CN117301882A - A vehicle multi-motor coupled electric drive control system - Google Patents

Abstract

The present application relates to a vehicle multi-motor coupled electric drive control system, and to the technical field of electromechanical integrated drive control systems. It includes a gearbox, the output end of the gearbox is connected to a differential, the input end of the gearbox is provided with four sets of motors, the four sets of motors are coupled to each other in parallel, and a fixed-axis electromechanical coupling structure for torque transmission is provided in the gearbox. The gearbox is provided with an oil cooling circulation structure. The oil cooling circulation structure is used to cool the gearbox and the motor to optimize the working conditions of the gearbox and the motor. It also includes two sets of controllers, and the motor is electrically connected to the controller. This application is mainly used in market segments such as commercial vehicle heavy trucks, mining trucks and construction machinery, as a solution to problems such as the lack of high-power, high-efficiency power systems, especially for special industries such as low-speed heavy-load and high-frequency short-distance barge transportation. It has the effect of optimizing the working conditions of the engine or motor, reducing fuel consumption and emissions, and ensuring good power performance according to the needs of the actual use scenario.

Description

A vehicle multi-motor coupled electric drive control system

Technical field

The present application relates to the technical field of mechatronic drive control systems, and in particular to a vehicle multi-motor coupled electric drive control system.

Background technique

The main advantage and purpose of the development of pure electric or hybrid vehicles is energy conservation and emission reduction. Reducing vehicle fuel consumption and emissions while ensuring good power performance is one of the current mainstream development directions of the automobile industry.

In the commercial vehicle segment market such as heavy trucks, mining trucks and construction machinery, there is a lack of high-power and high-efficiency power system solutions, especially the special working conditions of low-speed heavy-load and high-speed short-distance transportation, and the application of power systems. It can effectively provide power system solutions for commercial vehicles in this field; although the technical difficulty of converting oil to electric power is easy and the development cycle is short, there are too many vehicle boundary constraints and cannot be standardized and unified.

At present, a large number of passenger cars are promoting 800V. The first is high power, and the second is charging speed, that is, super charging. Commercial vehicles will adopt the 800V route in the short term because production costs, supply chain and supporting infrastructure, such as charging piles, etc. must be considered. Popularization and promotion, so it is difficult to truly achieve industrialization.

From the perspective of controller output, most of the output voltages of existing controllers used in commercial vehicles are not automotive grade, because the voltage of commercial vehicles is generally rated at 540V, and the current voltage range of automotive grade silicon carbide In the 400-900V range, there are also 1200V. Therefore, if the voltage of commercial vehicles needs to be increased to the rated 750V or higher, a silicon carbide system must be used to meet the needs of lightweight, high integration, and long battery life.

From the perspective of motors and gearboxes, commercial heavy-duty trucks can operate motors below 12,000 rpm in the short term. Similar to fuel vehicles, matching reducers can multiply the torque of the driving motors. Multi-speed gearboxes will also make the motors work at a longer speed. An efficient speed range allows the system to have a wider speed range and greater torque. However, there are some limiting factors in multi-speed transmissions such as performance, working conditions, reliability, and cost. With the development of motor technology, the speed is increasing. High, the vehicle speed inflection point where the vehicle obtains sustained maximum output torque gradually shifts from low speed to high speed, that is, the most economical cruising speed and efficient working range corresponding to the motor are gradually expanding. Therefore, under low-speed and heavy-load conditions, there is no need for a multi-speed transmission to enlarge the high-efficiency range of the motor's operation.

In summary, considering all factors, increasing the voltage level of the vehicle system to 800V and using multi-motor + silicon carbide controller + single-speed gearbox is currently the best solution for high-power models such as commercial vehicles, heavy trucks, and mining trucks. .

Contents of the invention

In order to optimize the working conditions of the engine or motor of the electromechanical coupling system, reduce fuel consumption and emissions while ensuring good power performance, this application provides a vehicle multi-motor coupling electric drive control system.

A vehicle multi-motor coupled electric drive control system provided by this application adopts the following technical solution:

A vehicle multi-motor coupling electric drive control system, including a gearbox, the output end of the gearbox is connected to a differential, the input end of the gearbox is provided with four groups of motors, and the four groups of motors are coupled to each other in parallel, The gear box is provided with a fixed-axis electromechanical coupling structure for torque transmission. The gear box is provided with an oil cooling circulation structure. The oil cooling circulation structure is used to cool the gear box and motor to optimize the gear. The working condition of the box and motor;

It also includes two sets of controllers, and the motors are electrically connected to the controllers.

By adopting the above technical solution, the vehicle multi-motor coupled electric drive control system of the present application is powered by an external battery pack. The controller performs inverter rectification on the input current, and the current passing through the stator winding in the motor generates electromagnetic induction, thereby driving The rotor rotates, and the rotor transmits the rotational torque to the gearbox. Through the mechanical transmission of the fixed shaft electromechanical coupling structure in the gearbox, it drives the differential, that is, the vehicle's drive axle package to distribute the power to drive the vehicle's axle tires. , when the vehicle multi-motor coupled electric drive control system of the present application is running, the oil cooling circulation structure can continuously perform heat exchange and cooling on the gearbox and motor, thereby optimizing the working conditions of the gearbox and motor, so as to reduce fuel consumption and emissions. At the same time, the effect of good dynamic performance is maintained.

Optionally, the fixed-shaft electromechanical coupling structure includes four input shafts, four input shaft gears, an output shaft and an output shaft gear, and the motor, input shaft and input shaft gear are in one-to-one correspondence; The input shaft is rotatably connected to the gearbox, the rotor of the motor is connected to the corresponding input shaft, the input shaft gear is sleeved on the corresponding input shaft peripheral wall, the output shaft is rotatably connected to the gearbox, and the output shaft is connected to the differential The output shaft gear is connected to the transmission, the output shaft gear is sleeved on the output shaft peripheral wall, the output shaft gear is located between the four input shaft gears, and each of the input shaft gears meshes with the output shaft gear.

By adopting the above technical solution, the rotor of the motor is connected to the corresponding input shaft. During the rotation of the electronic rotor, the input shaft is driven to rotate, thereby controlling the output shaft through the meshing relationship between the input shaft gear and the output shaft gear. transmission, and then drives the differential to operate. The fixed-axis electromechanical coupling structure of this application can independently control the operating conditions of the motor during electrical coupling, so as to control the motor to work in the most economical area and improve energy conversion efficiency and transmission efficiency.

Optionally, the rotor peripheral wall is provided with a front bearing and a rear bearing, and the rotor is rotationally connected to the motor housing through the front bearing and the rear bearing; the input shaft peripheral wall is provided with an input shaft front bearing and an input shaft rear bearing, so The input shaft is rotatably connected to the gear box through the front input shaft bearing and the rear input shaft bearing; the peripheral wall of the output shaft is provided with a front cone bearing and a rear cone bearing, and the output shaft is rotatably connected to the gear through the front cone bearing and the rear cone bearing. box.

By adopting the above technical solution, a front bearing and a rear bearing are provided. The input shaft front bearing, input shaft rear bearing, front cone bearing and rear cone bearing can effectively reduce the wear of the rotor, input shaft and output shaft during rotation, making the rotation smoother, improving the smoothness during the transmission process and extending the service life.

Optionally, the oil cooling circulation structure includes a gearbox oil pan, an oil pump oil separator, four oil pumps and four heat exchangers, and the motor, oil pump and heat exchanger are in one-to-one correspondence; the oil pumps The oil separator is connected to the oil outlet of the gearbox oil pan. The oil pump is arranged on the outer wall of the corresponding motor. The oil pump is connected to the oil outlet of the corresponding motor. The oil pump oil separator is used to remove the oil from the gearbox oil bottom. The oil flowing out of the shell is distributed into the oil pump. The heat exchanger is connected to one end of the oil pump away from the oil separator of the oil pump. The oil outlet end of the heat exchanger is connected to the stator winding in the motor shell. The rotor rotates to drive the oil. Flows into the inner bore of the input shaft of the gearbox.

By adopting the above technical solution, the lubricating oil inside the gearbox flows into the gearbox oil pan after lubrication of the internal structure of the gearbox, and enters the oil pump oil separator through the gearbox oil pan. The lubricating oil is discharged through the oil pump oil separator. Distributed to four oil pumps, the remaining lubricating oil in the motor corresponding to the oil pump will also enter the oil pump. The lubricating oil will then enter the heat exchanger from the oil pump. The heat exchanger will exchange heat and cool down the lubricating oil. After the cooling is completed, The lubricating oil will continue to be transported to the stator winding of the corresponding motor, thereby spraying and cooling the stator winding with the cooled lubricating oil, and at the same time lubricating the bearings on the rotor in the motor, and the lubricating oil further enters the rotor. In the inner hole, during the rotation of the rotor, it follows the rotor into the inner hole of the gear box input shaft, thereby entering the gear box, cooling and lubricating the internal parts of the gear box, thus forming a complete set of oil Cold circulation and branch oil passages realize active lubrication function, ensuring the cooling and lubrication effect of the bearing when the motor is at high speed. In addition, integrated cooling no longer needs to consider the sealing problem when the motor shaft rotates at high speed, and has high practicality.

Optionally, the oil cooling circulation structure also includes a first temperature sensor, a first pressure sensor, a second temperature sensor and a second pressure sensor arranged corresponding to four groups of motors. The first temperature sensor and the first pressure sensor are both Connected to the corresponding oil pump, the first temperature sensor and the first pressure sensor are respectively used to detect the temperature and oil pressure flowing through the oil pump, and the second pressure sensor and the second temperature sensor are arranged at the oil outlet of the corresponding heat exchanger. At the end, the second pressure sensor and the second temperature sensor are used to monitor the oil pressure and temperature flowing through the heat exchanger.

By adopting the above technical solution, setting the first temperature sensor, the first pressure sensor, the second temperature sensor and the second pressure sensor can perform real-time temperature and oil pressure monitoring of the lubricating oil circulating in the oil cooling circulation structure, so as to monitor the temperature and oil pressure of the lubricating oil circulating in the oil cooling circulation structure. When the oil pressure is abnormal, the driver and the vehicle controller are promptly reminded, thereby improving the use safety of the vehicle multi-motor coupling electric drive control structure of the present application.

Optionally, a first filter screen is provided between the gearbox oil pan and the oil separator of the oil pump, and a second filter screen is provided between the oil outlet end of the motor and the oil pump. The oil pump and the heat exchanger There is a fine filter between them.

By adopting the above technical solution, the first filter, the second filter and the fine filter can filter impurities such as iron filings mixed in the lubricating oil to improve the overall quality of the lubricating oil, and at the same time prevent oil pumps and heat exchange The problem of clogging caused by excessive iron filings inside components such as the device makes the oil cooling circulation structure of the present application safer, more stable and efficient in operation.

Optionally, each of the controllers includes two sets of IGBT modules. The IGBT modules and the motors are in one-to-one correspondence. The IGBT modules are electrically connected to the corresponding motor windings. Each of the IGBT modules includes 6 IGBT modules. A MOS tube switching device and a diode, and the MOS tube switching device and the diode are arranged in parallel.

By adopting the above technical solution, the IGBT module can be set up to control the opening and closing of the motor and the operating power, so that the vehicle can adopt different operating modes at different driving speeds, so that the entire vehicle can operate in a more efficient and energy-saving manner.

Optionally, the MOS tube switching device material is SiC.

By adopting the above technical solution, MOS tube switching devices made of SiC material can effectively reduce switching losses, increase the vehicle's cruising range by 5-10%, and improve energy conversion efficiency. At the same time, SiC has the effect of being lightweight and has a smaller area. The size of the controller can be reduced by about 10-40% to reduce the cost of the entire vehicle.

Optionally, a transition plate is provided between the motor and the gearbox, and the motor is connected to the gearbox through the transition plate.

By adopting the above technical solution, a transition plate is provided for the motor to be installed, allowing quick assembly and disassembly between the motor and the gearbox, improving convenience.

Optionally, a support frame is provided on the outer wall of the motor, and the controller is assembled with the motor through the support frame.

By adopting the above technical solution, a support frame is provided to facilitate the disassembly of the controller and the motor, improving the convenience of assembly. At the same time, the controller and the motor can be separated to ensure the safety of their respective structures.

To sum up, this application includes at least one of the following beneficial technical effects:

1. The vehicle multi-motor coupled electric drive control system of this application is powered by an external battery pack. The controller inverts and rectifies the input current. The current passing through the stator winding in the motor generates electromagnetic induction, thereby driving the rotor to rotate. The rotor transmits the rotational torque to the gearbox, and through further transmission by the fixed shaft electromechanical coupling structure in the gearbox, drives the differential, that is, the vehicle drive axle package to distribute the power to drive the vehicle's axle tires. In this application When the vehicle multi-motor coupled electric drive control system is running, the oil cooling circulation structure can continuously exchange heat and cool the gearbox and motor, thereby optimizing the working conditions of the gearbox and motor, so as to reduce fuel consumption and emissions while maintaining good performance. Dynamic performance effects;

2. The use of SiC material for MOS tube switching devices can effectively reduce switching losses, increase the vehicle's cruising range by 5-10%, and improve energy conversion efficiency. At the same time, SiC has the effect of lightweighting, and its smaller area can reduce control The volume of the device is about 10-40% to reduce the cost of the entire vehicle.

Description of drawings

Figure 1 is a schematic structural diagram of a vehicle multi-motor coupled electric drive control system in an embodiment of the present application.

Figure 2 is a cross-sectional view of the motor and gearbox in the embodiment of the present application.

Figure 3 is a schematic diagram of the structure of the controller in the embodiment of the present application.

Figure 4 is a schematic diagram of the oil cooling circulation structure in the embodiment of the present application.

Figure 5 is a schematic diagram of switching between different vehicle speed modes according to the embodiment of the present application.

Explanation of reference signs: 1. Oil pump; 2. Heat exchanger; 3. Controller; 4. Motor; 5. Gear box; 6. Support frame; 7. Motor shell; 8. Rear bearing; 9. Stator winding; 10. Rotor; 11. Front bearing; 12. Transition plate; 13. Oil seal; 14. Input shaft; 15. Input shaft front bearing; 16. Input shaft gear; 17. Input shaft rear bearing; 18. Output shaft large gear; 19. Rear cone bearing; 20. Front cone bearing; 21. Output shaft oil seal; 22. Output shaft; 23. Fixed shaft electromechanical coupling structure; 24. Oil cooling circulation structure; 25. Gear box oil pan; 26. Oil pump Oil separator; 27. First temperature sensor; 28. First pressure sensor; 29. Second temperature sensor; 30. Second pressure sensor; 31. First filter; 32. Second filter; 33. Fine filter Network; 34. IGBT module; 35. MOS tube switching device; 36. Diode.

Implementation

The present application will be further described in detail below in conjunction with Figures 1-5.

An embodiment of the present application discloses a vehicle multi-motor coupled electric drive control system. Referring to Figures 1 and 2, it includes a gearbox 5, four motors 4 and two controllers 3. A transition plate 12 is provided on one side of the gearbox 5. The four motors 4 are connected to the gearbox 5 through the transition plate 12 to facilitate control. The motors 4 are quickly assembled and connected; the four sets of motors 4 are coupled to each other in parallel. Each motor housing 7 is provided with a stator winding 9, which is connected to a rotor 10. The peripheral wall of the rotor 10 is provided with a front bearing 11 and a rear bearing 8. The rotor 10 forms a rotational connection with the motor housing 7 through the front bearing 11 and the rear bearing 8.

Referring to Figures 1 and 2, a fixed-shaft electromechanical coupling structure 23 for torque transmission is provided in the gearbox 5. The fixed-shaft electromechanical coupling structure 23 includes four input shafts 14, four input shaft gears 16, and an output shaft 22. and the output shaft gear 18, wherein the motor 4, the input shaft 14 and the input shaft gear 16 are arranged in one-to-one correspondence.

Referring to Figures 1 and 2, the input shaft 14 is provided with an input shaft front bearing 15 and an input shaft rear bearing 17 on the peripheral wall. The input shaft 14 is rotationally connected to the gearbox 5 through the input shaft front bearing 15 and the input shaft rear bearing 17. The rotor 10 One end of the motor housing 7 is connected to the corresponding input shaft 14 through splines, thereby rotating the input shaft 14; the output shaft 22 is arranged on the inner wall of the gear box 5 away from the motor 4, and one end of the output shaft 22 extends out of the gear. The gearbox 5 is connected to the drive axle package (differential). The output shaft 22 is located on the peripheral wall of the gearbox 5 and is provided with a front cone bearing 20 and a rear cone bearing 19. The output shaft 22 passes through the front cone bearing 20 and the rear cone bearing 19. It forms a rotational connection with the gear box 5.

Referring to Figures 1 and 2, the input shaft gear 16 is sleeved on the peripheral wall of the corresponding input shaft 14, the output shaft gear 18 is sleeved on the peripheral wall of the output shaft 22, and the output shaft gear 18 is located between the four input shaft gears 16, each Each input shaft gear 16 meshes with the output shaft gear 18, thereby enabling power transmission.

Referring to Figures 1 and 2, a support frame 6 is provided on the outer wall of the motor 4. The controller 3 is assembled with the motor 4 through the support frame 6. Each controller 3 is electrically connected to two motors 4. During specific use, the motor 4. There is an external battery pack. The rated 600V/282kWh battery pack provides a continuous 200A current through the DC bus. After inverter rectification by the two controllers 3, the current flows through the stator winding 9 of the motor 4, generating electromagnetic induction to drive the rotor 10 to rotate. The rotor 10 and the input shaft 14 of the gearbox 5 are splined and assembled together with tooth side centering. The torque output by the rotor 10 is meshed with the input shaft gear 16 and the output shaft large gear 18, and the torque is transmitted to the output shaft 22, and finally by The output shaft 22 is connected to an external transmission shaft and distributes power to the drive axle package to drive the vehicle's axle tires; when electrically coupled, the fixed-shaft electromechanical coupling structure 23 can independently control the engine operating conditions, control the engine to work in the most economical area, and rotate When torque is coupled, the engine's torque is controllable, but the speed cannot be controlled independently. Therefore, the engine can be made to work in the economic zone by controlling the torque of the motor 4.

Referring to Figures 1 and 3, each set of controllers 3 includes two sets of IGBT modules 34. The IGBT modules 34 and the motors 4 are arranged in one-to-one correspondence. The IGBT modules 34 are electrically connected to the corresponding windings of the motor 4; each set of IGBTs The modules 34 each include six SiC silicon carbide MOS tube switching devices 35 and one diode 36. The six SiC silicon carbide MOS tube switching devices 35 and the diode 36 are arranged in parallel. The material of the MOS tube switching device 35 is SiC, which can reduce switching losses. It can increase the cruising range by 5-10%; thanks to the superior performance of SiC, the size of the controller 3 can be reduced by about 10% to 40%; reducing the cost of the entire vehicle.

Further, using the controller 3 of the present application, a total of 24 SiC silicon carbide MOS tube switching devices 35 of the present application are named Q1-Q24 in sequence, and the four diodes 36 are named T1-T4 respectively. Correspondingly, the four The stator winding 9 of motor 4 is also named 1#-4# motor 4 winding:

Referring to Figure 3 and Figure 5, when the vehicle is traveling at high speed (vehicle speed n ≥ 45km/h), T1 & T3 are turned on, T2 & T4 are turned off, the 4 windings of the 1# and 3# motors participate in the work (partial winding), the 2# and 4# motors 4 winding stops working. This mode reduces the number of 4 participating motors, that is, reduces the winding back electromotive force and reduces the field weakening depth, allowing the system to maintain constant power and high efficiency operation;

When the vehicle is running at low speed (vehicle speed n＜25km/h), T1&T3 are turned off, T2&T4 are turned on, and the 4 windings of 1~4# motors work at the same time (full winding). This mode increases the number of participating motors, that is, increases the number of winding turns, and improves the torque output capability of the entire system;

When the vehicle speed is 25 ≤ n < 45 km/h, T2 & T4 are closed, and the capacitor and battery pack are charged through the body diode 36 of the 12 MOS tubes Q7-Q12 and Q19-Q24 to achieve energy recovery.

Referring to Figures 2 and 4, an oil cooling circulation structure 24 is provided on the gear box 5 to cool the gear box 5 and the motor 4 and optimize the working conditions of the gear box 5 and the motor 4. The oil cooling circulation structure 24 includes gears. The tank oil pan 25, the oil pump oil separator 26, four oil pumps 1 and four heat exchangers 2, among which the motor 4, the oil pump 1 and the heat exchanger 2 are arranged in one-to-one correspondence.

Referring to Figure 4, the gearbox oil pan 25 is connected to the oil outlet of the gearbox 5. The oil pump 1 is installed on the outer wall of the corresponding motor 4. The oil pump 1 is connected to the oil outlet of the corresponding motor 4. The gearbox oil pan 25 and the oil pump A first filter screen 31 is provided between the oil separators 26 to filter impurities such as iron filings; the oil pump oil separator 26 is used to distribute the oil flowing out of the gearbox oil pan 25 into the oil pump 1. , the oil outlet end of each motor 4 is also connected to the corresponding oil pump 1. A second filter 32 is provided between the oil outlet end of the motor 4 and the oil pump 1. The remaining lubricating oil in the motor housing 7 can also enter the corresponding oil pump 1. Inside the oil pump 1.

Referring to Figure 4, the heat exchanger 2 is connected to the end of the oil pump 1 away from the oil separator 26 of the oil pump. A fine filter 33 is provided between the oil pump 1 and the heat exchanger 2 for further filtering impurities such as iron filings. To prevent clogging in the heat exchanger 2, the oil outlet end of the heat exchanger 2 is connected to the stator winding 9 in the motor housing 7. The rotation of the rotor 10 drives the oil to flow into the inner hole of the input shaft 14 of the gear box 5.

Referring to Figure 4, the oil cooling circulation structure 24 also includes a first temperature sensor 27, a first pressure sensor 28, a second temperature sensor 29 and a second pressure sensor 30 arranged corresponding to the four groups of motors 4. The first temperature sensor 27 and the first The pressure sensors 28 are connected to the corresponding oil pump 1. The first temperature sensor 27 and the first pressure sensor 28 are respectively used to detect the temperature and oil pressure flowing through the oil pump 1. The second pressure sensor 30 and the second temperature sensor 29 are arranged in the corresponding oil pump 1. At the oil outlet end of the heat exchanger 2 , the second pressure sensor 30 and the second temperature sensor 29 are used to monitor the oil pressure and temperature flowing through the heat exchanger 2 .

During the specific implementation process, the motor 4 adopts spray cooling, the bearings are actively lubricated, the input shaft 14 is provided with an oil seal 13, and the output shaft 22 is provided with an output shaft oil seal 21. An integrated oil passage design is adopted, and the rotor 10 of the motor 4 The shaft and the input shaft 14 of the gearbox 5 can be made into one piece. The bearing chamber is designed with branch oil passages to realize the active lubrication function, ensuring the cooling and lubrication effect of the bearing when the motor 4 is at high speed. In addition, the integrated cooling no longer needs to consider the motor 4 axis. Sealing problems during high-speed rotation; monitor the pressure and temperature of the system at different parts. The cooling medium is a special oil for the gearbox. Different cooling points have different flow requirements. On the other hand, in order to prevent the internal pressure of the cooling lubrication system from being too high, the oil pump 1 is equipped with a safety relief valve.

Furthermore, this application adopts a four-motor parallel architecture + multi-mode switching control strategy, which can flexibly switch under the following five different working modes to improve system efficiency and save energy consumption.

(1) EV mode: Under low-speed working conditions (10~25km/h), due to the low power efficiency of the internal combustion engine, the engine does not work in this mode. In the case of single-axle drive (such as 4×2 models), the 4 motors (full windings) or 2 motors (partial windings) drive the vehicle; when the vehicle starts at a low speed of 25km/h or under specific working conditions or goes uphill with a heavy load, the 4 motors are controlled to output power at the same time; at a high speed of 45km /h or above, only 2 of the motors are controlled to output power; at 25~45km/h, the shift range is entered, and 2 motors or 4 motors output power.

(2) Series mode (extended range model): When the battery power is insufficient under low-speed conditions, the hybrid system switches to a series architecture, and the engine (diesel or methanol) drives the generator to provide power for the drive motor. At this time, the hybrid system is powered by 2 sets of dual motor controllers control the flow of energy to ensure that the engine remains in an efficient working range and supplies power to the battery and drive motor.

(3) Engine direct drive mode (hybrid model - petrol-electric or methanol & electric): The engine works more efficiently under medium and high-speed conditions. The series mode needs to drive the motor and adds some transmission mechanical devices, resulting in a waste of kinetic energy. Hybrid The system adopts engine direct drive mode, which can reduce fuel consumption by 10% to 15% compared with series mode.

(4) Parallel mode (hybrid or extended-range models): Under dual-axle drive (such as 6×4 models), heavy load uphill (16%-30%) or rapid acceleration conditions, the diesel or methanol engine remains at The high-efficiency working area directly drives one axle wheel, and the other axle is provided with auxiliary power by this 4-motor drive system.

(5) Energy recovery mode: When decelerating and braking or the vehicle is going downhill with a heavy load or the vehicle speed is in the 25~45km/h gear shifting range, the system can convert part of the kinetic energy into electrical energy, and two of the motors act as generators for energy recovery. Charge the battery (only for single-axle drive 4×2 models) and reduce energy waste caused by friction. Under dual-axle drive (such as a 6×4 model), it is driven by 4 motors on one bridge, and the 4 motors on the other bridge serve as a generator to recycle energy and charge it to the battery pack.

Among them, modes (1) and (5) are suitable for pure electric models; modes (1) ~ (5) are suitable for hybrid or extended-range models, specifically whether they are 4×2 single-axle drive models or 6×4 dual-axle drive models. OEM development definition.

The implementation principle of a vehicle multi-motor coupled electric drive control system in the embodiment of the present application is as follows: an external battery pack supplies energy to the vehicle multi-motor coupled electric drive control system of the present application, and the controller 3 inverts the input current. Rectification, the current passing through the stator winding 9 in the motor 4 generates electromagnetic induction, thereby driving the rotor 10 to rotate. The rotor 10 transmits the rotation torque to the gear box 5, and is further driven by the fixed shaft electromechanical coupling structure 23 in the gear box 5 to drive The differential, that is, the vehicle drive axle package distributes power to drive the vehicle's axle tires. When the vehicle multi-motor coupled electric drive control system of the present application is running, the oil cooling circulation structure 24 can continuously control the gear box 5 And the motor 4 performs heat exchange and cooling, thereby optimizing the working conditions of the gearbox 5 and the motor 4, so as to achieve the effect of reducing fuel consumption and emissions while maintaining good power performance.

The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application shall be covered by the scope of protection of the present application. Inside.

Claims (10)

1. A multi-motor coupling electric drive control system for a vehicle is characterized in that: the motor driving device comprises a gear box (5), wherein the output end of the gear box (5) is connected with a differential mechanism, the input end of the gear box (5) is provided with four groups of motors (4), the four groups of motors (4) are mutually coupled in parallel, a fixed shaft type electromechanical coupling structure (23) for torque transmission is arranged in the gear box (5), an oil cooling circulation structure (24) is arranged on the gear box (5), and the oil cooling circulation structure (24) is used for cooling the gear box (5) and the motors (4) so as to optimize the working conditions of the gear box (5) and the motors (4); the motor also comprises two groups of controllers (3), and the motor (4) is electrically connected with the controllers (3).

2. The multi-motor coupling electric drive control system for a vehicle of claim 1, wherein: the fixed shaft type electromechanical coupling structure (23) comprises four input shafts (14), four input shaft gears (16), an output shaft (22) and an output shaft large gear (18), and the motor (4), the input shafts (14) and the input shaft gears (16) are in one-to-one correspondence; the input shaft (14) is rotationally connected with the gear box (5), a rotor (10) of the motor (4) is connected with the corresponding input shaft (14), an input shaft gear (16) is sleeved on the peripheral wall of the corresponding input shaft (14), an output shaft (22) is rotationally connected with the gear box (5), the output shaft (22) is connected with the differential mechanism, an output shaft big gear (18) is sleeved on the peripheral wall of the output shaft (22), the output shaft big gear (18) is positioned among the four input shaft gears (16), and each input shaft gear (16) is meshed with the output shaft big gear (18).

3. The multi-motor coupling electric drive control system for a vehicle of claim 2, wherein: the peripheral wall of the rotor (10) is provided with a front bearing (11) and a rear bearing (8), and the rotor (10) is rotationally connected to the motor casing (7) through the front bearing (11) and the rear bearing (8); the peripheral wall of the input shaft (14) is provided with an input shaft front bearing (15) and an input shaft rear bearing (17), and the input shaft (14) is rotatably connected to the gear box (5) through the input shaft front bearing (15) and the input shaft rear bearing (17); the peripheral wall of the output shaft (22) is provided with a front cone bearing (20) and a rear cone bearing (19), and the output shaft (22) is rotatably connected to the gear box (5) through the front cone bearing (20) and the rear cone bearing (19).

4. The multi-motor coupling electric drive control system for a vehicle of claim 1, wherein: the oil cooling circulation structure (24) comprises a gear box oil pan (25), an oil pump oil separator (26), four oil pumps (1) and four heat exchangers (2), wherein the motor (4), the oil pumps (1) and the heat exchangers (2) are in one-to-one correspondence; the oil pump oil separator (26) is communicated with the oil outlet end of the gear box oil pan (25), the oil pump (1) is arranged on the outer wall of the corresponding motor (4), the oil pump (1) is communicated with the oil outlet end of the corresponding motor (4), the oil pump oil separator (26) is used for distributing oil flowing out of the gear box oil pan (25) into the oil pump (1), the heat exchanger (2) is communicated with the oil pump (1) at one end far away from the oil pump oil separator (26), the oil outlet end of the heat exchanger (2) is communicated with the stator winding (9) in the motor casing (7), and the rotor (10) rotates to drive the oil to flow into an inner hole of the input shaft (14) of the gear box (5).

5. The vehicle multi-motor coupling electric drive control system of claim 4, wherein: the oil cooling circulation structure (24) further comprises a first temperature sensor (27), a first pressure sensor (28), a second temperature sensor (29) and a second pressure sensor (30) which are arranged corresponding to the four groups of motors (4), the first temperature sensor (27) and the first pressure sensor (28) are connected with the corresponding oil pump (1), the first temperature sensor (27) and the first pressure sensor (28) are respectively used for detecting the temperature and the oil pressure flowing through the oil pump (1), the second pressure sensor (30) and the second temperature sensor (29) are arranged at the oil outlet ends of the corresponding heat exchangers (2), and the second pressure sensor (30) and the second temperature sensor (29) are used for monitoring the oil pressure and the temperature flowing through the heat exchangers (2).

6. The vehicle multi-motor coupling electric drive control system of claim 4, wherein: a first filter screen (31) is arranged between the gear box oil pan (25) and the oil pump oil separator (26), a second filter screen (32) is arranged between the oil outlet end of the motor (4) and the oil pump (1), and a fine filter screen (33) is arranged between the oil pump (1) and the heat exchanger (2).

7. The multi-motor coupling electric drive control system for a vehicle of claim 1, wherein: each controller (3) all includes two sets of IGBT modules (34), IGBT module (34) and motor (4) both one-to-one, IGBT module (34) are connected with corresponding motor (4) winding electricity, and each IGBT module (34) all includes 6 MOS pipe switching device (35) and 1 diode (36), MOS pipe switching device (35) and diode (36) parallelly connected setting.

8. The vehicle multi-motor coupling electric drive control system of claim 7, wherein: the MOS tube switching device (35) is made of SiC.

9. The multi-motor coupling electric drive control system for a vehicle of claim 1, wherein: a transition plate (12) is arranged between the motor (4) and the gear box (5), and the motor (4) is connected with the gear box (5) through the transition plate (12).

10. The multi-motor coupling electric drive control system for a vehicle of claim 1, wherein: the outer wall of the motor (4) is provided with a supporting frame (6), and the controller (3) is assembled with the motor (4) through the supporting frame (6).