Parallel multi-motor power assembly control system

Abstract

The invention discloses a parallel multi-motor power assembly control system, which belongs to the technical field of electric vehicle integrated control, and comprises a whole vehicle control unit used for identifying the driving intention of a driver, collecting opening signals of an accelerator and a brake pedal, calculating the output torque required by each driving motor, distributing the torque to each driving motor by a driving motor controller, and controlling the driving intention of the driver; the power device comprises a first motor controller and a second motor controller and is used for controlling and driving all the driving motors, efficient transmission under the working conditions of large torque and large current can be achieved, the overall electric driving efficiency level is improved, a high-speed motor and a low-speed motor are made to work in respective efficient areas, the current passing through the SIC controller is effectively reduced, and the service life of the SIC controller is prolonged. The SIC temperature rise speed is slowed down, the service life of the controller is prolonged, meanwhile, the system energy consumption is reduced, the stability and reliability of the system are improved, and the problem that in the prior art, a motor and gearbox matching strategy is not optimized enough is effectively solved.

Description

Technical Field

[0001] This application belongs to the field of electric vehicle integrated control technology, specifically, it relates to a parallel multi-motor powertrain control system. Background Technology

[0002] With the increasing global awareness of environmental protection and the development of renewable energy, the new energy vehicle industry has developed rapidly, among which pure electric commercial vehicles and construction machinery have attracted much attention due to their clean and efficient characteristics.

[0003] The current development trend of powertrains for new energy commercial vehicles tends towards a high-speed motor + SiC controller solution to improve electric drive efficiency, reduce energy consumption, and thus increase driving range. However, there are relatively large differences in driving force between commercial vehicles, construction machinery and passenger vehicles. Commercial vehicles account for a higher proportion of high torque and high current output conditions of the controller. Although using SiC controllers can reduce energy consumption, the cost is high and the cost-effectiveness of the solution is low. Moreover, SiC controllers have large overall losses when high current passes through them, which can easily lead to rapid temperature rise when stalled, affecting the life of the controller. Summary of the Invention

[0004] To address the aforementioned problems and technical deficiencies, this application adopts the following technical solution: a parallel multi-motor powertrain control system, comprising: The vehicle control unit is used to identify the driver's driving intentions, collect accelerator and brake pedal opening signals, calculate the required output torque of each drive motor, and the drive motor controller distributes the torque to each drive motor. The power unit includes a first motor controller and a second motor controller, which are used to control the driving of each drive motor.

[0005] Preferably, the first motor controller includes two SIC modules, which can drive two high-speed motors; The first motor controller is electrically connected to the first drive motor and the second drive motor.

[0006] Furthermore, the second motor controller includes two IGBT drive modules, which can drive two low-speed motors.

[0007] The second motor controller is electrically connected to the third and fourth drive motors.

[0008] Furthermore, the first drive motor and the second drive motor are connected in parallel and both are high-speed motors; The third and fourth drive motors are connected in parallel and both are low-speed motors.

[0009] Furthermore, both the first drive motor and the second drive motor are equipped with a gearbox with a first gear ratio of 13.788 and a second gear ratio of 3.939.

[0010] Furthermore, both the output ends of the first drive motor and the second drive motor are connected to a reducer. The reducer adopts a double planetary arrangement structure, including three planetary gears, which mesh with the output shaft, input shaft and output shaft of the first drive motor and the second drive motor respectively.

[0011] Furthermore, both the third and fourth drive motors are equipped with gearboxes with a first gear ratio of 3.5 and a second gear ratio of 1.0.

[0012] Furthermore, the output ends of the third and fourth drive motors are both connected to reducers. The reducers adopt a double planetary arrangement structure, including three planetary gears, which mesh with the output shaft, input shaft and output shaft of the third and fourth drive motors, respectively.

[0013] Preferably, the vehicle control unit includes a vehicle controller (VCU). The VCU identifies the driver's driving intention through hard-wired signals and collects accelerator and brake pedal opening signals. The vehicle controller (VCU) communicates with the first motor controller and the second motor controller in the power unit through a CAN bus.

[0014] Furthermore, the vehicle control unit calculates the required output torque for each motor using a lookup table method.

[0015] Compared to existing technologies, the beneficial effects of this application are as follows: (1) This application achieves efficient transmission under high torque and high current conditions by using a parallel drive method of high speed motor and low speed motor, combined with the collaborative work of IGBT controller and SIC controller, which effectively solves the problem of large difference in driving force and low transmission efficiency of commercial vehicles and improves the overall electric drive efficiency level. (2) This application adopts a hierarchical control strategy. The VCU identifies the driver's driving intention and allocates torque reasonably, so that the high-speed motor and the low-speed motor work in their respective high-efficiency zones. This effectively reduces the current passing through the SIC controller, slows down the SIC heating rate, extends the controller life, and reduces system energy consumption. (3) This application optimizes the matching scheme between the motor and the controller, and uses IGBT and SIC controllers to control the operation of each motor, thereby achieving efficient operation of the motor and the controller, improving the stability and reliability of the system, and effectively solving the problem of insufficient optimization of the matching strategy between the motor and the gearbox in the prior art. Attached Figure Description

[0016] In the attached diagram: Figure 1 This is a schematic diagram of the system structure according to an embodiment of this application; Figure 2 This is a topology diagram of a multi-motor powertrain according to an embodiment of this application; Figure 3 This is a schematic diagram of the control of a multi-motor powertrain according to an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of this application, but not all embodiments. Generally, the components of the embodiments of this application described and shown in the accompanying drawings can be arranged and designed in various different configurations.

[0018] Example 1

[0019] like Figures 1-3 As shown, a parallel multi-motor powertrain control system includes: The vehicle control unit is used to identify the driver's driving intentions, collect accelerator and brake pedal opening signals, calculate the required output torque of each drive motor, and the drive motor controller distributes the torque to each drive motor. The vehicle control unit includes the vehicle controller (VCU). The VCU identifies the driver's driving intentions through hard-wired signals and collects accelerator and brake pedal opening signals. The vehicle controller (VCU) communicates with the first motor controller and the second motor controller in the power unit through the CAN bus. The vehicle control unit calculates the required output torque of each motor by using a lookup table method.

[0020] The power unit includes a first motor controller and a second motor controller, which are used to control the driving of each drive motor.

[0021] The first motor controller contains two SIC modules, capable of driving two high-speed motors; The first motor controller is electrically connected to the first drive motor and the second drive motor.

[0022] The second motor controller contains two IGBT drive modules, which can drive two low-speed motors.

[0023] The second motor controller is electrically connected to the third and fourth drive motors.

[0024] The first drive motor and the second drive motor are connected in parallel, and both are high-speed motors. The third and fourth drive motors are connected in parallel, and both are low-speed motors.

[0025] Both the first and second drive motors are equipped with gearboxes with a first gear ratio of 13.788 and a second gear ratio of 3.939.

[0026] The output ends of both the first drive motor and the second drive motor are connected to a reducer. The reducer adopts a double planetary arrangement structure, including three planetary gears, which mesh with the output shaft, input shaft and output shaft of the first drive motor and the second drive motor respectively.

[0027] Both the third and fourth drive motors are equipped with gearboxes with a first gear ratio of 3.5 and a second gear ratio of 1.0.

[0028] The output ends of the third and fourth drive motors are both connected to reducers. The reducers adopt a double planetary arrangement structure, including three planetary gears, which mesh with the output shaft, input shaft and output shaft of the third and fourth drive motors respectively.

[0029] Example 2

[0030] A parallel multi-motor powertrain control system includes a power unit, a vehicle control unit, a first motor controller, a second motor controller, a first drive motor, a second drive motor, a third drive motor, a fourth drive motor, a first transmission device, and a second transmission device.

[0031] The power unit includes a first motor controller and a second motor controller. The first motor controller contains two SiC modules that can drive two high-speed motors, and the second motor controller contains two IGBT drive modules that can drive two low-speed motors.

[0032] The first drive motor and the second drive motor are connected in parallel. Both are high-speed motors with a rated power of 180kW, a peak power of 310kW, a rated speed of 6300r / min, a peak speed of 12000r / min, a rated torque of 280N·m, and a peak torque of 500N·m. Both the first and second transmission devices use gearboxes with a first gear ratio of 13.788 and a second gear ratio of 3.939.

[0033] The third and fourth drive motors are connected in parallel, both of which are low-speed motors with a rated power of 150 kW, a peak power of 250 kW, a rated speed of 1600 r / min, a peak speed of 3500 r / min, a rated torque of 950 N·m, and a peak torque of 2000 N·m. The first and second transmission devices both use gearboxes with a first gear ratio of 3.5 and a second gear ratio of 1.0.

[0034] The vehicle control unit includes a vehicle controller (VCU). The VCU identifies the driver's driving intention through hard-wired signals, collects signals such as accelerator and brake pedal opening, communicates with the first motor controller and the second motor controller through the CAN bus, calculates the required output torque of each motor through a lookup table method, and the drive motor controller distributes the torque to each drive motor.

[0035] Both the output ends of the first drive motor and the second drive motor are connected to a reducer. The reducer adopts a double planetary arrangement structure, including three planetary gears, which mesh with the output shaft, input shaft and output shaft of the first drive motor and the second drive motor respectively. The reduction ratio can be adjusted between 13.788 and 3.939 to adapt to the needs of different driving conditions.

[0036] The output ends of the third and fourth drive motors are both connected to reducers. The reducers adopt a double planetary arrangement structure, including three planetary gears, which mesh with the output shaft, input shaft and output shaft of the third and fourth drive motors respectively. The reduction ratio can be adjusted between 3.5 and 1.0 to adapt to the needs of different driving conditions.

[0037] Example 3

[0038] A parallel multi-motor powertrain control system includes a power unit, a vehicle control unit, a first SiC motor controller, a second IGBT motor controller, a first high-speed flat wire drive motor, a second high-speed flat wire drive motor, a third low-speed round wire drive motor, a fourth low-speed round wire drive motor, a first transmission device, and a second transmission device.

[0039] The power unit includes a first motor controller and a second motor controller. The first motor controller contains two SiC modules that can drive two high-speed motors, and the second motor controller contains two IGBT drive modules that can drive two low-speed motors.

[0040] The first drive motor and the second drive motor are connected in parallel. Both are high-speed flat wire motors with a rated power of 180kW, a peak power of 310kW, a rated speed of 6300r / min, a peak speed of 12000r / min, a rated torque of 280N·m, and a peak torque of 500N·m. Both the first and second transmission devices use gearboxes with a first gear ratio of 13.788 and a second gear ratio of 3.939.

[0041] The third and fourth drive motors are connected in parallel, both of which are low-speed circular wire motors with a rated power of 150 kW, a peak power of 250 kW, a rated speed of 1600 r / min, a peak speed of 3500 r / min, a rated torque of 950 N·m, and a peak torque of 2000 N·m. The first and second transmission devices both use gearboxes with a first gear ratio of 3.5 and a second gear ratio of 1.0.

[0042] The vehicle control unit includes a vehicle controller (VCU). The VCU identifies the driver's driving intention through hard-wired signals, collects signals such as accelerator and brake pedal opening, communicates with the first motor controller and the second motor controller through the CAN bus, calculates the required output torque of each motor through a lookup table method, and the drive motor controller distributes the torque to each drive motor.

[0043] Both the output ends of the first drive motor and the second drive motor are connected to a reducer. The reducer adopts a double planetary arrangement structure, including three planetary gears, which mesh with the output shaft, input shaft and output shaft of the first drive motor and the second drive motor respectively. The reduction ratio can be adjusted between 13.788 and 3.939 to adapt to the needs of different driving conditions.

[0044] The output ends of the third and fourth drive motors are both connected to reducers. The reducers adopt a double planetary arrangement structure, including three planetary gears, which mesh with the output shaft, input shaft and output shaft of the third and fourth drive motors respectively. The reduction ratio can be adjusted between 3.5 and 1.0 to adapt to the needs of different driving conditions.

[0045] The embodiments described above are merely preferred embodiments of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications, improvements, and substitutions without departing from the concept of this application, and these all fall within the protection scope of this application.

Claims

1. A parallel multi-motor powertrain control system, characterized by, The application relates to a vehicle control system. The vehicle control system comprises a vehicle control unit, a power device, a first motor controller and a second motor controller. The first motor controller comprises two SIC modules and can drive two high-speed motors.

2. A parallel multi-motor powertrain control system according to claim 1, wherein, The first motor controller is electrically connected with the first driving motor and the second driving motor. The second motor controller comprises two IGBT driving modules and can drive two low-speed motors.

3. A parallel multi-motor powertrain control system according to claim 2, wherein, The second motor controller is electrically connected with the third driving motor and the fourth driving motor. The first driving motor and the second driving motor are arranged in parallel and are high-speed motors.

4. A parallel multi-motor powertrain control system according to claim 3, wherein, The third driving motor and the fourth driving motor are arranged in parallel and are low-speed motors. The first driving motor and the second driving motor are provided with gearboxes with a first gear speed ratio of 13.788 and a second gear speed ratio of 3.

939.

5. A parallel multi-motor powertrain control system according to claim 2, wherein, The output ends of the first driving motor and the second driving motor are connected with reducers, and the reducers adopt a double-planetary-arrangement structure and comprise three planetary gears which are respectively engaged with the output shafts, the input shafts and the output shafts of the first driving motor and the second driving motor.

6. A parallel multi-motor powertrain control system according to claim 5, wherein, The third driving motor and the fourth driving motor are provided with gearboxes with a first gear speed ratio of 3.5 and a second gear speed ratio of 1.

0.

7. A parallel multi-motor powertrain control system according to claim 2, wherein, The output ends of the third driving motor and the fourth driving motor are connected with reducers, and the reducers adopt a double-planetary-arrangement structure and comprise three planetary gears which are respectively engaged with the output shafts, the input shafts and the output shafts of the third driving motor and the fourth driving motor.

8. A parallel multi-motor powertrain control system according to claim 7, wherein, The vehicle control unit comprises a vehicle controller VCU, the VCU identifies the driving intention of a driver through a hard-wire signal, collects accelerator pedal opening degree signals, and communicates with the first motor controller and the second motor controller in the power device through a CAN bus.

9. A parallel multi-motor powertrain control system according to claim 1, wherein, The vehicle control unit calculates the required output torque of each motor through a table lookup method.

10. A parallel multi-motor powertrain control system according to claim 9, wherein, ​

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