Patent Application
20250100399
The present application relates to the technical field of vehicles, for example, an electric all-terrain vehicle.
With the development of the all-terrain vehicle industry, all-terrain vehicles are well applied in agriculture, forestry, animal husbandry, and special road conditions. Traditional all-terrain vehicles generally use gasoline or diesel, and the exhaust and noise during operation affect the environment. In addition, traditional all-terrain vehicles have complex structures and high maintenance costs. Therefore, currently, electric all-terrain vehicles appear.
For the electric all-terrain vehicles, great power and long-lasting endurance are two of the issues that the user is most concerned about. How to balance the two has always been the development direction of the industry.
This part provides background information related to the present application, and the background information is not necessarily the existing art.
An object of the present application is to solve or at least alleviate part or all of the preceding problems. The present application provides an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a driving system for driving the traveling wheel set; and a power supply assembly including an energy storage device and used for supplying electric power to at least the driving system. The energy storage device is detachably mounted to the vehicle frame, and the energy storage device is further configured to be detachable from the vehicle frame to supply power to a power tool.
In an example, the electric all-terrain vehicle further includes a trunk capable of accommodating the power tool.
In an example, the energy storage device includes cell units, and the cell unit is one of a lithium iron phosphate battery, a ternary lithium battery, and a lead-acid battery.
In an example, the energy storage device is at least partially disposed below the seat.
In an example, the energy storage device includes first battery packs, and at least two first battery packs are connected in series for discharge.
In an example, the discharge voltage of the power supply assembly is greater than or equal to 80 V.
In an example, the energy storage device further includes second battery packs, and the first battery packs and the second battery packs are different.
In an example, at least one of chemical properties, rated voltages, rated capacities, charge and discharge rates, and operating temperatures of the first battery packs and the second battery packs are different.
In an example, the rated voltage of the first battery pack is greater than or equal to 40 V, the first battery packs belong to a first power platform and supply power to a wheeled power tool, and the wheeled power tool includes a riding mower, a tractor, and a push garden tool.
In an example, the rated voltage of the second battery pack is less than or equal to 24 V, the second battery packs belong to a second power platform and supply power to a handheld power tool, and the handheld power tool includes a string trimmer, a hedge trimmer, a blower, a chainsaw, an electric drill, an electric hammer, an electric saw, an angle grinder, and a sander.
In the electric all-terrain vehicle provided in the present application, the energy storage device of the power supply assembly is reasonably planned. In addition to supplying power to the vehicle, the energy storage device is flexibly detachable to supply power to the power tool, thereby bringing convenience to the user in using electricity.
The object of the present application is to provide an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a driving system for driving the traveling wheel set; a power supply assembly including an energy storage device and used for supplying electric power to at least the driving system; an operating assembly for the user to operate to control at least the speed and the direction of the electric all-terrain vehicle; and a vehicle control unit (VCU) electrically connected to the operating assembly. The driving system includes a first drive motor and a second drive motor, and the VCU is configured to distribute torque to the first drive motor and the second drive motor according to a principle of optimal efficiency so that the total efficiency of the first drive motor and the second drive motor is greater than or equal to 70% in at least 70% of a torque range.
In an example, the electric all-terrain vehicle further includes a first controller for driving the first drive motor and a second controller for driving the second drive motor, where the VCU is electrically connected to the first controller and the second controller and distributes the torque to the first controller and the second controller.
In an example, the VCU queries a torque distribution coefficient according to the vehicle speed and required torque of the electric all-terrain vehicle in a table lookup method.
In an example, the torque distribution coefficient maximizes the total efficiency of the first drive motor and the second drive motor.
In an example, the first drive motor and the second drive motor are different.
In an example, the first drive motor drives the front wheels, and the second drive motor drives the rear wheels.
In an example, the first controller and the second controller adopt one of direct torque control, vector control, and square wave control.
In an example, the second drive motor is a permanent magnet synchronous motor or an asynchronous motor.
In an example, the first drive motor is a permanent magnet synchronous motor or an asynchronous motor.
In an example, the VCU is disposed between a first controller and a second controller.
In the electric all-terrain vehicle provided in the present application, through the configuration of two electric motors and a reasonable torque distribution algorithm, the total efficiency of the first drive motor and the second drive motor is greater than or equal to 70% in at least 70% of the torque range, thereby improving the energy utilization efficiency of the vehicle and balancing the user requirements for strong power and long-lasting endurance.
The object of the present application is to provide an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a suspension assembly dynamically connecting the vehicle frame to the traveling wheel set and used for absorbing shocks for the electric all-terrain vehicle; a driving system for driving the traveling wheel set; and a power supply assembly including an energy storage device and used for supplying electric power to at least the driving system. The driving system includes a first drive motor and a second drive motor. The first drive motor drives the front wheels, the second drive motor drives the rear wheels, and the first drive motor and the second drive motor are different.
In an example, the second drive motor is a permanent magnet synchronous motor or an asynchronous motor.
In an example, the first drive motor is a permanent magnet synchronous motor or an asynchronous motor.
In an example, the maximum output power of the first drive motor is greater than or equal to 10 kW, and the maximum output power of the second drive motor is greater than or equal to 20 kW.
In an example, the ratio of the rated output power of the second drive motor to the rated output power of the first drive motor is greater than or equal to 1.2 and less than or equal to 1.8.
In an example, the electric all-terrain vehicle further includes a VCU and an operating assembly for the user to operate to control at least the speed and the direction of the electric all-terrain vehicle.
In an example, the electric all-terrain vehicle further includes a first controller for driving the first drive motor and a second controller for driving the second drive motor, where the VCU is electrically connected to the first controller and the second controller and distributes required torque to the first controller and the second controller.
In an example, the first controller and the second controller adopt one of direct torque control, vector control, and square wave control.
In an example, the energy storage device includes multiple first battery packs, and at least two first battery packs are connected in series for discharge.
In an example, the rated voltage of the first battery pack is greater than or equal to 40 V.
In the electric all-terrain vehicle provided in the present application, through the differentiated configurations of two electric motors and a reasonable torque distribution algorithm, the energy utilization efficiency of the vehicle can be improved and the user requirements for strong power and long-lasting endurance can be balanced.
The object of the present application is to provide an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a trunk disposed behind the seat and used for carrying an item; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a suspension assembly dynamically connecting the vehicle frame to the traveling wheel set and used for absorbing shocks for the electric all-terrain vehicle; a driving system for driving the traveling wheel set; and a power supply assembly including an energy storage device and used for supplying electric power to at least the driving system. The energy storage device includes first battery packs and second battery packs, the first battery pack includes cell units, and the cell unit is a lithium iron phosphate battery.
In an example, the first battery packs or the second battery packs are disposed below the seat.
In an example, the first battery packs or the second battery packs are disposed between the seat and the trunk.
In an example, the first battery packs or the second battery packs are disposed below the trunk.
In an example, the first battery packs or the second battery packs are disposed on two sides of the vehicle frame.
In an example, the rated voltage of the first battery pack is greater than or equal to 40 V, the first battery packs belong to a first power platform and supply power to a wheeled power tool, and the wheeled power tool includes a riding mower, a tractor, and a push garden tool.
In an example, the rated voltage of the second battery pack is less than or equal to 24 V, the second battery packs belong to a second power platform and supply power to a handheld power tool, and the handheld power tool includes a string trimmer, a hedge trimmer, a blower, a chainsaw, an electric drill, an electric hammer, an electric saw, an angle grinder, and a sander.
In an example, the energy storage device is configured to be a built-in cell module.
In an example, at least two first battery packs are connected in series for discharge.
In an example, the total voltage of at least two second battery packs connected in series reaches the rated voltage of the first battery pack.
The electric all-terrain vehicle provided in the present application uses a lithium iron phosphate battery pack, which is safer and more economical; and the use of different types of battery packs is conducive to increasing the service life and reducing usage costs.
The object of the present application is to provide an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a trunk disposed behind the seat and used for carrying an item; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a suspension assembly dynamically connecting the vehicle frame to the traveling wheel set and used for absorbing shocks for the electric all-terrain vehicle; a driving system used for driving the traveling wheel set and including a front drive motor and a rear drive motor; and a power supply assembly including an energy storage device and used for supplying electric power to at least the driving system. The energy storage device is disposed between the front drive motor and the rear drive motor.
In an example, the energy storage device includes first battery packs, and the first battery packs are disposed below the seat.
In an example, the energy storage device further includes second battery packs, and the second battery packs and the first battery packs are different in at least one operating parameter.
In an example, the second battery packs are disposed at a position different from a position where the first battery packs are disposed.
In an example, the first battery packs or the second battery packs are configured to be detachable from the electric all-terrain vehicle to supply power to a power tool.
In an example, the first battery packs are configured to charge the second battery packs.
In an example, the energy storage device further includes a built-in cell module, and the built-in cell module is nondetachable.
In an example, the electric all-terrain vehicle further includes a direct current (DC) output interface for charging a DC device.
In an example, the DC output interface has a communication function.
In an example, the electric all-terrain vehicle further includes an alternating current (AC) output interface for supplying power to an AC device.
In the electric all-terrain vehicle provided in the present application, through the configuration of two electric motors and a reasonable position of the energy storage device, the component position arrangement and energy utilization efficiency of the vehicle can be optimized.
An object of the present application is to solve or at least alleviate part or all of the preceding problems. For this reason, the object of the present application is to provide an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a trunk disposed behind the seat and used for carrying an item; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a suspension assembly dynamically connecting the vehicle frame to the traveling wheel set and used for absorbing shocks for the electric all-terrain vehicle; a driving system for driving the traveling wheel set; a power supply assembly including an energy storage device and used for supplying electric power to at least the driving system; a controller for controlling at least the driving system; and a wireless networking module powered by the power supply assembly and wirelessly connected to a remote device.
In an example, the wireless networking module is a Bluetooth device.
In an example, the wireless networking module is a wireless network card.
In an example, the electric all-terrain vehicle is configured to communicate with a cloud server via the wireless networking module.
In an example, the electric all-terrain vehicle further includes an over-the-air (OTA) upgrade client, where the OTA upgrade client acquires an upgrade package from the cloud server to update the controller.
In an example, the electric all-terrain vehicle further includes an OTA upgrade client, where the OTA upgrade client acquires an upgrade package from the remote device to update the controller.
In an example, the energy storage device includes first battery packs and second battery packs.
In an example, the first battery packs supply electric power to the driving system, and the second battery packs supply power to the controller and the wireless networking module.
In an example, the rated voltage of the first battery pack is greater than or equal to 40 V, the first battery packs belong to a first power platform and supply power to a wheeled power tool, and the wheeled power tool includes a riding mower, a tractor, and a push garden tool.
In an example, the rated voltage of the second battery pack is less than or equal to 24 V, the second battery packs belong to a second power platform and supply power to a handheld power tool, and the handheld power tool includes a string trimmer, a hedge trimmer, a blower, a chainsaw, an electric drill, an electric hammer, an electric saw, an angle grinder, and a sander.
The electric all-terrain vehicle provided in the present application achieves better and more convenient communication with the remote device through the wireless networking module, making it easier for the user to understand the state of the vehicle in real time; the OTA upgrade client helps manufacturers continuously improve vehicle performance, add new functions, and improve user experience.
The object of the present application is to provide an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a trunk disposed behind the seat and used for carrying an item; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a suspension assembly dynamically connecting the vehicle frame to the traveling wheel set and used for absorbing shocks for the electric all-terrain vehicle; a driving system for driving the traveling wheel set; and a power supply assembly including an energy storage device and used for supplying electric power to at least the driving system. The energy storage device includes multiple first battery packs, and at least two first battery packs are connected in series for discharge.
In an example, the multiple first battery packs are connected in series and then connected in parallel for discharge.
In an example, the energy storage device further includes second battery packs, and the second battery packs and the first battery packs are different in at least one operating parameter.
In an example, the total voltage of at least two second battery packs connected in series is equivalent to the rated voltage of the first battery pack.
In an example, the power supply assembly further includes a charging interface for charging the energy storage device.
In an example, the charging interface is configured to connect an external power supply or a solar panel.
In an example, the power supply assembly further includes a charging circuit for first charging the energy storage device with a lower voltage.
In an example, the rated capacity of the first battery pack is greater than or equal to 2 kWh.
In an example, the rated voltage of the first battery pack is greater than or equal to 40 V.
In an example, the discharge voltage of the power supply assembly is greater than or equal to 80 V.
In the electric all-terrain vehicle provided in the present application, the battery packs are connected in series for discharge so that the voltage of the driving system can be increased, thereby making the driving system more powerful; further, the battery packs are connected in parallel so that the endurance of the power supply assembly can be improved.
The object of the present application is to provide an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a trunk disposed behind the seat and used for carrying an item; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a suspension assembly dynamically connecting the vehicle frame to the traveling wheel set and used for absorbing shocks for the electric all-terrain vehicle; and a driving system for driving the traveling wheel set. A power supply assembly supplies electric power to at least the driving system. The power supply assembly includes at least four battery packs, and a series-parallel combination relationship of the at least four battery packs is switchable.
In an example, every two battery packs are connected in series to form multiple series paths, and the multiple series paths perform discharging in parallel.
In an example, the discharge voltage of two battery packs connected in series is greater than or equal to 80 V.
In an example, the power supply assembly further includes multiple switches, and the series-parallel combination relationship of the at least four battery packs depends on the states of the multiple switches.
In an example, the power supply assembly further includes an energy management system (EMS) configured to output control signals to control the multiple switches.
In an example, the multiple switches are single pole, double throw switches.
In an example, the multiple switches are divided into different switch groups, and the states of switches in each switch group are the same.
In an example, an EMS controls the states of the multiple switches according to the load of the electric all-terrain vehicle.
In an example, multiple series paths are switched from parallel connection to series connection so that the discharge voltage of the power supply assembly is increased.
In an example, the EMS switches the series-parallel combination relationship of the at least four battery packs according to voltage or state of charge (SoC) information of the at least four battery packs to minimize the sum of voltage differences or SoC differences between battery packs in multiple series paths.
In the electric all-terrain vehicle provided in the present application, the series-parallel combination relationship of multiple battery packs is switchable so that the voltage differences or the SoC differences of the battery packs in multiple series paths can be minimized, thereby achieving equalization of the battery packs and improving the reliability in using electricity.
The object of the present application is to provide an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a trunk disposed behind the seat and used for carrying an item; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a suspension assembly dynamically connecting the vehicle frame to the traveling wheel set and used for absorbing shocks for the electric all-terrain vehicle; and a driving system for driving the traveling wheel set. A power supply assembly supplies electric power to at least the driving system. The power supply assembly includes multiple battery packs, and a charging interface and a discharging interface of the battery pack are different interfaces.
In an example, the battery pack includes a charging positive electrode and a discharging positive electrode that are independent of each other.
In an example, every two battery packs are connected in series for discharge.
In an example, two battery packs connected in series are connected via a pair of metal-oxide-semiconductor field-effect transistors, and the pair of metal-oxide-semiconductor field-effect transistors is turned on during charging and discharging, respectively.
In an example, the discharge voltage of two battery packs connected in series is greater than or equal to 80 V.
In an example, the electric all-terrain vehicle further includes an EMS configured to achieve SoC equalization or voltage equalization between the battery packs.
In an example, two battery packs connected in series are connected to a direct current-direct current (DC-DC) converter.
In an example, each battery pack is connected in parallel with a switch.
In an example, the electric all-terrain vehicle further includes a power consuming device connected in series with the switch.
In an example, a series-parallel relationship of the multiple battery packs is switchable.
In the electric all-terrain vehicle provided in the present application, battery packs whose charging interfaces are different from the discharging interfaces are connected in series for discharge so that while a higher discharge voltage is acquired, the charge current and the discharge current are managed separately, thereby achieving equalization of the battery packs and improving the reliability in using electricity.
The object of the present application is to provide an electric all-terrain vehicle. The electric all-terrain vehicle includes a vehicle frame; a seat used for a user to sit on and mounted to the vehicle frame; a trunk for carrying an item; a traveling wheel set supporting the vehicle frame and including front wheels and rear wheels; a suspension assembly dynamically connecting the vehicle frame to the traveling wheel set and used for absorbing shocks for the electric all-terrain vehicle; and a driving system for driving the traveling wheel set. A battery pack interface is configured in the trunk, and when the battery pack interface is coupled to a battery pack, electrical energy is acquired from the battery pack to supply power to the driving system.
In an example, the electric all-terrain vehicle further includes an energy storage device mounted to the vehicle frame and used for supplying power to the driving system.
In an example, the trunk is disposed behind the seat, and the energy storage device is at least partially disposed below the seat.
In an example, multiple battery pack interfaces are provided.
In an example, at least two battery packs coupled to the battery pack interfaces are connected in series for discharge.
In an example, the rated voltage of the battery pack is greater than or equal to 40 V.
In an example, the energy storage device and the battery pack are connected in parallel for discharge, and the discharge voltage is greater than or equal to 80 V.
In an example, the electric all-terrain vehicle further includes an on-board charger (OBC) configured to charge the energy storage device and the battery pack.
In an example, the battery pack interface is disposed on the inner wall or at the bottom of the trunk.
In an example, the battery pack interface is a semi-open battery pack accommodation cavity.
In the electric all-terrain vehicle provided in the present application, the battery pack interfaces are provided in the trunk, thereby achieving flexible energy expansion and improving the endurance of the electric all-terrain vehicle.
Before any examples of this application are explained in detail, it is to be understood that this application is not limited to its application to the structural details and the arrangement of components set forth in the following description or illustrated in the above drawings.
In this application, the terms “comprising”, “including”, “having” or any other variation thereof are intended to cover an inclusive inclusion such that a process, method, article or device comprising a series of elements includes not only those series of elements, but also other elements not expressly listed, or elements inherent in the process, method, article, or device. Without further limitations, an element defined by the phrase “comprising a . . . ” does not preclude the presence of additional identical elements in the process, method, article, or device comprising that element.
In this application, the term “and/or” is a kind of association relationship describing the relationship between associated objects, which means that there can be three kinds of relationships. For example, A and/or B can indicate that A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character “/” in this application generally indicates that the contextual associated objects belong to an “and/or” relationship.
In this application, the terms “connection”, “combination”, “coupling” and “installation” may be direct connection, combination, coupling or installation, and may also be indirect connection, combination, coupling or installation. Among them, for example, direct connection means that two members or assemblies are connected together without intermediaries, and indirect connection means that two members or assemblies are respectively connected with at least one intermediate members and the two members or assemblies are connected by the at least one intermediate members. In addition, “connection” and “coupling” are not limited to physical or mechanical connections or couplings, and may include electrical connections or couplings.
In this application, it is to be understood by those skilled in the art that a relative term (such as “about”, “approximately”, and “substantially”) used in conjunction with quantity or condition includes a stated value and has a meaning dictated by the context. For example, the relative term includes at least a degree of error associated with the measurement of a particular value, a tolerance caused by manufacturing, assembly, and use associated with the particular value, and the like. Such relative term should also be considered as disclosing the range defined by the absolute values of the two endpoints. The relative term may refer to plus or minus of a certain percentage (such as 1%, 5%, 10%, or more) of an indicated value. A value that did not use the relative term should also be disclosed as a particular value with a tolerance. In addition, “substantially” when expressing a relative angular position relationship (for example, substantially parallel, substantially perpendicular), may refer to adding or subtracting a certain degree (such as 1 degree, 5 degrees, 10 degrees or more) to the indicated angle.
In this application, those skilled in the art will understand that a function performed by an assembly may be performed by one assembly, multiple assemblies, one member, or multiple members. Likewise, a function performed by a member may be performed by one member, an assembly, or a combination of members.
In this application, the terms “up”, “down”, “left”, “right”, “front”, and “rear” and other directional words are described based on the orientation or positional relationship shown in the drawings, and should not be understood as limitations to the examples of this application. In addition, in this context, it also needs to be understood that when it is mentioned that an element is connected “above” or “under” another element, it can not only be directly connected “above” or “under” the other element, but can also be indirectly connected “above” or “under” the other element through an intermediate element. It should also be understood that orientation words such as upper side, lower side, left side, right side, front side, and rear side do not only represent perfect orientations, but can also be understood as lateral orientations. For example, lower side may include directly below, bottom left, bottom right, front bottom, and rear bottom.
It should be noted that the terms “first”, “second”, etc. in the detailed description and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the term “comprising” and any variation thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.
In this application, the terms “controller”, “processor”, “central processor”, “CPU” and “MCU” are interchangeable. Where a unit “controller”, “processor”, “central processing”, “CPU”, or “MCU” is used to perform a specific function, the specific function may be implemented by a single aforementioned unit or a plurality of the aforementioned unit.
In this application, the term “device”, “module” or “unit” may be implemented in the form of hardware or software to achieve specific functions.
In this application, the terms “computing”, “judging”, “controlling”, “determining”, “recognizing” and the like refer to the operations and processes of a computer system or similar electronic computing device (e.g., controller, processor, etc.).
An electric all-terrain vehicle according to an example of the present application is described below in conjunction with drawings.
As shown in
As shown in
As shown in
Further, a front bumper 102 is disposed in the front of the vehicle frame 100, and the front bumper 102 can protect the electric all-terrain vehicle 10. Further, a towing structure is disposed in the front of the vehicle frame 100. When the electric all-terrain vehicle 10 is stuck in a muddy area, a fixed object may be towed to make the electric all-terrain vehicle 10 escape from the muddy area. In an example, the towing structure further includes a winch motor. Optionally, a towing connection is further disposed at the rear of the vehicle frame 100, and the towing connection can tow a heavy object, for example, a heavy object weighing 200 to 400 kg. Optionally, the towing connection can tow a wheeled power tool.
As shown in
As shown in
As shown in
As shown in
As shown in
Referring to
As shown in
The second battery pack 152 may be mounted to the electric all-terrain vehicle 10 in a manner similar to the manner in which the first battery pack 161 is mounted to the electric all-terrain vehicle 10. The second battery pack 152 may be mounted to the electric all-terrain vehicle 10 in a manner different from the manner in which the first battery pack 161 is mounted to the electric all-terrain vehicle 10. For example, the first battery pack 161 is mounted via a slide rail, and the second battery pack 152 is mounted via a buckle. By using two or more types of battery packs, the advantages of various battery packs can be combined to complement each other and improve the performance of the electric all-terrain vehicle 10 in terms of endurance, acceleration, low-temperature driving, safety, and the like. For example, when the electric all-terrain vehicle 10 needs to drive at low temperatures, the battery pack with a wide operating temperature range may be used; when the electric all-terrain vehicle 10 needs to accelerate rapidly, the battery pack with a high discharge rate may be used; and by default, the battery pack with a high energy density may be used to increase endurance. In addition, when two types of battery packs have different dimensions, the two types of battery packs may be mounted more compactly in the electric all-terrain vehicle 10, thereby saving space. As shown in
In addition, as shown in
In another example, the energy storage device of the electric all-terrain vehicle 10 may be configured to be a combination of nondetachable built-in cell modules 164 and detachable battery packs, where the detachable battery packs may be the first battery packs 161, the second battery packs 152, or other battery packs. The case where the energy storage device is a combination of the first battery packs 161 and the built-in cell modules 164 is used as an example as shown in
In another example, the energy storage device of the electric all-terrain vehicle 10 is formed by the nondetachable built-in cell module 164. The energy storage device of the electric all-terrain vehicle 10 may be a single built-in cell module or multiple built-in cell modules. Similarly, in an example, the built-in cell modules 164 are mounted below the seat 120; in another example, at least one built-in cell module 164 is disposed below the seat 120, and the remaining built-in cell modules 164 are disposed below the trunk 300; in another example, at least one built-in cell module 164 is disposed below the seat 120, and the remaining built-in cell modules 164 are disposed between the trunk 300 and the seat 120; in another example, at least one built-in cell module 164 is disposed below the seat 120, and the remaining built-in cell modules 164 are distributed on two sides of the vehicle frame 100.
Optionally, the energy storage device is surrounded by anti-collision and anti-puncture structural members. In an example, the energy storage device is surrounded by metal mesh or metal plates. A shock absorbing elastic element, such as a spring or a rubber pad, may be added below the energy storage device.
The power supply assembly 96 further includes a battery management system (BMS). For example, the BMS is implemented through a BMS controller 175 on a battery management circuit board 964. The BMS controller 175 is mainly used for managing the charging and discharging of the preceding energy storage device and has functions such as overvoltage protection, undervoltage protection, overcurrent protection, temperature protection, and cell equalization. As shown in
The power supply assembly 96 further includes a charging assembly 97. As shown in
In addition to being connected to the external power supply 177, the electric all-terrain vehicle 10 can convert other energy into electrical energy and store the electrical energy. In an example, the electric all-terrain vehicle 10 may include a solar panel 178, and the solar panel 178 may be disposed on a roof 104, a front cover 106, or the trunk 300 of the electric all-terrain vehicle 10; or the electric all-terrain vehicle 10 may be connected to a detachable solar panel 178, and the user may mount the solar panel 178 at a suitable position when the solar panel 178 is needed. In an example, the charging interface 174 can be electrically connected to the solar panel 178. Referring to
The charging assembly 97 further includes a charging circuit 172, and the charging circuit 172 includes multiple switches controlled by the BMS controller 175 to be turned on and off. When the electric all-terrain vehicle 10 includes two or more energy storage devices, the BMS controller 175 may adopt the charging logic below (the case where the electric all-terrain vehicle 10 includes two energy storage devices is used as an example). The charging circuit 172 is electrically connected to a first energy storage device 150 and a second energy storage device 160. Further, the charging circuit 172 is electrically connected to the BMS controller 175 and the charging interface 174. The controller 175 controls the charging circuit 172 to be electrically connected to the external power supply 177/solar panel 178 via the charging interface 174 so that the external power supply 177/solar panel 178 can supply power to the first energy storage device 150 and the second energy storage device 160 via the charging interface 174. The charging circuit 172 has a first charging mode and a second charging mode. When the charging circuit 172 is in the first charging mode, the charging circuit 172 charges one of the first energy storage device 150 and the second energy storage device 160. When the charging circuit 172 is in the second charging mode, the charging circuit 172 charges the first energy storage device 150 and the second energy storage device 160 simultaneously. The controller 175 is configured to, when the voltage of the first energy storage device 150 and the voltage of the second energy storage device 160 are different, control the charging circuit 172 to be in the first charging mode and when the voltage of the first energy storage device 150 and the voltage of the second energy storage device 160 are basically the same, control the charging circuit to be in the second charging mode. In this manner, when the voltage of the first energy storage device 150 and the voltage of the second energy storage device 160 are different, the charging circuit 172 is in the first charging mode and first charges one of the first energy storage device 150 or the second energy storage device 160 which has a lower voltage; and when the voltage of the first energy storage device 150 and the voltage of the second energy storage device 160 are basically the same, the charging circuit 172 switches to the second charging mode and can charge the first energy storage device 150 and the second energy storage device 160 simultaneously. In this manner, not only can the first energy storage device 150 and the second energy storage device 160 satisfy the most basic SoC requirements more quickly, but also the charging efficiency can be improved.
It is to be understood that the first energy storage device 150 and the second energy storage device 160 may be the first battery pack 161 and the second battery pack 152, may be the first battery pack 161 and the built-in cell module 164, or may be the second battery pack 152 and the built-in cell module 164, which is not limited in the present application. In fact, the preceding charging logic is not only applicable to two or more kinds of energy storage devices but also to a single kind of energy storage device. During actual application, energy storage devices having different aging situations, resulting in inconsistent voltages, may also be regarded as the first energy storage device and the second energy storage device.
In addition, the electric all-terrain vehicle 10 can convert the kinetic energy of electric motors 123 during deceleration or braking into electrical energy for energy recovery. In addition, for multiple battery packs, especially two or more types of battery packs, the power supply assembly 96 may include an internal charging circuit to enable the first battery pack 161 to charge the second battery pack 152 and/or enable the second battery pack 152 to charge the first battery pack 161. Of course, in the case where the battery pack is detachable, the power supply assembly 96 may not include the charging interface 174 and the solar panel 178, and the following method is adopted: the battery pack is taken out and then coupled to the charger, and the charger is used to charge the battery pack. For the user who has the charger for the battery pack, this electric all-terrain vehicle 10 with simple configuration saves costs and reuses the charger of the battery pack platform.
The power supply assembly 96 further includes a discharging assembly. The discharging assembly may include a DC output interface such as a Universal Serial Bus (USB) interface so that it is convenient for the user to charge a DC device such as a mobile phone. The discharging assembly may include an AC output interface such as a two-prong outlet or a three-prong outlet so that it is convenient for the user to use an AC device such as an induction cooker on the electric all-terrain vehicle 10. To prevent the electric all-terrain vehicle 10 from continuing supplying power to the DC output interface and the AC output interface when the electric all-terrain vehicle 10 is insufficient in power and causing problems such as a sudden reduction in battery life and excessive discharge, a threshold, such as 70%, may be set. That is, if the remaining power of the battery pack of the electric all-terrain vehicle 10 is greater than or equal to 70%, the DC output interface and the AC output interface are powered; if the remaining power of the battery pack of the electric all-terrain vehicle 10 is less than 70%, the DC output interface and the AC output interface are not powered. It is to be noted that here, 70% is only an example and does not limit the scope of the present application.
The discharging assembly is electrically connected to the control panels to supply power to the control panels of the electric all-terrain vehicle 10. The discharging assembly is electrically connected to an illumination assembly to supply power to the illumination assembly of the electric all-terrain vehicle 10. If the electric all-terrain vehicle 10 is provided with the wireless networking module, the discharging assembly supplies power to the wireless networking module of the electric all-terrain vehicle 10. Further, the discharging assembly is electrically connected to driver circuits of the electric motors to supply electric power to the driving system 12 of the electric all-terrain vehicle 10. It is to be understood that the discharging assembly may include one or more of an inverter circuit, a rectifier circuit, a buck circuit, a boost circuit, a DC-DC conversion circuit, and a DC-AC conversion circuit to satisfy the voltage requirements of different assemblies. The circuits of the discharging assembly may be controlled by the BMS controller 175. Multiple energy storage devices may be connected in parallel for discharge, connected in series for discharge, or connected in series and in parallel for discharge. In an example, two first battery packs 161 with a rated voltage of 55 V are connected in parallel and can be discharged at a rated voltage of 55 V. In an example, two first battery packs 161 with a rated voltage of 55 V are connected in series and can be discharged at a rated voltage of 110 V. In an example, eight first battery packs 161, in which every two first battery packs 161 are connected in series to form four series paths and the four series paths are connected in parallel, form a power supply system with a bus voltage of 110 V. In an example, the total voltage of two or more second battery packs 152 connected in series can reach the rated voltage of the first battery pack 161 so that the two or more second battery packs 152 and the first battery pack 161 can be discharged in a combination. In an example, the rated voltage of the second battery pack 152 is equivalent to the rated voltage of the first battery pack 161 so that the second battery pack 152 can be directly connected in parallel or in series with the first battery pack 161 for discharge. In an example, the discharge voltage of the power supply assembly 96 is greater than or equal to 80 V. In an example, the discharge voltage of the power supply assembly 96 is greater than or equal to 100 V. In an example, the discharge voltage of the power supply assembly 96 is greater than or equal to 110 V.
Referring to
Referring to
As shown in
The VCU 128 is the core control component of the entire electric all-terrain vehicle 10. The VCU 128 collects accelerator pedal signals, brake pedal signals, and other component signals, makes corresponding determinations, and controls the actions of the lower-level component controllers. The VCU 128 collects the driving signals of the driver and vehicle states, manages, schedules, analyzes, and calculates the network information through the CAN bus, performs corresponding energy management according to different configurations of the vehicle model, and implements functions such as vehicle drive control, energy optimization control, brake feedback control, and network management.
In another example, the dual-motor driving system 12 of the electric all-terrain vehicle 10 includes a left drive motor and a right drive motor. For the convenience of the subsequent description, the dual-motor driving system 12 of the electric all-terrain vehicle 10 includes a first drive motor and a second drive motor. The first drive motor and the second drive motor may refer to the front drive motor 123F and the rear drive motor 123R or may refer to the left drive motor and the right drive motor. Correspondingly, the dual-motor driving system 12 of the electric all-terrain vehicle 10 includes a first controller and a second controller, the first controller controls the first drive motor, and the second controller controls the second drive motor. The VCU 128 is disposed between the first controller and the second controller. The following torque distribution method is applicable to both front-to-rear distribution and left-to-right distribution. The VCU 128 distributes torque to two motor controllers 124 (microcontroller units (MCUs)). When the vehicle speed and the total required torque Treq are constant, the VCU 128 adjusts the torque distribution coefficient λ (λ=0 means being driven by the first drive motor, λ=1 means being driven by the second drive motor, and 0<λ<1 means being driven by the first drive motor and the second drive motor simultaneously) to maximize the efficiency of the dual-motor driving system 12 at this operating point (the drive efficiency refers to the ratio of the total output power to the total input power).
Referring to
In E1, the torque distribution coefficients λ that make the dual-motor driving system 12 most efficient with the combinations of the vehicle speed Sutv and the required torque Treq are acquired and made into a torque distribution table.
In E2, the vehicle speed Sutv and the required torque Treq of the vehicle are acquired. In an example of the present application, the vehicle speed Sutv is calculated according to the accelerator pedal opening and/or the brake pedal opening. The required torque Treq refers to the required torque Treq at the input end of a torque combiner, and the required torque Treq includes the drive torque and the brake torque. The drive torque is calculated according to the accelerator pedal opening and the vehicle speed, and the brake torque is calculated according to the brake pedal opening and the vehicle speed. At the same time, the charge and discharge capacity of the energy storage device should also be considered when the drive torque and the brake torque are calculated.
In E3, the lookup of the torque distribution table is performed, and the required torque Treq is distributed to the first drive motor and the second drive motor according to the corresponding distribution coefficient λ so that the first drive motor and the second drive motor output corresponding target torques. The distribution coefficient λ is acquired in a table lookup method. The required torque Treq multiplied by (1−λ) is the target torque of the first drive motor, and the required torque Treq multiplied by λ is the target torque of the second drive motor.
In an example, the vehicle speed-required torque characteristic curve of the electric all-terrain vehicle 10 is shown in
In S1, the value range and step size of the vehicle speed Sutv that needs to be traversed and the value range and step size of the required torque Treq that needs to be traversed are determined so that the matrix of the vehicle speed Sutv and the required torque Treq can be obtained.
In S2, the cells in the matrix are traversed, that is to say, the combinations of the vehicle speed Sutv and the required torque Treq are selected in sequence, and the torque distribution coefficients λ that make the dual-motor driving system 12 most efficient are obtained as follows.
In S21, the required rotational speed of the first drive motor and the required rotational speed of the second drive motor are calculated according to the vehicle speed Sutv.
In S22, the required rotational speed is compared with the maximum rotational speed of the drive motor; if the required rotational speed is less than or equal to the maximum rotational speed of the drive motor, the required rotational speed is set as the target rotational speed, otherwise the maximum rotational speed of the drive motor is set as the target rotational speed.
In S23, a suitable step size is selected, the torque distribution coefficients λ are traversed to find the torque distribution coefficient λ that makes the dual-motor driving system 12 most efficient, and the value range of λ is [0, 1] by default. According to the rotational speeds and currently distributed torques of the first drive motor and the second drive motor, the sum of the current electric motor efficiencies of the first drive motor and the second drive motor is obtained; and the torque distribution ratio corresponding to the maximum sum of electric motor efficiencies is the torque distribution coefficient λ corresponding to the combination of the vehicle speed Sutv and the required torque Treq.
That is to say, the required torque Treq is distributed between the two electric motors according to (1−λ) and λ. The case where the step size is 0.02 is used as an example, λ is 0, 0.02, 0.04, . . . , and altogether 51 ways of distribution exist; according to the target rotational speed and torque, 51 groups of data are interpolated on the motor efficiency diagram, namely the motor efficiencies corresponding to the first drive motor and the second drive motor respectively; the sum of efficiencies in each group of data is calculated to obtain 51 groups of data, among which the torque distribution ratio corresponding to the maximum sum of electric motor efficiencies is the torque distribution coefficient λ corresponding to the combination of the vehicle speed Sutv and the required torque Treq.
In S3, if the traversal of the vehicle speed Sutv and the required torque Treq does not end, the traversal continues; if the traversal ends, the entire process ends.
It is to be understood that this method does not limit the step size during the traversal of the torque distribution coefficients, nor does this method limit the range and step size of the vehicle speed Sutv that needs to be traversed and the range and step size of the required torque Treq that needs to be traversed.
According to the torque distribution method for the electric all-terrain vehicle 10 with the dual-motor driving system 12 in an example of the present application, the total required torque Treq can be reasonably distributed to the two drive motors 123 so that the sum of the efficiencies of the two drive motors 123 reaches the optimal value, thereby reducing the power consumption of the vehicle and improving the cruising range of the vehicle. In an example, the total efficiency of the first drive motor and the second drive motor is greater than or equal to 70% in at least 70% of the torque range. In an example, the total efficiency of the first drive motor and the second drive motor is greater than or equal to 60% in at least 80% of the torque range. In an example, the total efficiency of the first drive motor and the second drive motor is greater than or equal to 80% in at least 60% of the torque range. The electric all-terrain vehicle 10 may include the first drive motor and the second drive motor that are the same or may include the first drive motor and the second drive motor that are different.
In an example, after two MCUs 124 each receive the target torque distributed by the VCU 128, the two MCUs 124 may control the corresponding electric motors 123 in a direct torque control method. Assuming that the two controllers 124 adopt the same control method, the following only describes the control process of one of the controllers 124 with reference to
In another example, after two MCUs 124 each receive the target torque distributed by the VCU 128, the two MCUs 124 may control the corresponding electric motors in a vector control method. Assuming that the two controllers 124 adopt the same control method, the following only describes the control process of one of the controllers 124 with reference to
It is to be understood that the two motor controllers may adopt different control methods. For example, the first controller adopts vector control and the second controller adopts direct torque control; or the first controller adopts direct torque control and the second controller adopts vector control; or the first controller adopts vector control and the second controller adopts square wave control; or the first controller adopts square wave control and the second controller adopts vector control; or the first controller adopts square wave control and the second controller adopts direct torque control; or the first controller adopts direct torque control and the second controller adopts square wave control. Since square wave control is a traditional control technology, the details are not repeated here. Under square wave control, the motor controller may adjust the PWM, conduction angle, lead angle, or the like according to the target torque distributed by the VCU 128.
In an example, by operating buttons, gears, or the display screen 531 on the control panel 511, the user may enter different driving modes, for example, the sport mode, the normal mode, and the control mode. Different driving modes are set with different acceleration and/or maximum speed limits. In this manner, the user may select different driving modes according to personal preferences, thereby improving the user experience of a riding mower 100. In an example, different driving modes can be achieved by setting different parameters in the control programs of the motor controllers 124, for example, the parameter P of the PI regulator and the reference value Ψ* of the stator flux. In an example, different driving modes can be achieved by adding additional threshold limits in the control programs. In addition, information about different driving modes may be displayed on the display screen 531.
When the electric all-terrain vehicle 10 decelerates or brakes, in the dual-motor driving system 12, one of the drive motors 123 brakes and the other drive motor 123 recovers energy. For example, the absolute value of the reference value of the electric motor torque T* or the direct-axis current Iq* set by one motor controller is larger, thereby achieving quick braking; and the absolute value of the reference value of the electric motor torque T* or the direct-axis current Iq* set by the other motor controller is smaller, thereby recovering as much energy as possible.
The electric all-terrain vehicle 10 can communicate with a remote device 130 such as a mobile phone. Various manners of achieving communication between the electric all-terrain vehicle 10 and the remote device 130 are provided with reference to
In an example, as shown in
Alternatively, the electric all-terrain vehicle 10 has a wireless networking module that is wirelessly connected to the remote device 130, thereby achieving wireless data transmission. The wireless networking module may be powered by the energy storage device of the power supply assembly 96 or may have its own power supply. In an example, as shown in
In an example, as shown in
It is to be understood that the preceding connection manners are not in conflict with each other, and the electric all-terrain vehicle 10 can adopt more than one of the preceding connection manners, from which the user can select the connection manner according to actual conditions.
The traditional all-terrain vehicle electronics come with all the software pre-loaded. After the all-terrain vehicle is delivered to a customer, the vehicle software is generally not updated unless an unacceptable software problem exists. Once a software problem is discovered, the vehicles are recalled, and after-sales service personnel upgrade the software for each problematic vehicle one by one, resulting in a huge upgrade cost. By means of a communication connection with the remote device 130 or the cloud server 200, the electric all-terrain vehicle 10 can adopt OTA technology to solve the preceding problem. The electric all-terrain vehicle 10 with OTA can remotely upgrade the vehicle system and functions through the cloud or use the remote device 130 to download the upgrade package to upgrade the vehicle system and functions. OTA technology requires the cloud server 200 and the electric all-terrain vehicle 10 to be deployed simultaneously, and the OTA architecture is shown in
Referring to
Compared with the preceding energy storage devices disposed below the seat, above or below the vehicle frame, or at other positions, the energy storage devices mounted to the trunk 320 are more flexible and convenient for the user to move and replace. This energy expansion manner is particularly convenient for the user who has higher battery life requirements. Particularly, the first battery packs 161 and the energy storage devices of other devices can be used interchangeably. Referring to
In conjunction with
As shown in
The positive electrode of an OBC 176 is connected to the positive electrode of the series path, and the negative electrode of the OBC 176 is connected to the negative electrode of the series path, thereby providing a charge current to the first battery packs 161. A power distribution unit (PDU) 190 includes a switch for connecting or disconnecting a charging circuit and a switch for connecting or disconnecting a discharging circuit. When the electric all-terrain vehicle 10 has two electric motors, the PDU 190 may be provided with two discharge switches. Through the preceding circuit design and the configuration of the first battery pack 161 whose charging interface is different from the discharging interface, the charge current and the discharge current can be managed separately, thereby improving the reliability of the power system of the electric all-terrain vehicle 20.
When the battery packs connected in series for discharge have different SoC or voltages, even if the preceding device is used to avoid a reverse current flow, the discharge capacity or endurance is adversely affected. To better solve this problem, in an example, the power supply assembly may further include an equalization module 191. Specifically, as shown in
In another example, referring to
In addition to charging some battery packs separately, it is also feasible to achieve the power equalization or voltage equalization between the battery packs by discharging some battery packs separately. In another example, referring to
In another example, switch groups may be added to the power supply assembly to flexibly switch the series-parallel combination relationship of four battery packs so that the difference in SoC or voltage between the battery packs connected in series is minimized among all possible combinations of the current two series circuits, thereby alleviating the problem of battery pack nonequalization. Referring to
For the convenience of the description, the four battery packs are labeled as BAT1, BAT2, BAT3, and BAT4, respectively. The battery pack illustrated in the figure has only one positive terminal and one negative terminal and may be understood as the preceding second battery pack 152 or another battery pack. Optionally, the voltage of each battery pack is greater than or equal to 40 V, and the discharge voltage of two battery packs connected in series is greater than or equal to 80 V. Every two of the four battery packs are connected in series to form two series paths and the two series paths are connected in parallel. Three series-parallel combination manners exist. In the first combination, BAT1 and BAT2 are connected in series, and BAT3 and BAT4 are connected in series. In the second combination, BAT1 and BAT3 are connected in series, and BAT2 and BAT4 are connected in series. In the third combination, BAT1 and BAT4 are connected in series, and BAT2 and BAT3 are connected in series. As shown in
In more examples, through the setting and switching of switch groups with different configurations, the series-parallel combination relationship of multiple battery packs of the power supply assembly is not limited to the combination of being connected in series and then in parallel and may also be the combination of being connected in parallel and then in series. In addition, two or more series paths are not limited to being connected in parallel, and the two or more series paths may be connected in series to further increase the discharge voltage or charge voltage of the power supply assembly. For example, the electric all-terrain vehicle may switch the series-parallel combination relationship of multiple battery packs based on the load. The control unit may be configured to, when the load is less than or equal to a first threshold, control the switch groups such that two or more series paths are connected in parallel and when the load is greater than the first threshold, control the switch groups such that two or more series paths are connected in series.
In addition, other compositions and functions of the electric all-terrain vehicle according to the examples of the present application are known to those of ordinary skill in the art, which are not described in detail here to reduce redundancy.
In the description of the specification, the description of reference terms “one embodiment”, “some embodiments”, “example”, “specific example”, “some examples”, and the like means a specific feature, a structure, a material, or a characteristic described in conjunction with the embodiment or the example is included in at least one embodiment or example of the present application. In this detailed description, the illustrative description of the preceding terms does not necessarily refer to the same embodiment or example. Moreover, the described specific feature, structure, material, and characteristic may be combined in an appropriate manner in any one or more embodiments or examples.
The basic principles, main features, and advantages of this application are shown and described above. It is to be understood by those skilled in the art that the aforementioned examples do not limit the present application in any form, and all technical solutions obtained through equivalent substitutions or equivalent transformations fall within the scope of the present application.
| Number | Date | Country | Kind |
|---|---|---|---|
| 202211614144.7 | Dec 2022 | CN | national |
This application is a continuation of International Application Number PCT/CN2023/139022, filed on Dec. 15, 2023, through which this application also claims the benefit under 35 U.S.C. § 119 (a) of Chinese Patent Application No. 202211614144.7, filed on Dec. 15, 2022, which applications are incorporated herein by reference in their entireties.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/CN2023/139022 | Dec 2023 | WO |
| Child | 18970500 | US |
