Structure and control method of new energy vehicle integrated module

Abstract

The invention discloses a new energy vehicle integrated module structure and a control method, and belongs to the field of new energy vehicles, and the new energy vehicle integrated module structure comprises a vehicle longitudinal module, a heat management module and a control module; the vehicle longitudinal module comprises a left front longitudinal module, a right front longitudinal module, a left rear longitudinal module and a right rear longitudinal module, and each of the four longitudinal modules comprises a motor, a deceleration system and a friction braking system; the heat management module is integrated with a flow adjusting device, a compressor and a condenser, and the motor is controlled to be at a constant working temperature by controlling the flow of a refrigerant and directly cooling the motor through the refrigerant; and the control module is integrated with a motor controller, a brake controller and a thermal management current regulation controller. By the adoption of the structure and the control method of the new energy vehicle integrated module, light weight, braking efficiency maximization, braking energy recovery maximization and braking safety of a braking system are achieved, the braking reliability redundancy is improved, and the safety of the whole vehicle is enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to a structure and control method of an integrated module of a new energy vehicle. Background Art

[0002] There are two main solutions for vehicle electrification. One is the centralized electric drive axle, which retains the differential of the original fuel vehicle and uses the motor to drive the left and right drive wheels during driving; when braking, the left and right drive wheels drive the motors, use the motors to generate electricity, and brake the wheels at the same time. The other is the distributed wheel-side drive, where the left motor drives the left wheel and the right motor drives the right wheel, which can achieve both driving and braking.

[0003] There are three main types of friction braking systems corresponding to centralized electric drive axles or distributed wheel-side drives. The first is the pneumatic braking system, which has a slow system response and is not conducive to lightweighting; the second is the hydraulic braking system, which is mainly used for small-mass vehicles such as sedans, but has the defect of insufficient braking force when used on commercial vehicles; the third is the electric friction braking system, which is mainly used for small-mass vehicles such as sedans, but is subject to the limit of braking force on commercial vehicles and is difficult to miniaturize.

[0004] For existing patents, reference may be made to the invention patent with publication number CN117901631A, entitled "Wheel-drive assembly and vehicle", which realizes a wheel-drive assembly solution with compact structure and high space utilization. The invention patent "A wheel-drive system and a vehicle using the wheel-drive system" (publication number: CN109278536A) realizes forward travel by a group of forward motors for driving the vehicle forward, and reverse travel by another group of reverse motors for driving the vehicle backward. For existing patents, reference may be made to the invention patent with publication number CN113427996A, entitled "An independent suspension distributed drive system", which realizes lightweighting of the entire drive system, reduces the volume of the drive system, increases the channel width, and realizes improved steering function and carrying capacity. The above-mentioned solutions all solve the problem of electric drive in a single way, and fail to achieve the unity of high efficiency, integration and lightweight of drive and braking. Summary of the invention

[0005] The purpose of the present invention is to provide a structure and control method of a new energy vehicle integrated module to solve the problems mentioned in the above background technology.

[0006] To achieve the above objectives, the present invention provides a structure and control method of a new energy vehicle integrated module, including a control module, a vehicle longitudinal module and a thermal management module: A control module, used for controlling the longitudinal module and the thermal management module; Thermal management module, integrating thermal management components of new energy vehicles, including flow regulator, compressor, condenser, etc.; The vehicle longitudinal module integrates a left front longitudinal module, a right front longitudinal module, a left rear longitudinal module and a right rear longitudinal module, each module including a motor, a deceleration system and a friction brake system; The vehicle longitudinal module includes a longitudinal platform, and a friction brake system, a thermal management module, several types of sensors and a flow regulating device are all arranged on the longitudinal platform.

[0007] Preferably, the control module includes an assembly controller, and the assembly controller includes: A motor controller, connected to the motor, for controlling the motor to drive the new energy vehicle; A brake controller, connected to the brake motor, for controlling the friction brake system of the new energy vehicle; a thermal management controller connected to the thermal management motor and used to control the scroll compressor; A flow regulating controller, connected to the flow regulating device, for controlling the flow of the liquid refrigerant; A power controller is connected to a power converter of a new energy vehicle, and the power converter is connected to a storage battery and a power battery respectively; The vehicle controller is connected to the motor controller, brake controller, thermal management controller, current regulation controller and battery controller respectively.

[0008] Preferably, the motor is connected to the primary reducer, the primary reducer and the friction brake are both connected to the secondary reducer, and the secondary reducer is also connected to the wheels.

[0009] Preferably, the flow regulating device includes an electronic throttle valve and a capillary tube.

[0010] Preferably, the condenser is connected to the electronic throttle valve through a pipeline.

[0011] Preferably, the motor controller, brake controller, and thermal management controller receive instructions from the vehicle controller and feed back the status of the corresponding motors to the vehicle controller.

[0012] Preferably, a high-voltage control module is also included, which is used to detect the high-voltage voltage of the vehicle controller, the state of the contactor, and control the closing or opening of each contactor.

[0013] Preferably, the power converter is a bidirectional inverter power converter. When operating normally, the power converter converts high-voltage direct current into low-voltage direct current to power the low-voltage system of the entire vehicle and charge the battery. When a sudden high voltage drop occurs, the power converter starts the reverse inversion function to convert the battery power into high-voltage direct current.

[0014] A control method for an integrated module of a new energy vehicle, comprising: Receive feedback signals from the motor controller, brake controller, thermal management controller, current regulation controller and battery controller; According to the feedback signals from the motor controller, brake controller, thermal management controller, current regulation controller and battery controller, the vehicle controller sends instructions to each controller; Each controller receives the instruction and executes it.

[0015] Therefore, the present invention adopts the above-mentioned structure and control method of a new energy vehicle integrated module, which has the following beneficial effects: (1) Modularity: Four modules are used to implement driving, friction braking, regenerative braking, and friction braking + regenerative braking for the left front wheel, right front wheel, left rear wheel, and right rear wheel respectively; (2) Lightweight: Each module uses a motor with two-stage deceleration to drive the wheels. The deceleration mechanism of the friction actuator uses the deceleration mechanism of the motor. Small friction can meet the demand for larger braking torque, achieving high integration and lightweight of the electric drive system and the friction brake system. (3) Efficiency: Based on the different driving requirements of the vehicle, the two-wheel drive and four-wheel drive can be switched, and the motors and brakes of each wheel are completely decoupled, achieving high driving efficiency, maximum braking performance and maximum braking energy recovery; (4) Safety: Four-wheel drive achieves drive redundancy to ensure driving safety; four-wheel brake redundancy ensures braking safety.

[0016] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a schematic diagram of the overall system of an embodiment of the present invention; Figure 2 A schematic diagram of a longitudinal module integration structure according to an embodiment of the present invention; Figure 3 The embodiment of the present invention is applicable to the longitudinal module structure of the front-wheel drive or the rear-wheel drive with independent suspension; Figure 4 The embodiment of the present invention is applicable to the longitudinal module structure of the rear drive wheel; Figure 5 The longitudinal module structure of the vehicle according to the embodiment of the present invention; Figure 6 The four-wheel drive mode of the embodiment of the present invention; Figure 7 The front-wheel drive mode of the embodiment of the present invention; Figure 8 It is a rear-wheel drive mode of an embodiment of the present invention; Fig. 9 This is a four-wheel feedback braking mode according to an embodiment of the present invention; Fig.10This is the front wheel feedback braking mode of an embodiment of the present invention; Fig.11 This is the rear wheel feedback braking mode of an embodiment of the present invention; Fig.12 It is the four-wheel friction braking mode of an embodiment of the present invention; Fig.13 The front wheel friction braking mode of the embodiment of the present invention; Fig.14 This is the rear wheel friction braking mode of an embodiment of the present invention; Fig.15 This is the on-site steering mode of an embodiment of the present invention; Fig.16 This is a driving direction changing mode according to an embodiment of the present invention. DETAILED DESCRIPTION

[0018] Example The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] Reference Figure 1-Figure 2 The present invention discloses a structure of a new energy vehicle integrated module, including a controller module, a vehicle longitudinal module and a thermal management module: A control module, used to control the electromechanical module and the thermal management module; The control module includes an assembly controller, and the assembly controller includes: A motor controller, connected to the motor, for controlling the motor to drive the new energy vehicle; A brake controller, connected to the brake motor, for controlling the braking of the new energy vehicle; a thermal management controller connected to the thermal management motor and used to control the scroll compressor; A flow regulating controller, connected to the flow regulating device, for controlling the flow of the liquid refrigerant; A power controller is connected to a power converter of a new energy vehicle, and the power converter is connected to a storage battery and a power battery respectively; The vehicle controller is connected to the motor controller, brake controller, thermal management controller, current regulation controller and battery controller respectively.

[0020] The vehicle longitudinal module integrates the left front longitudinal module, the right front longitudinal module, the left rear longitudinal module and the right rear longitudinal module. Each longitudinal module includes a motor, a deceleration system and a friction brake, and has the function of driving and braking the wheels. The motor includes a left front motor, a right front motor, a left rear motor and a right rear motor according to the left front longitudinal module, the right front longitudinal module, the left rear longitudinal module and the right rear longitudinal module.

[0021] The vehicle longitudinal module includes a longitudinal platform, and a control module, a friction brake system, a thermal management module, several types of sensors and a flow regulating device are all arranged on the longitudinal platform.

[0022] The thermal management module includes a thermal management motor, a condenser and a scroll compressor; after the compressor sucks in the refrigerant and compresses it, it provides power for the refrigerant to flow to the condenser, the electronic throttling device and the motor. The refrigerant absorbs the heat of the motor to reduce the temperature of the motor, and the refrigerant finally flows back to the compressor. The refrigerant flow is as indicated by the arrow.

[0023] Includes several types of sensors.

[0024] The connection methods between the motor and the primary reducer include direct connection, elastic coupling connection, pulley connection, sprocket connection and foot installation. The motor has star-delta switching technology, combined with MCU design and control algorithm, to achieve a function similar to a 2-speed gearbox.

[0025] The thermal management module integrates the thermal management components of new energy vehicles, including flow control devices, compressors and condensers.

[0026] The electronic flow regulating device includes an electronic throttle valve and a capillary tube, and the condenser is connected to the electronic throttle valve through a pipeline. The evaporator and the condenser can be transformed through an electric control valve to realize the heat pump function.

[0027] It also includes a high-voltage control module for detecting the high-voltage voltage of the vehicle controller, the state of the contactor, and controlling the closing or opening of each contactor.

[0028] The motor controller, brake motor controller and thermal management controller receive instructions from the vehicle controller and feed back the status of the corresponding motor to the vehicle controller.

[0029] The power converter is a bidirectional inverter power converter. When working normally, the power converter converts high-voltage DC power into low-voltage DC power to power the low-voltage system of the vehicle and charge the battery. When a sudden high voltage drop occurs, the power converter starts the reverse inverter function to convert the battery power into high-voltage DC power.

[0030] A control method for an integrated module of a new energy vehicle, comprising: Receive feedback signals from the motor controller, brake controller, thermal management controller, current regulation controller and battery controller; According to the feedback signals from the motor controller, brake controller, thermal management controller, current regulation controller and battery controller, the vehicle controller sends instructions to each controller; Each controller receives the instruction and executes it.

[0031] Figure 3 The module is shown as a scheme, which is suitable for front-wheel drive or rear-wheel drive with independent suspension. The motor is decelerated and torque-increased by the primary reducer and transmitted to the secondary reducer, which then further decelerates and torque-increases the motor and transmits the torque to the wheels through the universal drive shaft to drive the wheels. The friction brake is coaxial with the output shaft of the primary reducer and the input shaft of the secondary reducer. When the friction brake is applied, the wheels are braked through the secondary reducer to achieve the effect of friction braking force amplification.

[0032] Figure 4 The figure shows another scheme of the module, which is suitable for the rear drive wheel. The motor is decelerated and torqued through the primary reducer, and then transmitted to the secondary reducer. The secondary reducer further decelerates and torques, and transmits it to the wheels through the half shaft to drive the wheels. The friction brake is coaxial with the output shaft of the primary reducer and the input shaft of the secondary reducer. When the friction brake is braked, the wheel is braked through the secondary reducer to achieve the effect of multiplying the braking torque.

[0033] Figure 5 The figure shows a specific example of a complete vehicle. Both the primary reducer and the secondary reducer are gear-driven, and the wheel brakes are disc brakes. Taking the left front longitudinal module as an example, the left front motor rotates forward, passes through the secondary gear reducer and the universal joint drive shaft, and drives the wheel to rotate forward, driving the left front wheel to travel in the forward direction; when reversing, the left front motor rotates reversely, driving the left front wheel to travel in the reverse direction.

[0034] When braking, the friction brake applies a braking clamping force to the brake disc. The braking torque generated by the brake disc passes through the reducer and universal joint shaft to apply a multiplied braking torque to the wheel.

[0035] During regenerative braking, the wheels rotate in the opposite direction, driving the secondary reducer through the universal joint shaft, and finally driving the left front motor to rotate in a power generation state, generating a return torque and applying regenerative braking to the wheels.

[0036] When the wheel regenerative braking cannot meet the needs of the entire vehicle, the friction brake will compensate for the braking torque.

[0037] The above takes the left front longitudinal module as an example, and the right front longitudinal module, the left rear longitudinal module and the right rear longitudinal module work in the same manner as the above left front module.

[0038] Figure 6The four-wheel drive mode is shown. The four motors simultaneously output driving torque to their respective wheels to jointly drive the vehicle. The direction of the arrow shown is the direction of driving torque transmission.

[0039] Figure 7 The front-wheel drive mode is shown, where only the two front-wheel motors output drive torque to the two front wheels. This is suitable for scenarios with the highest drive efficiency when the rear-wheel drive system fails or when only the two front wheels are driven. The direction of the arrow shown is the direction of drive torque transmission.

[0040] Figure 8 The rear-wheel drive mode is shown, where only two rear-wheel motors output drive torque to the two rear wheels. This is suitable for scenarios with the highest drive efficiency when the front-wheel drive system fails or only the two rear wheels are driven. The direction of the arrow shown is the direction of drive torque transmission.

[0041] Fig. 9 The figure shows the regenerative feedback braking mode implemented by the four-wheel motors. The four wheels drive the four motors to rotate in reverse. The four motors are in the power generation state. The four motors brake the four wheels. The direction of the arrow shown is the direction of the regenerative feedback braking torque transmission.

[0042] Fig.10 The figure shows that only the two front wheel motors implement the regenerative feedback braking mode. The two front wheels drive the two front wheel motors to rotate in reverse. The two front wheel motors are in the power generation state and the two front wheels are braked. The direction of the arrow shown is the direction of regenerative feedback braking torque transmission.

[0043] Fig.11 The figure shows that only the two rear wheel motors implement the regenerative feedback braking mode. The two rear wheels drive the two rear wheel motors to rotate in reverse. The two rear wheel motors are in the power generation state and the two rear wheels are braked. The direction of the arrow shown is the direction of the feedback braking torque transmission.

[0044] Fig.12 The figure shows the four-wheel friction brakes implementing braking. When the regenerative feedback braking torque of the four wheels is less than the required torque, the insufficient regenerative feedback braking is compensated by the friction brakes implementing braking torque to meet the braking needs of the entire vehicle. The direction of the arrow shown is the direction of the friction brake braking torque transmission.

[0045] Fig.13 The figure shows the front wheel friction brake applying braking. When only the front wheel regenerative feedback braking torque is less than the required torque, the insufficient front wheel regenerative feedback braking is compensated by the friction brake to meet the braking demand of the whole vehicle. The direction of the arrow shown is the direction of friction braking torque transmission.

[0046] Fig.14The figure shows the rear wheel friction brake implementing braking. When only the rear wheel regenerative feedback braking torque is less than the required torque, the insufficient rear wheel feedback braking is compensated by the friction brake implementing braking torque to meet the braking demand of the whole vehicle. The direction of the arrow shown is the direction of friction braking torque transmission.

[0047] Fig.15 The illustration shows that the left wheel is rotating in the opposite direction, while the right wheel is rotating in the forward direction, and the vehicle is turning on the spot in the counterclockwise direction.

[0048] Fig.16 It is shown that the left wheel rotates slowly while the right wheel rotates quickly, the vehicle turns to the left, and the vehicle changes its driving direction.

[0049] The reduction transmission scheme shown above can be either ordinary gear transmission, planetary gear transmission, or other reduction mechanisms; the friction brake can be integrated on both sides of the reduction mechanism or in the middle of the reduction mechanism.

[0050] The specific connection methods of each component adopt mature conventional means in the existing technology. Machinery, parts and equipment all adopt conventional models in the existing technology. In addition, the module and circuit connections adopt conventional connection methods in the existing technology, which will not be described in detail here.

[0051] Therefore, the present invention adopts the above-mentioned structure and control method of a new energy vehicle integrated module, the integration and modularization of braking and driving, which can be used for both passenger cars and commercial vehicles; the deceleration mechanism of the drive system and the braking system is reused to achieve lightweight electric drive system and friction braking system; the drive system is efficient, the braking efficiency is maximized, and the braking energy recovery is maximized; braking safety, driving safety, improving braking reliability and drive system redundancy, and enhancing the safety of the entire vehicle.

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that they can still modify or replace the technical solution of the present invention with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of the present invention.

Claims

1. A structure of an integrated module for a new energy vehicle, characterized in that: Including vehicle longitudinal module, control module and thermal management module: A control module for controlling a vehicle longitudinal module and a thermal management module; Thermal management module, integrating thermal management components of new energy vehicles, including thermal management motor, flow regulating device, compressor and condenser; A vehicle longitudinal module, integrating a left front longitudinal module, a right front longitudinal module, a left rear longitudinal module and a right rear longitudinal module, each module including a motor, a deceleration system and a friction brake system; Includes several types of sensors.

2. The structure of a new energy vehicle integrated module according to claim 1 is characterized in that: The control module includes a vehicle controller, which includes: A motor controller, connected to the motor, is used to control the motor to drive and brake the new energy vehicle; A brake controller, connected to the brake motor, for controlling the braking of the new energy vehicle; a thermal management controller connected to the thermal management motor and used to control the scroll compressor; The flow controller is connected to the flow regulating device and is used to control the flow of the refrigerant. The refrigerant directly cools the motor to keep the motor at a constant temperature. A power controller is connected to a power converter of a new energy vehicle, and the power converter is connected to a storage battery and a power battery respectively; The vehicle controller is connected to the motor controller, brake controller, thermal management controller, current regulation controller and battery controller respectively.

3. The structure of a new energy vehicle integrated module according to claim 2 is characterized in that: The motor is connected to the primary reducer, the primary reducer and the friction brake are both connected to the secondary reducer, and the secondary reducer is also connected to the wheels.

4. The structure of a new energy vehicle integrated module according to claim 2, characterized in that: The flow regulating device comprises an electronic throttle valve and a capillary tube.

5. The structure of a new energy vehicle integrated module according to claim 4 is characterized in that: The condensers are connected to the electronic throttle valves through pipelines.

6. The structure of a new energy vehicle integrated module according to claim 2, characterized in that: The motor controller, brake controller and thermal management controller receive instructions from the vehicle controller and feed back the status of the corresponding motor to the vehicle controller.

7. The structure of a new energy vehicle integrated module according to claim 1, characterized in that: It also includes a high-voltage control module for detecting the high-voltage voltage of the vehicle controller, the state of the contactor, and controlling the closing or opening of each contactor.

8. The structure of a new energy vehicle integrated module according to claim 2, characterized in that: The power converter is a bidirectional inverter power converter. When working normally, the power converter converts high-voltage DC power into low-voltage DC power to power the low-voltage system of the vehicle and charge the battery. When a sudden high voltage drop occurs, the power converter starts the reverse inverter function to convert the battery power into high-voltage DC power.

9. A control method using a structure of a new energy vehicle integrated module as claimed in any one of claims 1 to 8, characterized in that: Receive feedback signals from the motor controller, brake controller, thermal management controller, current regulation controller and battery controller; According to the feedback signals from the motor controller, brake controller, thermal management controller, current regulation controller and battery controller, the vehicle controller sends instructions to each controller; Each controller receives the instruction and executes it.

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