universal joint with one end of power transmission shaft, and the other end of the power transmission shaft is connected by universal joint with main reducing gear；The utility model motor is directly connected by torsion vibration absorber with automatic gear-box, is alleviated the impact produced in shift process and is brought damage to motor axle, while reducing because of the gearshift mortality that shift shock brings.The utility model shortens shift time, eliminates power electuary and the not smooth phenomenon of gearshift, reduces the abrasion of equipment, improves electric powered motor, economy and ride comfort.
Description
Technical Field
The utility model belongs to automobile power transmission research field, concretely relates to driving motor and automatic gearbox's optimization integrated system.
Background
At present, the transmission system of domestic electric vehicles mostly adopts a mode of directly driving by a driving motor, and a plurality of pure electric buses on the market adopt direct driving motors with high power and large torque. Although the difficulty of matching design of a power system is reduced by adopting the driving mode, the investment on the driving motor is greatly increased, the driving motor applied to the occasion has various defects of large volume, heavy weight, low utilization efficiency, low utilization rate of effective capacity of a driving controller and the like, and the popularization and application of the electric vehicle are seriously influenced by energy waste. Furthermore, analysis and application of the existing electric vehicle driving system show that on an electric vehicle provided with an AMT gearbox system, if a gear shifting rule similar to that of a vehicle driven by an engine is continuously adopted, the driving system generally has the adverse phenomena of unsmooth gear shifting, over-fast synchronizer abrasion and large power impact.
From the direction of international development, automobiles require higher performance of motor drive systems, higher volumetric-to-weight density, higher tolerance to ambient temperature ranges (coolant inlet temperatures >105 ℃), ability to withstand high levels of vibration, lower cost, etc., subject to vehicle space constraints and use environment constraints. In order to meet the above strict or even harsh requirements, the development trend of the vehicle motor driving system technology can be summarized as permanent magnetization, digitization and integration.
The transmission system of the pure electric bus adopts an integrated driving system consisting of a PMSM (permanent magnet synchronous motor) and an AMT (automated mechanical transmission), so that the labor intensity of a driver is reduced, the power utilization efficiency of the driving system is optimized, the power system is more reasonable in matching, particularly, the high speed performance and the climbing performance are improved, the efficiency utilization rate of the whole bus is improved, and the acceleration time is shortened. Compared with the traditional direct drive mode, the PMSM + AMT integrated drive mode has the advantages that the continuous high-efficiency area application is formed for the drive characteristics of the motor system in the structure that the integrated drive system is configured under the condition that the drive system has the overall efficiency utilization rate of the motor.
Although the asynchronous motor system has more applications in domestic new energy vehicles, the proportion of the permanent magnet motor driving system is high, and from the statistics data of years, the proportion of the asynchronous motor driving system is reduced from 59% to 25%, and the proportion of the permanent magnet motor is steadily increased from 37% in 2011 to 74% in 2013 (the proportion of the PMSM driving system is increased from 11% to 49%), and the increasing trend is obvious. In a foreign electric automobile driving system, the permanent magnet motor driving system has absolute advantages, and the proportion reaches up to 87%. Therefore, the permanent magnet motor driving system is the main development trend of the motor driving system of the electric automobile.
The global efficiency optimization and dynamic response of the PMSM driving system are key problems influencing the development of electric automobiles, and are the hot field of the current foreign research, the permanent magnet motor has the advantages of high efficiency, large specific power and the like, and the vector control variable frequency speed control system is adopted, so that the variable frequency speed control system has a wide speed control range. In recent years, in addition to intensive research on the structure of the PMSM drive system, various manufacturers have also conducted extensive research on the control of the PMSM drive system for an electric vehicle. But the PMSM + AMT study is almost blank.
At present, the demand of a PMSM + AMT integrated motor driving system at home and abroad is very large, but due to the lack of a key technology of independent intellectual property rights, a PMSM + AMT integrated control technology with high efficiency and high dynamic response becomes a bottleneck for developing electric vehicles.
The PMSM drive system has the characteristics of low-speed constant torque and high-speed constant power, and the torque and power curve of the engine are parabolic along with the change of the rotating speed, so that the gear shifting rules and the gear shifting methods of the motor drive system and the AMT transmission must be further researched on the matching of the PMSM drive system and the AMT, the advantages of the PMSM are brought into play, the gear shifting time is shortened, the phenomena of power impact and gear shifting unsmooth are eliminated, and the abrasion condition of a synchronizer is reduced.
SUMMERY OF THE UTILITY MODEL
The utility model aims at the above-mentioned problem provide a driving motor and automatic gearbox's optimization integrated system.
The technical scheme of the utility model is that: an optimized integrated system of a driving motor and an automatic transmission comprises the driving motor, an input shaft, a torsional damper, the automatic transmission, a transmission shaft, a main reducer and an integrated control unit;
an output shaft of the driving motor is connected with one end of a torsion damper through a spline, and the other end of the torsion damper is connected with an input shaft of the automatic transmission through a spline; an output shaft of the automatic transmission is connected with one end of a transmission shaft through a universal joint, and the other end of the transmission shaft is connected with a main speed reducer through the universal joint;
the integrated control unit comprises a vehicle control unit VCU, an integrated power control system IDCU, a driving motor controller MCU and a transmission controller TCU;
the vehicle control unit VCU is used for comprehensively judging the running performance of the vehicle according to the energy component and the vehicle state of the vehicle, is respectively electrically connected with an accelerator pedal, a brake pedal, a vehicle gear and a power supply system, and broadcasts or directionally sends the running state, the vehicle speed, the target required driving force, the braking force and the protection state information of the vehicle to the integrated power control system IDCU through a CAN bus;
the integrated power control system IDCU is respectively and electrically connected with the vehicle control unit VCU, the drive motor controller MCU and the transmission controller TCU, is used for integrating information from the vehicle control unit VCU, the transmission controller TCU and the drive motor controller MCU and coordinately controls the work of the drive motor controller MCU and the transmission controller TCU;
the driving motor controller MCU is electrically connected with the driving motor and is used for controlling the work of the driving motor;
the transmission controller TCU is electrically connected to the automatic transmission for controlling the operation of the automatic transmission.
In the above scheme, the automatic transmission includes an input shaft, an output shaft, a first shift gear, a second shift gear, a third shift gear, a first gear meshing sleeve, a second gear meshing sleeve, a third gear meshing sleeve, a first gear intermediate shaft, a second gear intermediate shaft and a third gear intermediate shaft;
the third gear shifting gear is fixedly connected with the input shaft, and the first gear shifting gear, the second gear shifting gear and the third gear shifting gear are sleeved on the output shaft in a matching manner through bearings; the lower part of the first gear shifting gear is meshed with a first gear intermediate shaft, the first gear intermediate shaft, a second gear intermediate shaft and a third gear intermediate shaft are coaxially and fixedly connected, the second gear shifting gear is meshed with the second gear intermediate shaft, and the third gear shifting gear is meshed with the third gear intermediate shaft;
the first gear meshing sleeve is arranged between the first gear shifting gear and the second gear shifting gear, the first gear meshing sleeve is connected with the output shaft moving pair through a spline, the second third gear meshing sleeve is arranged between the second gear shifting gear and the third gear shifting gear, and the second third gear meshing sleeve is connected with the output shaft moving pair through a spline.
In the above scheme, the driving motor is a permanent magnet synchronous motor.
The utility model has the advantages that: compared with the prior art, the utility model discloses driving motor is directly connected with automatic transmission through twisting the bumper shock absorber, reduce the lug connection of driving motor output shaft with the automatic transmission input shaft, the error that produces in production process or assembling process has been cushioned, avoided letting driving motor pivot and automatic transmission input shaft to produce direct rigid link, thereby protected the driving motor axle with the automatic transmission input shaft, the axiality error that has alleviateed driving motor pivot and automatic transmission input shaft assembling process production, cause the big reason of automatic transmission noise, the impact that has alleviateed the in-process of shifting simultaneously and brought the damage to the driving motor axle, reduce the failure rate of shifting that the impact brought because of shifting simultaneously. The utility model discloses an integrated design, cooperation PMSM accurate rotational speed torque control method and advanced whole car control strategy have realized the internal most advanced PMSM + AMT integration drive mode, compare with prior art, the utility model discloses high-efficient high dynamic response shortens the shift time, has eliminated the power granule and has shifted not smooth phenomenon, reduces the wearing and tearing of equipment, has improved electric automobile dynamic property, economic nature and ride comfort.
Drawings
Fig. 1 is a schematic structural diagram of an optimized integrated system of a driving motor and an automatic transmission according to an embodiment of the present invention;
fig. 2 is a schematic view of an overall framework of an optimized integrated system of a driving motor and an automatic transmission according to an embodiment of the present invention;
fig. 3 is a schematic view of a control framework of a no-load gear-shifting mode according to an embodiment of the present invention;
fig. 4 is a schematic diagram of an active following synchronization mode control framework according to an embodiment of the present invention;
fig. 5 is a schematic view of a control framework for a no-load shift mode according to an embodiment of the present invention;
fig. 6 is a schematic view of a driving force recovery loading mode control framework according to an embodiment of the present invention;
FIG. 7 is a graph plotting acceleration versus vehicle speed for each gear at one hundred percent throttle, according to an embodiment of the present invention;
fig. 8 is a relationship diagram of motor efficiency characteristics and vehicle speeds corresponding to different gears at the same rotation speed according to an embodiment of the present invention.
In the figure: 1. a drive motor; 2. an output shaft of the motor; 3. a torsional damper; 4. an automatic transmission; 5. a drive shaft; 6; a main reducer; 7. a wheel; 8. an input shaft; 9. an output shaft; 10. a first shift gear; 11. a second shift gear; 12. a third shift gear; 13. a first gear meshing sleeve; 14. a second gear and a third gear meshing sleeve; 15. a first gear intermediate gear shaft; 16. a second gear intermediate shaft; 17. third gear intermediate shaft.
Detailed Description
In order to more clearly understand the technical features, objects, and effects of the present invention, embodiments of the present invention will be described with reference to the accompanying drawings, in which the same reference numerals denote the same or similar parts throughout the drawings. The drawings are only for the purpose of illustrating the invention and do not represent the actual structure and true proportions of the invention.
Fig. 1 shows an embodiment of an optimized integrated system of driving motor and automatic transmission, which includes driving motor 1, input shaft 2, torsion damper 3, automatic transmission 4, transmission shaft 5, main reducer 6 and integrated control unit.
A motor output shaft 2 of the driving motor 1 is connected with one end of a torsion damper 3 through a spline, and the other end of the torsion damper 3 is connected with an input shaft 8 of an automatic transmission 4 through a spline; an output shaft 9 of the automatic transmission 4 is connected with one end of a transmission shaft 5 through a universal joint, the other end of the transmission shaft 5 is connected with a main speed reducer 6 through the universal joint, the rotating speed of the automatic transmission 4 is transmitted to the main speed reducer 6 through the transmission shaft 5, and the main speed reducer 6 distributes power to two wheels 7.
In this embodiment, the automatic transmission 4 is a three-gear box, and the automatic transmission 4 includes an input shaft 8, an output shaft 9, a first shift gear 10, a second shift gear 11, a third shift gear 12, a first-gear meshing sleeve 13, a second-third-gear meshing sleeve 14, a first-gear intermediate shaft 15, a second-gear intermediate shaft 16, and a third-gear intermediate shaft 17.
The third gear shifting gear 12 is fixedly connected with the input shaft 8, and the first gear shifting gear 10, the second gear shifting gear 11 and the third gear shifting gear 12 are sleeved on the output shaft 9 in a matching manner through bearings; the lower portion of the first gear shifting gear 10 is meshed with a first gear intermediate shaft 15, the first gear intermediate shaft 15, a second gear intermediate shaft 16 and a third gear intermediate shaft 17 are coaxially and fixedly connected, the second gear shifting gear 11 is meshed with the second gear intermediate shaft 16, and the third gear shifting gear 12 is meshed with the third gear intermediate shaft 17. The first gear meshing sleeve 13 is installed between the first shifting gear 10 and the second shifting gear 11, the first gear meshing sleeve 13 is connected with the output shaft 9 through a spline in a sliding pair mode, the second third gear meshing sleeve 14 is installed between the second shifting gear 11 and the third shifting gear 12, and the second third gear meshing sleeve 14 is connected with the output shaft 9 through a spline in a sliding pair mode.
The utility model discloses driving motor 1 is directly connected with automatic transmission 4 through twisting reverse 3 bumper shock absorbers, reduce the lug connection of 1 output shaft of driving motor with 4 input shafts of automatic transmission, the error that produces in production process or assembling process has been cushioned, avoided letting driving motor pivot and 4 input shafts of automatic transmission produce direct rigid link, thereby protected the driving motor axle with 4 input shafts of automatic transmission, the axiality error that has alleviateed driving motor pivot and automatic transmission input shaft assembling process production, cause the big reason of automatic transmission noise, the impact that has alleviateed the in-process production of shifting simultaneously brings the damage to the driving motor axle, reduce the failure rate of shifting because of shifting the impact and bring simultaneously.
Fig. 2 is a schematic diagram of an overall framework of the optimized integrated system of the driving motor and the automatic transmission, where the integrated control unit includes a vehicle control unit VCU, an integrated power control system IDCU, a driving motor controller MCU, and a transmission controller TCU. The VCU is electrically connected with an accelerator pedal, a brake pedal, an automobile gear and a power supply system respectively, comprises energy which CAN be supplied by the power supply system, and broadcasts or directionally sends the energy, the reverse or parking state, the automobile speed, the target required driving force, the braking force, the protection state and the like of the running state of the vehicle to the integrated power control system IDCU through a CAN bus. The integrated power control system IDCU is respectively and electrically connected with the vehicle control unit VCU, the drive motor controller MCU and the transmission controller TCU, and is used for integrating information from the vehicle control unit VCU, the transmission controller TCU and the drive motor controller MCU and coordinately controlling the work of the drive motor controller MCU and the transmission controller TCU. The driving motor controller MCU is electrically connected with the driving motor 1 and is used for controlling the driving motor 1 to work according to the set direction, speed, angle and response time. The transmission controller TCU is electrically connected to the automatic transmission 4, and is configured to control operation of the automatic transmission 4.
T in FIG. 2fIs composed of VCU driving force or braking force of the PMSM determined by an accelerator pedal or a brake pedal;is the active synchronous target rotation speed of the MCU system;is the target speed under PMSM speed control;is a target torque under drive motor torque control;is to unload the target torque sumIs the loading target torque;the given target torque is adjusted through the PMSM rotating speed; n iseIs the current PMSM speed; t iseIs the current PMSM torque; meOther working information of the PMSM comprises information such as working temperature and fault state of the PMSM system; the MT and the AT respectively designate a forced mechanical working mode and an automatic gear shifting working mode of the AMT; i.e. igIs the current gear;is the target gear; i.e. ifIs the final target gear after the correction of the IDCU;the AMT system determines the working state command of the driving motor.
The gear shifting control method of the optimized integrated system of the driving motor and the automatic transmission comprises a gear-shifting preparation mode, a no-load gear-shifting mode, an active following synchronization mode, a no-load gear-shifting mode and a driving force restoring loading mode. The gear-off preparation mode process is mainly realized by an integrated power control system (IDCU); after the gear shifting preparation work is finished, the integrated system carries out the no-load gear-shifting mode, and the action of the no-load gear-shifting mode is specifically executed by a driving motor controller MCU and a transmission controller TCU under the coordination command of an integrated power control system IDCU and a vehicle control unit VCU; after the gear-off process is finished, an active following synchronization mode is carried out, and the active following synchronization mode carries out target rotation speed adjustment on the PMSM of the driving motor, so that the rotation speed of the engaged gear of a new gear can reach a synchronization state as soon as possible; the no-load gear engaging mode is used for outputting a motor zero inertia mode instruction, a motor target torque and a gear engaging mode gating instruction sum of the gear shifting executing mechanism; entering the driving force recovery loading mode after completion of the gear engagement, the driving force recovery loading mode being completed by control of the PMSM torque.
As can be seen from fig. 2, for different working requirements, the operation of each subsystem is different, and the working mode of the power system, especially the PMSM system, must be defined according to a specific working mode, so as to better realize the comprehensive function of the PMSM-AMT system.
The gear-off preparation mode specifically comprises the following steps:
because the state output of the MCU is influenced by different control units, the working state of the MCU is generally controlled by the VCU, but the working state of the MCU depends on the AMT system in the working processes because the AMT action is matched in the gear shifting process, and if the PMSM directly responds to the commands of the two systems, logical multi-party judgment is necessarily carried out in a PMSM control strategy, an integrated power control system IDCU is added to comprehensively manage and coordinate, so that the MCU directly responds to the commands of the IDCU. Since the torque of the driving motor will decrease according to the set torque curve during the gear-off process, so that the driving force of the vehicle is inevitably smaller than the resistance, and the speed of the vehicle decreases, if the gear-off time lasts too long, the speed of the vehicle will be seriously reduced, and the running performance of the vehicle will be affected. Therefore, the required process of gear-off preparation before gear-off of the vehicle driving system is mainly realized by the integrated power control system IDCU, the integrated power control system IDCU inputs a driver pedal signal, a steering wheel signal, a vehicle speed signal, an SOC signal and the like of a VCU of the vehicle controller, a gear-shifting preparation signal, a current gear signal, a target gear signal and a gear-shifting executing mechanism signal of a TCU of the transmission controller, a motor rotating speed signal and a motor temperature signal of a driving motor controller MCU, through the summarization of the information, the integrated power control system IDCU and the vehicle control unit VCU carry out information presetting to provide effective condition preparation for gear shifting, and meanwhile, the integrated power control system IDCU calculates and stores a no-load torque instruction value of the driving motor controller MCU, and presets a gear-shifting command of the transmission controller TCU.
The no-load gear-shifting mode specifically comprises the following steps:
as shown in fig. 3, the integrated power control system IDCU simultaneously transmits the gear-shifting information to the vehicle control unit VCU, so that the vehicle control unit VCU knows that the current driving mode is the gear-shifting mode, and the driving motor controller MCU directly responds to the adjustment instruction of the integrated power control system IDCU; the integrated power control system IDCU sends the driving motor controller MCU no-load target torque calculated in advance to the driving motor controller MCU, so that the driving motor controller MCU immediately approaches to the zero inertia torque target; and the integrated power control system IDCU sends a gear-shifting mode instruction preset instruction of the gear-shifting actuating mechanism to the transmission controller TCU, and waits for the inertia simulation torque of the driving motor controller MCU to be adjusted in place.
And after the driving motor controller MCU system receives an unloading torque command sent by the integrated power control system IDCU, adjusting the torque according to a preset control algorithm. Especially, the key of the mode is that how to maintain the stability of a control algorithm by considering that the actual rotational inertia of the PMSM jumps from large to small, the output inertia simulation balance torque can meet the inertia moment of a balance motor rotor which is reduced along with the speed of a vehicle, and the output inertia simulation balance torque can be adjusted in real time according to the corresponding speed of the vehicle, the rotating speed of the motor and the current gear as adjustment parameters, so that the condition that no load is achieved between meshing gears of the transmission can be ensured, and smooth gear picking can be achieved. If the MCU control output torque is simply set to be zero, the PMSM is driven by the inertia running of the vehicle to generate directional torque to be applied to the meshed gear due to the inertia of the PMSM, so that the gear is taken off and trouble is brought, and therefore the inertia torque is set according to the running speed of the vehicle and the corresponding inertia of the driving motor to eliminate the influence of the inertia torque; however, if the set balance torque is too large, the problem of too large contact force of the action surface of the meshing gear is also caused, so that the vehicle is still in a driving state, the gear is difficult to disengage, and the meshing surface of the gear can be scratched in serious cases. Therefore, the appropriate PMSM balance torque is selected so that the engaged gears are substantially unloaded when the gear is disengaged. To meet the performance requirements, the key is to ensure the quick, stable and accurate torque response of the motor. Meanwhile, in the gear shifting process, the output of the balance torque takes the output torque of the gear shifting servo motor as a feedback quantity, and the numerical value of the balance torque is further optimized to ensure that the gear is stress-free.
The active following synchronization mode specifically includes:
as shown in fig. 4, after the gear-off process is completed, the output torque of the PMSM does not act on the electric vehicle any more, the vehicle will move under the inertia effect of the vehicle, and in order to recover the vehicle driving force, reduce the gear-shifting impact and enhance the vehicle running smoothness as soon as possible, the MCU system needs to be combined with the AMT system as soon as possible, so that the target rotation speed of the PMSM must be immediately adjusted, so that the rotation speed of the engaged gear of the new gear-shifting position can reach the synchronous state as soon as possible. In order to quickly realize the synchronous operation of the gear shifting gears, the control mode of a driving motor is required to be adjusted to be rotating speed closed-loop control, the target rotating speed of gear shifting is used as an adjustment target quantity to be dynamically adjusted, and the rotating speed of an input shaft of the transmission is accurately adjusted under the rotating speed closed-loop condition, so that the synchronous rotating speed error is small, the abrasion of a synchronizer is reduced, the gear shifting time is shortened, the torque can be balanced with the no-load torque during gear shifting, and the impact problem can not be generated. In order to achieve the aim, the rotating speed response is required to meet the requirements of small overshoot and small error, and the influence of the vehicle-mounted environment and the shifting dynamic process is considered; meanwhile, the switching between the closed-loop control modes needs to meet the requirements of stability and dynamic performance.
Firstly, obtaining the next gear ratio from a transmission controller TCU so as to give the target rotating speed of a driving motor controller MCU driving motor PMSM, calculating the running state of the vehicle by the integrated power control system IDCU through the vehicle speed of the previous step and the vehicle speed at the moment, correcting the target gear according to the target rotating speed and the target gear calculated by the transmission controller TCU and the power output characteristic of the PMSM system of the driving motor to obtain the final gear output, thereby correcting the target rotation speed of the drive motor PMSM and transmitting the final gear to the transmission controller TCU, the target rotation speed of the PMSM is transmitted to the drive motor controller MCU, the drive motor controller MCU has been previously switched to rotation speed control, and after the target rotating speed given by the transmission controller TCU is obtained, the target rotating speed of the integrated power control system IDCU is obtained, further correction is performed in combination with vehicle speed feedback to quickly achieve an ideal synchronous speed condition. The active following synchronous mode requires that the conversion from the torque working mode to the rotating speed working mode of the MCU is rapid and smooth, the rotating speed regulation response is fast, the static error is small, and the control can be carried out in real time according to the change of the vehicle speed.
The no-load gear engaging mode specifically comprises the following steps:
as shown in fig. 5, the unloaded shift mode is similar to the unloaded shift mode, and the unloaded shift mode inputs the current gear, the temperature sensor signal, the motor speed sensor signal, and the shift actuator position signal, and outputs the motor zero inertia mode command, the motor target torque, and the shift actuator shift mode gating command. When the integrated power control system IDCU detects that the rotating speed value adjusting error of the PMSM reaches a preset range, firstly, carrying out torque adjustment on the PMSM according to the preset no-load balance torque of the previous step, and triggering a mode switching instruction to enable the driving motor to be switched from a rotating speed closed-loop mode to a zero inertia torque closed-loop control mode; after receiving the instruction, the driving motor is switched to a torque closed loop mode control mode, the system can be required to be stable in the switching process, and after the switching is finished, the driving motor still keeps the rotating speed value when the speed regulation is finished; meanwhile, the driving motor system finely adjusts the inertia torque according to the vehicle speed and the feedback of the current gear, after the TCU receives the gear shifting instruction of the IDCU, the TCU selects a gear shifting servo motor according to the gear shifting requirement and turns on a corresponding gear relay to shift gears, meanwhile, the position of the gear engaging executing mechanism is monitored, and the holding mode is entered after the target position is reached.
The driving force recovery loading mode specifically comprises the following steps:
as shown in fig. 6, since there is no clutch slip, the driving force recovery loading process is also completed by controlling the PMSM torque after the completion of the gear engagement. If comfort is the only target, torque recovery is required to be relatively slow and time is relatively long, but power loss in the gear shifting process is increased, and the vehicle is obviously stalled; if the only goal is dynamic performance, the shorter the torque recovery time is required, the better, but this tends to cause large shift shock, affecting the ride comfort of the vehicle. Therefore, in the motor torque control, it is necessary to find a balance point between the two, and to recover the power of the vehicle as soon as possible while ensuring the riding comfort of the vehicle. Also, in order to meet these requirements, it is necessary to ensure both rapidity and stability of the motor torque response.
The integrated power control system IDCU sets a final torque output value according to the current vehicle speed and the reference output torque required by the VCU of the vehicle controller, determines a recovery curve of the output torque of the PMSM according to the speed ratio of the AMT and the output torque of the motor, and sends the recovery curve to the MCU system.
The shift control method of the optimal integrated system of the driving motor and the automatic transmission further comprises the calculation of an optimal dynamic shift schedule and an optimal economic shift schedule.
Optimal dynamic shift schedule:
conventionally, in order to embody the maximum power output, the vehicle speed corresponding to the intersection point of the driving force curves of two adjacent gears under the same accelerator is generally used as a dynamic gear shifting point, however, the method is calculated under the vehicle steady state condition, the acceleration gear shifting of the automobile is a dynamic process, and the change of the acceleration resistance needs to be considered.
To ensure the best dynamic performance in a dynamic state, the vehicle speed corresponding to the intersection point of the acceleration curves of two adjacent gears should be used as a dynamic gear shifting point, namely, the following requirements are met:
in the formula, u is the highest speed of the electric automobile, and t is the acceleration time of the electric automobile;
according to the automobile running equation, at the n gear, the following conditions exist:
the optimal dynamic shift point u can be obtained by combining the vertical type 1) and the formula 2)a。
Wherein,n-drive train rotating mass conversion factor, m-total mass (kg) of the electric vehicle, Tq-engine characteristic, ioMain retarder ratio, igntransmission ratio of n-speed transmission, ηT-efficiency of the transmission system, r-rolling radius of the wheels (m), g-acceleration of gravity (m/s)2)，CDCoefficient of air resistance, f-coefficient of rolling resistance, A-area of frontal wind (m)2)，ua-an optimal dynamic shift point;
fig. 7 is a curve of acceleration of each gear under one hundred percent of accelerator plotted according to equation 2) -vehicle speed, where the intersection point a of the 1-gear and 2-gear acceleration curves corresponds to the vehicle speed, which is the optimal dynamic upshift point for shifting 1 gear and 2 gear under the accelerator, and the intersection point B of the 2-gear and 3-gear curves corresponds to the optimal dynamic upshift point for shifting 2 gear and 3 gear. And according to the method, the intersection points of the acceleration curves of all gears under different accelerators are calculated, and the intersection points are connected to obtain the optimal dynamic upshift curves corresponding to the different accelerators.
Optimal economic shift schedule:
all energy of the pure electric vehicle comes from a power battery, and electric energy is converted into mechanical energy through a driving motor to drive the vehicle. From the analysis of energy consumption, the energy of the battery is mainly used to eliminate the running resistance and heat dissipation of the automobile during the running process of the automobile, if the total energy stored by the battery is W, then there are:
W·ηb·ηe·ηT＝∑F·L 3)
wherein, ∑ F is the sum of all external resistance forces applied during the running process of the automobile；
L is the driving range of the electric automobile;
ηb-efficiency of the power cell stack;
ηeefficiency of the drive motor and its controller;
ηT-transmission system efficiency.
From equation 3), it can be seen that, in the case where the power battery and the transmission system have been determined, their respective efficiencies are substantially unchanged, and what only affects the driving range is the efficiency of the driving motor and its controller (hereinafter referred to as motor efficiency). The economic gear shifting rule of the pure electric vehicle is formulated based on the transmission efficiency of the motor, and the motor is guaranteed to work in the most efficient possible area all the time. The principle that the maximum motor efficiency of two gears adjacent to a certain throttle is the maximum is adopted, namely if the motor efficiency of the current gear is lower than that of the next gear, the vehicle speed is the optimal economical gear shifting point at the moment, and the design principle is shown in fig. 8.
The upper half of fig. 8 is a motor efficiency characteristic diagram, and the lower half is a vehicle speed relationship corresponding to different gears at the same rotation speed. Taking a certain accelerator opening as an example, the working point of the motor corresponding to the 1 gear at a certain vehicle speed is C1And the operating point of the 2-gear is D1Mixing C with1、D1Projecting the curve to obtain C2、D2Comparison C2、D2Efficiency of the motor, if C2Point efficiency lower than D after shifting2Point, and the efficiency will continue to decrease as the motor speed increases, so gear 2 should be shifted from gear 1 at this time; conversely, if the efficiency at point C2 is higher than that at D after shifting2It is noted that the operation continued in this gear is still in the most economical state, and the current gear needs to be maintained. Thus, make C2Point efficiency higher than D2The critical point of points is the economy shift point. According to the principle, the optimal economical gear shifting rule of the pure electric vehicle can be obtained.
It should be understood that although the present description has been described in terms of various embodiments, not every embodiment includes only a single embodiment, and such description is for clarity purposes only, and those skilled in the art will recognize that the embodiments described herein may be combined as suitable to form other embodiments, as will be appreciated by those skilled in the art.
The above detailed description is only for the purpose of illustrating the practical embodiments of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent embodiments or modifications that do not depart from the technical spirit of the present invention are intended to be included within the scope of the present invention.
Claims (3)
1. An optimized integrated system of a driving motor and an automatic transmission is characterized by comprising a driving motor (1), a motor output shaft (2), a torsional damper (3), an automatic transmission (4), a transmission shaft (5), a main speed reducer (6) and an integrated control unit;
a motor output shaft (2) of the driving motor (1) is connected with one end of a torsion damper (3) through a spline, and the other end of the torsion damper (3) is connected with an input shaft (8) of the automatic transmission (4) through a spline; an output shaft (9) of the automatic transmission (4) is connected with one end of a transmission shaft (5) through a universal joint, and the other end of the transmission shaft (5) is connected with a main speed reducer (6) through the universal joint;
the integrated control unit comprises a vehicle control unit VCU, an integrated power control system IDCU, a driving motor controller MCU and a transmission controller TCU;
the vehicle control unit VCU is used for comprehensively judging the running performance of the vehicle according to the energy component and the vehicle state of the vehicle, is respectively electrically connected with an accelerator pedal, a brake pedal, a vehicle gear and a power supply system, and broadcasts or directionally sends the running state, the vehicle speed, the target required driving force, the braking force and the protection state information of the vehicle to the integrated power control system IDCU through a CAN bus;
the integrated power control system IDCU is respectively and electrically connected with the vehicle control unit VCU, the drive motor controller MCU and the transmission controller TCU, is used for integrating information from the vehicle control unit VCU, the transmission controller TCU and the drive motor controller MCU and coordinately controls the work of the drive motor controller MCU and the transmission controller TCU;
the driving motor controller MCU is electrically connected with the driving motor (1) and is used for controlling the driving motor (1) to work;
the transmission controller TCU is electrically connected with the automatic transmission (4) and is used for controlling the work of the automatic transmission (4).
2. An optimized integration system of a drive motor and an automatic transmission according to claim 1, characterized in that the automatic transmission (4) comprises an input shaft (8), an output shaft (9), a first shift gear (10), a second shift gear (11), a third shift gear (12), a first gear meshing sleeve (13), a second third gear meshing sleeve (14), a first gear intermediate shaft (15), a second gear intermediate shaft (16) and a third gear intermediate shaft (17);
the third gear shifting gear (12) is fixedly connected with the input shaft (8), and the first gear shifting gear (10), the second gear shifting gear (11) and the third gear shifting gear (12) are sleeved on the output shaft (9) in a matching manner through bearings; the lower part of the first gear shifting gear (10) is meshed with a first gear intermediate shaft (15), the first gear intermediate shaft (15), a second gear intermediate shaft (16) and a third gear intermediate shaft (17) are coaxially and fixedly connected, the second gear shifting gear (11) is meshed with the second gear intermediate shaft (16), and the third gear shifting gear (12) is meshed with the third gear intermediate shaft (17);
the first gear meshing sleeve (13) is installed between the first shifting gear (10) and the second shifting gear (11), the first gear meshing sleeve (13) is connected with the output shaft (9) through a spline in a moving pair mode, the second third gear meshing sleeve (14) is installed between the second shifting gear (11) and the third shifting gear (12), and the second third gear meshing sleeve (14) is connected with the output shaft (9) through a spline in a moving pair mode.
3. The optimized integration system of a drive motor and an automatic transmission according to claim 1, characterized in that the drive motor (1) is a permanent magnet synchronous motor.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106080155A (en) * | 2016-06-28 | 2016-11-09 | 泰州市海博汽车科技有限公司 | A kind of optimization integrated system driving motor and automatic transmission and shift control method |
| CN112525524A (en) * | 2020-11-30 | 2021-03-19 | 奇瑞汽车股份有限公司 | Automatic gear shifting device and automatic gear shifting method of manual transmission |
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2016
- 2016-06-28 CN CN201620658947.6U patent/CN206217612U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106080155A (en) * | 2016-06-28 | 2016-11-09 | 泰州市海博汽车科技有限公司 | A kind of optimization integrated system driving motor and automatic transmission and shift control method |
| CN112525524A (en) * | 2020-11-30 | 2021-03-19 | 奇瑞汽车股份有限公司 | Automatic gear shifting device and automatic gear shifting method of manual transmission |
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