CN108312883B

CN108312883B - Long-endurance high-efficiency electric automobile and driving method thereof

Info

Publication number: CN108312883B
Application number: CN201810217046.7A
Authority: CN
Inventors: 丁左武
Original assignee: Nanjing Institute of Technology
Current assignee: Nanjing Dingbo Controller Co ltd
Priority date: 2018-03-16
Filing date: 2018-03-16
Publication date: 2023-09-01
Anticipated expiration: 2038-03-16
Also published as: CN108312883A

Abstract

The invention relates to a long-endurance high-efficiency electric automobile and a driving method thereof.A main reducer input shaft is connected with a power shaft through a universal joint, the front end and the rear end of the power shaft are respectively supported on an automobile chassis through power shaft bearings, a first main shaft wheel, a second main shaft wheel, a third main shaft wheel and a fourth main shaft wheel are sequentially arranged on the power shaft from front to back, and the first main shaft wheel, the second main shaft wheel, the third main shaft wheel and the fourth main shaft wheel are correspondingly connected with corresponding first driving wheels, second driving wheels, third driving wheels and fourth driving wheels through a first belt, a second belt, a third belt and a fourth belt in a driving way; the first driving wheel is fixed on an output shaft of the first motor, and the second, third and fourth driving wheels are respectively driven by the corresponding second motor, third motor and fourth motor through a clutch device; and the motors I to IV are powered by the main battery, and when the main battery is deficient, the standby battery is automatically put into the main battery for supplementing and charging. When in driving, each motor is sequentially thrown into the vehicle according to the power required by the vehicle under the control of the motor control chip, so that the working efficiency of each motor is high, and the single-charging driving mileage of the vehicle can be greatly prolonged.

Description

Long-endurance high-efficiency electric automobile and driving method thereof

Technical Field

The invention relates to an electric automobile, in particular to a long-endurance high-efficiency electric automobile; the invention further relates to a driving method of the electric automobile, and belongs to the technical field of electric automobiles.

Background

Electric vehicles typically employ a set of powered battery packs, which when the battery pack has a power level that falls to 80% or less of the rated power level, the battery cycle life is greatly reduced if continued use is made. In addition, during operation of electric vehicles, electric vehicles are now used that are equipped with high-power motors having a large reserve power in order to meet the dynamic properties of the vehicle at maximum load. The motor with higher power has higher efficiency when the vehicle is fully loaded. However, when the vehicle is in no-load and light-load, the working efficiency of the motor is extremely low, so that the single-charge endurance mileage of the vehicle is greatly shortened.

At present, a structure form for driving an electric automobile by utilizing double motors is available. The Chinese patent publication No. 101519040B discloses a double-motor anti-slip differential drive axle suitable for an electric automobile, which comprises two drive motors, a speed reducer assembly coupled with the two drive motors, an anti-slip differential device and/or left and right output shafts connected with the speed reducer assembly; wherein, the two driving motors are arranged in the middle of the double-motor driving axle in a face-to-face mode, and are connected into a whole through the reducer shell; the power output by the two driving motors is converged to a speed reducer assembly; each driving motor realizes two-stage speed reduction through four gears; the four gears comprise an input shaft gear, a middle driven gear, a middle driving gear, a left half shaft gear and a right half shaft gear, wherein the input shaft gear is fixedly connected with a motor shaft and meshed with the middle driven gear; the left and right output shafts connected with the speed reducer assembly are used for driving left and right wheels of the electric automobile to rotate; the anti-slip differential device is arranged between the left output half shaft and the right output half shaft of the speed reducer assembly and coaxially rotates. The power of two motors of this structure is transmitted to left wheel and right wheel respectively, does not exert the function of main reducer in traditional automotive filed, and main reducer's drive mechanism can automatic distribution drive force to the left and right wheels of vehicle.

At present, there is a structure form of driving two front wheels or two rear wheels of an electric automobile by using an in-wheel motor, wherein the motor is arranged on the two front wheels or the two rear wheels of the automobile, and the two motors are controlled by a controller to drive the automobile to advance. In addition, the electric vehicle has a structure in which four wheels of the electric vehicle are driven by an in-wheel motor, the motors are arranged on the four wheels of the vehicle, and the four motors are controlled by a controller to drive the vehicle to advance. There are three fatal disadvantages: 1. the motor with larger mass is integrated with the wheels, the unsprung mass below the vehicle supporting spring is larger, the dynamic performance of the vehicle in the running process is poorer, and the service life of the wheels is shorter; 2. the structural form controls the rotating speed of each motor by precisely measuring parameters such as a wheel speed sensor, a vehicle steering wheel rotating angle and the like, and once the sensor fails, the vehicle runs extremely unstably; 3. the structural form of the hub motor driving the two wheels does not exert the function of automatically distributing driving force to the left and right wheels of the transmission mechanism of the main speed reducer in the traditional automobile field.

Disclosure of Invention

The primary aim of the invention is to overcome the problems in the prior art and provide a long-endurance high-efficiency electric automobile, when the main battery is deficient in power, the standby battery is automatically put into charge for supplementing the main battery, so that the automobile can travel to a charging station for charging; on the premise of unchanged total power of the motors, different numbers of motors are put into operation according to different loads of the vehicle, the reserve power of each motor is reduced, the working efficiency of the motors is high, and the driving mileage of the vehicle in single charging can be greatly prolonged.

In order to solve the technical problems, the invention provides a long-endurance high-efficiency electric automobile, which comprises a rear axle driven by a main speed reducer 5, wherein an input shaft of the main speed reducer 5 is connected with a power shaft 7 through a universal joint 6, the front end and the rear end of the power shaft 7 are respectively supported on an automobile chassis through power shaft bearings 7a, a first, a second, a third and a fourth main shaft wheels are sequentially arranged on the power shaft 7 from front to back, and the first, the second, the third and the fourth main shaft wheels are correspondingly connected with corresponding first, second, third and fourth driving wheels through first, second, third and fourth belts in a transmission way; the first driving wheel 1c is fixed on the output shaft of the first motor, and the second, third and fourth driving wheels are respectively driven by the corresponding second motor, third motor and fourth motor through a clutch device; the motors I to IV are powered by a main battery X1, the cathode of the main battery X1 is connected with a negative electrode C-of the controller through a contact of a first relay K1, the anode of the main battery is connected with a positive electrode C+ of the controller through a contact of a second relay K2, the cathode of the main battery is also connected with the negative electrode of the charger, and the anode of the main battery is also connected with a high-voltage output end VB1+ of the charger through a normally open contact of a third relay K3; the device also comprises a standby battery X2 with low voltage and large capacity, wherein the cathode of the standby battery X2 is connected with the cathode of the main battery, the anode of the standby battery X2 is connected with the low voltage input end UB2+ of the DC/DC converter through a contact of a fourth relay K4, and the high voltage output end UB1+ of the DC/DC converter is connected with the anode of the main battery; the anode of the standby battery X2 is also connected with a low-voltage output end VB < 2+ > of the charger through a normally open contact of a fifth relay K5; the coils of the first to fifth relays are connected to the output ends of the first to fifth optocouplers in a one-to-one correspondence manner, and the input ends of the first to fifth optocouplers are connected to the control signal output ends of the first to fifth relays of the master control chip in a one-to-one correspondence manner; the voltage signal of the main battery X1 is connected to a main battery voltage signal detection end PAD7 of the main control chip, and the voltage signal of the standby battery X2 is connected to a standby battery voltage signal detection end PAD8 of the main control chip; a self-charging current sensor E5 is arranged between the contact of the fourth relay K4 and the low-voltage input end UB2+ of the DC/DC converter, and a signal line of the self-charging current sensor E5 is connected to a self-charging current signal input end PAD9 of the total control chip.

Compared with the prior art, the invention has the following beneficial effects: when the power supply voltage of the electric automobile is lower, the damage to the storage battery is larger, a main battery voltage signal detection end PAD7 of the main control chip always reads the main battery voltage, when the main battery voltage is higher than a set voltage, a first relay control signal output end PA1 and a second relay control signal output end PA2 of the main control chip are changed from low level to high level, a first optocoupler G1 is conducted to enable a coil of the first relay K1 to be electrified and a contact to be closed, a second optocoupler G2 is conducted to enable the coil of the second relay K2 to be electrified and the contact to be closed, and other contacts are all in an open state and are powered by the main battery. The main control chip calculates the terminal voltage of the main battery through the voltage signal received by the voltage signal detection terminal PAD7 of the main battery to be reduced to the rated voltage of 80%, namely, the terminal voltage is considered to be the power shortage, the main control chip controls the contacts of the first relay K1, the second relay K2 and the fourth relay K4 to be closed, the other contacts are in the open state, the standby battery supplements the main battery with charge through the DC/DC converter, the self-charging current sensor E5 sends a charging current signal to the self-charging current signal input terminal PAD9 of the main control chip due to the small current of the DC/DC converter, the main control chip controls the motor in a low-speed driving mode to charge the charging station nearby when the electric automobile runs, the service life of the main battery is prolonged, and the battery cost is reduced. The spare battery capacity is typically less than 10% of the main battery, and the weight and space occupation are small. After the motor I is started, the first driving wheel 1c drives the first main shaft wheel 1a to rotate through the first belt 1b, the first main shaft wheel 1a drives the power shaft 7 to rotate, the power shaft 7 drives the main speed reducer 5 to rotate through the universal joint 6, and then the motor I drives the automobile to advance, and after the motor I reaches the maximum load, the motor II is started and the clutch II is combined, and the motor I and the motor II are driven together; when the second motor also reaches the maximum load, the third motor is started, the third clutch device is combined, and the first motor, the second motor and the third motor are driven together; when the third motor reaches the maximum load, the fourth motor is started, the fourth clutch device is combined, and the four motors drive the automobile to advance together. On the premise that the total power of motors on a vehicle body is unchanged, a plurality of motors are arranged, driving power of each motor is transmitted to the power shaft 7 in a concentrated mode, the number of the motors put into operation is selected according to the power required by the vehicle, the reserve power of each motor is necessarily reduced, the consumption of no-load power of the motors is reduced, the working efficiency of the whole vehicle is improved, and the single-charging driving mileage of the vehicle is increased.

As an improvement of the invention, a second driving wheel is supported on a second driving wheel shaft 2c, a second driven friction disc 2d is arranged at the right end of the second driving wheel shaft 2c, a second driving friction disc 2e capable of being clutched with the second driven friction disc 2d is arranged at the right end of the second driven friction disc 2d, the second driving friction disc 2e is fixed at the left end of a second sliding sleeve 2f, the second sliding sleeve 2f is arranged at the left end of a second driving shaft 2g through a spline and can slide along the second driving shaft 2g, the right end of the second driving shaft 2g is driven by a second motor, a second bearing mechanism 2h which rotates synchronously with the second sliding sleeve is arranged at the right end of the second sliding sleeve 2f, and a second sliding sleeve tension spring 2j is connected between the second sliding sleeve 2f and the second bearing mechanism 2 h; the right end face of the second driving friction disc 2e is provided with a second driving friction disc annular groove, the right side of the second driving friction disc 2e is provided with a second annular sliding block 2k, the left end face of the second annular sliding block 2k is provided with a plurality of second sliding block balls 2k1 which are matched with the second driving friction disc annular groove, the right end face of the second annular sliding block 2k is fixedly connected with a piston of a second oil cylinder 2m, and the right end of the second oil cylinder 2m is provided with a second oil cylinder oil filling port 2m1. When the second motor is put into operation, the second driving shaft 2g drives the second sliding sleeve 2f to rotate through the spline, the second sliding sleeve 2f drives the second annular sliding block 2k to synchronously rotate, the hydraulic system injects pressure oil into the second oil cylinder oil filling port 2m1, the piston of the second oil cylinder 2m is ejected forwards to push the second annular sliding block 2k to move forwards, the second sliding block balls 2k1 are embedded into the annular grooves of the second driving friction disc and push the second driving friction disc 2e to be combined with the second driven friction disc 2d forwards, the power of the second motor is transmitted to the second driving wheel shaft 2c, the second driving wheel drives the second main shaft wheel 2a to rotate through the second belt 2b, and the power of the second motor is transmitted to the power shaft 7. When the second motor is required to be removed and operated, the second oil cylinder oil filling port 2m1 is depressurized, the second sliding sleeve tension spring 2j enables the second driving friction disc 2e to retreat and separate from the second driven friction disc 2d, and then the second motor stops operating.

As a further improvement of the invention, a third driving wheel is supported on a third driving wheel shaft 3c, a third driven friction disc 3d is arranged at the right end of the third driving wheel shaft 3c, a third driving friction disc 3e capable of being clutched with the third driven friction disc 3d is arranged at the right end of the third driven friction disc 3d, the third driving friction disc 3e is fixed at the left end of a third sliding sleeve 3f, the third sliding sleeve 3f is arranged at the left end of a third driving shaft 3g through a spline and can slide along the third driving shaft 3g, the right end of the third driving shaft 3g is driven by a motor three, a third bearing mechanism 3h which rotates synchronously with the third sliding sleeve 3f is arranged at the right end of the third sliding sleeve 3f, and a third sliding sleeve tension spring 3j is connected between the third sliding sleeve 3f and the third bearing mechanism 3 h; the right end face of the third driving friction disc 3e is provided with a third driving friction disc annular groove, the right side of the third driving friction disc is provided with a third annular sliding block 3k, the left end face of the third annular sliding block 3k is provided with a plurality of third sliding block balls 3k1 which are matched with the third driving friction disc annular groove, the right end face of the third annular sliding block 3k is fixedly connected with a piston of a third oil cylinder 3m, and the right end of the third oil cylinder 3m is provided with a third oil cylinder oil filling port 3m1. When the motor three is put into operation, the third driving shaft 3g drives the third sliding sleeve 3f to rotate through a spline, the third sliding sleeve 3f drives the third annular sliding block 3k to synchronously rotate, the hydraulic system injects pressure oil into the third oil cylinder oil filling port 3m1, the piston of the third oil cylinder 3m is pushed out forwards to push the third annular sliding block 3k to move forwards, all the third sliding block balls 3k1 are embedded into the annular groove of the third driving friction disc and push the third driving friction disc 3e to be combined with the third driven friction disc 3d forwards, the power of the motor three is transmitted to the third driving wheel shaft 3c, and the third driving wheel drives the third main shaft wheel 3a to rotate through the third belt 3b to transmit the motor three power to the power shaft 7. When the motor III is required to be removed for operation, the third oil cylinder oil filling port 3m1 is depressurized, the third sliding sleeve tension spring 3j enables the third driving friction disc 3e to retreat and separate from the third driven friction disc 3d, and then the motor III stops operation.

As a further improvement of the invention, a fourth driving wheel is supported on a fourth driving wheel shaft 4c, a fourth driven friction disk 4d is arranged at the right end of the fourth driving wheel shaft 4c, a fourth driving friction disk 4e capable of being clutched with the fourth driven friction disk 4d is arranged at the right end of the fourth driven friction disk 4d, the fourth driving friction disk 4e is fixed at the left end of a fourth sliding sleeve 4f, the fourth sliding sleeve 4f is arranged at the left end of a fourth driving shaft 4g through a spline and can slide along the fourth driving shaft 4g, the right end of the fourth driving shaft 4g is driven by a motor four, a fourth bearing mechanism 4h which rotates synchronously with the fourth sliding sleeve 4f is arranged at the right end of the fourth sliding sleeve 4f, and a fourth sliding sleeve tension spring 4j is connected between the fourth sliding sleeve 4f and the fourth bearing mechanism 4 h; the right end face of the fourth driving friction disk 4e is provided with a fourth driving friction disk annular groove, a fourth annular sliding block 4k is installed on the right side of the fourth driving friction disk 4e, a plurality of fourth sliding block balls 4k1 matched with the fourth driving friction disk annular groove are installed on the left end face of the fourth annular sliding block 4k, the right end face of the fourth annular sliding block 4k is fixedly connected with a piston of a fourth oil cylinder 4m, and a fourth oil cylinder oil filling port 4m1 is arranged at the right end of the fourth oil cylinder 4 m. When the motor is put into operation, the fourth driving shaft 4g drives the fourth sliding sleeve 4f to rotate through a spline, the fourth sliding sleeve 4f drives the fourth annular sliding block 4k to synchronously rotate, a hydraulic system injects pressure oil into the fourth oil cylinder oil filling port 4m1, a piston of the fourth oil cylinder 4m is ejected forwards to push the fourth annular sliding block 4k to move forwards, all the fourth sliding block balls 4k1 are embedded into annular grooves of the fourth driving friction disc and push the fourth driving friction disc 4e to be combined with the fourth driven friction disc 4d forwards, power of the motor four is transmitted to the fourth driving wheel shaft 4c, and the fourth driving wheel drives the fourth main shaft wheel 4a to rotate through a fourth belt 4b to transmit power of the motor four to the power shaft 7. When the motor four is required to be removed for operation, the fourth oil cylinder oil filling port 4m1 is depressurized, the fourth sliding sleeve tension spring 4j enables the fourth driving friction disc 4e to retreat and separate from the fourth driven friction disc 4d, and then the motor four stops operation.

As a further improvement of the invention, the second, third and fourth oil cylinders are controlled by a hydraulic system, the hydraulic system comprises an oil tank 11, an oil pump B1 and a multi-channel control oil cylinder 8, a supporting disc 8j is fixed in the middle of the inner cavity of the multi-channel control oil cylinder 8, a polished rod 8k1 is inserted in a central hole of the supporting disc 8j, the left end of the polished rod 8k1 is connected with a ball head support 8h, the other end of the ball head support 8h is connected with the center of the right end of a piston 8a of the control oil cylinder, the right end of the polished rod 8k1 penetrates out of the center of a right end cover of the multi-channel control oil cylinder 8 and is connected with a screw rod 8k2, a screw rod nut is screwed on the screw rod 8k2, a driven gear 9 is sleeved on the periphery of the screw rod nut and the driven gear 9 to realize axial positioning, the driven gear 9 is meshed with a driving gear 10, and the driving gear 10 is arranged on an output shaft of a screw rod servo motor M5; a first oil return port 8b is arranged below the middle part of the multichannel control oil cylinder 8, the first oil return port 8b is positioned on the left side of the supporting disc 8j, a second oil return port 8c is arranged below the right end of the multichannel control oil cylinder 8, a control oil cylinder oil inlet 8d is arranged below the left end of the multichannel control oil cylinder 8, a first oil outlet, a second oil outlet and a third oil outlet are sequentially arranged at the upper end of the left part of the multichannel control oil cylinder 8 from left to right, a third oil outlet 8g is positioned on the left side of the first oil return port 8b, the first oil outlet 8e is coaxial with the control oil cylinder oil inlet 8d and is connected with a second oil cylinder oil injection port 2m1, the second oil outlet 8f is connected with a third oil cylinder oil injection port 3m1, and the third oil outlet 8g is connected with a fourth oil cylinder oil injection port 4m 1; the inlet of the oil pump B1 is connected with the oil tank 11, the outlet of the oil pump B1 is connected with the oil inlet 8d of the control oil cylinder, and the first oil return port 8B and the second oil return port 8c are respectively connected with the oil tank 11 through hoses; the outlet pipeline of the oil pump B1 is connected with the inlet of the cartridge valve CZ1, the hydraulic control port of the cartridge valve CZ1 is connected with the B port of the electromagnetic directional valve YV1, the T port of the electromagnetic directional valve YV1 and the outlet of the cartridge valve CZ1 are connected with the oil tank 11, and the hydraulic control port of the cartridge valve CZ1 is also connected with the oil tank 11 through the overflow valve F1. When the screw rod servo motor M5 drives the driven gear 9 to rotate through the driving gear 10, the driven gear 9 drives the screw rod nut to synchronously rotate, and the screw rod nut is limited in the axial direction, when the screw rod nut rotates, the screw rod 8k2 moves forwards or backwards along the axis of the screw rod 8k2, and the screw rod 8k1 and the ball head support 8h pull the control oil cylinder piston 8a to translate. When the first motor is only needed to be put into operation, the control oil cylinder piston 8a is positioned at the first oil outlet 8e, both the first oil outlet 8e and the control oil cylinder oil inlet 8d are blocked, at the moment, the second oil cylinder oil filling port 2m1, the third oil cylinder oil filling port 3m1 and the fourth oil cylinder oil filling port 4m1 can not build pressure, and the clutch devices of the second motor, the third motor and the fourth motor are all in a separation state. When the second motor is required to be put into operation, the oil pump motor M6 drives the oil pump B1 to be put into operation, the electromagnetic directional valve YV1 is powered on, the hydraulic control port of the cartridge valve CZ1 is pressurized to close the cartridge valve CZ1, and when the outlet pipeline of the oil pump B1 is overpressurized, the overflow valve F1 is opened to cause the hydraulic control port of the cartridge valve CZ1 to be depressurized, and the cartridge valve CZ1 is opened to return oil to the oil tank 11. The control cylinder piston 8a is positioned at the second oil outlet 8f, the second oil outlet 8f is blocked, pressure oil enters the multi-channel control cylinder 8 from the control cylinder oil inlet 8d, enters the second cylinder oil filling port 2m1 from the first oil outlet 8e, the second cylinder 2m drives the second clutch device to be combined, at the moment, the third cylinder oil filling port 3m1 and the fourth cylinder oil filling port 4m1 cannot build pressure, the second clutch device of the motor is in a combined state, and the third clutch device and the fourth clutch device of the motor are in a separated state. When the motor III is required to be put into operation, the control oil cylinder piston 8a is positioned at the third oil outlet 8g, the third oil outlet 8g is blocked, pressure oil enters the second oil cylinder oil filling port 2m1 from the first oil outlet 8e, enters the third oil cylinder oil filling port 3m1 from the second oil outlet 8f, the third oil cylinder 3m drives the clutch device III to be combined, at the moment, only the fourth oil cylinder oil filling port 4m1 cannot build pressure, the clutch devices of the motor II and the motor III are in a combined state, and the clutch device of the motor IV is in a separated state. When the fourth motor is required to be put into operation, the piston 8a of the control oil cylinder is positioned on the right side of the third oil outlet 8g, pressure oil enters the fourth oil cylinder oil filling port 4m1 from the third oil outlet 8g, the fourth oil cylinder 4m drives the fourth clutch to be combined, and thus the four motors are all put into operation.

As a further improvement of the invention, the first motor, the second motor, the third motor and the fourth motor are respectively driven by the first motor driving module, the second motor driving module, the third motor and the fourth motor driving module are respectively driven by the first motor driving circuit, the second motor driving circuit, the third motor driving circuit and the fourth motor driving circuit are respectively controlled by the first motor control chip, the second motor control chip, the third motor control chip and the fourth motor driving circuit, the first motor temperature sensor, the second motor temperature sensor, the third motor temperature sensor and the fourth motor temperature sensor for detecting the temperature of the motor are correspondingly arranged on the power supply circuit of the first motor driving module, the second motor driving module, the third motor driving module and the fourth motor driving module, and the first motor current sensor, the second motor current sensor, the third motor current sensor and the fourth motor current sensor are correspondingly arranged on the power supply circuit of the first motor driving module, the third motor current sensor and the fourth motor current sensor; an acceleration pedal 12 of the electric automobile is provided with an acceleration Hall sensor HL1, and a brake pedal 13 is provided with a brake Hall sensor HL2; the signal wires of the motor current sensors are respectively connected with the corresponding motor current signal input end of the motor control chip U1, the signal wires of the motor temperature sensors are respectively connected with the corresponding motor temperature signal input end of the motor control chip U1, the signal wire of the ignition key DH is connected with the ignition signal input end PH7 of the motor control chip U1, the signal wire of the acceleration Hall sensor HL1 is connected with the acceleration signal input end PAD5 of the motor control chip U1, and the signal wire of the braking Hall sensor HL2 is connected with the braking signal input end PAD6 of the motor control chip U1; the signal ports of the first, second, third and fourth motor control chips are respectively connected with the corresponding first, second, third and fourth communication modules, and the communication port of the first U1c communication module is respectively connected with the communication ports of the second, third and fourth communication modules through CAN data buses; and the motor control chip U1 also serves as the total control chip. After the ignition key DH is switched on, an ignition signal input end PH7 of the motor control chip U1 receives an ignition signal and is put into operation, and the motor control chip U1 serves as a master controller. After the accelerator pedal 12 is pressed down, an acceleration signal input end PAD5 of a first U1 motor control chip receives signals of an acceleration Hall sensor HL1, the first U1 motor control chip always reads acceleration signal values, the target running speed of the vehicle is calculated, the first motor is driven to run through a first U1a motor driving circuit and a first U1b motor driving module, and meanwhile, a screw rod servo motor M5 is controlled through a servo motor control chip SDR to enable a control oil cylinder piston 8a to reach a first oil outlet 8 e. The power circuit of the motor driving module U1b is provided with a motor current sensor E1, and the motor current sensor E1 sends a current value I1 of the motor I to a motor current signal input end PAD1 of the motor control chip U1. The motor I is provided with a motor temperature sensor I T1, and a signal wire of the motor temperature sensor I T1 is connected with a motor temperature signal input end PH1 of a motor control chip I U1. The motor control chip U1 adjusts the working current of the motor I according to the data received by the motor I current signal input end PAD1 and the motor I temperature signal input end PH1. And the first motor control chip U1 judges whether the total working current I meets 0 < I less than or equal to I1max, wherein I1max is a single motor running maximum current value, if I > I1max, the first motor control chip U1 controls the first motor to run at full load, and meanwhile, the first communication module U1c sends a signal to the second communication module U2c through the CAN data bus, so that the second motor control chip U2 drives the second motor to run through the second motor driving circuit U2a and the second motor driving module U2 b. And the servo motor control chip SDR controls the screw rod servo motor M5 to enable the control cylinder piston 8a to reach the second oil outlet 8f, and meanwhile, the oil pump control signal output end PB3 of the motor control chip U1 sends out a signal to start the oil pump motor M6. A motor current sensor II E2 is arranged on a power circuit of the motor driving module II U2b, and the motor current sensor II E2 sends a current value I2 of the motor II to a motor II current signal input end PAD2 of the motor control chip I U1. And a motor temperature sensor II T2 is arranged on the motor II, and a signal wire of the motor temperature sensor II T2 is connected to a motor II temperature signal input end PH2 of the motor control chip I U1. According to the data received by the motor two-current signal input end PAD2 and the motor two-temperature signal input end PH2 of the motor control chip U1, the motor control chip U2 adjusts the working current of the motor two.

The first motor control chip U1 continues to judge whether the total working current I meets the condition that I1max is less than or equal to I2max, wherein I2max is the maximum current value of double-motor operation, and if I > I2max, the second motor is also operated under full load, and meanwhile, the first communication module U1c sends a signal to the third communication module U3c through the CAN data bus, so that the third motor control chip U3 drives the third motor to operate through the third motor driving circuit U3a and the third motor driving module U3 b; meanwhile, the servo motor control chip SDR controls the screw rod servo motor M5 to enable the control cylinder piston 8a to reach the third oil outlet 8 g. And a motor current sensor three E3 is arranged on a power supply loop of the motor driving module three U3b, and the motor current sensor three E3 sends a current value I3 of the motor three to a motor three current signal input end PAD3 of the motor control chip one U1. And a motor temperature sensor T3 is arranged on the motor III, and a signal wire of the motor temperature sensor T3 is connected to a motor three-temperature signal input end PH3 of the motor control chip U1. According to the data received by the motor three-current signal input end PAD3 and the motor three-temperature signal input end PH3 of the motor control chip U1, the motor control chip U3 adjusts the working current of the motor three.

The first U1 of the motor control chip continuously judges whether the total working current I meets the condition that I2max is less than or equal to I3max, the I3max is the maximum current value of three motors, if I > I3max, the third motor is also operated under full load, meanwhile, the first U1c of the communication module sends a signal to the fourth U4c of the communication module through the CAN data bus, the fourth U4 of the motor control chip drives the fourth motor to operate through the fourth U4a of the motor driving circuit and the fourth U4b of the motor driving module, and meanwhile, the servo motor control chip SDR controls the screw servo motor M5 to enable the piston 8a of the control oil cylinder to reach the right side of the third oil outlet 8 g. And a motor current sensor four E4 is arranged on a power supply loop of the motor driving module four U4b, and the motor current sensor four E4 sends a current value I4 of the motor four to a motor four current signal input end PAD4 of the motor control chip one U1. And a motor temperature sensor four T4 is arranged on the motor four, and a signal wire of the motor temperature sensor four T4 is connected to a motor four-temperature signal input end PH4 of a motor control chip U1. According to the data received by the motor four-current signal input end PAD4 and the motor four-temperature signal input end PH4 of the motor control chip U1, the motor control chip U4 adjusts the working current of the motor four.

And if the total working current I meets the condition that I3max is less than or equal to I4max and I4max is the maximum current value of four motors, controlling the motor to reduce the load through the motor control chip U4. After the brake pedal 13 is depressed, the brake signal input terminal PAD6 of the motor control chip one U1 receives the brake signal of the brake hall sensor HL2, and the operation of the motor four, the motor three, the motor two and the motor one is cut off one by one and sequentially.

As a further improvement of the invention, the screw rod servo motor M5 is driven by a servo motor control chip SDR, the screw rod forward rotation signal input end dr+ of the servo motor control chip SDR is connected with the screw rod forward rotation signal output end PB0 of the motor control chip one U1, the screw rod reverse rotation signal input end DR-of the servo motor control chip SDR is connected with the screw rod reverse rotation signal output end PB2 of the motor control chip one U1, and the piston reset signal input end PU of the servo motor control chip SDR is connected with the piston reset signal output end PB1 of the motor control chip one U1; the oil pump driving unit comprises an oil pump control optical coupler G0a and an oil pump MOS tube, an oil pump control signal output end PB3 of a motor control chip U1 is connected with an input end of the oil pump control optical coupler G0a, and an output end of the oil pump control optical coupler G0a drives an oil pump motor M6 through the oil pump MOS tube; the oil circuit pressure building signal output end PK1 of the motor control chip I U1 is connected with the input end of the reversing valve control optical coupler G0b, and the coil of the electromagnetic reversing valve YV1 is controlled by the reversing valve control optical coupler G0b; the main battery is provided with a main battery temperature sensor T5, and a signal line of the main battery temperature sensor T5 is connected with a main battery temperature signal input end PH5 of a motor control chip U1; the standby battery X2 is provided with a standby battery temperature sensor T6, and a signal line of the standby battery temperature sensor T6 is connected with a standby battery temperature signal input end PH6 of a motor control chip U1; the charging key KD is connected with a charging signal input end PAD11 of the main control chip through a charging light-emitting diode DS1, and an electric power deficiency warning signal output end PE2 of the main control chip is connected with a warning light-emitting diode DS2. When the positive rotation signal output end PB0 of the screw rod of the first U1 motor control chip sends a positive rotation signal to the positive rotation signal input end DR+ of the screw rod of the second SDR motor control chip, the second SDR motor control chip drives the screw rod servo motor M5 to rotate positively, so that the piston 8a of the control oil cylinder moves backwards. When the screw rod reversing signal output end PB2 of the motor control chip U1 sends a reversing signal to the screw rod reversing signal input end DR-of the servo motor control chip SDR, the servo motor control chip SDR drives the screw rod servo motor M5 to reverse, so that the control oil cylinder piston 8a moves forwards. When the piston reset signal output end PB1 of the first motor control chip U1 sends a reset signal to the piston reset signal input end PU of the servo motor control chip SDR, the servo motor control chip SDR drives the screw servo motor M5 to control the oil cylinder piston 8a to directly move backwards to the right side of the third oil outlet 8 g. The oil pump control signal output end PB3 of the first motor control chip U1 outputs a high level to the input end of the oil pump control optical coupler G0a, and the output end of the oil pump control optical coupler G0a drives the oil pump motor M6 to operate through the oil pump MOS tube. The oil circuit pressure building signal output end PK1 of the motor control chip U1 outputs high level, so that the reversing valve control optocoupler G0b is conducted, a coil of the electromagnetic reversing valve YV1 is electrified, the cartridge valve CZ1 is closed, and the oil pump outlet builds pressure. Under normal conditions, a first relay control signal output end PA1 of a motor control chip U1 outputs a high level to enable a first optocoupler G1 to be conducted, a coil of a first relay K1 is electrified, and a contact of the first relay K1 is closed; the output end PA2 of the second relay control signal outputs high level to enable the second optocoupler G2 to be conducted, a coil of the second relay K2 is powered on, and a contact of the second relay K2 is closed; the main battery supplies power to the power system. The temperature value of the main battery is always read by the main battery temperature signal input end PH5 of the motor control chip U1, when the main battery is overtemperature, the high level of the first relay control signal output end PA1 and the high level of the second relay control signal output end PA2 disappear, the coils of the first relay K1 and the second relay K2 lose electricity, and corresponding contacts are disconnected. When the main control chip detects the power shortage of the main battery, the power shortage alarm signal output end PE2 is changed from high level to low level, and the alarm light emitting diode DS2 flashes to alarm. During charging, the ignition key DH is pulled down, the charging key KD is closed, the main control chip controls the contacts of the third relay K3 and the fifth relay K5 to be closed, the other contacts are opened, the high-voltage output end UB1+ of the charger charges the main battery X1, and the low-voltage output end VB2+ charges the standby battery X2.

As a further improvement of the invention, a MC9S12XS128MAL singlechip is adopted for a first U1 motor control chip to a fourth U4 motor control chip, and a PM150CLA060 unit is adopted for each motor driving circuit and driving module; the signal wire of the motor current sensor I E1 is connected with the motor current signal input end PAD1 of the motor control chip I U1, the signal wire of the motor current sensor II E2 is connected with the motor current signal input end PAD2 of the motor control chip I U1, the signal wire of the motor current sensor III E3 is connected with the motor current signal input end PAD3 of the motor control chip I U1, and the signal wire of the motor current sensor IV E4 is connected with the motor current signal input end PAD4 of the motor control chip I U1; the signal wire of the first motor temperature sensor T1 is connected with the first motor temperature signal input end PH1 of the first motor control chip U1, the signal wire of the second motor temperature sensor T2 is connected with the second motor temperature signal input end PH2 of the first motor control chip U1, the signal wire of the third motor temperature sensor T3 is connected with the third motor temperature signal input end PH3 of the first motor control chip U1, and the signal wire of the fourth motor temperature sensor T4 is connected with the fourth motor temperature signal input end PH4 of the first motor control chip U1; each communication module comprises an HCPL2630 optical coupler and a TJA1050 chip, an IN1L port of the HCPL2630 optical coupler is connected with a PM1 port of a first U1 motor control chip, and an OUT2 port of the HCPL2630 optical coupler is connected with a PM0 port of the first U1 motor control chip; the IN2L port of the optocoupler is connected with the RXD port of the TJA1050 chip, and the CANH port and the CANL port of each TJA1050 chip are respectively connected through a data bus. The MC9S12XS128 and MC9S12XS128MAL single chip microcomputer has strong anti-interference capability, reasonable price and rich pin resources, and is suitable for functions required by the invention. The motor current sensor I E1 sends a current value I1 of the motor I to a motor current signal input end PAD1 of the motor control chip I U1; the signal line of the motor temperature sensor I T1 is connected to the motor temperature signal input end PH1 of the motor control chip I U1. The motor control chip U1 adjusts the working current of the motor I according to the data received by the motor I current signal input end PAD1 and the motor I temperature signal input end PH1. The motor current sensor II E2 sends the current value I2 of the motor II to the motor II current signal input end PAD2 of the motor control chip I U1, a signal wire of the motor temperature sensor II T2 is connected to the motor II temperature signal input end PH2 of the motor control chip I U1, and the motor control chip II U2 adjusts the working current of the motor II according to the data received by the motor II current signal input end PAD2 and the motor II temperature signal input end PH2 of the motor control chip I1. The motor current sensor three E3 sends a current value I3 of the motor three to a motor three current signal input end PAD3 of the motor control chip U1, a signal wire of the motor temperature sensor three T3 is connected to a motor three temperature signal input end PH3 of the motor control chip U1, and the motor control chip three U3 adjusts the working current of the motor three according to data received by the motor three current signal input end PAD3 and the motor three temperature signal input end PH3 of the motor control chip U1. The motor current sensor four E4 sends a current value I4 of the motor four to a motor four current signal input end PAD4 of the motor control chip U1, a signal wire of the motor temperature sensor four T4 is connected to a motor four temperature signal input end PH4 of the motor control chip U1, and the motor control chip four U4 adjusts the working current of the motor four according to data received by the motor four current signal input end PAD4 and the motor four temperature signal input end PH4 of the motor control chip U1.

As a further improvement of the invention, a serial port of the motor control chip U1 is connected with a Bluetooth module U1d, and the Bluetooth module U1d sends current and temperature data, vehicle speed and residual electric quantity of the main battery and each motor to a mobile phone of a user for continuous voyage mileage. Through the Bluetooth module, a user can conveniently master each operation data on the mobile phone in time, and particularly can know the available endurance mileage of the residual electric quantity.

The invention further aims to overcome the problems in the prior art and provide a driving method of the electric automobile, which is characterized in that different numbers of motors are put into operation according to different loads of the automobile, so that the energy consumption can be greatly reduced, the working efficiency of the motors is high, and the single-charge driving mileage of the automobile can be greatly prolonged.

In order to solve the technical problems, the driving method of the electric automobile comprises the following steps in sequence: the method comprises the steps that a first motor control chip U1 is initialized, and a second motor control chip U2, a third motor control chip U3, a fourth motor control chip U4 and a servo motor control chip SDR are initialized; the main battery voltage signal detection end PAD7 of the first motor control chip U1 always reads the main battery voltage, when the main battery voltage is higher than the lower limit voltage, the first motor control chip controls contacts of the first relay K1 and the second relay K2 to be closed, and the main battery X1 supplies power and directly enters the step S; when the voltage of the main battery is reduced to the lower limit voltage, the contacts of the first relay K1, the second relay K2 and the fourth relay K4 are all closed by the motor control chip I, the standby battery X2 supplements and charges the main battery X1 through the DC/DC converter, the main battery continues to supply power, and the motor control chip I controls the motor I in a low-speed driving mode to charge a charging station where an electric car runs nearby; the first U1 motor control chip always reads the signal value of the acceleration Hall sensor HL1, calculates the target running speed of the vehicle, and drives the first motor to run through the first U1a motor drive circuit and the first U1b motor drive module; according to the data received by the current signal input end PAD1 of the motor I, the working current of the motor I is regulated, and meanwhile, the servo motor M5 is controlled by the servo motor control chip SDR to enable the piston 8a of the control oil cylinder to reach the first oil outlet 8 e; the motor control chip I U1 judges whether the total working current I meets 0 < I.ltoreq.I1max, if I > I1max, the motor control chip I U1 controls the motor I to run at full load, meanwhile, the communication module II U2c receives the signal of the communication module I U1c, so that the motor control chip II U2 drives the motor II to run through the motor driving circuit II U2a and the motor driving module II U2b, the working current of the motor II is regulated according to the data received by the motor II current signal input end PAD2, meanwhile, the oil pump control signal output end PB3 sends out a signal to start the oil pump motor M6, and the lead screw servo motor M5 is controlled by the servo motor control chip SDR to enable the control oil cylinder piston 8a to reach the second oil outlet 8 f; the method comprises the steps that a first motor control chip U1 judges whether total working current I meets I1max which is less than or equal to I2max, if I is more than I2max, a second motor is also operated under full load, a third communication module U3c receives a signal of the first communication module U1c, a third motor control chip U3 drives a third motor to operate through a third motor driving circuit U3a and a third motor driving module U3b, working current of the third motor is adjusted according to data received by a third current signal input end PAD3 of the motor, and a lead screw servo motor M5 is controlled through a servo motor control chip SDR to enable a control oil cylinder piston 8a to reach a third oil outlet 8 g; the method comprises the steps that a motor control chip I1 judges whether the total working current I meets I2max which is less than or equal to I3max, if I is more than I3max, a motor III is also operated under full load, meanwhile, a communication module U4c receives a signal of the communication module I U1c, a motor control chip U4 drives a motor IV to operate through a motor driving circuit U4a and a motor driving module U4b, the working current of the motor IV is adjusted according to data received by a motor IV current signal input end PAD4, and a screw rod servo motor M5 is controlled by a servo motor control chip SDR to enable a control oil cylinder piston 8a to reach the right side of a third oil outlet 8 g; judging whether the total working current I meets I3max which is less than or equal to I4max or not by the first motor control chip U1, and controlling the fourth motor to reduce the load by the fourth motor control chip U4 if the total working current I is more than I4 max; the I1max is a single-motor operation maximum current value, the I2max is a double-motor operation maximum current value, the I3max is a three-motor operation maximum current value, and the I4max is a four-motor operation maximum current value.

Compared with the prior art, the invention has the following beneficial effects: when the main battery is in short supply in the road, the service life of the main battery is seriously influenced by continuous power supply, and the standby battery is used for charging the main battery in a complementary mode through the DC/DC converter, so that the main control chip controls the motor I in a low-speed driving mode, and the main battery can be charged by a charging station for driving the electric automobile nearby, and the service life of the main battery can be greatly prolonged. On the premise that the total power of motors on a vehicle body is unchanged, a plurality of motors are arranged, driving power of each motor is transmitted to a power shaft 7 in a concentrated mode, the number of motors put into operation is selected according to the power required by the vehicle, the reserve power of each motor is necessarily reduced, the consumption of no-load power of the motors is reduced, except that the last motor put into operation does not reach rated load, the motors put into operation in advance work under the rated load, and the driving efficiency of the motors near the rated load working point is highest, so that the working efficiency of the whole vehicle is high, and the single-charge driving mileage of the vehicle can be greatly prolonged.

Drawings

The invention will now be described in further detail with reference to the drawings and the detailed description, which are provided for reference and illustration only and are not intended to limit the invention.

Fig. 1 is a control schematic diagram of a power supply unit according to the present invention.

Fig. 2 is a plan view of the long-endurance high-efficiency electric vehicle of the present invention.

Fig. 3 is a control schematic diagram of a multichannel control cylinder and an oil pump motor in the present invention.

Fig. 4 is a control schematic block diagram of the long-endurance high-efficiency electric vehicle of the present invention.

Fig. 5 is a control schematic diagram of a first motor in the present invention.

Fig. 6 is a control schematic diagram of the motors two to four in the present invention.

In the figure: 1a, a first main shaft wheel; 1b, a first belt; 1c, a first driving wheel; 2a, a second main shaft wheel; 2b, a second belt; 2c, a second driving wheel shaft; 2d, a second passive friction disc; 2e, a second active friction disc; 2f, a second sliding sleeve; 2g, a second driving shaft; 2h, a second bearing mechanism; 2j, a second sliding sleeve tension spring; 2k, a second annular sliding block; 2k1. A second slider ball; 2m, a second oil cylinder; 2m1, a second oil cylinder oil filling port; 3a, a third main shaft wheel; 3b, a third belt; 3c, a third driving wheel shaft; 3d, a third passive friction disc; 3e, a third active friction disc; 3f, a third sliding sleeve; 3g, a third driving shaft; 3h, a third bearing mechanism; 3j, a third sliding sleeve tension spring; 3k, a third annular sliding block; 3k1. A third slider ball; 3m, a third oil cylinder; 3m1, a third oil cylinder oil filling port; 4a, a fourth main shaft wheel; 4b, a fourth belt; 4c, a fourth driving wheel shaft; 4d, a fourth passive friction disc; 4e, a fourth active friction disc; 4f, a fourth sliding sleeve; 4g, a fourth driving shaft; 4h, a fourth bearing mechanism; 4j, a fourth sliding sleeve tension spring; 4k, a fourth annular slide block; 4k1. A fourth slider ball; 4m, a fourth oil cylinder; 4m1, a fourth oil cylinder oil filling port; 5. a main speed reducer; 6. a universal joint; 7. a power shaft; 7a, a power shaft bearing; 8. a multi-channel control cylinder; 8a, controlling an oil cylinder piston; 8b, a first oil return port; 8c, a second oil return port; 8d, controlling an oil inlet of the oil cylinder; 8e, a first oil outlet; 8f, a second oil outlet; 8g, a third oil outlet; 8h, supporting the ball head; 8j, supporting the disc; 8k1. Polish rod; 8k2, a screw rod; 9. a driven gear; 10. a drive gear; 11. an oil tank; 12. an accelerator pedal; 13. a brake pedal; m1, a first motor; m2, a second motor; m3, a motor III; m4. motor four; m5. screw rod servo motor; m6. oil pump motor; SDR, servo motor control chip; B1. an oil pump; CZ1, cartridge valve; yv1 electromagnetic directional valve; F1. an overflow valve; DH. ignition key; u1. motor control chip one; u1a. motor drive circuit one; u1b. motor drive module one; u1c. communication module one; u1d. bluetooth module; u2. motor control chip II; u2a motor driving circuit II; u2b, a motor driving module II; u2c. communication module two; u3. motor control chip three; u3a motor driving circuit three; u3b. motor drive module three; u3c. communication module three; u4. motor control chip four; u4a motor driving circuit IV; u4b motor drive module four; u4c, communication module four; u5.DC/DC conversion module one; u6.DC/DC conversion module two; E1. a motor current sensor I; E2. a motor current sensor II; E3. a motor current sensor III; E4. a motor current sensor IV; E5. a self-charging current sensor; t1, a motor temperature sensor I; t2, a motor temperature sensor II; t3, a motor temperature sensor III; t4, a motor temperature sensor is four; t5, a main battery temperature sensor; t6, a backup battery temperature sensor; HL1, accelerating a Hall sensor; HL2, braking a Hall sensor; PAD1, a current signal input end of the motor; PAD2, the input end of the motor two current signals; PAD3, three current signal input ends of the motor; PAD4, four current signal input ends of the motor; PAD5 acceleration signal input terminal; PAD6 brake signal input terminal; PAD7 the main battery voltage signal detection end; PAD8 the voltage signal detection end of the standby battery; PAD9 self-charging current signal input terminal; PADA 11 is a charging signal input terminal; PA1, a first relay control signal output end; PA2, a second relay control signal output end; PA3, a third relay control signal output end; PA4, a fourth relay control signal output end; PA5, a fifth relay control signal output end; PB0 the signal output end of forward rotation of the screw rod; PB1 a piston reset signal output end; PB2 the screw rod reverse signal output end; PB3 an oil pump control signal output end; PH1, a temperature signal input end of the motor; PH2, the second temperature signal input end of the motor; PH3 three temperature signal input ends of the motor; PH4 the four temperature signal input ends of the motor; PH5 the main battery temperature signal input end; PH6 the temperature signal input end of the standby battery; PE2, a power deficiency warning signal output end; PH7 ignition signal input terminal; PK1, an oil circuit pressure building signal output end; g0a. Oil pump control optocoupler; g0b, a reversing valve controls an optocoupler; G1. a first optocoupler; G2. a second optocoupler; G3. a third optocoupler; a G4 fourth optocoupler; G5. a fifth optocoupler; K1. a first relay; K2. a second relay; K3. a third relay; K4. a fourth relay; K5. a fifth relay; DS1, charging a light emitting diode; DS2, alarm LED; x1. main battery; x2. a spare battery.

Detailed Description

As shown in fig. 1, the electric automobile comprises a rear axle driven by a main speed reducer 5, an input shaft of the main speed reducer 5 is connected with a power shaft 7 through a universal joint 6, the front end and the rear end of the power shaft 7 are respectively supported on an automobile chassis through power shaft bearings 7a, a first main shaft wheel, a second main shaft wheel, a third main shaft wheel and a fourth main shaft wheel are sequentially arranged on the power shaft 7 from front to back, the first main shaft wheel is in transmission connection with a first driving wheel through a first belt, the second main shaft wheel is in transmission connection with a second driving wheel through a second belt, the third main shaft wheel is in transmission connection with a third driving wheel through a third belt, and the fourth main shaft wheel is in transmission connection with a fourth driving wheel through a fourth belt. The first driving wheel 1c is fixed on an output shaft of the first motor M1, the second driving wheel is driven by the second motor M2 through the second clutch device, the third driving wheel is driven by the third motor M3 through the third clutch device, the fourth driving wheel is driven by the fourth motor M4 through the fourth clutch device, the first motor and the third motor are positioned on the right side of the power shaft 7, and the second motor and the fourth motor are positioned on the left side of the power shaft 7.

After the motor I is started, the first driving wheel 1c drives the first main shaft wheel 1a to rotate through the first belt 1b, the first main shaft wheel 1a drives the power shaft 7 to rotate, the power shaft 7 drives the main speed reducer 5 to rotate through the universal joint 6, and then the motor I drives the automobile to advance, and after the motor I reaches the maximum load, the motor II is started and the clutch II is combined, and the motor I and the motor II are driven together; when the second motor also reaches the maximum load, the third motor is started, the third clutch device is combined, and the first motor, the second motor and the third motor are driven together; when the third motor reaches the maximum load, the fourth motor is started, the fourth clutch device is combined, and the four motors drive the automobile to advance together.

The second driving wheel is supported on a second driving wheel shaft 2c, a second driven friction disc 2d is arranged at the right end of the second driving wheel shaft 2c, a second driving friction disc 2e capable of being clutched with the second driven friction disc 2d is arranged at the right end of the second driven friction disc 2d, the second driving friction disc 2e is fixed at the left end of a second sliding sleeve 2f, the second sliding sleeve 2f is arranged at the left end of a second driving shaft 2g through a spline and can slide along the second driving shaft 2g, the right end of the second driving shaft 2g is driven by a second motor, a second bearing mechanism 2h which rotates synchronously with the second sliding sleeve is arranged at the right end of the second sliding sleeve 2f, and a second sliding sleeve tension spring 2j is connected between the second sliding sleeve 2f and the second bearing mechanism 2 h; the right end face of the second driving friction disc 2e is provided with a second driving friction disc annular groove, the right side of the second driving friction disc 2e is provided with a second annular sliding block 2k, the left end face of the second annular sliding block 2k is provided with a plurality of second sliding block balls 2k1 which are matched with the second driving friction disc annular groove, the right end face of the second annular sliding block 2k is fixedly connected with a piston of a second oil cylinder 2m, and the right end of the second oil cylinder 2m is provided with a second oil cylinder oil filling port 2m1.

The third driving wheel is supported on a third driving wheel shaft 3c, a third driven friction disc 3d is arranged at the right end of the third driving wheel shaft 3c, a third driving friction disc 3e capable of being clutched with the third driven friction disc 3d is arranged at the right end of the third driven friction disc 3d, the third driving friction disc 3e is fixed at the left end of a third sliding sleeve 3f, the third sliding sleeve 3f is arranged at the left end of a third driving shaft 3g through a spline and can slide along the third driving shaft 3g, the right end of the third driving shaft 3g is driven by a motor three, a third bearing mechanism 3h which rotates synchronously with the third sliding sleeve 3f is arranged at the right end of the third sliding sleeve 3f, and a third sliding sleeve tension spring 3j is connected between the third sliding sleeve 3f and the third bearing mechanism 3 h; the right end face of the third driving friction disc 3e is provided with a third driving friction disc annular groove, the right side of the third driving friction disc is provided with a third annular sliding block 3k, the left end face of the third annular sliding block 3k is provided with a plurality of third sliding block balls 3k1 which are matched with the third driving friction disc annular groove, the right end face of the third annular sliding block 3k is fixedly connected with a piston of a third oil cylinder 3m, and the right end of the third oil cylinder 3m is provided with a third oil cylinder oil filling port 3m1.

The fourth driving wheel is supported on a fourth driving wheel shaft 4c, a fourth driven friction disc 4d is arranged at the right end of the fourth driving wheel shaft 4c, a fourth driving friction disc 4e capable of being clutched with the fourth driven friction disc 4d is arranged at the right end of the fourth driven friction disc 4d, the fourth driving friction disc 4e is fixed at the left end of a fourth sliding sleeve 4f, the fourth sliding sleeve 4f is arranged at the left end of a fourth driving shaft 4g through a spline and can slide along the fourth driving shaft 4g, the right end of the fourth driving shaft 4g is driven by a motor in a fourth mode, a fourth bearing mechanism 4h which rotates synchronously with the fourth sliding sleeve 4f is arranged at the right end of the fourth sliding sleeve 4f, and a fourth sliding sleeve tension spring 4j is connected between the fourth sliding sleeve 4f and the fourth bearing mechanism 4 h; the right end face of the fourth driving friction disk 4e is provided with a fourth driving friction disk annular groove, a fourth annular sliding block 4k is installed on the right side of the fourth driving friction disk 4e, a plurality of fourth sliding block balls 4k1 matched with the fourth driving friction disk annular groove are installed on the left end face of the fourth annular sliding block 4k, the right end face of the fourth annular sliding block 4k is fixedly connected with a piston of a fourth oil cylinder 4m, and a fourth oil cylinder oil filling port 4m1 is arranged at the right end of the fourth oil cylinder 4 m.

When the second motor is put into operation, the second driving shaft 2g drives the second sliding sleeve 2f to rotate through the spline, the second sliding sleeve 2f drives the second annular sliding block 2k to synchronously rotate, the hydraulic system injects pressure oil into the second oil cylinder oil filling port 2m1, the piston of the second oil cylinder 2m is ejected forwards to push the second annular sliding block 2k to move forwards, the second sliding block balls 2k1 are embedded into the annular grooves of the second driving friction disc and push the second driving friction disc 2e to be combined with the second driven friction disc 2d forwards, the power of the second motor is transmitted to the second driving wheel shaft 2c, the second driving wheel drives the second main shaft wheel 2a to rotate through the second belt 2b, and the power of the second motor is transmitted to the power shaft 7. When the second motor is required to be removed for operation, the second oil cylinder oil filling port 2m1 is depressurized, the second sliding sleeve tension spring 2j enables the second driving friction disc 2e to retreat and separate from the second driven friction disc 2d, and then the second motor stops operating; and so on.

As shown in fig. 2 and 5, each motor is powered by a main battery X1, the cathode of the main battery X1 is connected with the negative electrode C-of the controller through a contact of a first relay K1, the anode of the main battery is connected with the positive electrode c+ of the controller through a contact of a second relay K2, the cathode of the main battery is also connected with the negative electrode of the charger, and the anode of the main battery is also connected with the high-voltage output end vb1+ of the charger through a normally open contact of a third relay K3; the device also comprises a standby battery X2 with low voltage and large capacity, wherein the cathode of the standby battery X2 is connected with the cathode of the main battery, the anode of the standby battery X2 is connected with the low voltage input end UB2+ of the DC/DC converter through a contact of a fourth relay K4, and the high voltage output end UB1+ of the DC/DC converter is connected with the anode of the main battery; the anode of the standby battery X2 is also connected with the low-voltage output end VB < 2+ > of the charger through a normally open contact of the fifth relay K5. The coil of the first relay K1 is connected to the output end of the first optical coupler G1, and the input end of the first optical coupler G1 is connected with the first relay control signal output end PA1 of the first motor control chip U1; the coil of the second relay K2 is connected with the output end of the second optical coupler G2, and the input end of the second optical coupler G2 is connected with the second relay control signal output end PA2 of the first motor control chip U1; the coil of the third relay K3 is connected with the output end of the third optical coupler G3, and the input end of the third optical coupler G3 is connected with the third relay control signal output end PA3 of the first motor control chip U3; the coil of the fourth relay K4 is connected with the output end of the fourth optical coupler G4, and the input end of the fourth optical coupler G4 is connected with the fourth relay control signal output end PA4 of the first motor control chip U4; the coil of the fifth relay K5 is connected with the output end of the fifth optical coupler G5, and the input end of the fifth optical coupler G5 is connected with the fifth relay control signal output end PA5 of the motor control chip U5; the voltage signal of the main battery X1 is connected to a main battery voltage signal detection end PAD7 of the main control chip, and the voltage signal of the standby battery X2 is connected to a standby battery voltage signal detection end PAD8 of the main control chip; a self-charging current sensor E5 is arranged between the contact of the fourth relay K4 and the low-voltage input end UB2+ of the DC/DC converter, and a signal line of the self-charging current sensor E5 is connected to a self-charging current signal input end PAD9 of the total control chip.

The charging key KD is connected with a charging signal input end PAD11 of the main control chip through a charging light-emitting diode DS1, and an electric power deficiency warning signal output end PE2 of the main control chip is connected with a warning light-emitting diode DS2. During charging, the ignition key DH is pulled down, the charging key KD is closed, the main control chip controls the contacts of the third relay K3 and the fifth relay K5 to be closed, the other contacts are opened, the high-voltage output end UB1+ of the charger charges the main battery X1, and the low-voltage output end VB2+ charges the standby battery X2.

As shown in fig. 3, the second, third and fourth cylinders are controlled by a hydraulic system, the hydraulic system comprises an oil tank 11, an oil pump B1 and a multi-channel control cylinder 8, a supporting disc 8j is fixed in the middle of the inner cavity of the multi-channel control cylinder 8, a polish rod 8k1 is inserted in a central hole of the supporting disc 8j, the left end of the polish rod 8k1 is connected with a ball head support 8h, the other end of the ball head support 8h is connected with the center of the right end of a control cylinder piston 8a, the right end of the polish rod 8k1 penetrates out of the center of the right end cover of the multi-channel control cylinder 8 and is connected with a screw rod 8k2, a screw rod nut is screwed on the screw rod 8k2, a driven gear 9 is sleeved on the periphery of the screw rod nut and the driven gear 9, axial positioning is realized, the driven gear 9 is meshed with a driving gear 10, and the driving gear 10 is mounted on an output shaft of a screw rod servo motor M5.

The lower part of the middle part of the multichannel control oil cylinder 8 is provided with a first oil return port 8b, the first oil return port 8b is positioned on the left side of a supporting disc 8j, the lower part of the right end of the multichannel control oil cylinder 8 is provided with a second oil return port 8c, the lower part of the left end of the multichannel control oil cylinder 8 is provided with a control oil cylinder oil inlet 8d, the upper end of the left part of the multichannel control oil cylinder 8 is sequentially provided with a first oil outlet, a second oil outlet and a third oil outlet from left to right, a third oil outlet 8g is positioned on the left side of the first oil return port 8b, the first oil outlet 8e is coaxial with the control oil cylinder oil inlet 8d and is connected with a second oil cylinder oil filling port 2m1, the second oil outlet 8f is connected with a third oil cylinder oil filling port 3m1, and the third oil outlet 8g is connected with a fourth oil cylinder oil filling port 4m 1.

The inlet of the oil pump B1 is connected with the oil tank 11, the outlet of the oil pump B1 is connected with the oil inlet 8d of the control oil cylinder, and the first oil return port 8B and the second oil return port 8c are respectively connected with the oil tank 11 through hoses; the outlet pipeline of the oil pump B1 is connected with the inlet of the cartridge valve CZ1, the hydraulic control port of the cartridge valve CZ1 is connected with the B port of the electromagnetic directional valve YV1, the T port of the electromagnetic directional valve YV1 and the outlet of the cartridge valve CZ1 are connected with the oil tank 11, and the hydraulic control port of the cartridge valve CZ1 is also connected with the oil tank 11 through the overflow valve F1.

When the screw rod servo motor M5 drives the driven gear 9 to rotate through the driving gear 10, the driven gear 9 drives the screw rod nut to synchronously rotate, and the screw rod nut is limited in the axial direction, when the screw rod nut rotates, the screw rod 8k2 moves forwards or backwards along the axis of the screw rod 8k2, and the screw rod 8k1 and the ball head support 8h pull the control oil cylinder piston 8a to translate.

When the first motor is only needed to be put into operation, the control oil cylinder piston 8a is positioned at the first oil outlet 8e, both the first oil outlet 8e and the control oil cylinder oil inlet 8d are blocked, at the moment, the second oil cylinder oil filling port 2m1, the third oil cylinder oil filling port 3m1 and the fourth oil cylinder oil filling port 4m1 can not build pressure, and the clutch devices of the second motor, the third motor and the fourth motor are all in a separation state.

When the second motor is required to be put into operation, the oil pump motor M6 drives the oil pump B1 to be put into operation, the electromagnetic directional valve YV1 is powered on, the hydraulic control port of the cartridge valve CZ1 is pressurized to close the cartridge valve CZ1, and when the outlet pipeline of the oil pump B1 is overpressurized, the overflow valve F1 is opened to cause the hydraulic control port of the cartridge valve CZ1 to be depressurized, and the cartridge valve CZ1 is opened to return oil to the oil tank 11. The control cylinder piston 8a is positioned at the second oil outlet 8f, the second oil outlet 8f is blocked, pressure oil enters the multi-channel control cylinder 8 from the control cylinder oil inlet 8d, enters the second cylinder oil filling port 2m1 from the first oil outlet 8e, the second cylinder 2m drives the second clutch device to be combined, at the moment, the third cylinder oil filling port 3m1 and the fourth cylinder oil filling port 4m1 cannot build pressure, the second clutch device of the motor is in a combined state, and the third clutch device and the fourth clutch device of the motor are in a separated state.

When the motor III is required to be put into operation, the control oil cylinder piston 8a is positioned at the third oil outlet 8g, the third oil outlet 8g is blocked, pressure oil enters the second oil cylinder oil filling port 2m1 from the first oil outlet 8e, enters the third oil cylinder oil filling port 3m1 from the second oil outlet 8f, the third oil cylinder 3m drives the clutch device III to be combined, at the moment, only the fourth oil cylinder oil filling port 4m1 cannot build pressure, the clutch devices of the motor II and the motor III are in a combined state, and the clutch device of the motor IV is in a separated state.

When the fourth motor is required to be put into operation, the piston 8a of the control oil cylinder is positioned on the right side of the third oil outlet 8g, pressure oil enters the fourth oil cylinder oil filling port 4m1 from the third oil outlet 8g, the fourth oil cylinder 4m drives the fourth clutch to be combined, and thus the four motors are all put into operation.

As shown in fig. 4 to 6, the first motor is driven by a first motor driving module, the first motor driving module is driven by a first motor driving circuit, the first motor driving circuit is controlled by a first motor control chip, the first motor is provided with a first motor temperature sensor for detecting the temperature of the motor, and a first motor current sensor is correspondingly arranged on a power supply loop of the first motor driving module. The motor II is driven by a motor driving module II, the motor driving module II is driven by a motor driving circuit II, the motor driving circuit II is controlled by a motor control chip II, the motor II is provided with a motor temperature sensor II for detecting the temperature of the motor, and a power circuit of the motor driving module II is correspondingly provided with a motor current sensor II. The motor III is driven by a motor driving module III, the motor driving module III is driven by a motor driving circuit III, the motor driving circuit III is controlled by a motor control chip III, the motor III is provided with a motor temperature sensor III for detecting the temperature of the motor, and a power circuit of the motor driving module III is correspondingly provided with a motor current sensor III. The motor IV is driven by a motor driving module IV, the motor driving module IV is driven by a motor driving circuit IV, the motor driving circuit IV is controlled by a motor control chip IV, the motor IV is provided with a motor temperature sensor IV for detecting the temperature of the motor, and a power circuit of the motor driving module IV is correspondingly provided with a motor current sensor IV.

An acceleration pedal 12 of the electric automobile is provided with an acceleration Hall sensor HL1, and a brake pedal 13 is provided with a brake Hall sensor HL2; the signal wires of the motor current sensors are respectively connected to the corresponding motor current signal input ends of the motor control chip U1, the signal wires of the motor temperature sensors are respectively connected to the corresponding motor temperature signal input ends of the motor control chip U1, the signal wire of the ignition key DH is connected to the ignition signal input end PH7 of the motor control chip U1, the signal wire of the acceleration Hall sensor HL1 is connected to the acceleration signal input end PAD5 of the motor control chip U1, and the signal wire of the braking Hall sensor HL2 is connected to the braking signal input end PAD6 of the motor control chip U1.

The signal port of the motor control chip I is connected with the communication module I, the signal port of the motor control chip II is connected with the communication module II, the signal port of the motor control chip III is connected with the communication module III, the signal port of the motor control chip IV is connected with the communication module IV, and the communication port of the communication module I U1c is respectively connected with the communication ports of the communication module II, the communication module III and the communication module IV through the CAN data bus.

The signal wire of the motor current sensor I E1 is connected with the motor current signal input end PAD1 of the motor control chip I U1, the signal wire of the motor current sensor II E2 is connected with the motor current signal input end PAD2 of the motor control chip I U1, the signal wire of the motor current sensor III E3 is connected with the motor current signal input end PAD3 of the motor control chip I U1, and the signal wire of the motor current sensor IV E4 is connected with the motor current signal input end PAD4 of the motor control chip I U1; the signal wire of the first motor temperature sensor T1 is connected with the first motor temperature signal input end PH1 of the first motor control chip U1, the signal wire of the second motor temperature sensor T2 is connected with the second motor temperature signal input end PH2 of the first motor control chip U1, the signal wire of the third motor temperature sensor T3 is connected with the third motor temperature signal input end PH3 of the first motor control chip U1, and the signal wire of the fourth motor temperature sensor T4 is connected with the fourth motor temperature signal input end PH4 of the first motor control chip U1; each communication module comprises an HCPL2630 optical coupler and a TJA1050 chip, an IN1L port of the HCPL2630 optical coupler is connected with a PM1 port of a first U1 motor control chip, and an OUT2 port of the HCPL2630 optical coupler is connected with a PM0 port of the first U1 motor control chip; the IN2L port of the optocoupler is connected with the RXD port of the TJA1050 chip, and the CANH port and the CANL port of each TJA1050 chip are respectively connected through a data bus.

After the ignition key DH is switched on, an ignition signal input end PH7 of the motor control chip U1 receives an ignition signal and is put into operation, and the motor control chip U1 serves as a master controller. After the accelerator pedal 12 is pressed down, an acceleration signal input end PAD5 of a first U1 motor control chip receives signals of an acceleration Hall sensor HL1, the first U1 motor control chip always reads acceleration signal values, the target running speed of the vehicle is calculated, the first motor is driven to run through a first U1a motor driving circuit and a first U1b motor driving module, and meanwhile, a screw rod servo motor M5 is controlled through a servo motor control chip SDR to enable a control oil cylinder piston 8a to reach a first oil outlet 8 e.

The power circuit of the motor driving module U1b is provided with a motor current sensor E1, and the motor current sensor E1 sends a current value I1 of the motor I to a motor current signal input end PAD1 of the motor control chip U1. The motor I is provided with a motor temperature sensor I T1, and a signal wire of the motor temperature sensor I T1 is connected with a motor temperature signal input end PH1 of a motor control chip I U1. The motor control chip U1 adjusts the working current of the motor I according to the data received by the motor I current signal input end PAD1 and the motor I temperature signal input end PH1.

And the first motor control chip U1 judges whether the total working current I meets 0 < I less than or equal to I1max, wherein I1max is a single motor running maximum current value, if I > I1max, the first motor control chip U1 controls the first motor to run at full load, and meanwhile, the first communication module U1c sends a signal to the second communication module U2c through the CAN data bus, so that the second motor control chip U2 drives the second motor to run through the second motor driving circuit U2a and the second motor driving module U2 b. And the servo motor control chip SDR controls the screw rod servo motor M5 to enable the control cylinder piston 8a to reach the second oil outlet 8f, and meanwhile, the oil pump control signal output end PB3 of the motor control chip U1 sends out a signal to start the oil pump motor M6.

A motor current sensor II E2 is arranged on a power circuit of the motor driving module II U2b, and the motor current sensor II E2 sends a current value I2 of the motor II to a motor II current signal input end PAD2 of the motor control chip I U1. And a motor temperature sensor II T2 is arranged on the motor II, and a signal wire of the motor temperature sensor II T2 is connected to a motor II temperature signal input end PH2 of the motor control chip I U1. According to the data received by the motor two-current signal input end PAD2 and the motor two-temperature signal input end PH2 of the motor control chip U1, the motor control chip U2 adjusts the working current of the motor two.

The first motor control chip U1 continues to judge whether the total working current I meets the condition that I1max is less than or equal to I2max, wherein I2max is the maximum current value of double-motor operation, and if I > I2max, the second motor is also operated under full load, and meanwhile, the first communication module U1c sends a signal to the third communication module U3c through the CAN data bus, so that the third motor control chip U3 drives the third motor to operate through the third motor driving circuit U3a and the third motor driving module U3 b; meanwhile, the servo motor control chip SDR controls the screw rod servo motor M5 to enable the control cylinder piston 8a to reach the third oil outlet 8 g.

And a motor current sensor three E3 is arranged on a power supply loop of the motor driving module three U3b, and the motor current sensor three E3 sends a current value I3 of the motor three to a motor three current signal input end PAD3 of the motor control chip one U1. And a motor temperature sensor T3 is arranged on the motor III, and a signal wire of the motor temperature sensor T3 is connected to a motor three-temperature signal input end PH3 of the motor control chip U1. According to the data received by the motor three-current signal input end PAD3 and the motor three-temperature signal input end PH3 of the motor control chip U1, the motor control chip U3 adjusts the working current of the motor three.

The first U1 of the motor control chip continuously judges whether the total working current I meets the condition that I2max is less than or equal to I3max, the I3max is the maximum current value of three motors, if I > I3max, the third motor is also operated under full load, meanwhile, the first U1c of the communication module sends a signal to the fourth U4c of the communication module through the CAN data bus, the fourth U4 of the motor control chip drives the fourth motor to operate through the fourth U4a of the motor driving circuit and the fourth U4b of the motor driving module, and meanwhile, the servo motor control chip SDR controls the screw servo motor M5 to enable the piston 8a of the control oil cylinder to reach the right side of the third oil outlet 8 g.

And a motor current sensor four E4 is arranged on a power supply loop of the motor driving module four U4b, and the motor current sensor four E4 sends a current value I4 of the motor four to a motor four current signal input end PAD4 of the motor control chip one U1. And a motor temperature sensor four T4 is arranged on the motor four, and a signal wire of the motor temperature sensor four T4 is connected to a motor four-temperature signal input end PH4 of a motor control chip U1. According to the data received by the motor four-current signal input end PAD4 and the motor four-temperature signal input end PH4 of the motor control chip U1, the motor control chip U4 adjusts the working current of the motor four.

And if the total working current I meets the condition that I3max is less than or equal to I4max and I4max is the maximum current value of four motors, controlling the motor to reduce the load through the motor control chip U4.

After the brake pedal 13 is depressed, the brake signal input terminal PAD6 of the motor control chip one U1 receives the brake signal of the brake hall sensor HL2, and the operation of the motor four, the motor three, the motor two and the motor one is cut off one by one and sequentially.

The screw rod servo motor M5 is driven by a servo motor control chip SDR, a screw rod forward signal input end DR+ of the servo motor control chip SDR is connected with a screw rod forward signal output end PB0 of a motor control chip U1, a screw rod reverse signal input end DR-of the servo motor control chip SDR is connected with a screw rod reverse signal output end PB2 of the motor control chip U1, and a piston reset signal input end PU of the servo motor control chip SDR is connected with a piston reset signal output end PB1 of the motor control chip U1; the oil pump driving unit comprises an oil pump control optical coupler G0a and an oil pump MOS tube, an oil pump control signal output end PB3 of a motor control chip U1 is connected with an input end of the oil pump control optical coupler G0a, and an output end of the oil pump control optical coupler G0a drives an oil pump motor M6 through the oil pump MOS tube; the oil circuit pressure building signal output end PK1 of the motor control chip I U1 is connected with the input end of the reversing valve control optical coupler G0b, and the coil of the electromagnetic reversing valve YV1 is controlled by the reversing valve control optical coupler G0b; the main battery is provided with a main battery temperature sensor T5, and a signal line of the main battery temperature sensor T5 is connected with a main battery temperature signal input end PH5 of a motor control chip U1; the standby battery X2 is provided with a standby battery temperature sensor T6, and a signal line of the standby battery temperature sensor T6 is connected to a standby battery temperature signal input end PH6 of the motor control chip U1.

When the positive rotation signal output end PB0 of the screw rod of the first U1 motor control chip sends a positive rotation signal to the positive rotation signal input end DR+ of the screw rod of the second SDR motor control chip, the second SDR motor control chip drives the screw rod servo motor M5 to rotate positively, so that the piston 8a of the control oil cylinder moves backwards.

When the screw rod reversing signal output end PB2 of the motor control chip U1 sends a reversing signal to the screw rod reversing signal input end DR-of the servo motor control chip SDR, the servo motor control chip SDR drives the screw rod servo motor M5 to reverse, so that the control oil cylinder piston 8a moves forwards.

When the piston reset signal output end PB1 of the first motor control chip U1 sends a reset signal to the piston reset signal input end PU of the servo motor control chip SDR, the servo motor control chip SDR drives the screw servo motor M5 to control the oil cylinder piston 8a to directly move backwards to the right side of the third oil outlet 8 g.

The oil pump control signal output end PB3 of the first motor control chip U1 outputs a high level to the input end of the oil pump control optical coupler G0a, and the output end of the oil pump control optical coupler G0a drives the oil pump motor M6 to operate through the oil pump MOS tube. The oil circuit pressure building signal output end PK1 of the motor control chip U1 outputs high level, so that the reversing valve control optocoupler G0b is conducted, a coil of the electromagnetic reversing valve YV1 is electrified, the cartridge valve CZ1 is closed, and the oil pump outlet builds pressure.

Under normal conditions, a first relay control signal output end PA1 of a motor control chip U1 outputs a high level to enable a first optocoupler G1 to be conducted, a coil of a first relay K1 is electrified, and a contact of the first relay K1 is closed; the output end PA2 of the second relay control signal outputs high level to enable the second optocoupler G2 to be conducted, a coil of the second relay K2 is powered on, and a contact of the second relay K2 is closed; the main battery supplies power to the power system. The temperature value of the main battery is always read by the main battery temperature signal input end PH5 of the motor control chip U1, when the main battery is overtemperature, the high level of the first relay control signal output end PA1 and the high level of the second relay control signal output end PA2 disappear, the coils of the first relay K1 and the second relay K2 lose electricity, and corresponding contacts are disconnected.

The serial port of the motor control chip U1 is connected with a Bluetooth module U1d, and the Bluetooth module U1d sends current and temperature data, vehicle speed and residual electric quantity of the main battery and each motor to a mobile phone of a user to supply the cruising mileage.

The driving method of the electric automobile sequentially comprises the following steps: the method comprises the steps that a first motor control chip U1 is initialized, and a second motor control chip U2, a third motor control chip U3, a fourth motor control chip U4 and a servo motor control chip SDR are initialized; the main battery voltage signal detection end PAD7 of the first motor control chip U1 always reads the main battery voltage, when the main battery voltage is higher than the set voltage, the first motor control chip controls contacts of the first relay K1 and the second relay K2 to be closed, and the main battery X1 supplies power and directly enters the step for step A; when the voltage of the main battery is reduced to the set voltage, the first motor control chip controls the contacts of the first relay K1, the second relay K2 and the fourth relay K4 to be closed, the standby battery X2 supplements the main battery X1 with charge through the DC/DC converter, and the first motor control chip controls the first motor in a low-speed driving mode to charge a charging station for driving a power automobile to the nearby; the first U1 motor control chip always reads the signal value of the acceleration Hall sensor HL1, calculates the target running speed of the vehicle, and drives the first motor to run through the first U1a motor drive circuit and the first U1b motor drive module; according to the data received by the current signal input end PAD1 of the motor I, the working current of the motor I is regulated, and meanwhile, the servo motor M5 is controlled by the servo motor control chip SDR to enable the piston 8a of the control oil cylinder to reach the first oil outlet 8 e; the motor control chip I U1 judges whether the total working current I meets 0 < I.ltoreq.I1max, if I > I1max, the motor control chip I U1 controls the motor I to run at full load, meanwhile, the communication module II U2c receives the signal of the communication module I U1c, so that the motor control chip II U2 drives the motor II to run through the motor driving circuit II U2a and the motor driving module II U2b, the working current of the motor II is regulated according to the data received by the motor II current signal input end PAD2, meanwhile, the oil pump control signal output end PB3 sends out a signal to start the oil pump motor M6, and the lead screw servo motor M5 is controlled by the servo motor control chip SDR to enable the control oil cylinder piston 8a to reach the second oil outlet 8 f; the method comprises the steps that a first motor control chip U1 judges whether total working current I meets I1max which is less than or equal to I2max, if I is more than I2max, a second motor is also operated under full load, a third communication module U3c receives a signal of the first communication module U1c, a third motor control chip U3 drives a third motor to operate through a third motor driving circuit U3a and a third motor driving module U3b, working current of the third motor is adjusted according to data received by a third current signal input end PAD3 of the motor, and a lead screw servo motor M5 is controlled through a servo motor control chip SDR to enable a control oil cylinder piston 8a to reach a third oil outlet 8 g; the method comprises the steps that a motor control chip I1 judges whether the total working current I meets I2max which is less than or equal to I3max, if I is more than I3max, a motor III is also operated under full load, meanwhile, a communication module U4c receives a signal of the communication module I U1c, a motor control chip U4 drives a motor IV to operate through a motor driving circuit U4a and a motor driving module U4b, the working current of the motor IV is adjusted according to data received by a motor IV current signal input end PAD4, and a screw rod servo motor M5 is controlled by a servo motor control chip SDR to enable a control oil cylinder piston 8a to reach the right side of a third oil outlet 8 g; judging whether the total working current I meets I3max which is less than or equal to I4max or not by the first motor control chip U1, and controlling the fourth motor to reduce the load by the fourth motor control chip U4 if the total working current I is more than I4 max; the I1max is a single-motor operation maximum current value, the I2max is a double-motor operation maximum current value, the I3max is a three-motor operation maximum current value, and the I4max is a four-motor operation maximum current value.

Claims

1. The utility model provides a long continuation of journey high efficiency electric automobile, includes by main reducer (5) driven rear axle, and the input shaft of main reducer (5) is connected with power shaft (7) through universal joint (6), and both ends are supported on vehicle chassis through power shaft bearing (7 a) respectively around power shaft (7), its characterized in that: a first, a second, a third and a fourth spindle wheels are sequentially arranged on the power shaft (7) from front to back, and the first, the second, the third and the fourth spindle wheels are correspondingly connected with corresponding first, second, third and fourth driving wheels through first, second, third and fourth belts in a transmission way; the first driving wheel (1 c) is fixed on an output shaft of the first motor, and the second, third and fourth driving wheels are respectively driven by the corresponding second motor, third and fourth motor through the clutch devices II, third and fourth; the second, third and fourth clutch devices are driven by the second, third and fourth oil cylinders respectively;

the first motor to the fourth motor are powered by a main battery (X1), the cathode of the main battery (X1) is connected with the negative electrode (C-) of the controller through a contact of a first relay (K1), the anode of the main battery is connected with the positive electrode (C+) of the controller through a contact of a second relay (K2), the cathode of the main battery is also connected with the negative electrode of the charger, and the anode of the main battery is also connected with the high-voltage output end (VB 1+) of the charger through a normally open contact of a third relay (K3);

The device also comprises a standby battery (X2) with low voltage and large capacity, wherein the cathode of the standby battery (X2) is connected with the cathode of the main battery, the anode of the standby battery (X2) is connected with the low voltage input end (UB2+) of the DC/DC converter through the contact of the fourth relay (K4), and the high voltage output end (UB1+) of the DC/DC converter is connected with the anode of the main battery; the anode of the standby battery (X2) is also connected with the low-voltage output end (VB 2+) of the charger through a normally open contact of a fifth relay (K5); the coils of the first to fifth relays are connected to the output ends of the first to fifth optocouplers in a one-to-one correspondence manner, and the input ends of the first to fifth optocouplers are connected to the control signal output ends of the first to fifth relays of the master control chip in a one-to-one correspondence manner; the voltage signal of the main battery (X1) is connected to a main battery voltage signal detection end (PAD 7) of the main control chip, and the voltage signal of the standby battery (X2) is connected to a standby battery voltage signal detection end (PAD 8) of the main control chip; a self-charging current sensor (E5) is arranged between a contact of the fourth relay (K4) and a low-voltage input end (UB2+) of the DC/DC converter, and a signal wire of the self-charging current sensor (E5) is connected with a self-charging current signal input end (PAD 9) of the main control chip;

when the voltage signal received by the main battery voltage signal detection end (PAD 7) is calculated by the main control chip to obtain that the end voltage of the main battery is reduced to the set voltage, the standby battery (X2) charges the main battery (X1) through the DC/DC converter;

The second, third and fourth oil cylinders are controlled by a hydraulic system, the hydraulic system comprises an oil tank (11), an oil pump (B1) and a multi-channel control oil cylinder (8), a supporting disc (8 j) is fixed in the middle of the inner cavity of the multi-channel control oil cylinder (8), a polished rod (8 k 1) is inserted in a central hole of the supporting disc (8 j), the left end of the polished rod (8 k 1) is connected with a ball head support (8 h), the other end of the ball head support (8 h) is connected to the right end center of a control oil cylinder piston (8 a), the right end of the polished rod (8 k 1) penetrates out from the center of a right end cover of the multi-channel control oil cylinder (8) and is connected with a screw rod (8 k 2), a screw rod nut is screwed on the screw rod (8 k 2), a driven gear (9) is sleeved on the periphery of the screw rod nut, the screw rod nut and the driven gear (9) realize axial positioning, the driven gear (9) is meshed with a driving gear (10), and the driving gear (10) is arranged on an output shaft of a screw rod servo motor (M5); a first oil return port (8 b) is arranged below the middle part of the multichannel control oil cylinder (8), the first oil return port (8 b) is positioned on the left side of the supporting disc (8 j), a second oil return port (8 c) is arranged below the right end of the multichannel control oil cylinder (8), a control oil cylinder oil inlet (8 d) is arranged below the left end of the multichannel control oil cylinder (8), a first oil outlet, a second oil outlet and a third oil outlet are sequentially arranged at the upper end of the left part of the multichannel control oil cylinder (8) from left to right, a third oil outlet (8 g) is positioned on the left side of the first oil return port (8 b), the first oil outlet (8 e) is coaxial with the control oil cylinder oil inlet (8 d) and is connected with a second oil cylinder oil injection port (2 m 1), the second oil outlet (8 f) is connected with a third oil cylinder oil injection port (3 m 1), and the third oil outlet (8 g) is connected with a fourth oil cylinder oil injection port (4 m 1);

An inlet of the oil pump (B1) is connected with the oil tank (11), an outlet of the oil pump (B1) is connected with an oil inlet (8 d) of the control oil cylinder, and the first oil return port (8B) and the second oil return port (8 c) are respectively connected with the oil tank (11) through hoses; the outlet pipeline of the oil pump (B1) is connected with the inlet of the cartridge valve (CZ 1), the hydraulic control port of the cartridge valve (CZ 1) is connected with the B port of the electromagnetic directional valve (YV 1), the T port of the electromagnetic directional valve (YV 1) and the outlet of the cartridge valve (CZ 1) are connected with the oil tank (11), and the hydraulic control port of the cartridge valve (CZ 1) is also connected with the oil tank (11) through the overflow valve (F1);

the serial port of the first motor control chip (U1) is connected with a Bluetooth module (U1 d), and the Bluetooth module (U1 d) sends the current and temperature data of the speed, the available endurance mileage of the residual electric quantity, the main battery and the first to fourth motors to the mobile phone of the user.

2. The long-endurance high-efficiency electric vehicle according to claim 1, characterized in that: the second driving wheel is supported on a second driving wheel shaft (2 c), a second driven friction disc (2 d) is arranged at the right end of the second driving wheel shaft (2 c), a second driving friction disc (2 e) capable of being separated from the second driven friction disc (2 d) is arranged at the right end of the second driven friction disc (2 d), the second driving friction disc (2 e) is fixed at the left end of a second sliding sleeve (2 f), the second sliding sleeve (2 f) is arranged at the left end of a second driving shaft (2 g) through a spline and can slide along the second driving shaft (2 g), the right end of the second driving shaft (2 g) is driven by a motor II, a second sliding sleeve mechanism (2 h) capable of rotating synchronously with the second sliding sleeve is arranged at the right end of the second sliding sleeve (2 f), and a second sliding sleeve tension spring (2 j) is connected between the second sliding sleeve (2 f) and the second sliding sleeve mechanism (2 h); the right-hand member face of second initiative friction disc (2 e) is equipped with second initiative friction disc annular groove, and second annular slider (2 k) are installed on the right side of second initiative friction disc (2 e), and a plurality of second slider balls (2 k 1) with second initiative friction disc annular groove looks adaptation are installed to the left end face of second annular slider (2 k), and the right-hand member face of second annular slider (2 k) and the piston fixed connection of second hydro-cylinder (2 m), and the right-hand member of second hydro-cylinder (2 m) is equipped with second hydro-cylinder oiling mouth (2 m 1).

3. The long-endurance high-efficiency electric vehicle according to claim 2, characterized in that: the third driving wheel is supported on a third driving wheel shaft (3 c), a third driven friction disc (3 d) is arranged at the right end of the third driving wheel shaft (3 c), a third driving friction disc (3 e) capable of being separated from the third driven friction disc (3 d) is arranged at the right end of the third driven friction disc (3 d), the third driving friction disc (3 e) is fixed at the left end of a third sliding sleeve (3 f), the third sliding sleeve (3 f) is arranged at the left end of a third driving shaft (3 g) through a spline and can slide along the third driving shaft (3 g), the right end of the third driving shaft (3 g) is driven by a motor three, a third bearing mechanism (3 h) capable of rotating synchronously with the third sliding sleeve (3 f) is arranged at the right end of the third sliding sleeve (3 f), and a third sliding sleeve tension spring (3 j) is connected between the third sliding sleeve (3 f) and the third bearing mechanism (3 h); the right-hand member face of third initiative friction disc (3 e) is equipped with third initiative friction disc annular groove, and third annular slider (3 k) is installed on the right side of third initiative friction disc, and a plurality of third slider balls (3 k 1) with the annular groove looks adaptation of third initiative friction disc are installed to the left end face of third annular slider (3 k), and the right-hand member face of third annular slider (3 k) and the piston fixed connection of third hydro-cylinder (3 m), and the right-hand member of third hydro-cylinder (3 m) is equipped with third hydro-cylinder oiling mouth (3 m 1).

4. The long-endurance, high-efficiency electric vehicle according to claim 3, characterized in that: the fourth driving wheel is supported on a fourth driving wheel shaft (4 c), a fourth driven friction disc (4 d) is arranged at the right end of the fourth driving wheel shaft (4 c), a fourth driving friction disc (4 e) capable of being separated from the fourth driven friction disc (4 d) is arranged at the right end of the fourth driven friction disc (4 d), the fourth driving friction disc (4 e) is fixed at the left end of a fourth sliding sleeve (4 f), the fourth sliding sleeve (4 f) is arranged at the left end of a fourth driving shaft (4 g) through a spline and can slide along the fourth driving shaft (4 g), the right end of the fourth driving shaft (4 g) is driven by a motor in a fourth mode, a fourth bearing mechanism (4 h) capable of rotating synchronously with the fourth sliding sleeve (4 f) is arranged at the right end of the fourth sliding sleeve (4 f), and a fourth sliding sleeve tension spring (4 j) is connected between the fourth sliding sleeve (4 f) and the fourth bearing mechanism (4 h); the right-hand member face of fourth initiative friction disc (4 e) is equipped with fourth initiative friction disc annular groove, and fourth annular slider (4 k) are installed on the right side of fourth initiative friction disc (4 e), and a plurality of fourth slider balls (4 k 1) with fourth initiative friction disc annular groove looks adaptation are installed to the left end face of fourth annular slider (4 k), and the right-hand member face of fourth annular slider (4 k) and the piston fixed connection of fourth hydro-cylinder (4 m), and the right-hand member of fourth hydro-cylinder (4 m) is equipped with fourth hydro-cylinder oiling mouth (4 m 1).

5. The long-endurance high-efficiency electric vehicle according to claim 1, characterized in that: the first motor, the second motor, the third motor and the fourth motor are driven by corresponding first motor driving modules, second motor driving modules, third motor driving modules and fourth motor driving modules, the first motor driving circuits, the second motor driving circuits, the third motor driving circuits and the fourth motor driving circuits are controlled by corresponding first motor control chips, second motor control chips, third motor control chips and fourth motor control chips respectively, motor temperature sensors for detecting the temperature of the motors are correspondingly arranged on the first motor driving modules, the second motor control chips, the third motor control chips and the fourth motor control chips, motor temperature sensors for detecting the temperature of the motors are correspondingly arranged on the first motor driving modules, the second motor control chips, the third motor control chips and the fourth motor control chips, and motor current sensors are correspondingly arranged on power circuits of the first motor driving modules, the second motor driving modules, the third motor driving modules, the fourth motor driving modules, the third motor driving modules and the fourth motor control modules; an acceleration Hall sensor (HL 1) is arranged on an acceleration pedal (12) of the electric automobile, and a brake Hall sensor (HL 2) is arranged on a brake pedal (13); the signal wires of the motor current sensors are respectively connected with the corresponding motor current signal input end of the motor control chip I (U1), the signal wires of the motor temperature sensors are respectively connected with the corresponding motor temperature signal input end of the motor control chip I (U1), the signal wire of the ignition key (DH) is connected with the ignition signal input end (PH 7) of the motor control chip I (U1), the signal wire of the acceleration Hall sensor (HL 1) is connected with the acceleration signal input end (PAD 5) of the motor control chip I (U1), and the signal wire of the brake Hall sensor (HL 2) is connected with the brake signal input end (PAD 6) of the motor control chip I (U1); the signal ports of the first, second, third and fourth motor control chips are respectively connected with the corresponding first, second, third and fourth communication modules, and the communication port of the first communication module (U1 c) is respectively connected with the communication ports of the second, third and fourth communication modules through a CAN data bus; and the first motor control chip (U1) is also used as the total control chip.

6. The long-endurance, high-efficiency electric vehicle according to claim 5, characterized in that: the screw rod servo motor (M5) is driven by a servo motor control chip (SDR), a screw rod forward signal input end (DR+) of the servo motor control chip (SDR) is connected with a screw rod forward signal output end (PB 0) of a motor control chip I (U1), a screw rod reverse signal input end (DR-) of the servo motor control chip (SDR) is connected with a screw rod reverse signal output end (PB 2) of the motor control chip I (U1), and a piston reset signal input end (PU) of the servo motor control chip (SDR) is connected with a piston reset signal output end (PB 1) of the motor control chip I (U1); the oil pump driving unit comprises an oil pump control optical coupler (G0 a) and an oil pump MOS tube, wherein an oil pump control signal output end (PB 3) of a motor control chip I (U1) is connected with an input end of the oil pump control optical coupler (G0 a), and an output end of the oil pump control optical coupler (G0 a) drives an oil pump motor (M6) through the oil pump MOS tube; the oil circuit pressure building signal output end (PK 1) of the motor control chip I (U1) is connected with the input end of the reversing valve control optocoupler (G0 b), and the coil of the electromagnetic reversing valve (YV 1) is controlled by the reversing valve control optocoupler (G0 b); the main battery (X1) is provided with a main battery temperature sensor (T5), and a signal line of the main battery temperature sensor (T5) is connected with a main battery temperature signal input end (PH 5) of a first motor control chip (U1); the standby battery (X2) is provided with a standby battery temperature sensor (T6), and a signal wire of the standby battery temperature sensor (T6) is connected with a standby battery temperature signal input end (PH 6) of a first motor control chip (U1); the charging Key (KD) is connected with a charging signal input end (PAD 11) of the main control chip through a charging light-emitting diode (DS 1), and an insufficient power warning signal output end (PE 2) of the main control chip is connected with a warning light-emitting diode (DS 2).

7. The long-endurance, high-efficiency electric vehicle according to claim 6, characterized in that: the first motor control chip (U1) to the fourth motor control chip (U4) are all MC9S12XS128MAL single-chip computers, and each motor driving circuit and each motor driving module are all PM150CLA060 units; the signal wire of the motor current sensor I (E1) is connected with the motor current signal input end (PAD 1) of the motor control chip I (U1), the signal wire of the motor current sensor II (E2) is connected with the motor current signal input end (PAD 2) of the motor control chip I (U1), the signal wire of the motor current sensor III (E3) is connected with the motor current signal input end (PAD 3) of the motor control chip I (U1), and the signal wire of the motor current sensor IV (E4) is connected with the motor current signal input end (PAD 4) of the motor control chip I (U1); the signal wire of the motor temperature sensor I (T1) is connected with the motor temperature signal input end (PH 1) of the motor control chip I (U1), the signal wire of the motor temperature sensor II (T2) is connected with the motor temperature signal input end (PH 2) of the motor control chip I (U1), the signal wire of the motor temperature sensor III (T3) is connected with the motor temperature signal input end (PH 3) of the motor control chip I (U1), and the signal wire of the motor temperature sensor IV (T4) is connected with the motor temperature signal input end (PH 4) of the motor control chip I (U1); each communication module comprises a HCPL2630 optical coupler and a TJA1050 chip, an IN1L port of the HCPL2630 optical coupler is connected with a PM1 port of a first motor control chip (U1), and an OUT2 port of the HCPL2630 optical coupler is connected with a PM0 port of the first motor control chip (U1); the IN2L port of the optocoupler is connected with the RXD port of the TJA1050 chip, and the CANH port and the CANL port of each TJA1050 chip are respectively connected through a data bus.

8. A driving method of the electric vehicle according to claim 7, comprising the steps of, in order: the method comprises the steps that a first motor control chip (U1) is initialized, and a second motor control chip (U2), a third motor control chip (U3), a fourth motor control chip (U4) and a servo motor control chip (SDR) are initialized;

the main battery voltage signal detection end (PAD 7) of the first motor control chip (U1) always reads the main battery voltage, when the main battery voltage is higher than the set voltage, the first motor control chip controls contacts of the first relay (K1) and the second relay (K2) to be closed, and the main battery (X1) supplies power and directly enters the step; when the voltage of the main battery is reduced to a set voltage, contacts of a first relay (K1), a second relay (K2) and a fourth relay (K4) are closed by a first motor control chip, the main battery (X1) is charged in a supplementing mode through a DC/DC converter by a standby battery (X2), the main battery is continuously supplied with power, and the first motor control chip controls the first motor in a low-speed driving mode to charge a charging station when an electric car runs nearby;

the first motor control chip (U1) always reads the signal value of the acceleration Hall sensor (HL 1), calculates the target running speed of the vehicle, and drives the first motor to run through the first motor driving circuit (U1 a) and the first motor driving module (U1 b); according to the data received by the first current signal input end (PAD 1) of the motor, the working current of the first motor is regulated, and meanwhile, a servo motor (M5) of a screw rod is controlled through a servo motor control chip (SDR) to enable a piston (8 a) of a control oil cylinder to reach a first oil outlet (8 e);

The motor control chip I (U1) judges whether the total working current I meets 0 < I.ltoreq.I1max, if I > I1max, the motor control chip I (U1) controls the motor I to run at full load, meanwhile, the communication module II (U2 c) receives a signal of the communication module I (U1 c), so that the motor control chip II (U2) drives the motor II to run through the motor driving circuit II (U2 a) and the motor driving module II (U2 b), the working current of the motor II is adjusted according to the data received by the current signal input end (PAD 2) of the motor II, meanwhile, the oil pump control signal output end (PB 3) sends out a signal to start the oil pump motor (M6), and the lead screw servo motor (M5) is controlled by the servo motor control chip (SDR) to enable the control oil cylinder piston (8 a) to reach the second oil outlet (8 f);

the first motor control chip (U1) judges whether the total working current I meets I1max which is less than or equal to I2max, if I is more than I2max, the second motor is also operated under full load, meanwhile, the third communication module (U3 c) receives a signal of the first communication module (U1 c), so that the third motor control chip (U3) drives the third motor to operate through the third motor driving circuit (U3 a) and the third motor driving module (U3 b), the working current of the third motor is adjusted according to data received by a third current signal input end (PAD 3) of the motor, and meanwhile, the screw servo motor (M5) is controlled by the servo motor control chip (SDR) to enable a piston (8 a) of a control oil cylinder to reach a third oil outlet (8 g);

The first motor control chip (U1) judges whether the total working current I meets I2max which is less than or equal to I3max, if I is more than I3max, the third motor is also operated under full load, meanwhile, the fourth communication module (U4 c) receives the signal of the first communication module (U1 c), so that the fourth motor control chip (U4) drives the fourth motor to operate through the fourth motor driving circuit (U4 a) and the fourth motor driving module (U4 b), the working current of the fourth motor is adjusted according to the data received by the fourth current signal input end (PAD 4) of the motor, and meanwhile, the servo motor control chip (SDR) controls the screw rod servo motor (M5) to enable the piston (8 a) of the control oil cylinder to reach the right side of the third oil outlet (8 g);

judging whether the total working current I meets I3max which is less than or equal to I4max or not by a first motor control chip (U1), and controlling a fourth motor to reduce the load by a fourth motor control chip (U4) if the total working current I is more than I4 max; the I1max is a single-motor operation maximum current value, the I2max is a double-motor operation maximum current value, the I3max is a three-motor operation maximum current value, and the I4max is a four-motor operation maximum current value.