CN101803170B - Electromagnetic continuously variable speed device and its control method - Google Patents

Abstract

An electromagnetic type continuously variable transmission includes a first motor and a second motor. The second motor includes armature windings, each phase of which is formed of two or more windings insulated from each other. The apparatus also includes a switch array (19) for controlling switching of the series-parallel connections of windings in each phase of armature windings and the star-delta switching between the three phase armature windings. The device also comprises a segment controller (18), a vehicle gear control unit (17) and a second torque servo driver (16).

Description

Electromagnetic continuously variable speed device and its control method

technical field

The invention relates to a continuous transmission device in the technical field of automobile transmission, in particular to an electromagnetic continuous transmission device. The invention also relates to a speed change control method of the electromagnetic continuous speed change device. The electromagnetic continuous transmission device and the control method thereof of the present invention are applicable to the hybrid electric vehicle.

technical background

In order to make the car have better economy and power, transmission and speed change mechanisms are equipped from the fuel engine to the car movement mechanism. The purpose is to match the engine speed and torque through the adjustment of the transmission ratio. From the perspective of economy, it is expected that the speed-torque matching of the fuel engine is close to the optimal efficiency operation curve; from the perspective of power, it is expected that the car can obtain better acceleration characteristics and greater speed range. Common transmissions are stepped shifters and continuously variable transmissions (CVT).

Commonly used stepped transmissions have 4-5 speed gears, which are divided into three modes: manual shifting, automatic shifting and semi-automatic shifting. All three methods can only carry out constant speed ratio transmission, and cannot achieve continuous adjustment. When the load torque changes due to wind resistance, load, road conditions, environment and wear, the torque applied to the engine shaft at different speeds in different gears is very large. Seldom can be consistent with the requirements of the best efficiency operating curve.

Continuously variable transmission can be realized in many ways, such as belt and chain transmission that changes the working radius of the driving wheel set and driven wheel set; A large amount of hydraulic transmission and hydraulic torque converter, etc. The continuously variable transmission can well adjust the engine operating point to the best efficiency operating curve during steady-state operation, but it also has the following limitations: ①The mechanical structure is complex and its manufacturing cost is high; ②The mechanical structure and hydraulic system When the engine throttle or external load torque changes dynamically, especially when the road conditions change frequently, the throttle changes frequently, and the speed changes frequently, the CVT cannot adjust the ratio quickly and accurately, and the fuel engine works at maximum The probability of optimal efficiency operating curve is still very low; ③CVT transmission efficiency and service life are generally lower than gear transmissions. These shortcomings all affect the popularization and application of CVT.

Hitachi's European patent application EP0820894A2, which was applied for on July 22, 1997 and published on October 26, 1999, discloses a hybrid power scheme of stepless transmission, which uses a main motor and an auxiliary motor, each with a frequency converter And under the control of the control unit, stepless transmission control can be realized. But the scheme that this patent application adopts can only adjust the operating point of the engine to a relatively economical operating area. The known theory is: there is also an optimal economical operating line in the economical area mentioned in this patent application, here At the speed-torque matching point represented by the running line, the efficiency of converting fuel into mechanical energy is the highest. There is still room for improvement in this patent application for adjusting the engine operating point to achieve fuel saving. This patent application tries to adjust the speed and torque output of the motor in a wide range when adjusting the gear ratio of the continuously variable transmission. The output voltage and maximum output current are limited. If you want to achieve better power performance, you can only increase the capacity of the motor and frequency converter.

On the variable speed and torque control of hybrid electric vehicles, there are still problems to be solved: in order to achieve good economic characteristics, the drive mechanism is required to make the engine work on the best economical operating curve; in order to achieve good dynamic characteristics, The driving mechanism is required to output a large driving torque in a short time; in order to achieve good speed characteristics, the driving mechanism is required to have a wide range of speed adjustment; in order to achieve good driving performance, the driving mechanism is required to be smooth in speed regulation and easy to operate.

Contents of the invention

The purpose of the present invention is to design a kind of electromagnetic continuous transmission device, under the control of corresponding control method, this continuous transmission device can realize one, more or all in the following functions: ① can make the engine work in the best economical operation curve ② It can output a large driving torque in a short time to achieve good dynamic characteristics; ③ It has a wide range of speed or torque adjustment to achieve good speed characteristics; ④ Smooth speed regulation and easy operation Simple, with great drivability.

The electromagnetic continuously variable speed device of the present invention includes a cascaded motor assembly comprising a first motor and a second motor, wherein the first motor includes a first rotor and a second rotor electromagnetically coupled to each other, and the second motor includes a stator electromagnetically coupled to each other and the third rotor, the shaft of the first rotor is the input shaft of the cascaded motor assembly, the shaft of the second rotor is coaxial with the third rotor and serves as the output shaft of the cascaded motor assembly, the shaft of the first rotor and the The output shaft of the engine is directly connected, and the output shaft is coupled with the load. Wherein the second motor includes an armature winding, and the winding method of the armature winding is as follows: each phase winding is composed of two or more sets of windings insulated from each other, when the external switch array connects two or more sets of windings in each phase winding When more than two groups of windings are connected in parallel, it corresponds to the high speed gear of the second motor; when the external switch array connects two or more than two groups of windings in each phase winding in series, it corresponds to the low speed gear of the second motor. And when the windings of each phase are connected in series or in parallel, the three-phase windings can be connected in a star or delta manner, respectively. The electromagnetic continuous variable speed device also includes: a switch array, which is a group of switches for controlling the connection mode of the second motor winding, and is used to change the series, parallel, star and delta connection methods of the second motor winding; The device is used to operate the connection mode of the switch array according to the rotation speed of the output shaft and the predetermined segment control speed value; the vehicle gear control unit is used to control the vehicle gear; and the second torque servo driver is used to control the vehicle gear according to the Signals provided by the bit control unit and the segment controller perform torque servo control on the second motor.

According to a further improvement of the present invention, the electromagnetic continuous transmission device may further include: a first torque servo drive, used to control the electromagnetic torque applied to the engine by controlling the electromagnetic torque between the first and second rotors of the first motor. Torque: the main control unit of engine economical operation is used to determine the torque setting size of the first torque servo drive according to the real-time detected engine speed and the pre-stored engine optimal economical operation curve, so that the first motor system can apply the current speed to the engine. Matching torque load to independently control the engine to run on the best economical line without direct correlation with the running state of the hybrid vehicle; the bus voltage monitoring and PID control unit is used to control the vehicle gear according to the voltage of the DC bus The unit sends a torque setting signal to the second torque servo driver; the accelerator pedal has a sensor added to the traditional accelerator pedal structure to provide an accelerator pedal angle signal. The car gear control unit includes a gear switch and a transmission master control unit. The gear switch is set according to the conventional car driving habits including parking, reverse, neutral, forward and climbing gears, and the state of the gear switch is sent to the transmission The main control unit, according to the accelerator pedal angle and bus voltage monitoring and the output signal of the PID control unit, the gear position control unit controls the engine economical operation main control unit, the first torque servo driver, the second torque servo driver and the segment control unit, and then Controls the output of the powertrain.

According to one aspect of the present invention, the electromagnetic continuous transmission device further includes an engine control unit, which, in addition to receiving the accelerator pedal signal and controlling the operation of the engine according to the accelerator pedal signal, also has an interface for receiving the engine control unit. The signal sent by the gear position control unit controls the engine to run at idle speed or stop.

According to another aspect of the present invention, the first motor includes an armature winding, and the first torque servo driver is electrically connected to the first motor winding through a slip ring installed on a shaft where the armature winding of the first motor is located. A first speed/position sensor is installed on the first rotor shaft of the first motor, which is used to provide the first rotor absolute position signal to the first torque servo drive and the engine speed signal to the main control unit for engine economical operation. The second speed/position sensor is installed on the third rotor shaft of the second motor, which is used to provide the first and second torque servo drives with the absolute position signal of the common axis of the second and third rotors and provide output to the section controller shaft speed signal. The first torque servo driver and the second torque servo driver are connected through a DC bus and connected to the energy storage unit and the bus voltage detection and PID control unit. The first and second motors are respectively three-phase or multi-phase permanent magnet synchronous motors, brushless DC motors or brushed DC motors. The second rotor output shaft may be connected to the differential through an output gear.

The control method of the electromagnetic continuously variable speed device of the present invention is:

The first step: install the above-mentioned electromagnetic continuous transmission device to the engine;

Step 2: When parking or neutral gear is selected, the gear position control unit of the vehicle controls the first and second torque servo drivers to shut down and run, the interaction torque of the first rotor in the first motor is zero, and the stator of the second motor is applied to The torque of the second rotor is equal to zero, realizing the isolation of the engine from the external load; at the same time, the vehicle gear control unit sends a signal to the engine control unit to run at idle speed or a stop signal, and the engine runs at idle speed or stops directly. Or, when the reverse gear is selected, the car gear control unit informs the engine economical operation main control unit to adjust the torque setting of the first torque servo driver to zero, and at the same time, the segment control unit changes the motor winding into full series connection through the switch array connected, and the car gear control unit receives the angle signal from the angle sensor on the accelerator pedal, changes it into the torque setting signal of the second torque servo driver, and controls the second motor to output the reverse driving torque. Or, when the forward gear is selected, the car gear control unit sends the gear signal to the second torque servo driver, the engine economical operation main control unit, the section controller and other units. At this time, when the driver steps on the accelerator pedal, The engine control unit will control the engine operation. According to the engine speed measured by the first speed/position sensor, the main control unit of the engine economical operation controls the first motor to apply a torque load to the engine through the first torque servo drive according to the pre-stored optimum economical operation curve of the engine, so that the engine works at the optimum speed. in the state of the economy. When the first torque servo driver controls the first motor to apply a torque load to the engine, the first motor directly delivers the same amount of torque to the output shaft to drive the vehicle to run. At the same time, the first motor converts excess kinetic energy from the engine into electrical energy and transmits it to the DC bus. In this way, the bus voltage will be boosted due to the energy injection. When the bus voltage monitoring and PID control unit detects this voltage increase, its internal PID control unit will output the corresponding torque setting to the output second torque servo driver, and the second torque servo driver controls the second motor and the first motor Commonly output driving torque to drive the movement of the car. When the driver depresses the accelerator to accelerate, the engine will output more kinetic energy, and the first motor will transmit part of the energy to the load side, and more energy will be converted into electric energy and sent to the bus unit, bus voltage monitoring and PID The control unit will stabilize the rise of the bus voltage by increasing the driving torque of the second motor, and increasing the driving torque of the second motor will cause the vehicle to accelerate. When the speed reaches the desired speed of the driver, the driver maintains the accelerator, and the car enters into a steady speed operation; when the speed exceeds the desired speed, the driver releases the accelerator, so that the speed of the generator decreases, and the first motor penetrates into the load. The energy is correspondingly reduced, and the electric energy entering the bus will be reduced. The bus voltage monitoring and PID control unit will control the second motor to reduce the external driving energy, so as to reduce the speed. When the rotational speed of the third rotor of the second motor reaches a predetermined value, the segment controller will control the switch array in real time to adjust the series-parallel connection form of the armature winding. When the car is running at low speed, the windings are connected in series. When high torque is required, the driver outputs the maximum current to ensure good power performance. When the car is running at high speed, the windings are connected in parallel. When high speed operation is required, the driver output current vector change frequency is increased to ensure good speed performance. Because the switching speed of the winding is very fast, the switching time generally does not exceed 0.2 seconds, so it can realize the non-sense switching, and at the same time, the adjustment of the motor torque is continuously variable, which ensures a good speed adjustment performance. Or, when the climbing gear is selected, the sub-section controller controls the switch array to adjust the armature windings in series, so that the second motor can output the maximum torque under the drive current per unit. In this state, except for the winding connection form, other control The method is the same as when selecting the forward gear.

According to one aspect of the control method of the electromagnetic continuous transmission device of the present invention, when the automobile runs at a low speed and needs to be driven with a large torque, the windings are connected in series and in star form; form connection.

According to another aspect of the control method of the electromagnetic continuous transmission device of the present invention, in order not to cause frequent switching of the switch array when the measured speed changes near the predetermined switching point, Schmidt control is added to the above switching, that is, the speed increase When the speed is increased to a certain value above the predetermined speed, the winding switching is implemented, and when the speed is reduced, the winding needs to be reduced to a certain value below the predetermined speed before switching back. The window size of the Schmidt characteristic is determined according to the actual situation. To ensure the sensitivity of the switching point and prevent A compromise between frequent switching of the switch array.

According to another aspect of the control method of the electromagnetic continuous transmission device of the present invention, in order to ensure that the output torque of the second motor does not jump before and after switching, it is necessary to change the bus voltage monitoring and PID control unit correspondingly to the second torque servo before and after the switching action. The torque setting ratio of the drive.

According to another aspect of the control method of the electromagnetic continuous transmission device of the present invention, the speed closed-loop scheme can also be used to control the reversing. When reversing, the angle signal of the accelerator pedal is the reversing speed setting signal, so as to accurately control the reversing within the safe speed range. speed.

The invention realizes the functions of isolating the engine from the load, matching the torque according to the requirement of the best efficiency curve according to the engine speed, and changing the torque.

The further advantages of the present invention are: ① The complex mechanical speed change device is replaced by the motor control and winding switching mode, and the structure is simplified. ②Under the condition that the total design capacity of the motor and servo driver remains unchanged, a wide range of speed adjustment and torque can be realized, and good speed characteristics and acceleration characteristics can be realized; and it can be continuously and smoothly adjusted. ③The servo motor is used to adjust the torque and speed, and the adjustment speed can reach the millisecond level, which makes the power response of the vehicle more agile; ④It can make the engine work on the best economical operation curve, so that the fuel chemical energy can be efficiently converted into kinetic energy, Improve the transmission efficiency of kinetic energy to achieve good economic characteristics; ⑤It can output a large driving torque in a short time to achieve good dynamic characteristics; 6. Fully automatic adjustment, simple operation, and good driving performance. ⑦The engine can be isolated from the external load, replacing the clutch.

Description of drawings

Fig. 1 is a structural schematic diagram of the electromagnetic continuous transmission device of the present invention.

Fig. 2 is a gasoline engine with a displacement of 1.8 liters and the external characteristic curve parameters of the original mechanical transmission device.

Figure 3 is a schematic diagram of a general three-phase motor winding.

Fig. 4 is a schematic diagram of the second motor winding of the electromagnetic continuously variable speed device of the present invention.

Fig. 5 is a schematic diagram of the series star connection mode of the second motor winding of the electromagnetic continuous transmission device of the present invention.

Fig. 6 is a schematic diagram of the series delta connection mode of the second motor winding of the electromagnetic continuous transmission device of the present invention.

Fig. 7 is a schematic diagram of the parallel star connection mode of the second motor winding of the electromagnetic continuous transmission device of the present invention.

Fig. 8 is a schematic diagram of the parallel delta connection mode of the second motor winding of the electromagnetic continuous transmission device of the present invention.

Fig. 9 is a schematic functional block diagram of bus voltage detection and PID control unit control.

Fig. 10 is a schematic functional block diagram of the speed closed-loop control when reversing.

Detailed ways

The structure diagram of the embodiment of the electromagnetic continuous transmission device of the present invention is shown in Fig. 1, a gasoline engine 3 with a displacement of 1.8 liters is controlled by the engine control unit 1, and the accelerator pedal 2 is connected with the engine control unit 1 and the automobile gear control unit 17. The output shaft of the engine 3 is directly connected to the first rotor 6 of the first motor of the cascaded motor assembly, and a first speed/position sensor 5 is also installed on the output shaft. The first motor is a three-phase permanent magnet synchronous motor that the first and second rotors can rotate, the inner side of its first rotor 6 is equipped with permanent magnet poles for establishing the motor magnetic field, and the first motor is installed on its second rotor 7 The three-phase winding is electrically connected to the first torque servo driver 10 through a coaxial three-phase slip ring 8 . The shaft of the second rotor 7 of the first motor is mechanically connected with the external differential gear 20 through the output gear 9, and the second rotor 7 is installed coaxially with the third rotor 12 of the second motor. The second motor is a three-phase permanent magnet synchronous motor, the third rotor 12 of the second motor is equipped with permanent magnet poles to set up the motor magnetic field, the second speed/position sensor 15 is installed on the third rotor shaft of the second motor, the second The motor stator 11 is fixed on the base, on which the armature winding of the motor is installed, and the winding is connected to the second torque servo driver 16 through the switch array 19 . The vehicle gear control unit 17 controls the switch array 19 through the section control unit 18 . The first torque servo driver 10 and the second torque servo driver 16 are connected through a DC bus and connected to the DC bus and energy storage unit 13 and the bus voltage detection and PID control unit 14 . The best economical operation curve of the engine is stored in the engine economical operation main control unit 4, which is connected with the first speed/position sensor 5, the first torque servo driver 10, and the vehicle gear control unit 17.

The gasoline engine 3 of this device embodiment 1.8 liter displacement and the external characteristic curve parameters of the original mechanical speed changer are shown in Fig. 2. Among them, ① indicates the equivalent external characteristic curve of the first gear of the original machine (transformation ratio: 4.526); ② indicates the equivalent external characteristic curve of the second gear of the original machine (transformation ratio: 2.696); ③ indicates the equivalent external characteristic curve of the original mechanical third gear ( Transformation ratio: 1.778); ④ represents the equivalent external characteristic curve of the original mechanical fourth gear (transformation ratio: 1.293); ⑤ represents the equivalent external characteristic curve of the original mechanical fifth gear (transformation ratio: 1.000). Among them, the original main reduction ratio is 2.8445. The device can also be designed to be matched with engines of other displacements and other types.

The first motor of the device is a three-phase permanent magnet synchronous motor, and the motor adopts a double-rotor structure. In this motor, the permanent magnet poles can also be installed on the second rotor 7, the armature winding can be installed on the first rotor 6, and the three-phase slip ring 8 can be installed on the first rotor shaft at the same time. The first motor of the device can also adopt a brushless DC motor, and the structure is the same as above.

The second motor of this device is a three-phase permanent magnet synchronous motor. The winding method of its armature winding is shown in Fig. 3 to Fig. 8, in which each phase winding in Fig. When U1 and U1', U2 and U2', V1 and V1', V2 and V2', W1 and W1', W2 and W2' are respectively connected (called parallel connection), the motor is in high gear, when the external switch array connects U2 When connected with U1', V2 and V1', W2 and W1' respectively (called series connection), the motor is in low gear. As shown in Figures 5 to 8, the connection methods of the windings include series star connection; series delta connection; parallel star connection; parallel delta connection. The second motor winding of the device can also be designed as three or four sets of windings and more sets of relatively more complex series-parallel structures. In the implementation of this device, the series-parallel structure can also be simplified to reduce the number of gears and the difficulty of switching control. The second motor of the device can also adopt a brushless DC motor, and the structure is the same as above.

The main reduction ratio of the device from the motor to the driving wheel is 3, and other reduction ratios can also be selected according to the relationship between the maximum rotating speed of the motor and the maximum vehicle speed.

The device switch array 19 is a group of switches that control the series-parallel structure of the second motor winding; the subsection control unit 18 is a conventional second motor speed signal sent by the second speed/position sensor 15 to control the switch array 19, Therefore, the winding series-parallel structure is switched to make the second motor work in different speed/torque gears.

The block diagram of bus voltage detection and PID control unit 14 control of the device is shown in Figure 9, and its control may not use PID control method, such as adopting "ping-pong" control method, prefabricated table control method or other methods of automatic control.

The first torque servo driver receives the torque setting signal from the main control unit of engine economical operation and the first and second rotor relative position signals of the first motor detected by the first and second speed/position sensors, and then uses the torque servo Control the current vector of the armature winding of the first motor in this way, realize the torque application to the first rotor and apply the load torque to the engine through the first rotor; the second torque servo driver accepts the torque setting signal transmitted from the car gear control unit , according to the winding series/parallel connection state from the section control unit and the third rotor position signal of the second motor detected by the second speed/position sensor, the third rotor of the second motor is driven to output torque to the outside.

The computer unit in the main control unit of engine economical operation stores the best economical operation curve of the engine, and it decides to send it according to the engine speed signal sent by the first speed/position sensor and the gear signal sent by the car gear control unit. The torque setting value of the first torque servo drive.

The DC bus and the energy storage unit are connected with the first and second torque servo drivers and the bus voltage monitoring and PID control unit, and are mainly used to store excess electric energy or deliver stored electric energy to the bus when necessary.

The bus voltage monitoring and PID control unit determines the torque setting value of the second torque servo driver according to the monitoring results of the bus voltage, and transmits the signal to the second torque servo driver through the vehicle gear position control unit, and then controls the output torque of the second motor .

The speed/torque section control unit receives the second motor’s third rotor speed signal from the second speed/position sensor and the gear position signal from the vehicle’s gear position control unit, and controls the switch array to change the series-parallel connection of the second motor’s windings In order to achieve a wider range of speed/torque adjustment, at the same time, the speed/torque section controller sends the series/parallel connection state of the second motor winding to the second torque servo driver, so that the second torque servo driver cooperates with the second motor winding The series/parallel connection state of the vehicle realizes smoother torque adjustment so that the driver can better implement vehicle speed control.

The switch array is a group of switches connected to the second motor winding, which is controlled by the subsection control unit and used to switch the winding series-parallel structure.

The automotive gear control unit is the control center of the entire electromagnetic continuous transmission device, which is composed of a gear switch and a transmission master control unit. The gear switch is set according to the conventional automobile driving habit, and is divided into several gears of parking, reversing, neutral, forward, and climbing, and the state of the gear switch is sent to the speed change master control unit. The gear position control unit controls the main control unit for engine economical operation, the first and second torque servo drivers, and the segment control unit according to the angle of the accelerator pedal and the bus voltage, and then controls the output of the power system.

The accelerator pedal of the device needs to add a pedal angle sensor on the traditional mechanism, and the angle signal of the accelerator pedal is sent to the automobile gear position control unit and the engine control unit.

The control method of the electromagnetic continuously variable speed device of the present invention is:

The first step: install the above-mentioned electromagnetic continuous transmission device on the engine;

The second step: when parking or neutral gear is selected, the vehicle gear control unit 17 controls the first torque servo driver 10 and the second torque servo driver 16 to close the operation, and the interaction between the first rotor 6 and the second rotor 7 of the first motor The torque is zero, and the torque applied to the second rotor 12 by the stator 11 of the second motor is equal to zero, so that the engine is isolated from the external load; at the same time, the vehicle gear control unit 17 sends a signal to the engine control unit 1 to run at idle speed or stop signal to control the engine 3 to run at idle speed or stop directly.

Step 3: When the reverse gear is selected, the vehicle gear control unit 17 notifies the engine economical operation main control unit 4 to adjust the torque setting of the first torque servo driver 10 to zero, and at the same time, the section control unit 18 passes through the switch array 19 Change the second motor winding into a full series connection, and the connection method is a series star connection as shown in Figure 5; please refer to the block diagram of the bus voltage detection and PID control unit control principle in Figure 9, in reverse gear, from the bus voltage detection and The torque setting signal that PID control unit 14 sends into the second torque servo driver 16 through automobile gear control unit 17 is cut off, and automobile gear control unit 17 receives the angle signal sent from the angle sensor on the accelerator pedal 2, and it is carried out. After proportional processing, it is used as the torque setting signal of the second torque servo driver 16 to control the second motor to output the reverse drive torque. Assuming that the maximum output current of the servo drive remains unchanged, and the motor output torque is 1 when connected in parallel delta, and the torque is 3.464 when connected in series star, that is, the reverse gear achieves a torque ratio of 3.464 times, and when the above changes, the motor heats up The state is unchanged. Considering that the driver generally has a short-term overcurrent capability of more than 1.5 times, this makes the torque short-term variation range expanded to about 5 times. In the reversing state, the second motor is switched to a high-torque low-speed motor to ensure the power and safety of reversing.

In order to better control the vehicle speed when reversing, a closed-loop reversing speed scheme can also be adopted, as shown in Figure 10, the angle signal of the accelerator pedal during reversing is the reversing speed setting signal, the speed setting signal and the output detected by the speed/position sensor 15 The difference of the shaft speed signal is used as the torque setting of the second torque servo driver 16 after PID calculation. Appropriate PID parameters can make the reverse speed precisely controlled within the safe speed range. Speed closed-loop control can also be realized by other automatic control technologies.

Step 4: When the forward gear is selected, the vehicle gear position control unit 17 sends the gear position signal to the second torque servo driver 16, the engine economical operation main control unit 4, and the segment control unit 18. At this time, the driver steps on the When the accelerator pedal 2 is pressed, the engine control unit 1 will control the engine 3 to run. According to the engine speed measured by the first speed/position sensor 5, the main control unit 4 of the engine economical operation obtains the torque value corresponding to the current engine speed on the curve according to the prestored optimal economical operation curve of the engine, and sends it to the first torque servo driver 10 Apply the corresponding torque setting signal. The first torque servo driver 10 passes through the three-phase slip ring 8 to The armature winding of the first electric motor delivers the current vector, so that the first electric motor applies a torque load to the engine through its first rotor 6, so that the engine works in the most economical state. While the first rotor 6 of the first motor applies a torque load to the engine, the second rotor 7 directly delivers the same amount of torque to the output shaft to drive the vehicle to run. At the same time, driven by the first torque servo driver 10, the first motor converts part of the kinetic energy from the engine into electrical energy and sends it to the DC bus through pump energy, or converts the electrical energy from the DC bus into mechanical energy and superimposes it on the output Shaft drives the car to run. In this way, the bus voltage will be raised or lowered due to the injection or withdrawal of electrical energy. As shown in the block diagram of the bus voltage detection and PID control unit control principle in Figure 9, when the bus voltage monitoring and PID control unit 14 detects the bus voltage, it will calculate the difference between the actual measured voltage and the preset bus voltage given value, and then perform the PID calculation. Send to the automobile gear position control unit 17, the signal is directly sent to the second torque servo driver 16 through the normally closed switch therein, and the second torque servo driver 16 is based on this setting and the second motor measured by the second speed/position sensor 15 The third rotor position signal controls the current vector of the second motor, so that the third rotor 12 of the second motor outputs driving torque to the output shaft. Since the third rotor 12 of the second motor is coaxially connected with the second rotor 7 of the first motor, in this state, the two motors jointly output the driving torque for driving the vehicle.

When the driver steps on the accelerator to accelerate, the engine 3 will speed up, and the main control unit 4 of the engine economical operation applies a corresponding torque setting signal to the first torque servo driver 10 in the same way according to the current speed of the engine. The first torque servo The driver 10 transmits the current vector to the armature winding of the first motor in the same way according to the setting signal, so that the first motor applies a torque load to the engine through its first rotor 6, so that the engine still works in the most economical state. Because the engine 3 will speed up, the first motor will not only transmit part of the energy to the load side, but also convert more energy into electric energy and send it to the DC bus and the energy storage unit 13. The bus voltage monitoring and PID control unit 14 will Increase the driving torque of the second motor through PID calculation, so that the car speeds up and consumes more electric energy to stabilize the rise of the DC bus voltage. This will make the engine output kinetic energy, the first motor directly transmits energy, the first motor generates electricity, and the second motor uses Electricity reaches a new energy balance at higher vehicle speeds. When the speed exceeds the speed expected by the driver, the driver releases the accelerator, so that the engine speed decreases, and the electric energy entering the bus will be reduced. The bus voltage monitoring and PID control unit 14 will control the second motor to reduce the external driving energy, thereby realizing Run at steady or reduced speed.

When the actual running state of the vehicle is at the output shaft, that is, when the speed of the second rotor is higher than that of the first rotor, the first motor and the first torque servo driver need to take electrical energy from the DC bus and convert it into kinetic energy to supplement the output shaft, which will cause the bus When the voltage drops, the bus voltage monitoring and PID control unit 14 will reduce the driving torque of the second motor through PID calculation, and even let the second motor output reverse torque to enter the generator state, and then convert the kinetic energy on the output shaft back to electric energy to stabilize drop in bus voltage. At this time, due to the reverse torque output by the second motor, the driving torque delivered by the output shaft to the load decreases, and the speed of the car finally drops, so that the speed is reduced to achieve bus voltage balance, or the driver is forced to increase the accelerator to increase the engine output to achieve a stable speed. .

When the rotation speed of the third rotor 12 of the second motor reaches the predetermined value of the subsection control, the subsection controller 18 will control the switch array 19 in real time to adjust the series-parallel connection form of the armature winding, as follows:

As shown in FIG. 5 to FIG. 8 , the connection methods of the second motor winding in this embodiment include: series star connection; series delta connection; parallel star connection; parallel delta connection. Assuming that the maximum output current of the servo drive remains unchanged, and the output torque of the motor is 1 in parallel delta connection, the torque in parallel star connection is 1.732, the torque in series delta connection is 2, and the torque in series star connection is 3.464, namely Series-parallel switching is adopted to achieve a maximum torque change of 3.464 times, and the heating state of the motor remains unchanged during the above changes. Considering that the driver generally has a short-term overcurrent capability of more than 1.5 times, this makes the torque short-term variation range expanded to about 5 times. And the first gear to the fifth gear of the 1.8-liter engine of the embodiment have a mechanical variable ratio of only 4.526 times. When the segment controller 18 controls the switch array 19 to switch the armature winding connection mode, in order to ensure that the output torque of the second motor does not jump before and after the switch, it is necessary to change the bus voltage monitoring and the PID control unit 14 accordingly before and after the switching action. The torque setting ratio of the two-torque servo driver 16, for example, when switching from the series delta connection to the series star connection, the driver outputs the same size output current, and the second motor output torque will increase to 1.732 times before the switch, so as To avoid driving discomfort caused by torque mutation, it is necessary to change the torque setting value to 1/1.732 of the value before switching at the moment of switching.

The maximum output voltage of the servo driver is fixed, and any speed adjustment cannot make the back EMF of the motor exceed the limit of the maximum output voltage. Assuming that the maximum no-load speed of the motor is 1 in series star connection, the maximum no-load speed of the series delta connection is about 1.732, the maximum no-load speed of the parallel star connection is about 2, and the maximum no-load speed of the parallel delta connection It is about 3.464, that is, the series-parallel switching is adopted to achieve a speed adjustment of up to about 3.464 times. On this basis, the control method of the present invention also introduces the magnetic field-weakening speed-up technology, and the speed-up range is expanded by about 1.4 times, so that the speed adjustment range is expanded to 4.8 times, exceeding the first gear to the fifth gear of the 1.8-liter engine in the embodiment. The ratio is 4.526 times.

The highest no-load special speed list of the winding structure shown in Fig. 5 to Fig. 8 above under the rated voltage of the bus bar is used as the predetermined value for switching the winding. When the rotation speed of the third rotor 12 of the second motor reaches the predetermined value, the The segment controller 18 will control the switch array 19 in real time to adjust the series-parallel connection form of the armature winding.

In order not to cause frequent switching of the switch array when the measured speed changes near the predetermined switching point, Schmidt control should be added to the above switching, that is, when the speed is increased, the winding switching is implemented only when the speed is increased to a value above the predetermined speed. When the speed is lower than the preset speed, it needs to drop to a certain value before switching back. The window size of the Schmidt characteristic is determined according to the actual situation, and is selected as a compromise between ensuring the sensitivity of the switching point and preventing frequent switching of the switch array.

According to the above description, when the car is running at low speed, the windings are connected in series, and the driver can output the same current to obtain greater torque. When high torque is required, the driver outputs the maximum current to ensure that the hybrid electric vehicle has good dynamic acceleration performance. When the car is running at high speed, the windings are connected in parallel. When high-speed operation is required, the alternating frequency of the driver output current vector is increased. Under the premise that the maximum output voltage remains unchanged, the motor speed can be increased to ensure that the hybrid electric vehicle has a good performance. speed performance. Since the switching speed of the winding is generally less than 0.2 seconds, it can realize non-sense switching, and at the same time, the adjustment of the motor torque is continuously variable, thus ensuring good speed adjustment performance and driving comfort. In this embodiment, each phase winding of the second motor is 2 groups, and can also be composed of more windings, and a wider torque and speed ratio can be realized according to the same control method.

Step 5: When the climbing gear is selected, the segment controller 18 controls the switch array 19, and adjusts the armature winding to a series star connection, so that the output torque is the largest under the drive current of the second motor unit. In this state, except the winding Except for the connection form, other control methods are the same as the fourth step.

Claims (16)

1. electromagnetic continuously variable transmission device; Comprise: the tandem type electric machine assembly that comprises first motor and second motor; Wherein first motor comprises the first rotor and second rotor of electromagnetic coupled each other, and second motor comprises the stator and the third trochanter of electromagnetic coupled each other, and the axle of the first rotor is the power shaft of this tandem type electric machine assembly; The axle of second rotor is coaxial and as the output shaft of this tandem type electric machine assembly with third trochanter; The axle of the first rotor directly is connected with the output shaft of engine, and output shaft connects with load, it is characterized by:

Said second motor comprises armature winding; The coiling mode of this armature winding is: every phase winding is made up of two groups or more winding of mutually insulated; When the external switch array is connected in parallel two groups or more winding in every phase winding respectively, corresponding to the top gear of second motor; When the external switch array was connected in series two groups or more winding in every phase winding respectively, corresponding to the low or first gear of second motor, and when every phase winding was connected by serial or parallel connection, three phase windings can connect into star or triangle mode respectively;

Said electromagnetic continuously variable transmission device also comprises: switch arrays, these switch arrays are one group of switch of controlling the second motor windings connected mode, are used to change series and parallel and star, three corner connection methods of second motor windings; Segmentation controller is used for the connected mode of coming the console switch array according to the rotating speed and the predetermined segmentation control rate value of output shaft; The automobile gear control unit that is used for the Control of Automobile gear; The second moment servo-driver is used for according to the signal that automobile gear control unit and segmentation controller provide second motor being carried out the moment of torsion SERVO CONTROL; And the first moment servo-driver; Be used for controlling the moment of torsion that imposes on engine through the electromagnetic torque between first, second rotor of controlling said first motor; Wherein first motor comprises armature winding, and the first moment servo-driver is realized being electrically connected through the slip ring and first motor windings that is installed on this first armature winding place axle.

2. electromagnetic continuously variable transmission device according to claim 1 is characterized by:

Said electromagnetic continuously variable transmission device also comprises engine economical operation main control unit; Be used for determining the torque setting size of the first moment servo-driver according to engine speed that detects in real time and the engine optimal economic operation curve that prestores; So that first electric system applies the torque loads of mating with current rotating speed to engine, do not run on the optimal economic travel line to have the independent control in direct correlation ground engine with the PHEV running status.

3. electromagnetic continuously variable transmission device according to claim 2 is characterized by:

Said electromagnetic continuously variable transmission device also comprises busbar voltage monitoring and PID control unit, is used for the voltage according to dc bus, and sees the torque setting signal through automobile gear control unit off to the second moment servo-driver.

4. electromagnetic continuously variable transmission device according to claim 3 is characterized by:

Said electromagnetic continuously variable transmission device also comprises gas pedal, and it increases on traditional throttle pedal structure has transducer, is used to provide the accelerator pedal angle signal.

5. electromagnetic continuously variable transmission device according to claim 4 is characterized by:

This automobile gear control unit comprises driving switch and speed change main control unit; Driving switch is provided with according to several grades the conventional car steering custom of comprising parking, reversing, neutral gear, advance and climb; The state of driving switch is sent into the speed change main control unit; Output signal according to accelerator pedal angle and busbar voltage monitoring and PID control unit; Gear control unit control engine economical operation main control unit, the first moment servo-driver, the second moment servo-driver and segmentation control unit, and then the output of control dynamical system.

6. electromagnetic continuously variable transmission device according to claim 5 is characterized by:

Said electromagnetic continuously variable transmission device also comprises control unit of engine; It receives accelerator pedal signal and the function according to the operation of this accelerator pedal signal control engine except possessing; Also increase interface is arranged; Be used to receive the signal that automobile gear control unit is sent here, the control engine runs on idling or stop state.

7. electromagnetic continuously variable transmission device according to claim 2 is characterized by:

The first speed/positional transducer is installed on the first rotor axle of first motor, is used for the first rotor absolute position signal being provided and engine rotational speed signal being provided to engine economical operation main control unit to the first moment servo-driver.

8. electromagnetic continuously variable transmission device according to claim 1 is characterized by:

On the second motor third trochanter axle second speed/position transducer is installed, is used for providing second, third rotor to belong to the absolute position signal of axle jointly and the output shaft tach signal being provided to segmentation controller to first, second moment servo-driver.

9. electromagnetic continuously variable transmission device according to claim 3 is characterized by:

The first moment servo-driver links to each other through dc bus with the second moment servo-driver and is connected to energy-storage units and busbar voltage detection and PID control unit.

10. electromagnetic continuously variable transmission device according to claim 1 is characterized by:

First, second motor is respectively three-phase or multi-phase permanent synchronous machine, brshless DC motor or the brush direct current machine is arranged.

11. electromagnetic continuously variable transmission device according to claim 1 is characterized by:

Second rotor of output shaft axle is connected to differential mechanism through output gear.

12. the control method of above-mentioned each electromagnetic continuously variable transmission device, it may further comprise the steps:

The first step: above-mentioned electromagnetic continuously variable transmission device is installed to engine; And

Second step:

When selecting parking or neutral gear; Automobile gear control unit controls the first moment servo-driver and the second moment servo-driver is closed operation; First, second Motor torque equals zero; Simultaneously, automobile gear control unit sends signal or the stall signal that goes to run on idling to control unit of engine, and the control engine runs on idling or directly stall; Perhaps

When selecting reverse gear; Automobile gear control unit notice engine economical operation main control unit is set the moment of the first moment servo-driver and is adjusted into zero; Simultaneously; The segmentation control unit becomes the series connection Y-connection through switch arrays with second motor windings, and second motor is switched to the large torque low speed motor, and automobile gear control unit is controlled second motor according to accelerator pedal angle through the second moment servo-driver and carried out reverse-drive; Perhaps

When selecting drive shift, automobile gear control unit sends to the second moment servo-driver, engine economical operation main control unit, segmentation control unit with gear signal, at this moment; When the driver steps on the throttle pedal; Engine economical operation main control unit, is controlled first motor through the first moment servo-driver and is applied corresponding moment to engine according to the engine optimal economic operation curve that prestores according to engine speed; First motor is also directly sent to output shaft with onesize moment of torsion simultaneously and is driven automobilism; Meanwhile, first motor will can mode be converted into power delivery to dc bus through pump from the part kinetic energy of engine under the driving of the first moment servo-driver; Or will change mechanical energy from the electric energy of dc bus into and be superimposed upon and drive automobilism on the output shaft; Like this, because the injection of electric flux or take, busbar voltage will be raised or reduce; Then, busbar voltage detection and PID control unit are controlled second motor output driving torque according to busbar voltage through the automobile gear control unit and the second moment servo-driver; Perhaps

When the second motor third trochanter velocity of rotation reaches segmentation control predetermined value; Segmentation controller can real-time control switch array, and the connection in series-parallel form of adjustment armature winding is during series connection Y-connection, serial triangle connect, parallel in planetary connects and parallelly connected triangle is connected one or more; Perhaps

When selecting hill gear, segmentation controller control switch array is adjusted into the series connection Y-connection with armature winding, and automobile gear control unit sends to the second moment servo-driver, engine economical operation main control unit, segmentation control unit with gear signal; At this moment, when the driver stepped on the throttle pedal, engine economical operation main control unit was according to engine speed; According to the engine optimal economic operation curve that prestores; Control first motor through the first moment servo-driver and apply corresponding moment to engine, first motor is also directly sent to output shaft with onesize moment of torsion simultaneously and is driven automobilism, meanwhile; First motor is under the driving of the first moment servo-driver; To can mode be converted into power delivery to dc bus through pump from the part kinetic energy of engine, or will change mechanical energy from the electric energy of dc bus into and be superimposed upon and drive automobilism on the output shaft, like this; Because the injection of electric flux or take; Busbar voltage will be raised or reduce, and then, busbar voltage detects and the PID control unit is controlled second motor output driving torque according to busbar voltage through the automobile gear control unit and the second moment servo-driver.

13. the control method of electromagnetic continuously variable transmission device according to claim 12 is characterized by:

When automobilism when low speed needs high pulling torque to drive, winding connects with series connection, star form; When automobilism during in the little moment of torsion of high speed, winding connects with parallel connection, triangular form.

14. the control method of electromagnetic continuously variable transmission device according to claim 12 is characterized by:

The frequent switching of switch arrays appears in order to be unlikely near actual measurement speed is positioned at predetermined switching point, to change; When above-mentioned switching, add Schmidt's control; Need be raised to above certain value of predetermined speed when being raising speed and just implement the winding switching; Need drop to during reduction of speed that certain value just switches back below the predetermined speed, the window size of Schmidt's characteristic confirms according to actual conditions, chooses guaranteeing switching point sensitivity and prevent that switch arrays from frequently compromising between the switching.

15. the control method of electromagnetic continuously variable transmission device according to claim 14 is characterized by:

For saltus step does not take place the second motor output torque before and after guarantee switching, need before and after change action corresponding change busbar voltage monitoring and PID control unit to the moment preset proportion of the second moment servo-driver.

16. the control method of electromagnetic continuously variable transmission device according to claim 12 is characterized by:

Also can adopt the scheme control reversing of speed closed loop, the accelerator pedal angle signal is the back-up speed setting signal during reversing, in the safe speed scope, accurately to control back-up speed.

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