Driving framework, driving method, controller and vehicle
By reusing the drive motor as a generator in hybrid electric vehicles and using a drive switch to control the motor's state switching, the problem of power waste in hybrid electric vehicles under certain operating conditions is solved, and the effect of improving economy is achieved without affecting the overall vehicle power.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-30
- Publication Date
- 2026-03-31
AI Technical Summary
Hybrid vehicles have engines and drive motors that each have significant power output, which can lead to power waste under certain operating conditions.
A drive architecture is provided that reuses the drive motor as a generator and uses a drive switch to control the state switching of the motor, so as to reduce the power of the generator and drive motor without affecting the overall vehicle power and improve the economy of hybrid vehicles.
Without affecting the overall vehicle power, the total power of the generator and drive motor is reduced, thereby improving the fuel economy of hybrid vehicles.
Smart Images
Figure CN121756871A_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of electric vehicle technology, and more particularly to a drive architecture, drive method, controller, and vehicle. Background Technology
[0002] Hybrid electric vehicles have engines and drive motors that each have considerable power, resulting in a large total power output. However, this can lead to power waste under certain operating conditions. Summary of the Invention
[0003] This disclosure provides a drive architecture, drive method, controller, and vehicle that, without affecting the overall vehicle power, makes it possible to reduce the power of the generator and drive motor, thereby improving the economy of hybrid electric vehicles.
[0004] To achieve the above objectives, in a first aspect, this disclosure provides a drive architecture (10) comprising at least two motors (20), each of which is adapted to be connected to a power input terminal (Q3) and an energy storage terminal (Q4); a first drive switch (K2), the first end of which is drively connected to at least one motor (20), and the second end of which is adapted to be connected to a first drive terminal (Q1); the first drive switch (K2) is adapted to control the connection and disconnection between the first drive terminal (Q1) and at least one motor (20) so that at least one motor (20) is in a driving state or a power generation state.
[0005] In some embodiments, at least two motors (20) are adapted to be connected to a second drive end (Q2), and the second drive end (Q2) and the first drive end (Q1) are adapted to be connected to different drive components, respectively.
[0006] In some embodiments, at least two motors (20) include a first motor (101) and a second motor (102); the first motor (101) is adapted to be connected to a power input terminal (Q3) and an energy storage terminal (Q4), respectively; the second motor (102) is adapted to be connected to the first terminal of the power input terminal (Q3), the energy storage terminal (Q4) and the first terminal of the first drive switch (K2), respectively.
[0007] In some embodiments, the drive architecture (10) further includes a second drive switch (K1), the first end of which is adapted to be connected to the power input terminal (Q3), and the second end of which is adapted to be driven to be connected to the input terminal of the second motor (102).
[0008] In some embodiments, the drive architecture (10) further includes a third drive switch (K3), the first end of which is adapted to be connected to the power input terminal (Q3), and the second end of which is adapted to be driven to be connected to the input terminal of the first motor (101).
[0009] In some embodiments, at least two motors (20) further include a third motor (103), which is adapted to be connected to a second drive end (Q2) and an energy connection point, respectively. The energy connection point is located between the energy output end of the first motor (101), the energy output end of the second motor (101), and the input end of the energy storage end (Q4).
[0010] In some embodiments, the sum of the maximum power of the first motor (101) and the maximum power of the second motor (102) is greater than or equal to the maximum power of the third motor (103).
[0011] In some embodiments, the maximum power of the first motor (101) and / or the maximum power of the third motor (103) is greater than or equal to the maximum power of the second motor (102).
[0012] In some embodiments, the power input terminal (Q3) is adapted to connect to the engine (100).
[0013] In some embodiments, the output of the energy storage terminal (Q4) is adapted to be connected to a battery (200).
[0014] In some embodiments, the output of the energy storage terminal (Q4) is adapted to be connected to a battery via a DC / DC isolation circuit.
[0015] In some embodiments, at least one of the first drive switch (K2), the second drive switch (K1), and the third drive switch (K3) is based on a clutch.
[0016] In some embodiments, the transmission connection includes at least one of: a gear-based transmission connection, a transmission rod-based transmission connection, and a transmission connection based on both gears and transmission rods.
[0017] In a second aspect, this disclosure provides a driving method applied to the driving structure provided in the first aspect, comprising: controlling at least two motors (20) to store energy separately or simultaneously when the first driving switch (K2) is open; and controlling at least one motor (20) to drive the first driving end (Q1) when the first driving switch (K2) is closed.
[0018] In some embodiments, the driving method further includes: controlling at least one motor (20) to drive the second driving end (Q2) while the first driving switch (K2) is off.
[0019] In some embodiments, at least two motors (20) include a first motor (101) and a second motor (102), and the driving method includes: when the first drive switch (K2) is closed, controlling the second motor (102) to drive the first drive end (Q1) and controlling the first motor (101) to stop or store energy; when the first drive switch (K2) is open, controlling the first motor (101) and the second motor (102) to store energy simultaneously or separately.
[0020] In some embodiments, at least two motors (20) further include a third motor (103), and the drive control method includes: controlling the third motor (103) to drive the second drive end (Q2) when the first drive switch (K2) is closed; and controlling the third motor (103) to drive the second drive end (Q2) when the first drive switch (K2) is open.
[0021] Thirdly, this disclosure provides a controller that drives the device based on the driving method provided in the second aspect above.
[0022] Fourthly, this disclosure provides a vehicle that includes the controller provided in the third aspect above, or the drive architecture provided in the first aspect above.
[0023] The drive architecture provided in this disclosure, by reusing the drive motor as a generator, makes it possible to reduce the power of the generator and drive motor without affecting the overall vehicle power, thereby improving the economy of hybrid vehicles.
[0024] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description
[0025] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of this disclosure. Those skilled in the art can obtain other drawings based on these drawings without any creative effort.
[0026] Figure 1 A simplified structural diagram of the driver architecture provided in the embodiments of this disclosure;
[0027] Figure 2 A schematic diagram of the specific structure of the driver architecture provided in the embodiments of this disclosure;
[0028] Figure 3 A schematic diagram of the specific structure of the drive architecture with a second drive switch and a third drive switch provided in the embodiments of this disclosure;
[0029] Figure 4 A schematic diagram of the specific structure of the drive architecture with a third motor provided in an embodiment of this disclosure;
[0030] Figure 5 This is a schematic diagram of the drive structure for a specific transmission connection provided in an embodiment of the present disclosure;
[0031] Figure 6 This is a schematic diagram illustrating the driving principle of the drive structure for the first drive wheel provided in an embodiment of this disclosure. Detailed Implementation
[0032] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the protection scope of this disclosure.
[0033] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, features defined as "first" or "second" may explicitly or implicitly include one or more described features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.
[0034] In this disclosure, the term "exemplary" is used to mean "serving as an example, illustration, or description." Any embodiment described as "exemplary" in this disclosure is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use the invention. In the following description, details are set forth for purposes of explanation. It should be understood that those skilled in the art will recognize that the invention can be made without using these specific details. In other instances, well-known structures and processes will not be described in detail to avoid obscuring the description of the invention with unnecessary detail. Therefore, the invention is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed herein.
[0035] Furthermore, this disclosure uses specific terms to describe embodiments of the present disclosure. For example, "an embodiment," "one embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic associated with at least one embodiment of the present disclosure. Therefore, it should be emphasized and noted that references to "an embodiment," "one embodiment," or "an alternative embodiment" in different locations throughout this specification do not necessarily refer to the same embodiment. Moreover, certain features, structures, or characteristics in one or more embodiments of the present disclosure can be appropriately combined.
[0036] Similarly, it should be noted that, in order to simplify the description of this disclosure and thus aid in the understanding of one or more disclosed embodiments, the foregoing description of the embodiments of this disclosure sometimes combines multiple features into a single embodiment, drawing, or description thereof. However, this disclosure method does not imply that the subject matter of this disclosure requires more features than those mentioned in the claims. In fact, the embodiments contain fewer features than all the features of the single embodiments disclosed above.
[0037] In some embodiments, numbers describing the quantity of components and attributes are used. It should be understood that such numbers used in the description of embodiments are modified in some examples with the terms "approximately," "approximately," or "generally." Unless otherwise stated, "approximately," "approximately," or "generally" indicates that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, which may be changed depending on the characteristics required by individual embodiments. In some embodiments, numerical parameters should be considered for specifying significant digits and employing a general method of digit reservation. Although the numerical ranges and parameters used to confirm their breadth of range in some embodiments of this disclosure are approximate values, in specific embodiments, such values are set as precisely as feasible.
[0038] For each patent, patent application, patent application publication, and other material such as articles, books, specifications, publications, and documents referenced in this disclosure, the entire contents of that publication are incorporated herein by reference, except for historical application documents that are inconsistent with or conflict with the content of this disclosure, and documents that limit the broadest scope of the claims of this disclosure (currently or subsequently appended to this disclosure). It should be noted that if there are any inconsistencies or conflicts between the descriptions, definitions, and / or terms used in the supplementary materials to this disclosure and the examples in this disclosure, the descriptions, definitions, and / or terms used in this disclosure shall prevail.
[0039] As is known from the background technology, the engine and drive motor of a hybrid electric vehicle each have a large power, and the engine and drive motor are independent of each other, resulting in a large total power of the hybrid electric vehicle, which may lead to power waste under some operating conditions.
[0040] For example, consider a hybrid electric vehicle with a generator power of 160kW, a front-wheel drive motor power of 200kW, and a rear-wheel drive motor power of 20kW. In this case, the hybrid electric vehicle's driving power is 220kW. When the generator power is 160kW, the total power of the hybrid electric vehicle is 220kW + 160kW = 380kW.
[0041] This disclosure provides a drive architecture that, without affecting the overall vehicle power, makes it possible to reduce the power of the generator and drive motor, thereby improving the fuel economy of hybrid vehicles. The drive architecture provided in this embodiment is illustrated below with reference to the accompanying drawings.
[0042] refer to Figure 1 , Figure 1 This is a simplified structural diagram of the drive architecture provided in this embodiment; the drive architecture 10 includes at least two motors 20, each of which is adapted to be connected to a power input terminal Q3 and an energy storage terminal Q4; a first drive switch K2, the first end of which is connected to at least one motor 20 in a transmission connection, and the second end of which is adapted to be connected to a first drive terminal Q1; the first drive switch K2 is adapted to control the connection and disconnection between the first drive terminal Q1 and at least one motor 20, so that at least one motor 20 is in a driving state or a power generation state.
[0043] refer to Figure 1 In one example, at least two motors 20 include motor 1 and motor 2; wherein motor 1 is electrically connected to energy storage terminal Q4, and motor 1 is drive-connected to power input terminal Q3, second drive terminal Q2 and the first terminal of first drive switch K2; motor 2 is drive-connected to power input terminal Q3 and second drive terminal Q2, motor 2 is electrically connected to energy storage terminal Q4, and first drive switch K1 is drive-connected to first drive terminal Q1.
[0044] The first drive switch K2 is used to control the connection and disconnection between the first drive terminal Q1 and the motor 1. When the first drive switch K2 is open, the motor 1 can be in the power generation state to supply power to the energy storage terminal Q4; when the first drive switch K2 is closed, the motor 1 can be in the driving state to drive the first drive terminal Q1.
[0045] By reusing the power generation and driving states of motor 1, the power of motor 1 can be used for both power generation and driving. Assuming the driving power is x and the power generation power is y, the total power is x + y - reused power. This provides the possibility of reducing the power of the generator and drive motor without affecting the overall vehicle power, thereby improving the economy of hybrid vehicles.
[0046] It should be noted that, Figure 1The example is used to illustrate the drive architecture provided in this embodiment and does not constitute a limitation on the number of motors in this embodiment. In some embodiments, four motors may be included, wherein all four motors 20 are adapted to be connected to the power input terminal Q3 and the energy storage terminal Q4; a first drive switch K2, the first end of the first drive switch K2 is connected to two motors 20 in a drive transmission, and the second end of the first drive switch K2 is adapted to be connected to the first drive terminal Q1; the first drive switch K2 is adapted to control the connection and disconnection between the first drive terminal Q1 and the two motors 20, so that the two motors 20 are in a driving state or a power generation state, one motor is controlled to be in a power generation state based on the power input terminal Q3, and the other motor is controlled to be in a driving state based on the energy storage terminal Q4.
[0047] In some embodiments, at least two motors 20 are adapted to be connected to a second drive end Q2, and the second drive end Q2 and the first drive end Q1 are adapted to be connected to different drive components, respectively.
[0048] In one example, the drive assembly includes drive wheels, with a first drive end Q1 for connecting to the first drive wheel 201 and a second drive end for connecting to the second drive wheel 202. It should be noted that one of the first drive wheel 201 and the second drive wheel 202 is a front drive wheel of the vehicle, and the other is a rear drive wheel. This embodiment will subsequently use the example of the first drive wheel 201 being a front drive wheel and the second drive wheel 202 being a rear drive wheel for illustration; furthermore, the description of the first drive wheel 201 being a front drive wheel and the second drive wheel 202 being a rear drive wheel does not constitute a limitation of this embodiment; in other embodiments, those skilled in the art can make corresponding substitutions to set the first drive wheel 201 as a front drive wheel and the second drive wheel 202 as a rear drive wheel.
[0049] refer to Figure 2 , Figure 2 This is a schematic diagram of the specific structure of the drive architecture provided in this embodiment; wherein, at least two motors include a second motor 102 and a third motor 103.
[0050] The second motor 102 is adapted to be connected to the power input terminal Q3 and the energy storage terminal Q4 respectively, and the third motor 103 is adapted to be connected to the power input terminal Q3, the energy storage terminal Q4 and the first terminal of the first drive switch K2 respectively.
[0051] In some embodiments, the power input terminal Q3 is used to connect to the engine 100. In one example, the engine 100 is an internal combustion engine (ICE), which is a type of power machinery that converts the heat energy released by burning fuel inside the machine into power directly.
[0052] In some embodiments, the output of the energy storage terminal Q4 is used to connect to the battery 200. In one example, the battery 200 can be a single battery or a battery pack consisting of multiple batteries; this embodiment does not limit the number of batteries in the battery 200.
[0053] In one example, at least two motors are connected to the power input terminal Q3 via a drive, and at least two motors are connected to the energy storage terminal Q4 via an electrical connection. It should be noted that the "electrical connection" mentioned in this embodiment includes both direct and indirect electrical connections. For example, A can be directly connected to B, or A can be directly connected to C, and C can be directly connected to B, thus achieving an indirect electrical connection between A and B. Furthermore, the "drive connection" mentioned in this embodiment includes one of the following: a gear-based drive connection, a drive rod-based drive connection, or a drive connection based on both gears and a drive rod.
[0054] In this configuration, battery 200 is configured to control first motor 101 and second motor 102 to drive second drive wheel 202; engine 100 is configured to control first motor 101 to supply power to battery 200. When first drive switch K1 is closed, battery 200 is also configured to control second motor 102 to drive first drive wheel 201; when first drive switch K1 is open, engine 100 is also configured to control second motor 102 to supply power to battery 200. From the control logic of engine 100 and battery 200, it can be seen that second motor 102 can function as a drive motor for driving first drive wheel 201, or it can be reused as a generator to charge battery 200.
[0055] In one example, if the driving power of the first motor 101 and the second motor 102 to the second drive wheel 202 is 160kW, with the first motor 101 having a power of 80kW and the second motor 102 having a power of 80kW, then the driving power of the hybrid vehicle is 160 + 80 = 240kW, the power generated is 80 + 80 = 160kW, and the total power is 80 + 80 + 160 = 320kW. Compared to the power of the hybrid vehicle mentioned above, this provides the possibility of reducing the power of the generator and drive motor without affecting the overall vehicle power, thus improving the economy of the hybrid vehicle.
[0056] It should be noted that, in the above... Figure 1In the example description, both the first motor 101 and the second motor 102 are adapted to be electrically connected to the second drive terminal Q2. Specifically, the energy storage terminal Q4 and the second drive terminal Q2 are electrically connected. The electrical energy generated by the first motor 101 and / or the second motor 102 flows into the battery 200 through the energy storage terminal Q4 and drives the second drive wheel 202 through the second drive terminal Q2. Therefore, both the first motor 101 and the second motor 102 can be used to drive the second drive wheel 202. In other embodiments, one of the first motor 101 and / or the second motor 102 can be configured to be electrically connected to the second drive terminal Q2, that is, one of the first motor 101 and / or the second motor 102 is used to drive the second drive wheel 202.
[0057] refer to Figure 3 and Figure 4 , Figure 3 This is a schematic diagram of the specific structure of the drive architecture with a second drive switch and a third drive switch provided in this embodiment. Figure 4 This is a schematic diagram of the specific structure of the drive architecture with a third motor provided in this embodiment.
[0058] In some embodiments, the drive architecture 10 further includes a second drive switch K1, the first end of which is adapted to be connected to the power input terminal Q3, and the second end of which is adapted to be driven to be connected to the output terminal of the second motor 102.
[0059] Specifically, the engine 100 is connected to the second motor 102 via the second drive switch K1. When the second drive switch K1 is on, the engine 100 is connected to the second motor 102, and the engine 100 charges the battery 200 based on the second motor 102; at this time, the second motor 102 is in power generation mode. When the first drive switch K2 is on, the second motor 102 is connected to the first drive wheel 201; at this time, the second motor 102 is in driving mode. Correspondingly, when both the first and second drive switches K1 are on, the second motor 102 is used for both power generation and driving modes. The setting of the first and second drive switches K1 facilitates the switching of the second motor 102 between different operating states.
[0060] In some embodiments, the drive architecture 10 further includes a third drive switch K3, the first end of which is adapted to be connected to the power input terminal Q3, and the second end of which is adapted to be driven to be connected to the output terminal of the first motor 101.
[0061] Specifically, the third drive switch K3 is located at the power input terminal Q3 and is used to control whether the vehicle is connected to power input, thereby controlling whether the vehicle operates in hybrid mode or pure electric mode.
[0062] In some embodiments, reference Figure 4 At least two motors 20 also include a third motor 103, which is adapted to connect to the second drive terminal Q2 and an energy connection point, respectively. The energy connection point is located between the energy output terminal of the first motor 101, the energy output terminal of the second motor 102, and the input terminal of the energy storage terminal Q4. In one example, refer to... Figures 1-4 The energy connection point is the intersection of the transmission path where the energy storage terminal Q4 is located and the transmission path where the second drive terminal Q2 is located.
[0063] In this example, battery 200 is configured to control third motor 103 to drive second drive wheel 202. When third drive switch K3 is closed, engine 100 is configured to drive first motor 101 to supply power to battery 200; when third drive switch K3 and second drive switch K1 are closed, engine 100 is configured to drive second motor 102 to supply power to battery 200; when first drive switch K2 is closed, battery 200 is configured to control second motor 102 to drive first drive wheel 201.
[0064] In one example, the engine 100 has a net power of 110kW, the first motor 101 has a rated power of 50kW and a maximum power of 80kW, the second motor 102 has a rated power of 40kW and a maximum power of 80kW, and the third motor 103 has a rated power of 80kW and a maximum power of 160kW. Compared to the power output of the aforementioned hybrid vehicles, this design provides the possibility of reducing the power of the generator and drive motor without affecting the overall vehicle power, thereby improving the fuel economy of hybrid vehicles.
[0065] In some embodiments, the sum of the maximum power of the first motor 101 and the maximum power of the second motor 102 is equal to the maximum power of the third motor 103.
[0066] In some embodiments, the maximum power of the first motor 101 and / or the maximum power of the third motor 103 is greater than or equal to the maximum power of the second motor 102.
[0067] If only the first drive wheel 201 is driven, the car is in front-wheel drive mode; if only the second drive wheel 202 is driven, the car is in rear-wheel drive mode; if both the first drive wheel 201 and the second drive wheel 202 are driven, the car is in four-wheel drive mode. Front-wheel drive, rear-wheel drive, and four-wheel drive are the three drive modes of a car.
[0068] As discussed above, the drive architecture 10 provided in this embodiment allows the engine 100 to control the first motor 101 to charge the battery 200, and also allows the first motor 101 and the second motor 102 to charge the battery 200, which are the two power generation modes of the drive architecture 10 provided in this embodiment.
[0069] In one example, two power generation modes and three drive modes together constitute six operating modes, as detailed below.
[0070] (1) Front-wheel drive mode + first power generation mode: Regardless of whether the car is in a high-battery, low-battery, or depleted state, the car is driven solely by front-wheel drive. This mode is used for emergency rear-wheel drive failures of the car.
[0071] (2) Four-wheel drive mode + first power generation mode. At this time, the first motor 101 generates electricity, and the second motor 102 and the third motor 103 are used for driving. When the battery is high, the car runs at maximum power, which is the car's sport mode (SPORT mode). When the battery is low, the car runs with high torque for light off-roading or tug-of-war. When the battery is depleted, it is recommended to generate electricity first. It is not recommended to use this working mode. It can be used for short-term operation to get the car out of trouble.
[0072] (3) Rear drive mode + first power generation mode. At this time, the first motor 101 generates electricity and the third motor 103 is used for driving. Regardless of whether the car is in a high battery, low battery or depleted state, the car is driven by rear drive alone.
[0073] (4) Rear-drive mode + second power generation mode, in which the first motor 101 and the second motor 102 generate electricity, and the third motor 103 is used for driving, which is the normal operation mode of the car when the battery is low and the battery is depleted.
[0074] (5) Front-wheel drive mode + second power generation mode, in which the second motor 102 is used for both power generation and driving, applied to the working mode of emergency rear-wheel drive failure of automobile.
[0075] (6) Four-wheel drive mode + second power generation mode. At this time, the second motor 102 is used for both power generation and driving. In addition, the first motor 101 is used for power generation and the third motor 103 is used for driving. Regardless of whether the car is in a high battery, low battery or depleted state, the car is in four-wheel drive control, which is applied to the car's motion mode.
[0076] Specifically, in the six working modes of the above example, (1) the first drive switch K2 is open and the second drive switch K1 is closed; (2) the first drive switch K2 is open and the second drive switch K1 is closed; (3) the first drive switch K2 is open and the second drive switch K1 is open; (4) the first drive switch K2 is closed and the second drive switch K1 is open; (5) the first drive switch K2 is closed and the second drive switch K1 is closed; (6) the first drive switch K2 is closed and the second drive switch K1 is closed.
[0077] In some embodiments, at least one of the first drive switch K2, the second drive switch K1, and the third drive switch K3 is based on a clutch; in one example, the first drive switch K2 is based on a first clutch, the second drive switch K1 is based on a second clutch, and the third drive switch K3 is based on a third clutch. In another example, two of the first drive switch K2, the second drive switch K1, and the third drive switch K3 are based on a clutch. Specifically, the first clutch, the second clutch, and the third clutch can be electronically controlled by the vehicle's central control system, or they can be equipped with corresponding mechanical structures for manual operation. It should be noted that this embodiment does not limit the specific number of the first drive switch K2, the second drive switch K1, and the third drive switch K3 that are based on a clutch.
[0078] refer to Figure 5 , Figure 5 The diagram below illustrates the specific drive structure for the transmission connection provided in this embodiment. The engine (ICE, 100) is connected to the first motor (G, 101) via the first transmission gear GB1. The engine ICE is also connected to the second motor (MG, 102) via the second transmission gear GB2 and the third transmission gear GB3. The second motor MG is connected to the first drive wheel (Whl1, 201) via the second transmission gear GB2 and the fourth transmission gear GB4. The battery (BAT, 200) is electrically connected to the first inverter circuit INV1, the second inverter circuit INV2, and the third inverter circuit INV3. The first inverter circuit INV1 is electrically connected to the first motor G, the second inverter circuit INV2 is electrically connected to the second motor MG, and the third inverter circuit INV3 is electrically connected to the third motor (M, 103). The third motor M is connected to the second drive wheel (Whl2, 202) via the fifth transmission gear GB5 and the sixth transmission gear GB6.
[0079] In some embodiments, the output of the energy storage terminal Q4 is adapted to be connected to the battery 200 via a DC / DC isolation circuit. Specifically, the battery BAT is electrically connected to the DC / DC isolation circuit, which is electrically connected to the first inverter circuit INV1, the second inverter circuit INV2, and the third inverter circuit INV3.
[0080] In some embodiments, the battery is connected to the first inverter circuit INV1, the second inverter circuit INV2, and the third inverter circuit INV3 via a boost module; in one example, the boost module is implemented using a PFC topology.
[0081] In some embodiments, the first inverter circuit INV1, the second inverter circuit INV2, and the third inverter circuit INV3 have the same structure. This embodiment uses the first inverter circuit INV1 as an example. In one example, the first inverter circuit INV1 includes at least one bridge arm branch. The number of bridge arm branches is the same as the number of phases of the motor 20. One end of the bridge arm branch is connected to the positive terminal of the battery 200, and the other end is connected to the negative terminal of the battery 200. The midpoint of the bridge arm is connected to the coil input terminal of the corresponding phase of the motor 20. Each bridge arm branch includes an upper power transistor and a lower power transistor. The upper power transistor and the lower power transistor can be devices such as bipolar junction transistors (BJTs), metal-oxide-semiconductor field-effect transistors (MOSFETs), insulated-gate bipolar transistors (IGBTs), etc., and this disclosure is not limited to these.
[0082] Specifically, the control terminal of each power transistor is used to receive control signals from the vehicle controller to realize electrical interaction between the battery 200 and the motor 20, including the motor 20 acting as a generator to charge the battery 200, or the motor 20 acting as a drive motor to drive the wheels with the battery 200 as the power source.
[0083] In some embodiments, the motor 20 includes a permanent magnet synchronous motor, an electrically excited motor, a hybrid excited motor, or an asynchronous motor (the number of motor phases can be: three-phase, five-phase, six-phase, nine-phase, twelve-phase motor, etc.). This embodiment uses a three-phase motor 20 as an example for illustration, and does not constitute a limitation on this embodiment. Those skilled in the art can extend the three-phase motor to motors with other phases.
[0084] refer to Figure 6 , Figure 6 This is a schematic diagram illustrating the driving principle of the drive structure provided in this embodiment for the first drive wheel. When the third drive switch K3 is open, it is equivalent to the engine ICE being disconnected; when the third drive switch K3 is closed, the engine ICE generates electricity through the generator G; when the third drive switch K3 and the first drive switch K1 are closed simultaneously, the engine ICE also generates electricity through the first motor MG; when the first drive switch K1, the second drive switch K2, and the third drive switch K3 are closed simultaneously, the engine ICE drives the first drive wheel Whl1; when the third drive switch K3 is open and the second drive switch K2 is closed, the first motor MG drives the first drive wheel Whl1.
[0085] In summary, the drive architecture provided in this embodiment, by reusing the drive motor as a generator, makes it possible to reduce the power of the generator and drive motor without affecting the overall vehicle power, thereby improving the economy of hybrid vehicles.
[0086] It should be noted that, without conflict, the features disclosed in the driver architecture 10 provided in the above embodiments can be randomly combined to obtain new driver architecture 10 embodiments.
[0087] Another embodiment of this disclosure also provides a driving method applied to the driving architecture provided in the above embodiments.
[0088] Specifically, the driving method provided in this embodiment includes: controlling at least two motors 20 to store energy separately or simultaneously when the first driving switch K2 is open, and controlling at least one motor 20 to drive the first driving terminal Q1 when the first driving switch K2 is closed.
[0089] In some embodiments, the control method further includes: controlling at least one motor 20 to drive the second drive terminal Q2 when the first drive switch K2 is off.
[0090] Specifically, refer to Figure 1 The first drive switch K2 is used to control the connection and disconnection between the first drive terminal Q1 and the motor 1. When the first drive switch K2 is open, the motor 1 can be in the power generation state to supply power to the energy storage terminal Q4; when the first drive switch K2 is closed, the motor 1 can be in the driving state to drive the first drive terminal Q1.
[0091] By reusing the power generation and driving states of motor 1, the power of motor 1 can be used for both power generation and driving. Assuming the driving power is x and the power generation power is y, the total power is x + y - reused power. This provides the possibility of reducing the power of the generator and drive motor without affecting the overall vehicle power, thereby improving the economy of hybrid vehicles.
[0092] In some embodiments, at least two motors 20 include a first motor 101 and a second motor 102, and the driving method includes: when the first drive switch K2 is closed, controlling the second motor 102 to drive the first drive terminal Q1 and controlling the first motor 101 to stop or store energy; when the first drive switch K2 is open, controlling the first motor 101 and the second motor 102 to store energy simultaneously or separately.
[0093] In some embodiments, at least two motors 20 further include a third motor 103, and the driving method includes: controlling the third motor 103 to drive the second driving terminal Q2 when the first driving switch K2 is closed; and controlling the third motor 103 to drive the second driving terminal Q2 when the first driving switch K2 is open.
[0094] In one example, two power generation modes and three drive modes together constitute six operating modes, as detailed below.
[0095] (1) Front-wheel drive mode + first power generation mode: Regardless of whether the car is in a high-battery, low-battery, or depleted state, the car is driven solely by front-wheel drive. This mode is used for emergency rear-wheel drive failures of the car.
[0096] (2) Four-wheel drive mode + first power generation mode. At this time, the first motor 101 generates electricity, and the second motor 102 and the third motor 103 are used for driving. When the battery is high, the car runs at maximum power, which is the car's sport mode (SPORT mode). When the battery is low, the car runs with high torque for light off-roading or tug-of-war. When the battery is depleted, it is recommended to generate electricity first. It is not recommended to use this working mode. It can be used for short-term operation to get the car out of trouble.
[0097] (3) Rear drive mode + first power generation mode. At this time, the first motor 101 generates electricity and the third motor 103 is used for driving. Regardless of whether the car is in a high battery, low battery or depleted state, the car is driven by rear drive alone.
[0098] (4) Rear-drive mode + second power generation mode, in which the first motor 101 and the second motor 102 generate electricity, and the third motor 103 is used for driving, which is the normal operation mode of the car when the battery is low and the battery is depleted.
[0099] (5) Front-wheel drive mode + second power generation mode, in which the second motor 102 is used for both power generation and driving, applied to the working mode of emergency rear-wheel drive failure of automobile.
[0100] (6) Four-wheel drive mode + second power generation mode. At this time, the second motor 102 is used for both power generation and driving. In addition, the first motor 101 is used for power generation and the third motor 103 is used for driving. Regardless of whether the car is in a high battery, low battery or depleted state, the car is in four-wheel drive control, which is applied to the car's motion mode.
[0101] Specifically, in the six working modes of the above example, (1) the first drive switch K2 is open and the second drive switch K1 is closed; (2) the first drive switch K2 is open and the second drive switch K1 is closed; (3) the first drive switch K2 is open and the second drive switch K1 is open; (4) the first drive switch K2 is closed and the second drive switch K1 is open; (5) the first drive switch K2 is closed and the second drive switch K1 is closed; (6) the first drive switch K2 is closed and the second drive switch K1 is closed.
[0102] Another embodiment of this disclosure also provides a controller that drives the device based on the driving method provided in the above embodiments.
[0103] Another embodiment of this disclosure also provides a vehicle that includes the controller provided in the above embodiments, or the drive architecture provided in the above embodiments.
[0104] The exclusive right of the vehicle possesses all the beneficial effects of the aforementioned minimally protected subject matter, which will not be elaborated upon here. The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not specifically limit it.
[0105] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the detailed descriptions of other embodiments above, which will not be repeated here.
[0106] The basic concepts have been described above. It is obvious that the detailed disclosure above is merely illustrative and does not constitute a limitation of this disclosure. Although not explicitly stated herein, various modifications, improvements, and corrections may be made to this disclosure by those skilled in the art. Such modifications, improvements, and corrections are suggested in this disclosure and therefore remain within the spirit and scope of the exemplary embodiments of this disclosure.
[0107] The above provides a detailed description of a driving architecture, driving method, controller, and vehicle provided by the embodiments of this disclosure. Specific examples have been used to illustrate the principles and implementation methods of this disclosure. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this disclosure. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this disclosure. Therefore, the content of this specification should not be construed as a limitation of this disclosure.
Claims
1. A drive architecture (10) characterized by, Comprising: at least two electric machines (20), each of the at least two electric machines (20) being adapted to be connected to a power input end (Q3) and an energy storage end (Q4); a first drive switch (K2), a first end of the first drive switch (K2) being drivingly connected to at least one of the electric machines (20), a second end of the first drive switch (K2) being adapted to be connected to a first drive end (Q1); the first drive switch (K2) being adapted to control the connection and disconnection of the first drive end (Q1) to at least one of the electric machines (20) to put at least one of the electric machines (20) in a driving state or a power generating state.
2. The driving architecture (10) according to claim 1, characterized in that the at least two electric machines (20) being adapted to be connected to a second drive end (Q2), the second drive end (Q2) and the first drive end (Q1) being adapted to be connected to different drive assemblies, respectively.
3. The driving architecture (10) according to claim 2, characterized in that the at least two electric machines (20) comprising a first electric machine (101) and a second electric machine (102); the first electric machine (101) being adapted to be connected to the power input end (Q3) and the energy storage end (Q4), respectively; the second electric machine (102) being adapted to be connected to the power input end (Q3), the energy storage end (Q4) and a first end of the first drive switch (K2), respectively.
4. The driving architecture (10) according to any one of claims 1 to 3, characterized in that Further comprising: a second drive switch (K1), a first end of the second drive switch (K1) being adapted to be connected to the power input end (Q3), a second end of the second drive switch (K1) being drivingly connected to an input end of the second electric machine (102).
5. The driving architecture (10) according to any one of claims 1 to 3, characterized in that, Further comprising: a third drive switch (K3), a first end of the third drive switch (K3) being adapted to be connected to the power input end (Q3), a second end of the third drive switch (K3) being drivingly connected to an input end of the first electric machine (101).
6. The driving architecture (10) according to claim 2, characterized in that the at least two electric machines (20) further comprising a third electric machine (103), the third electric machine (103) being adapted to be connected to the second drive end (Q2) and an energy connection point, the energy connection point being located between an energy output end of the first electric machine (101), an energy output end of the second electric machine (101) and an input end of the energy storage end (Q4).
7. The driving architecture (10) according to claim 6, characterized in that a sum of a maximum power of the first electric machine (101) and a maximum power of the second electric machine (102) being greater than or equal to a maximum power of the third electric machine (103).
8. The driving architecture (10) according to claim 7, characterized in that the maximum power of the first electric machine (101) and / or the maximum power of the third electric machine (103) being greater than or equal to the maximum power of the second electric machine (102).
9. The driving architecture (10) according to claim 1, characterized in that the power input end (Q3) being adapted to be connected to an engine (100).
10. The driving architecture (10) according to claim 1, characterized in that an output end of the energy storage end (Q4) being adapted to be connected to a battery (200).
11. The driving architecture (10) according to claim 10, characterized in that the output end of the energy storage end (Q4) being adapted to connect the battery (200) through a DC / DC isolation circuit.
12. The driving architecture (10) according to claim 5, characterized in that at least one of the first drive switch (K2), the second drive switch (K1) and the third drive switch (K3) being based on a clutch.
13. The driving architecture (10) according to claim 1, characterized in that the driving connection comprising at least one of a gear-based driving connection, a driving rod-based driving connection, a gear and driving rod-based driving connection.
14. A driving method applied to the driving architecture (10) according to any one of claims 1 to 13, characterized in that, Comprising: In a state where the first driving switch (K2) is open, controlling the at least two motors (20) to store energy respectively or simultaneously; In a state where the first driving switch (K2) is closed, controlling at least one of the motors (20) to drive the first driving end (Q1).
15. The driving method according to claim 14, wherein Further comprising: In a state where the first driving switch (K2) is open, controlling at least one of the motors (20) to drive the second driving end (Q2).
16. The driving method according to claim 14 or 15, wherein The at least two motors (20) comprise a first motor (101) and a second motor (102), and the driving method comprises: in a state where the first driving switch (K2) is closed, controlling the second motor (102) to drive the first driving end (Q1), and controlling the first motor (101) to stop or store energy; in a state where the first driving switch (K2) is open, controlling the first motor (101) and the second motor (102) to store energy simultaneously or respectively.
17. The driving method according to claim 16, wherein The at least two motors (20) further comprise a third motor (103), and the driving method comprises: in a state where the first driving switch (K2) is closed, controlling the third motor (103) to drive the second driving end (Q2); in a state where the first driving switch (K2) is open, controlling the third motor (103) to drive the second driving end (Q2).
18. A controller characterized by comprising: Driving based on the driving method according to any one of claims 14-17.
19. A vehicle characterized by comprising: The controller according to claim 18, or the driving architecture according to any one of claims 1-13.