WO2018068683A1 - 电动汽车动力耦合***、具有其的电动汽车及其控制方法 - Google Patents

电动汽车动力耦合***、具有其的电动汽车及其控制方法 Download PDF

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Publication number
WO2018068683A1
WO2018068683A1 PCT/CN2017/105251 CN2017105251W WO2018068683A1 WO 2018068683 A1 WO2018068683 A1 WO 2018068683A1 CN 2017105251 W CN2017105251 W CN 2017105251W WO 2018068683 A1 WO2018068683 A1 WO 2018068683A1
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WIPO (PCT)
Prior art keywords
motor
gear
gear set
output shaft
electric vehicle
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PCT/CN2017/105251
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English (en)
French (fr)
Inventor
许文科
陈长红
何彬
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蔚来汽车有限公司
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Priority claimed from CN201610882507.3A external-priority patent/CN106808988A/zh
Priority claimed from CN201621108451.8U external-priority patent/CN206336116U/zh
Application filed by 蔚来汽车有限公司 filed Critical 蔚来汽车有限公司
Publication of WO2018068683A1 publication Critical patent/WO2018068683A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously

Definitions

  • the present invention relates to the field of electric vehicles, and more particularly to an electric vehicle power coupling system and a control method therefor.
  • the Chinese patent of CN201510166465.9 discloses a dual-motor electric vehicle device and an electric vehicle equipped therewith, which is composed of a first motor, a second motor, a planetary gear transmission mechanism, a deceleration and torque-increasing device, The differential and the controller, the first motor is coupled to the sun gear, and the second motor is coupled to the ring gear, and the outputs of the first and second motors are output by the planet carrier by superposition of the planet wheels.
  • the first motor When the vehicle speed is less than the preset value, the first motor is in the motor mode and rotates in the forward direction, and the second motor rotates in the reverse direction and is in the power generation mode to charge the vehicle battery pack; when the vehicle speed is not less than the preset value, the first Both the motor and the second motor operate in the motor mode for forward rotation.
  • the scheme is simple in structure and can realize various working modes, but has the following problem: when the vehicle speed is less than the preset value, the first motor needs to drive the vehicle and drive the second motor to generate electricity, and the overall efficiency is not high.
  • the Chinese patent application No. CN201120535844.8 discloses a dual-motor electric vehicle powertrain system and an electric vehicle equipped therewith, which are connected by the first and second planetary gear transmission mechanisms.
  • a first motor coupled to the sun gear is coupled to the first planetary gear transmission
  • a second motor is coupled to the ring gear of the first planetary gear transmission.
  • the second clutch In the electric traction mode, when the torque demand is less than a preset value, the second clutch is engaged to fix the input ring gear to input torque through the first motor, otherwise the second clutch is disengaged to release the input ring gear, and the first The clutch engages through two motors to output torque.
  • the mechanical structure using the two rows of planetary gears is relatively complicated.
  • an electric vehicle power coupling system comprising: a planetary gear transmission mechanism including a sun gear, a planetary gear, a carrier, and a ring gear; wherein the carrier connects the planetary gear And the planet gears mesh with the sun gear and the ring gear, respectively; a clutch that is controlled to engage or disengage the ring gear; a final reduction gear set that is coupled to an output shaft of the planet carrier; a differential coupled to an output shaft of the final reduction gear set; a first motor that drives an input shaft of a sun gear of the planetary gear mechanism; and a second motor that is controlled to drive the ring gear or The output shaft of the planet carrier.
  • a first gear set the driven gear meshes with the ring gear; a second gear set whose driven gear is coupled to an output shaft of the carrier; and a synchronizer that is The second motor is driven and movable between the first engaged position, the second engaged position, and the disengaged position; wherein, in the first engaged position, the synchronizer is engaged with the first gear set, at this time The second motor drives the ring gear; in the second engaged position, the synchronizer is engaged with the second gear set, at which time the second motor drives an output shaft of the planet carrier; In the disengaged position, the synchronizer is not engaged with the first gear set or the second gear set.
  • a third gear set the second motor driving an input shaft of the third gear set; the first gear set and the driving gear of the second gear set are respectively sleeved in the first gear set An output shaft of the three-gear set; wherein, when the synchronizer is moved to the first engaged position, a drive gear of the first gear set is coupled to an output shaft of the third gear set; movement at the synchronizer The drive gear of the second gear set is coupled to the output shaft of the third gear set to the second engaged position.
  • a drive gear of the final reduction gear set is coupled to an output shaft of the planet carrier, and a driven gear of the final reduction gear set is coupled to the differential.
  • the first motor has a power greater than the second motor, and the second motor has It is greater than the rotational speed of the first motor.
  • an electric vehicle comprising an electric vehicle power coupling system as described above, and a wheel connected to the differential via a half shaft.
  • a control method for an electric vehicle comprising the electric vehicle as described above, the control method comprising: a speed coupling mode, the first motor driving the sun gear of the planetary gear mechanism Input shaft; and the second motor drives the ring gear of the planetary gear transmission; the torque is transmitted to the wheel via the output shaft of the planetary carrier of the planetary gear transmission, the final reduction gear set, and the differential; and/or the torque a coupling mode, the first motor drives an input shaft of the sun gear of the planetary gear mechanism; and the second motor is controlled to drive an output shaft of the planet carrier; the first motor transmits torque to the output shaft of the planet carrier and is coupled to The torque coupling transmitted by the two motors is thereafter transmitted to the wheel via the main reduction gear set and the differential; and/or the first motor operates in a separate mode, the first motor drives the input shaft of the sun gear of the planetary gear transmission, and in turn The output shaft of the planet carrier of the planetary gear mechanism, the main reduction gear set, and the
  • the first motor and the second motor are turned on, the clutch is separated from the ring gear; and the synchronizer is moved to the first engaged position to connect the second motor to the ring gear; and/or at the torque In the coupled mode, the first motor and the second motor are turned on, the clutch is engaged with the ring gear; and the synchronizer is moved to the second engaged position to connect the second motor to the carrier output shaft; and/or in the first motor alone mode of operation
  • the first motor is turned on, the second motor is stopped, the clutch is engaged with the ring gear, and the synchronizer is moved to the disengaged position, so that the second motor is disconnected.
  • the first motor and/or the second motor when the brake pedal is moved to the braking position, the first motor and/or the second motor enters a power generation mode; and/or in the torque coupling mode, the brake pedal moves to the brake In position, the first motor and/or the second motor enters a generating mode; and/or in the first motor alone mode of operation, the first motor enters a generating mode when the brake pedal is moved to the braking position.
  • the speed coupling mode and the torque coupling mode are mutually switched by the first motor single working mode.
  • the controllable system can enter the first motor's separate operating mode to take full advantage of the performance of the first motor.
  • the control system can enter the speed coupling mode, and the speed coupling of the two motors can be realized by the planetary gear mechanism, and the second motor can be used for stepless speed regulation, so that the first motor can work in the high efficiency region, thereby improving Economical, increase mileage.
  • the torque demand When larger, the system can be controlled to enter the torque coupling mode for better acceleration performance and gradeability.
  • Figure 1 is a schematic illustration of one embodiment of an electric vehicle power coupling system of the present invention.
  • FIG. 2 is a schematic illustration of one embodiment of a control system of the present invention.
  • Figure 1 shows a schematic diagram of one embodiment of the electric vehicle power coupling system.
  • the electric vehicle power coupling system of this embodiment includes: a first motor 1, a sun gear 2, a planetary gear 3, a clutch 4, a ring gear 5, a carrier 6, a drive gear 7 of the first gear set, and a synchronizer.
  • the sun gear 2, the planetary gear 3, the ring gear 5 and the planet carrier 6 constitute a planetary gear transmission mechanism, and the planetary gear 3 includes four gears evenly distributed along the circumference of the carrier 6, and is not limited to four gears.
  • the planet gear 3 simultaneously meshes with the outer edge of the sun gear 2 and the inner edge of the ring gear 5.
  • the planet carrier 6 is fixedly connected to the output shaft 21.
  • the output shaft 21 is fixedly coupled to the drive gear 17 of the final reduction gear set.
  • the driving gear 17 of the main reduction gear set meshes with the driven gear 19 of the main reduction gear set to function as a deceleration and augmentation.
  • the driven gear 19 of the main reduction gear set and the output shaft 18 are fixedly connected.
  • the output shaft 18 outputs power to the wheels 13 via the differential 15 and the right and left half shafts 14.
  • the motor output shaft of the first motor 1 is fixedly coupled to the sun gear 2.
  • the wheels 13 can be driven in sequence via the sun gear 2, the planet gears 3, the carrier 6 output shaft 21, the drive gear 17, the driven gear 19, the output shaft 18, the differential 15, and the half shaft 14.
  • the motor output shaft of the second motor 12 is fixedly coupled to the drive gear 11 of the third gear set, and the drive gear 11 of the third gear set meshes with the driven gear 16 of the third gear set, the third gear set
  • the driven gear 16 is fixedly coupled to the input shaft 10, and the drive gear 7 of the first gear set and the drive gear 9 of the second gear set are sleeved on the input shaft 10.
  • the drive gear 7 and the driven gear 22 of the first gear set mesh to form a gear pair.
  • the drive gear 9 and the driven gear 20 of the second gear set mesh to form a gear pair.
  • Synchronizer 8 can be input The shaft 10 is moved left and right to different positions: when moving to the left to the first engaged position, the synchronizer 8 is engaged with the drive gear 7 of the first gear set, thereby realizing engagement of the drive gear 7 of the first gear set with the input shaft 10 .
  • the synchronizer 8 engages with the drive gear 9 of the second gear set, thereby effecting engagement of the drive gear 9 of the second gear set with the input shaft 10.
  • the synchronizer 8 is moved to the intermediate separated position, the input shaft 10 and the drive gear 7 of the first gear set and the drive gear 9 of the second gear set are not engaged.
  • the first motor 1 is a main motor having a higher power and a rotational speed; and the second motor 12 is an auxiliary motor, and a high-speed motor having a smaller power is used. More specifically, the first motor 1 has a greater power than the second motor 12, and the second motor 12 has a higher rotational speed than the first motor 1.
  • the system further includes a controller 23, which can be in communication with the first motor 1, the second motor 12, the clutch 4, and the synchronizer 8, respectively, to achieve complete vehicle control.
  • the controller 23 can determine the specific working mode of the electric vehicle according to the input signals of various sensors and the like in the brake pedal, the accelerator pedal and the electric vehicle, and control the first motor 1 and the second according to the actual situation of the various working modes. Start and stop of the motor 12; separation/engagement of the clutch 4; and positional movement of the synchronizer 8. Further, the first motor 1 single working mode and the double motor speed coupling mode and the torque coupling mode are realized.
  • the controller 23 controls the first motor to be turned on, the second motor is stopped, the control clutch 4 is engaged with the ring gear 5, and the synchronizer 8 is controlled to move to the separated position.
  • the planetary gear 3 has only one degree of freedom, and the first motor 1 inputs a torque through the sun gear 2 and outputs a torque via the carrier 6. Further, the wheel 13 is further driven via the output shaft 21, the drive gear 17 of the final reduction gear set, the driven gear 19 of the final reduction gear set, the output shaft 18, the differential 15 and the half shaft 14.
  • controller 23 controls the synchronizer 8 to move to the disengaged position, at which time the drive gear 7 of the first gear set and the drive gear 9 and the input shaft 10 of the second gear set are separated from each other to transmit the torque from the second motor 12.
  • the second motor 12 is turned off.
  • the first motor 1 when the first motor 1 is in the motor state, it can be used for conditions such as a flat start.
  • the first motor 1 will be in a power generating state to charge the battery. It can be used to brake energy recovery.
  • the first motor 1 when the electric vehicle is in the reverse gear, the first motor 1 operates alone, the clutch 4 is engaged with the ring gear 5, the synchronizer 8 is moved to the disengaged position, and the driving gear of the first gear set and the driving gear of the second gear set 9 are separated. And the first motor 1 is reversed, thereby implementing the reverse mode.
  • the controller 23 controls the first motor and the second motor to be turned on, and the control clutch 4 is separated from the ring gear 5 and controls the synchronizer 8 to move to the left to the first engagement position.
  • the synchronizer 8 is engaged with the drive gear 7 of the first gear set such that the input shaft 10 is engaged with the drive gear 7 of the first gear set, since the drive gear 7 of the first gear set meshes with the driven gear 22, the driven gear 22 drives the ring gear 5.
  • the ring gear 5 will be driven by the second motor 12.
  • the sun gear 2 is driven via the first electric machine 1. Therefore, the first motor 1 and the second motor 12 can realize the rotational speed coupling by the planetary gear mechanism.
  • the rotational speed of the first motor 1 is n 1
  • the rotational speed of the second motor 12 is n 2
  • the number of teeth of the ring gear is Z 2
  • the drive gear 7 of the first gear set and the follower transmission gear ratio 22 i 1 transfer driven gear and the third gear set 11 drive gear 16 of the third gear set ratio i 3
  • the rotational speed of the output shaft 21 is:
  • n out [n 1 +(K*n 2 )/(i 1 *i 3 )]/(1+K);
  • the infinitely variable speed can be realized by adjusting the rotation speed of the second motor 12, so that the first motor 1 operates in the high efficiency zone to extend the cruising range, and is mainly used for cruising or high speed working conditions.
  • the controller 23 can control the first motor 1 and the second motor 12 to generate electricity according to the actual operating conditions of the battery to charge the battery. It can be used to brake energy recovery.
  • the input power is generated by the output shaft 18, the driven gear 19 of the final reduction gear set, the drive gear 17 of the final reduction gear set, the output shaft 21, the carrier 6, and the first motor 1 is driven by the sun gear 2 to generate electricity;
  • the other passes through the ring gear 5, the driven gear 22, the drive gear 7 of the first gear set, the driven gear 16 of the third gear set, and the drive gear 11 of the third gear set drives the second electric machine 12 to generate electricity.
  • the dual motor is charged to the battery.
  • the controller 23 controls the first motor and the second motor to be turned on, and the control clutch 4 engages with the ring gear 5 and controls the synchronizer 8 to move the second engaged position to the right.
  • the synchronizer 8 is engaged with the drive gear 9 of the second gear set to engage the input shaft 10 with the drive gear 9 of the second gear set.
  • the second motor 12 drives the output shaft 21 by the engagement of the drive gear 9 and the driven gear 20 of the second gear set.
  • the first electric machine 1 outputs torque from the carrier 6 via the sun gear 2 to drive the output shaft 21.
  • the first motor 1 and the second motor 12 are in turn enabled to implement a torque coupling mode on the output shaft 21.
  • the output torque of the first motor 1 is T 1
  • the output torque of the second motor 12 is T 2
  • the transmission ratio i 2 of the driving gear 9 of the second gear set and the driven gear 20 and the output torque of the output shaft 21 are:
  • T out T 1 * (1 + K) + T 2 * i 3 * i 2 .
  • the controller 23 can control the first motor 1 and the second motor 12 to generate electricity according to the actual working condition of the battery to charge the battery. It can be used to brake energy recovery.
  • the input power is generated via the output shaft 18, the driven gear 19 of the final reduction gear set, the drive gear 17 of the final reduction gear set, the output shaft 21, all the way through the carrier 6, and the sun gear 2 drags the first motor 1 to generate electricity;
  • the other passes through the driven gear 20, the drive gear 9 of the second gear set, the driven gear 16 of the third gear set, and the drive gear 11 of the third gear set drives the second electric machine 12 to generate electricity.
  • the dual motor is charged to the battery.
  • the transition from the speed coupling mode to the torque coupling mode needs to pass the first motor single working mode.
  • the specific process when transitioning from the speed coupling mode to the first motor single working mode, the second motor 12 is unloaded, the synchronizer 8 is separated from the driving gear 7 of the first gear set, and the driving gear 7 of the first gear set is idling while the clutch 4 is engaged with the ring gear 5. At this time, the power is input from the first motor 1, and is output via the sun gear 2, the carrier 6, and the output shaft 21.
  • the controller 23 adjusts the rotational speed of the second motor 12 when its rotational speed n 2 is equal to the rotational speed n 21 of the output shaft 21 multiplied by the driving gear 11 of the third gear set and transfer driven gear of the third gear set 16 drive gear ratio i 3 of the second gear set and the gear 9 and the driven gear 20 ratio i 2, i.e.
  • n 2 n 21 *i 2 *i 3
  • I the moment of inertia of the rotating component of the second motor 12
  • the synchronizer 8 is engaged with the driving gear 9 of the second gear set, and the input shaft 10 is coupled with the driving gear 9 of the second gear set, and the rotational speed of the output shaft 21 is controlled by the controller 23 according to the first motor 1
  • the current speed is divided by (1 + Z 2 / Z 1 ).
  • the power is provided by the first motor 1 and the second motor 12 to implement the torque coupling mode, respectively.
  • the first motor 1 has a constant transmission path, and the power output by the second motor 12 passes through the driving gear 11 of the third gear set, the driven gear 16 of the third gear set, the driving gear 9 of the second gear set, and the driven gear. , 20, output shaft 21 output.
  • the wheel 13 is driven by the driving gear 17 of the main reduction gear set, the driven gear 19 of the final reduction gear set, the output shaft 18, the differential 15 and the half shaft 14.
  • the transition from the torque coupling mode to the speed coupling mode also passes through the first motor 1 separate operation mode. Specifically, when transitioning from the torque coupling mode to the first motor 1 alone, the torque of the second motor 12 is first unloaded. The synchronizer 8 is separated from the drive gear 9 of the second gear set, and the drive gear 9 of the second gear set is idling. At this time, the clutch 4 is still engaged with the ring gear 5, and at this time, the power is output from the first motor 1, and is output through the sun gear 2, the carrier 6, and the output shaft 21.
  • the controller 23 causes the speed of the second motor 12 to be 0, the synchronizer 8 engages with the drive gear 7 of the first gear set, and the input shaft 10 and the first gear
  • the driving gears 7 of the group are connected while the clutch 4 is separated from the ring gear 5, and the controller 23 controls the output of the second motor 12, at which time the output of the first motor 1 is supplied to the sun gear 2, and the output of the second motor 12 is input.
  • the shaft 10, the driving gear 7 of the first gear set and the driven gear 22 are coupled to the rotational speed via the ring gear 5 and output via the carrier 6 and the output shaft 21.
  • the wheel 13 is then driven via the drive gear 17 of the final reduction gear set, the driven gear 19 of the final reduction gear set, the output shaft 18, the differential 15 and the half shaft 14.
  • the first motor separately operating mode can also be referred to the above process when transitioning to the torque coupling or the speed coupling mode, and therefore will not be described herein.
  • the controller realizes the effect of no power interruption during the switching process by adjusting the second motor speed, the synchronizer and the clutch to work together.

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Abstract

一种电动汽车动力耦合***、具有其的电动汽车及其控制方法，该电动汽车动力耦合***包括：行星轮传动机构，其包括太阳轮（2）、行星轮（3）、行星架（6）以及齿圈（5）；其中，行星架（6）连接行星轮（3），且行星轮（3）分别与太阳轮（2）及齿圈（5）啮合；离合器（4），其受控来与齿圈（5）接合或分离；主减速齿轮组，其连接至行星架的输出轴（21）；差速器（15），其连接至主减速齿轮组的输出轴（18）；第一电机（1），其驱动行星轮传动机构的太阳轮（2）的输入轴；以及第二电机（12），其受控来驱动齿圈（5）或行星架的输出轴（21）。该电动汽车动力耦合***能够在不同工况下使用不同的工作模式，从而满足对于电机功率或转速等不同的需求，提高电动汽车的适用性。

Description

电动汽车动力耦合***、具有其的电动汽车及其控制方法 技术领域
本发明涉及电动汽车领域，更具体而言，其涉及一种电动汽车动力耦合***及其控制方法。
背景技术
随着全球能源危机的不断加深，石油资源的日趋枯竭以及大气污染，全球气温上升的危害加剧，各国政府及汽车企业普遍认识到节能和减排是未来汽车技术发展的主攻方向。电动汽车以零排放，低噪声，使用成本低和经济性好的特点，越来越受到消费者的认可。同时市场份额逐年增加。现有的纯电动汽车动力***多采用单电机配合固定传动比变速箱的方案。但实际应用中此种方案存在多种不足，一方面，由于电动汽车在起步时力矩需求大，需要选择具有较大传动比的变速箱。另一方面，在电动汽车高速行驶时，又要求变速箱的传动比较小，否则需要选择高转速的驱动电机。使用固定传动比变速箱，很难对电机工作点进行优化，使电机一直工作在高效区，影响电动汽车的续驶里程。对于两档或多档变速箱的方案，为了实现动力不中断，换挡过程中的控制相对复杂。同时，消费者对于电动汽车的续航里程和动力性要求也越来越高。因此，现在本领域愈发关注使用双电机配合变速箱的耦合方案。
作为一类方案，申请号为CN201510166465.9的中国专利公开了一种双电机电动汽车装置及装设其的电动汽车，由第一电机，第二电机，行星轮传动机构，减速增扭装置，差速器和控制器，第一电机联接到太阳轮，第二电机联接到齿圈，第一，第二电机的输出通过行星轮的叠加后再由行星架输出。当车速小于预设值时，第一电机处在电机模式并正向转动，第二电机反向转动并处在发电模式以向车载蓄电池组充电；当车速不小于预设值时，使第一电机和第二电机均工作在电机模式下正向转动。该方案结构简单，能够实现各种工作模式，但存在如下问题：在车速小于预设值时，第一电机既要驱动车辆，又要带动第二电机发电，整体效率不高。
作为另一类方案，申请号为CN201120535844.8的中国专利公开了一种双电机电动汽车动力总成***及装设其的电动汽车，由第一和第二行星轮传动机构，连接第一和第二行星轮传动机构的连接装置，与第二行星轮传动机构相连的差数器，与 第一行星轮传动机构中输入太阳轮相连的第一电机，第二电机连接第一行星轮传动机构中的齿圈。在电动牵引模式下，当扭矩需求小于预设值时第二离合器接合而固定住所述输入齿圈通过第一电机输入扭矩，否则使第二离合器分离而释放所述输入齿圈，并使第一离合器接合通过两电机输出扭矩。其虽然能够实现双电机的转速耦合，但使用两排行星轮传动机械结构相对复杂。
发明内容
本发明的目的在于提供一种电动汽车动力耦合***。
本发明的目的还在于提供一种具有该电动汽车动力耦合***的电动汽车。
本发明的目的还在于提供一种用于该电动汽车动力耦合***的控制方法。
根据本发明的一个方面，还提供一种电动汽车动力耦合***，其包括：行星轮传动机构，其包括太阳轮、行星轮、行星架以及齿圈；其中，所述行星架连接所述行星轮，且所述行星轮分别与所述太阳轮及所述齿圈啮合；离合器，其受控来与所述齿圈接合或分离；主减速齿轮组，其连接至所述行星架的输出轴；差速器，其连接至所述主减速齿轮组的输出轴；第一电机，其驱动行星轮传动机构的太阳轮的输入轴；以及第二电机，其受控来驱动所述齿圈或所述行星架的输出轴。
可选地，还包括：第一齿轮组，其从动齿轮与所述齿圈啮合；第二齿轮组，其从动齿轮与所述行星架的输出轴连接；以及同步器，其受所述第二电机驱动，并能够在第一接合位置、第二接合位置以及分离位置之间移动；其中，在所述第一接合位置，所述同步器与所述第一齿轮组接合，此时所述第二电机驱动所述齿圈；在所述第二接合位置，所述同步器与所述第二齿轮组接合，此时所述第二电机驱动所述行星架的输出轴；在所述分离位置，所述同步器不与第一齿轮组或第二齿轮组接合。
可选地，还包括第三齿轮组，所述第二电机驱动所述第三齿轮组的输入轴；所述第一齿轮组与所述第二齿轮组的主动齿轮分别空套在所述第三齿轮组的输出轴上；其中，在所述同步器移动至第一接合位置时，所述第一齿轮组的主动齿轮与所述第三齿轮组的输出轴连接；在所述同步器移动至第二接合位置时，所述第二齿轮组的主动齿轮与所述第三齿轮组的输出轴连接。
可选地，所述主减速齿轮组的主动齿轮连接至所述行星架的输出轴，且所述主减速齿轮组的从动齿轮连接至所述差速器。
可选地，所述第一电机具有大于所述第二电机的功率，且所述第二电机具有 大于所述第一电机的转速。
根据本发明的另一方面，还提供一种电动汽车，其包括如前所述的电动汽车动力耦合***，以及经由半轴连接至所述差速器的车轮。
根据本发明的再一方面，还提供一种电动汽车的控制方法，其包括如前所述的电动汽车，所述控制方法包括：转速耦合模式，第一电机驱动行星轮传动机构的太阳轮的输入轴；且第二电机驱动行星轮传动机构的齿圈；所述转矩依次经由行星轮传动机构的行星架的输出轴、主减速齿轮组、差速器传递至车轮；和/或转矩耦合模式，第一电机驱动行星轮传动机构的太阳轮的输入轴；且第二电机受控来驱动行星架的输出轴；所述第一电机传递转矩传递至行星架的输出轴并与第二电机传递的转矩耦合，此后经由主减速齿轮组、差速器传递至车轮；和/或第一电机单独工作模式，第一电机驱动行星轮传动机构的太阳轮的输入轴，并依次经由行星轮传动机构的行星架的输出轴、主减速齿轮组、差速器传递至车轮。
可选地，在转速耦合模式下，第一电机及第二电机开启，离合器与齿圈分离；且同步器移动至第一接合位置，使得第二电机与齿圈连接；和/或在转矩耦合模式下，第一电机及第二电机开启，离合器与齿圈接合；且同步器移动至第二接合位置，使得第二电机与行星架输出轴连接；和/或在第一电机单独工作模式下，第一电机开启，第二电机停机，离合器与齿圈接合；且同步器移动至分离位置，使得第二电机断开连接。
可选地，在转速耦合模式下，制动踏板移动至制动位置时，第一电机和/或第二电机进入发电模式；和/或在转矩耦合模式下，制动踏板移动至制动位置时，第一电机和/或第二电机进入发电模式；和/或在第一电机单独工作模式下，制动踏板移动至制动位置时，第一电机进入发电模式。
可选地，所述转速耦合模式与所述转矩耦合模式通过所述第一电机单独工作模式实现相互切换。
根据本发明的电动汽车动力耦合***及电动汽车，能够在不同工况下使用不同的工作模式，从而满足对于电机功率或转速等不同的需求，大大提高电动汽车的适用性。例如，在平路起步，低速时，可控制***进入第一电机单独工作模式，从而充分利用第一电机的性能。又如，在巡航或高速行驶时，可控制***进入转速耦合模式，通过行星轮机构实现双电机的转速耦合，通过第二电机进行无极调速，能够使第一电机工作在高效区，从而提高经济性，增加续航里程。再如，在力矩需求 较大时，可控制***进入转矩耦合模式，实现更好的加速性能和爬坡性能等等。
附图说明
图1是本发明的电动汽车动力耦合***一个实施例的示意图。
图2是本发明的控制***的一个实施例的示意图。
具体实施方式
图1示出了该电动汽车动力耦合***的一个实施例的示意图。具体而言，该实施例的电动汽车动力耦合***包括：第一电机1、太阳轮2、行星轮3、离合器4、齿圈5、行星架6、第一齿轮组的主动齿轮7、同步器8、第二齿轮组的主动齿轮9、输入轴10、第三齿轮组主动齿轮11、第二电机12、车轮13、半轴14、差速器15、第三齿轮组的从动齿轮16、主减速齿轮组的主动齿轮17、输出轴18、主减速齿轮组的从动齿轮19、第二齿轮组的从动齿轮20、输出轴21以及第一齿轮组的从动齿轮22。在此套***中，可通过控制第一电机1、第二电机12的启停、离合器4的接合与分离以及同步器8的同步位置来实现使用不同电机来驱动***的不同零件，从而实现转矩耦合、转速耦合、第一电机单独运行等多种工作模式，以分别适应不同的工况。
其中，太阳轮2、行星轮3、齿圈5以及行星架6组成行星轮传动机构，行星轮3包括沿行星架6的圆周均匀分布的四个齿轮，且不限于四个齿轮。行星轮3同时与太阳轮2的外缘及齿圈5的内缘相啮合。行星架6与输出轴21固定连接。输出轴21与主减速齿轮组的主动齿轮17固定连接。主减速齿轮组的主动齿轮17和主减速齿轮组的从动齿轮19相啮合来起到减速增扭的作用。主减速齿轮组的从动齿轮19和输出轴18固定连接。输出轴18经由差速器15和左右半轴14将动力输出到车轮13。
作为动力源之一，第一电机1的电机输出轴与太阳轮2固定连接。从而可依次经由太阳轮2、行星轮3、行星架6输出轴21、主动齿轮17、从动齿轮19、输出轴18、差速器15、半轴14来驱动车轮13。
作为另一动力源，第二电机12的电机输出轴与第三齿轮组的主动齿轮11固定连接，第三齿轮组的主动齿轮11与第三齿轮组的从动齿轮16啮合，第三齿轮组的从动齿轮16与输入轴10固定连接，第一齿轮组的主动齿轮7和第二齿轮组的主动齿轮9空套在输入轴10上。第一齿轮组的主动齿轮7和从动齿轮22啮合组成齿轮对。第二齿轮组的主动齿轮9和从动齿轮20啮合组成齿轮对。同步器8可在输入 轴10上左右移动至不同的位置：当向左移动至第一接合位置时，同步器8与第一齿轮组的主动齿轮7接合，进而实现第一齿轮组的主动齿轮7与输入轴10接合。当向右移动至第二接合位置时，同步器8与第二齿轮组的主动齿轮9接合，进而实现第二齿轮组的主动齿轮9与输入轴10接合。当同步器8移动至中间的分离位置时，输入轴10和第一齿轮组的主动齿轮7与第二齿轮组的主动齿轮9都未接合。
可选地，第一电机1为主电机，具有较高的功率和转速；而第二电机12为辅助电机，采用功率较小的高速电机。更具体而言，第一电机1具有大于第二电机12的功率，且第二电机12具有大于第一电机1的转速。
图2是本发明的电动汽车动力耦合***的一个实施例的电气连接示意图。该***中还包括控制器23，该控制器23可分别与第一电机1、第二电机12、离合器4及同步器8通讯连接，以实现整车控制。控制器23可依据制动踏板、加速踏板及电动汽车中常规设置各种传感器等的输入信号来判断电动汽车的具体工作模式，依据各种工作模式的实际情形来控制第一电机1及第二电机12的启停；离合器4的分离/接合；以及同步器8的位置移动。进而实现第一电机1单独工作模式，以及双电机的转速耦合模式和转矩耦合模式。
如下将对几种工作模式做出进一步地说明：
当执行第一电机单独工作模式时，控制器23控制第一电机开启，第二电机停机，控制离合器4与齿圈5接合，并控制同步器8移动至分离位置。此时行星轮3只有一个自由度，第一电机1通过太阳轮2输入力矩，并经由行星架6输出力矩。且进一步地经由输出轴21、主减速齿轮组的主动齿轮17、主减速齿轮组的从动齿轮19、输出轴18、差速器15及半轴14来驱动车轮13。且控制器23控制同步器8移动至分离位置，此时，第一齿轮组的主动齿轮7与第二齿轮组的主动齿轮9和输入轴10都分离而无法传递来自第二电机12的力矩。第二电机12关闭。
在第一电机单独工作模式下，当第一电机1处于电动机状态时，其可用于平地起步等工况。
进一步地，若开始踩踏制动踏板，使车辆制动，第一电机1将处于发电状态，来给蓄电池充电。其可用于制动回收能量。
此外，在电动汽车处于倒挡时，第一电机1单独工作，离合器4与齿圈5接合，同步器8移动至分离位置，与第一齿轮组的主动齿轮7和第二齿轮组的主动齿轮9都分离。且第一电机1反转，由此来实现倒档模式。
当执行转速耦合模式时，控制器23控制第一电机及第二电机开启，控制离合器4与齿圈5分离并控制同步器8向左移动至第一接合位置。同步器8与第一齿轮组的主动齿轮7接合，从而使输入轴10与第一齿轮组的主动齿轮7接合，由于第一齿轮组的主动齿轮7与从动齿轮22相啮合，从动齿轮22带动齿圈5。此时齿圈5将由第二电机12驱动。同时太阳轮2经由第一电机1驱动。因此第一电机1和第二电机12，可以通过行星轮机构来实现转速耦合。
此模式下，第一电机1的转速为n1，第二电机12的转速为n2，太阳轮的齿数Z1，齿圈的齿数为Z2，第一齿轮组的主动齿轮7和从动齿轮22的传动比i1，第三齿轮组的主动齿轮11和第三齿轮组的从动齿轮16的传动比i3，输出轴21的输出转速为：
nout＝[n1+(K*n2)/(i1*i3)]/(1+K)；
其中，K＝Z2/Z1。
此时，通过调节第二电机12的转速即可实现无极变速，使第一电机1工作在高效区，以延长续航里程，主要用于巡航或高速工况。
进一步地，当电动汽车在转速耦合模式下行驶并踩制动踏板时，控制器23可以根据电池的实际工况来控制第一电机1及第二电机12发电，以给蓄电池充电。其可用于制动回收能量。例如，输入的动力经输出轴18，主减速齿轮组的从动齿轮19，主减速齿轮组的主动齿轮17，输出轴21，行星架6，一路经太阳轮2拖动第一电机1发电；另一路经齿圈5，从动齿轮22，第一齿轮组的主动齿轮7，第三齿轮组的从动齿轮16，第三齿轮组的主动齿轮11拖动第二电机12发电。从而实现双电机给蓄电池充电。
当执行转矩耦合模式时，控制器23控制第一电机及第二电机开启，控制离合器4与齿圈5接合并控制同步器8向右移动第二接合位置。同步器8与第二齿轮组的主动齿轮9接合，从而使输入轴10与第二齿轮组的主动齿轮9接合。通过第二齿轮组的主动齿轮9和从动齿轮20的啮合，使第二电机12驱动输出轴21。同时第一电机1经由太阳轮2，从行星架6输出转矩来驱动输出轴21。进而使得第一电机1和第二电机12在输出轴21上实现转矩耦合模式。
此模式下，第一电机1的输出力矩为T1，第二电机12的输出力矩为T2，第三齿轮组的主动齿轮11和第三齿轮组的从动齿轮16的传动比i3，第二齿轮组的主动齿轮9和从动齿轮20的传动比i2，输出轴21的输出力矩为：
Tout＝T1*(1+K)+T2*i3*i2。
此时，可以满足电动汽车对于大扭矩的需求，主要用于急加速或爬坡工况。
进一步地，当电动汽车在转矩耦合模式下行驶时，踩制动踏板时，控制器23可以根据电池的实际工况来控制第一电机1及第二电机12发电，以给蓄电池充电。其可用于制动回收能量。例如，输入的动力经输出轴18，主减速齿轮组的从动齿轮19，主减速齿轮组的主动齿轮17，输出轴21，一路经行星架6，太阳轮2拖动第一电机1发电；另一路经从动齿轮20，第二齿轮组的主动齿轮9，第三齿轮组的从动齿轮16，第三齿轮组的主动齿轮11拖动第二电机12发电。从而实现双电机给蓄电池充电。
在前述三种工作模式的切换过程中，从转速耦合模式过渡到转矩耦合模式需要经过第一电机单独工作模式。具体过程：从转速耦合模式过渡到第一电机单独工作模式时，第二电机12卸载，同步器8与第一齿轮组的主动齿轮7分离，使第一齿轮组的主动齿轮7空转，同时离合器4与齿圈5接合。此时动力由第一电机1输入，并经由太阳轮2、行星架6及输出轴21输出。从第一电机单独工作模式过渡到转矩耦合模式时，控制器23调节第二电机12的转速，当其转速n2等于输出轴21的转速n21乘于第三齿轮组的主动齿轮11与第三齿轮组的从动齿轮16的传动比i3和第二齿轮组的主动齿轮9与从动齿轮20的传动比i2时，即
n2＝n21*i2*i3
如果两者不相等，对第二电机12施加调节转矩T＝I*(dw/dt)，其中I为第二电机12旋转部件的转动惯量，dw＝n21*i2*i3-n2，为两者转速差。当两者转速相等时，卸载第二电机的力矩。当其力矩为0时，同步器8与第二齿轮组的主动齿轮9接合，使输入轴10与第二齿轮组的主动齿轮9连接，输出轴21的转速由控制器23根据第一电机1的当前转速除以(1+Z2/Z1)得到。此时动力分别由第一电机1和第二电机12提供实现转矩耦合模式。第一电机1传递路径不变，第二电机12输出的动力，经第三齿轮组的主动齿轮11，第三齿轮组的从动齿轮16，经第二齿轮组的主动齿轮9，从动齿轮，20，输出轴21输出。并经主减速齿轮组的主动齿轮17、主减速齿轮组的从动齿轮19、输出轴18、差速器15及半轴14驱动车轮13。
从转矩耦合模式过渡到转速耦合模式也要经过第一电机1单独工作模式，具体过程：从转矩耦合模式过渡到第一电机1单独工作时，首先卸载第二电机12的力矩。同步器8与第二齿轮组的主动齿轮9分离，使第二齿轮组的主动齿轮9空转， 此时离合器4依然与齿圈5接合，此时动力由第一电机1输出，并经过太阳轮2、行星架6及输出轴21输出。从第一电机1单独工作过渡到转速耦合模式时，控制器23使第二电机12的转速为0时，同步器8与第一齿轮组的主动齿轮7接合，使输入轴10与第一齿轮组的主动齿轮7连接，同时使离合器4与齿圈5分离，控制器23控制第二电机12的输出，此时第一电机1的输出给太阳轮2，且第二电机12的输出经输入轴10、第一齿轮组的主动齿轮7和从动齿轮22，经齿圈5实现转速耦合，并经行星架6及输出轴21输出。随后经由主减速齿轮组的主动齿轮17、主减速齿轮组的从动齿轮19、输出轴18、差速器15及半轴14驱动车轮13。
第一电机单独工作模式分别过渡到转矩耦合或转速耦合模式时也可参照上述过程进行，故在此不再赘述。
综上，在不同模式的切换过渡中，控制器通过调节第二电机转速、同步器及离合器协同工作，实现了切换过程中无动力中断的效果。
以上例子主要说明了本发明的电动汽车动力耦合***、具有其的电动汽车及其控制方法。尽管只对其中一些本发明的实施方式进行了描述，但是本领域普通技术人员应当了解，本发明可以在不偏离其主旨与范围内以许多其他的形式实施。因此，所展示的例子与实施方式被视为示意性的而非限制性的，在不脱离如所附各权利要求所定义的本发明精神及范围的情况下，本发明可能涵盖各种的修改与替换。

Claims (10)

  1. 一种电动汽车动力耦合***，其特征在于，包括：
    行星轮传动机构，其包括太阳轮、行星轮、行星架以及齿圈；其中，所述行星架连接所述行星轮，且所述行星轮分别与所述太阳轮及所述齿圈啮合；
    离合器，其受控来与所述齿圈接合或分离；
    主减速齿轮组，其连接至所述行星架的输出轴；
    差速器，其连接至所述主减速齿轮组的输出轴；
    第一电机，其驱动行星轮传动机构的太阳轮的输入轴；以及
    第二电机，其受控来驱动所述齿圈或所述行星架的输出轴。
  2. 根据权利要求1所述的电动汽车动力耦合***，其特征在于，还包括：
    第一齿轮组，其从动齿轮与所述齿圈啮合；
    第二齿轮组，其从动齿轮与所述行星架的输出轴连接；以及
    同步器，其受所述第二电机驱动，并能够在第一接合位置、第二接合位置以及分离位置之间移动；
    其中，在所述第一接合位置，所述同步器与所述第一齿轮组接合，此时所述第二电机驱动所述齿圈；在所述第二接合位置，所述同步器与所述第二齿轮组接合，此时所述第二电机驱动所述行星架的输出轴；在所述分离位置，所述同步器不与第一齿轮组或第二齿轮组接合。
  3. 根据权利要求2所述的电动汽车动力耦合***，其特征在于，还包括第三齿轮组，所述第二电机驱动所述第三齿轮组的输入轴；所述第一齿轮组与所述第二齿轮组的主动齿轮分别空套在所述第三齿轮组的输出轴上；
    其中，在所述同步器移动至第一接合位置时，所述第一齿轮组的主动齿轮与所述第三齿轮组的输出轴连接；在所述同步器移动至第二接合位置时，所述第二齿轮组的主动齿轮与所述第三齿轮组的输出轴连接。
  4. 根据权利要求1至3任意一项所述的电动汽车动力耦合***，其特征在于，所述主减速齿轮组的主动齿轮连接至所述行星架的输出轴，且所述主减速齿轮组的从动齿轮连接至所述差速器。
  5. 根据权利要求1至3任意一项所述的电动汽车动力耦合***，其特征在于，所述第一电机具有大于所述第二电机的功率，且所述第二电机具有大于所述第一电机 的转速。
  6. 一种电动汽车，其特征在于，包括如权利要求1至5任意一项所述的电动汽车动力耦合***，以及经由半轴连接至所述差速器的车轮。
  7. 一种电动汽车的控制方法，其特征在于，包括如权利要求6所述的电动汽车，所述控制方法包括：
    转速耦合模式，第一电机驱动行星轮传动机构的太阳轮的输入轴；且第二电机驱动行星轮传动机构的齿圈；转矩依次经由行星轮传动机构的行星架的输出轴、主减速齿轮组、差速器传递至车轮；和/或
    转矩耦合模式，第一电机驱动行星轮传动机构的太阳轮的输入轴；且第二电机受控来驱动行星架的输出轴；第一电机传递的转矩传递至行星架的输出轴并与第二电机传递的转矩耦合，此后经由主减速齿轮组、差速器传递至车轮；和/或
    第一电机单独工作模式，第一电机驱动行星轮传动机构的太阳轮的输入轴，并依次经由行星轮传动机构的行星架的输出轴、主减速齿轮组、差速器传递至车轮。
  8. 根据权利要求7所述的控制方法，其特征在于：
    在转速耦合模式下，第一电机及第二电机开启，离合器与齿圈分离；且同步器移动至第一接合位置，使得第二电机与齿圈连接；和/或
    在转矩耦合模式下，第一电机及第二电机开启，离合器与齿圈接合；且同步器移动至第二接合位置，使得第二电机与行星架输出轴连接；和/或
    在第一电机单独工作模式下，第一电机开启，第二电机停机，离合器与齿圈接合；且同步器移动至分离位置，使得第二电机断开连接。
  9. 根据权利要求7或8所述的控制方法，其特征在于：
    在转速耦合模式下，制动踏板移动至制动位置时，第一电机和/或第二电机进入发电模式；和/或
    在转矩耦合模式下，制动踏板移动至制动位置时，第一电机和/或第二电机进入发电模式；和/或
    在第一电机单独工作模式下，制动踏板移动至制动位置时，第一电机进入发电模式。
  10. 根据权利要求7或8所述的控制方法，其特征在于：所述转速耦合模式与所述转矩耦合模式通过所述第一电机单独工作模式实现相互切换。
PCT/CN2017/105251 2016-10-10 2017-10-04 电动汽车动力耦合***、具有其的电动汽车及其控制方法 WO2018068683A1 (zh)

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