CN110406372B - Multi-mode transmission system, control method and driving mode switching device - Google Patents

Multi-mode transmission system, control method and driving mode switching device Download PDF

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Publication number
CN110406372B
CN110406372B CN201910709489.2A CN201910709489A CN110406372B CN 110406372 B CN110406372 B CN 110406372B CN 201910709489 A CN201910709489 A CN 201910709489A CN 110406372 B CN110406372 B CN 110406372B
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gear
driving
switching device
mode switching
drive
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CN110406372A (en
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陈志河
朱黎明
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Shanghai Aiqu Auto Technology Co ltd
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Shanghai Aiqu Auto Technology Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing

Abstract

The invention provides a multi-mode transmission system, a control method and a driving mode switching device, which relate to the technical field of transmission systems, wherein the mode switching device comprises an intermediate gear and a gear moving unit which are connected with each other; the gear shifting unit is used for shifting the intermediate gear so that the intermediate gear is meshed with the direct-drive side gear, or meshed with the input gear of the differential, or separated from the direct-drive side gear and the input gear of the differential, so as to realize switching between different driving modes. The driving mode switching device provided by the embodiment of the invention can improve the robustness and the comprehensive efficiency of the driving system, and enables the driving system to have better controllability and dynamic property.

Description

Multi-mode transmission system, control method and driving mode switching device
Technical Field
The invention relates to the technical field of transmission systems, in particular to a multi-mode transmission system, a control method and a driving mode switching device.
Background
The driving modes of the pure electric vehicle are mainly divided into a centralized driving mode and a distributed driving mode.
The concentrated drive mode has only one power source, and the drive power is distributed to each drive wheel through a transmission, a final drive, and a differential. At present, most automobiles adopt a centralized driving mode, and after years of hammering, the centralized driving technology is mature, but the moments of the wheels on two sides are balanced through a differential mechanism, so that the independent control of a single wheel cannot be realized, and a great obstacle is formed for improving the operation stability of the automobiles.
The distributed driving mode is that each driving wheel is provided with an independent driving motor, each driving motor can be independently controlled, and the distributed driving electric automobile provides better hardware conditions for the development of the dynamic control level of the intelligent automobile in the future. The electric automobile adopting the distributed driving mode can improve the operation stability and the trafficability on a complex road surface through an excellent control algorithm, and has a steering auxiliary control function. Most of the existing distributed driving systems are driven by hub motors, so that unsprung mass is greatly increased, and the reliability of the driving systems is reduced. Once the unilateral distributed driving system fails, the driving torques at two sides are unbalanced, and the vehicle can not be ensured to continue to safely run at high speed.
Overall, the existing centralized driving system has poor controllability; the existing multi-motor distributed driving system is low in robustness and poor in comprehensive efficiency.
Disclosure of Invention
In view of the above, the present invention provides a multi-mode transmission system, a control method thereof, and a driving mode switching device, which can improve the robustness and the overall efficiency of the driving system, and make the driving system have better controllability and dynamic performance.
In a first aspect, an embodiment of the present invention provides a driving mode switching device, which is applied to a transmission system, and the driving mode switching device is externally connected with a power output device; the power output device comprises a direct-drive half shaft gear and a differential mechanism; the mode switching device includes an intermediate gear and a gear moving unit connected to each other; the gear shifting unit is used for shifting the intermediate gear so that the intermediate gear is meshed with the direct-drive side gear, or meshed with the input gear of the differential, or separated from the direct-drive side gear and the input gear of the differential, so as to realize switching between different driving modes.
With reference to the first aspect, an embodiment of the present invention provides a first possible implementation manner of the first aspect, wherein the mode switching device is further externally connected with a power input device; the power input device includes a reduction gear; the gear moving unit includes: the device comprises a guide ring, an outer reset spring, an inner reset spring, a reset spring pressing plate, an outer coil of an electromagnetic coil exciter, an inner coil of the electromagnetic coil exciter, an armature ring and a guide pull ring; the guide ring is connected with the intermediate gear; two ends of the outer reset spring are respectively connected with the inner end face of the low-speed end gear of the speed reducer and the outer end face of the middle gear; the reset spring pressure plate is connected with a low-speed end gear of the speed reducer; two ends of the inner reset spring are respectively connected with the reset spring pressing plate and the intermediate gear; two ends of the guide pull ring are respectively connected with the intermediate gear and the armature ring; the outer coil of the electromagnetic coil exciter and the inner coil of the electromagnetic coil exciter are used for generating electromagnetic field force to enable the armature ring to move so as to drive the intermediate gear to move.
With reference to the first aspect, an embodiment of the present invention provides a second possible implementation manner of the first aspect, wherein the mode switching device is further externally connected with a power input device; the power input device includes a reduction gear; the gear moving unit includes: the device comprises an exciter, a lead screw nut, a shifting fork-lead screw nut connecting rotating shaft, a shifting fork fixing pin, a shifting fork, a sliding block and a grooved wheel; the exciter, the lead screw and the lead screw nut are connected in sequence; the screw nut is connected with the shifting fork through the shifting fork-screw nut connecting rotating shaft; the shifting fork is connected with the sliding block; the shifting fork fixing pin is used for fixing the shifting fork; the sliding block is embedded in a guide groove of the grooved wheel, and the grooved wheel is connected with the intermediate gear; the intermediate gear is connected with the speed reducing device; the screw rod is driven by the exciter to rotate so as to drive the screw rod nut to move, the screw rod nut drives the shifting fork to swing, the shifting fork drives the grooved wheel to move through the sliding block, and the grooved wheel drives the intermediate gear to move.
In a second aspect, embodiments of the present invention also provide a multi-mode transmission system, comprising: a drive motor, a reduction gear, a differential, and a drive mode switching device provided in one of the first aspect and possible embodiments thereof described above; the driving motor, the speed reducer and the driving mode switching device are connected in sequence; the driving motor provides power input to the driving mode switching device through the speed reducing device; the driving mode switching device is used for switching different driving modes to output power; the driving modes include a centralized driving mode, a distributed driving mode, and a power output interruption mode; when the drive mode is the concentrated drive mode, the intermediate gear in the drive mode switching device is meshed with the input gear of the differential; when the driving mode is a distributed driving mode, the intermediate gear in the driving mode switching device is meshed with the direct-drive half shaft gear; when the drive mode is the power output interruption mode, the intermediate gear in the drive mode switching device is separated from both the direct-drive side gear and the input gear of the differential.
In combination with the second aspect, embodiments of the present invention provide a first possible implementation manner of the second aspect, wherein the speed reduction device includes a high-speed end gear and a low-speed end gear; the differential comprises an input gear, a first half shaft gear, a second half shaft gear, a planetary gear and a planetary gear cross shaft; the high-speed end gear is connected with the low-speed end gear, a rotor of the driving motor is connected with the high-speed end gear, and the low-speed end gear is connected with the intermediate gear; the direct-drive half shaft gear and the first half shaft gear are connected with a wheel end through half shafts; the input gear is connected with the planet gear cross shaft; the planet gear is rotationally connected with the planet gear cross shaft; the planet gear is meshed with the first side gear and the second side gear; the first and second side gears are each rotatably connected to the planetary gear spider.
With reference to the second aspect or the first possible implementation manner of the second aspect, the present invention provides a second possible implementation manner of the second aspect, where the drive motor includes a first drive motor and a second drive motor, the reduction gear includes a first reduction gear and a second reduction gear, and the drive mode switching device includes a first drive mode switching device and a second drive mode switching device; the first driving motor, the first speed reducer and the first driving mode switching device are connected in sequence; the second driving motor, the second speed reducer and the second driving mode switching device are connected in sequence; the first driving mode switching device and the second driving mode switching device realize different driving combinations by switching driving modes; the drive assembly includes: double-motor distributed driving, double-motor parallel centralized driving, single-motor centralized driving, hybrid driving and power output interruption; the hybrid drive is that any one of the first drive motor and the second drive motor is centralized drive, and the other one is distributed drive.
In a third aspect, the embodiment of the present invention further provides a multi-mode transmission system control method, which is implemented based on the multi-mode transmission system provided in the second possible implementation manner of the second aspect, and the method includes: judging whether the first driving motor and the second driving motor are in a normal working state or not; when the first driving motor and the second driving motor are in a normal working state, selecting a driving combination of the first driving mode switching device and the second driving mode switching device according to the wheel end torque requirement and the current vehicle speed value; when any one of the first driving motor and the second driving motor is in an abnormal working state, controlling a driving mode switching device corresponding to the driving motor in the abnormal working state to switch into a power output interruption mode, and switching the driving mode switching device corresponding to the driving motor in the normal working state into a centralized driving mode; and when the first driving motor and the second driving motor are both in abnormal working states, controlling the first driving mode switching device and the second driving mode switching device to be switched into a power output interruption mode.
With reference to the third aspect, the example embodiment of the invention provides a first possible implementation manner of the third aspect, wherein the step of selecting a driving combination of the first driving mode switching device and the second driving mode switching device according to the wheel-end torque demand and the current vehicle speed value includes: when the wheel end torque demand and the current vehicle speed value are in the second high-efficiency area but not in the first high-efficiency area and the third high-efficiency area, controlling the second driving mode switching device to be switched into a centralized driving mode, and switching the first driving mode switching device into a power output interruption mode; the first high efficiency region is a high efficiency region of the multi-mode transmission system when the drive combination is a single motor centralized drive and the second drive mode switching device is a centralized drive mode; the second high efficiency region is a high efficiency region of the multi-mode transmission system when the drive combination is a single motor centralized drive and the first drive mode switching device is a centralized drive mode; the third high-efficiency area is a high-efficiency area of the multi-mode transmission system when the driving combination is a double-motor distributed driving or a double-motor parallel centralized driving; when the wheel end torque demand and the current vehicle speed value are in a first high-efficiency area but not in a second high-efficiency area and a third high-efficiency area, controlling the first driving mode switching device to be switched into a centralized driving mode, and switching the second driving mode switching device into a power output interruption mode; and when the wheel end torque demand and the current vehicle speed value are in the third high-efficiency area but not in the first high-efficiency area and the second high-efficiency area, controlling the driving combination to be switched into double-motor parallel centralized driving.
With reference to the first possible implementation manner of the third aspect, an embodiment of the present invention provides a second possible implementation manner of the third aspect, where the method further includes: when the wheel end torque requirement is greater than a first torque threshold and less than a second torque threshold, and the current vehicle speed is less than a first vehicle speed threshold, controlling the second driving mode switching device to switch to a centralized driving mode, and switching the first driving mode switching device to a power output interruption mode; the first torque threshold value is a maximum wheel-end torque of the outer characteristic curve of the wheel end when the second drive mode switching device is in the centralized drive mode and the first drive mode switching device is in the power output interruption mode; the second torque threshold is a maximum wheel-end torque of the outer characteristic curve of the wheel end when the first driving mode switching device is in the centralized driving mode and the second driving mode switching device is in the power output interruption mode; the first vehicle speed threshold value is the maximum vehicle speed value of the outer characteristic curve of the wheel end when the driving combination is the double-motor distributed driving.
With reference to the second possible implementation manner of the third aspect, an embodiment of the present invention provides a third possible implementation manner of the third aspect, where the method further includes: when the wheel end torque requirement is smaller than the first torque threshold value or the current vehicle speed is larger than the first vehicle speed threshold value, the first driving mode switching device is controlled to be switched to a centralized driving mode, and the second driving mode switching device is switched to a power output interruption mode.
The embodiment of the invention has the following beneficial effects:
the embodiment of the invention provides a multi-mode transmission system, a control method and a driving mode switching device, wherein the driving mode switching device is applied to the transmission system and is externally connected with a power output device; the power output device comprises a direct-drive half shaft gear and a differential mechanism; the mode switching device includes an intermediate gear and a gear moving unit connected to each other; the gear shifting unit is used for shifting the intermediate gear so that the intermediate gear is meshed with the direct-drive side gear, or meshed with the input gear of the differential, or separated from the direct-drive side gear and the input gear of the differential, so as to realize switching between different driving modes. The drive mode switching device may control a position of an intermediate gear, which may be connected to a direct drive side gear to directly output torque to a wheel end, to change a torque output path; or the input gear connected to the differential outputs the torque to the differential, and the torque is output to the wheel end after passing through the differential; or is positioned intermediate the direct drive side gear and the input gear of the differential and is disconnected from both the side gear and the input gear of the differential, thereby interrupting torque transfer to the wheel ends to reduce drag losses. The driving mode switching device can improve the robustness and the comprehensive efficiency of the driving system, and enables the driving system to have better controllability and dynamic property.
Additional features and advantages of the disclosure will be set forth in the description which follows, or in part may be learned by the practice of the above-described techniques of the disclosure, or may be learned by practice of the disclosure.
In order to make the aforementioned objects, features and advantages of the present disclosure more comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a schematic structural diagram of a driving mode switching device according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of another driving mode switching device according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of another driving mode switching device according to an embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a multi-mode transmission system according to an embodiment of the present invention;
FIG. 5 is a schematic structural diagram of another multi-mode transmission system according to an embodiment of the present invention;
FIG. 6 is a schematic structural diagram of another multi-mode transmission system according to an embodiment of the present invention;
FIG. 7 is a schematic structural diagram of another multi-mode transmission system according to an embodiment of the present invention;
FIG. 8 is a schematic flow chart of a multi-mode transmission system control method according to an embodiment of the present invention;
FIG. 9 is a characteristic diagram of a multi-mode transmission system according to an embodiment of the present invention.
Icon: 10-drive mode switching means; 11-intermediate gear; 12-a gear shifting unit; 2121-planetary gear shaft of reduction unit; 211-low-speed end gear of the reduction unit; 708-direct drive side gears; 3021-a guide ring; 3011-an external return spring; 3012-an internal return spring; 3013-a return spring platen; 3031-outer coil of electromagnetic coil exciter; 3032-coil in electromagnetic coil actuator; 3023-an armature ring; 3022-guiding tab; 3061-lead screw; 3062-lead screw nut; 3063-the shifting fork-the screw nut are connected with the rotating shaft; 3064-fork fixing pin; 3065-a shifting fork; 3066-slide block; 3067-a sheave; 100-driving motor I; 101-stator of drive motor I; 102-the rotor of the drive motor I; 201-high speed end gear of reduction unit I; 202-reduction gear I; 212-Low end gear of reduction I; 301-return spring of the drive mode switching device I; 302-intermediate gear of the drive mode switching device I; 303-exciter of electromagnetic coil type driving mode switching device I; 306-driving the transmission mechanism of the mode switching device I; 307-actuator of the fork drive mode switching device I; 400-driving motor II; 401 — a stator of drive motor II; 402-driving the rotor of motor II; 501-a high-speed end gear of a speed reducing device II; 502-reduction unit II; 512-low-speed end gear of reduction unit II; 601-a return spring of the drive mode switching device II; 602-intermediate gear of the drive mode switching device II; 603-an actuator driving the mode switching device II; 606-drive the transmission mechanism of the mode switching device II; 607-driver of the drive mode switching device II; 701 — input gear of differential; 702-a planetary gear cross of a differential; 703-planetary gear of differential; 704-side gear I of the differential; 705 — side gear II of the differential; 706-direct drive side gear I; 707-direct drive side gear II.
Detailed Description
To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The existing pure electric automobile mainly adopts a constant speed ratio speed reducer or a two-gear speed reducer. The speed reducer with the fixed speed ratio is adopted, so that the comprehensive efficiency cannot give consideration to both high-speed driving speed and low-speed driving speed; the two-gear or multi-gear transmission can improve the problem of low efficiency in high-speed running, but brings the problem of power interruption during gear shifting. In addition, although the electric drive system greatly improves the vehicle dynamic performance, the improvement of the maneuverability is limited. In this context, a multi-motor distributed drive system has become a popular research.
However, in the current multi-motor distributed drive system, no matter the wheel-side drive or the electric hub drive is adopted, although excellent dynamic performance and controllability can be obtained, the failure of any motor may cause the loss of vehicle power or vehicle instability, the system robustness is low, and the comprehensive efficiency of the system is not good.
Based on this, the multi-mode transmission system, the control method and the driving mode switching device provided by the embodiment of the invention can improve the robustness and the comprehensive efficiency of the driving system, and enable the driving system to have better controllability and dynamic property.
For the convenience of understanding the present embodiment, a detailed description will be given to a driving mode switching device disclosed in the present embodiment.
The first embodiment is as follows:
referring to fig. 1, which is a schematic structural view of a driving mode switching apparatus applied to a transmission system, it can be seen from fig. 1 that the driving mode switching apparatus 10 includes an intermediate gear 11 and a gear moving unit 12 connected to each other. Wherein, the driving mode switching device 10 is externally connected with a power output device; and the power take-off comprises a direct drive side gear and a differential.
In the drive mode switching apparatus 10, the gear shifting unit 12 is used to shift the idler gear 11 so that the idler gear 11 is engaged with the direct-drive side gear, or engaged with the input gear of the differential, or disengaged from both the direct-drive side gear and the input gear of the differential, to effect switching between different drive modes.
Here, the drive mode switching device 10 outputs the torque directly to the wheel end when the intermediate gear 11 is meshed with the direct-drive side gear; the drive mode switching device 10 outputs torque to the wheel end through the differential when the intermediate gear 11 is engaged with the input gear of the differential; when the intermediate gear 11 is disengaged from both the direct drive side gear and the input gear of the differential, the drive mode switching device 10 disconnects the transmission of torque and no torque is output to the wheel end.
Thus, the drive mode switching device 10 can change the torque output path by controlling the position of the idler gear 11, and the idler gear 11 can be connected to a direct drive side gear to directly output the torque to the wheel end; or the input gear connected to the differential outputs the torque to the differential, and the torque is output to the wheel end after passing through the differential; or is positioned intermediate the direct drive side gear and the input gear of the differential and is disconnected from both the side gear and the input gear of the differential, thereby interrupting torque transfer to the wheel ends to reduce drag losses.
Compared with a single centralized driving mode or a distributed driving mode in the prior art, the driving mode switching device 10 provided by the embodiment can integrate the centralized driving mode and the distributed driving mode into one driving system, and realize free switching between the two driving modes, so that the wheel-end torque, the vehicle speed and the coverage area of a high-efficiency area of the driving system are larger than those of a conventional centralized or distributed driving system, the robustness and the comprehensive efficiency of the driving system are improved, and the driving system has better controllability and dynamic performance.
The driving mode switching device provided by the embodiment of the invention is applied to a transmission system, and is externally connected with a power output device; the power output device comprises a direct-drive half shaft gear and a differential mechanism; the mode switching device includes an intermediate gear and a gear moving unit connected to each other; the gear shifting unit is used for shifting the intermediate gear so that the intermediate gear is meshed with the direct-drive side gear, or meshed with the input gear of the differential, or separated from the direct-drive side gear and the input gear of the differential, so as to realize switching between different driving modes. The driving mode switching device can improve the robustness and the comprehensive efficiency of the driving system, and enables the driving system to have better controllability and dynamic property.
Example two:
in order to better understand the driving mode switching device provided in the first embodiment, this embodiment describes two specific implementations of the driving mode switching device.
As shown in fig. 2, it is a schematic structural diagram of one of the driving mode switching devices, the mode switching device is externally connected with a power input device, and the power input device comprises a speed reduction device. As seen in fig. 2, the drive mode switching device includes a direct drive side gear 708, a reduction device planetary gear shaft 2121, a reduction device low-speed end gear 211, a pilot ring 3021, an outer return spring 3011, an intermediate gear 11, an inner return spring 3012, a return spring hold-down 3013, a solenoid driver outer coil 3031, a solenoid driver inner coil 3032, an armature ring 3023, and a pilot pull ring 3022.
The planetary gear shaft 2121 of the reduction gear is connected to the low-speed end gear 211 of the reduction gear. The external teeth of the intermediate gear 11 are engaged with the internal teeth of the low-speed gear 211 of the reduction gear, and the intermediate gear 11 is axially movable along the internal teeth of the low-speed gear 211 of the reduction gear. The outer return spring 3011 has two ends respectively connected to the inner end face of the low-speed end gear 211 of the reduction gear and the outer end face of the intermediate gear 11, and can push the intermediate gear 11 to move away from the direct-drive side gear 708 under the action of a spring force, so as to disengage the engagement between the intermediate gear 11 and the direct-drive side gear 708 to achieve a return. A pilot ring 3021 is coupled to the idler gear 11 to protect the outer return spring 3011 from wear from contact with the rotating direct drive side gear 708. The return spring pressing plate 3013 is connected to the low-speed end gear 212 of the reduction gear I. Two ends of the inner reset spring 3012 are respectively connected to the reset spring pressing plate 3013 and the intermediate gear 11, and the intermediate gear 11 can be pushed to move towards the direction of the direct-drive side gear 708 under the action of the spring force, so as to disengage the engagement between the intermediate gear 11 and the input gear 701 of the differential to realize reset. The two ends of the guiding pull ring 3022 are respectively connected with the intermediate gear 11 and the armature ring 3023.
The armature ring 3023 can move towards the direction of the direct-drive side gear 708 or away from the direction of the direct-drive side gear 708 under the action of the electromagnetic field force of the electromagnetic coil 3031 outside the electromagnetic coil 3032 inside the electromagnetic coil exciter, and the intermediate gear 11 is linked with the armature ring 3023 through the guide pull ring 3022 connected with the intermediate gear, so that the intermediate gear 11 is meshed with the direct-drive side gear 708 or with the input gear 701 of the differential, and distributed driving or centralized driving is further realized. When the solenoid driver outer coil 3031 and the solenoid driver inner coil 3032 are not active, the intermediate gear 11 returns to the vacant position between the direct drive side gear 708 and the input gear 701 of the differential under the action of the outer return spring 3011 and the inner return spring 3012 without being meshed with the two, thereby realizing the interruption of power transmission.
The driving mode switching device shown in fig. 2 is a mode switching exciter composed of two groups of coils, and the two groups of coils respectively drive the intermediate gear to move inwards or outwards so as to realize the mode switching of centralized driving and distributed driving and power interruption. The driving mode switching device is simple and compact in structure, quick in response and low in cost.
Referring to fig. 3, it is a schematic structural diagram of another driving mode switching device, in which a power input device is externally connected, and the power input device includes a speed reducer. As seen in fig. 3, the drive mode switching device includes a direct drive side gear 708, a reduction device planetary gear shaft 2121, a reduction device low speed end gear 211, an intermediate gear 11, an actuator 307 of a fork drive mode switching device I, a lead screw 3061, a lead screw nut 3062, a fork-lead screw nut connecting shaft 3063, a fork fixing pin 3064, a fork 3065, a slider 3066, and a sheave 3067.
The exciter 307 of the fork-type driving mode switching device I is connected with a lead screw 3061, the lead screw 3061 is connected with a lead screw nut 3062, the lead screw nut 3062 is connected with a shifting fork 3065 through a shifting fork-lead screw nut connecting rotating shaft 3063, the shifting fork 3065 is connected with a transmission system box body shell through a shifting fork fixing pin 3064, the shifting fork 3065 is further connected with a sliding block 3066, the sliding block 3066 is embedded in a guide groove of a grooved wheel 3067, and the grooved wheel 3067 is connected with an intermediate gear 11. The lead screw 3061 is driven by the exciter motor to rotate, rotary motion is converted into linear motion of the lead screw nut 3062, the lead screw nut 3062 drives the shifting fork 3065 to swing, the sliding block 3066 connected with the shifting fork drives the grooved wheel 3067 to move, the grooved wheel 3067 drives the intermediate gear to move, finally position change of the intermediate gear between the direct-drive half shaft gear 708 and the input gear 701 of the differential is achieved, and mode switching of distributed driving, centralized driving and power transmission interruption is achieved.
The driving mode switching device shown in fig. 3 is composed of a mode switching motor, a lead screw nut and a shifting fork, wherein the mode switching motor drives the lead screw to rotate so as to drive the lead screw nut to move axially along the lead screw, and a rotating shaft at the top end of the shifting fork connected with the lead screw nut drives the shifting fork to move along with the movement of the lead screw nut so as to change the position of an intermediate gear, so that mode switching is realized. Due to the self-locking function and the torque amplification function of the screw mechanism, the driving mode switching device is stable and reliable in function and saves more energy.
Example three:
an embodiment of the present invention further provides a multi-mode transmission system, including: a driving motor, a speed reducer, a differential and a driving mode switching device provided in the first embodiment, the second embodiment and one of the possible implementation modes.
Wherein, the driving motor, the speed reducer and the driving mode switching device are connected in sequence; the driving motor provides power input to the driving mode switching device through the speed reducing device; the driving mode switching device is used for switching different driving modes to output power; the drive modes include a concentrated drive mode, a distributed drive mode, and a power output interruption mode.
When the driving mode is a distributed driving mode, the intermediate gear in the driving mode switching device is meshed with the direct-drive half shaft gear; when the drive mode is the concentrated drive mode, the intermediate gear in the drive mode switching device is meshed with the input gear of the differential; when the drive mode is the power output interruption mode, the intermediate gear in the drive mode switching device is separated from both the direct-drive side gear and the input gear of the differential.
In one possible embodiment, the reduction device includes a high-speed end gear and a low-speed end gear, and the differential includes an input gear, a first side gear, a second side gear, a planetary gear, and a planetary gear cross. The high-speed end gear is connected with the low-speed end gear, a rotor of the driving motor is connected with the high-speed end gear, and the low-speed end gear is connected with the intermediate gear; the direct-drive half shaft gear and the first half shaft gear are connected with a wheel end through half shafts; the input gear is connected with the planet gear cross shaft; the planet gear is rotationally connected with the planet gear cross shaft; the planet gear is meshed with the first side gear and the second side gear; the first and second side gears are each rotatably connected to the planetary gear spider.
In another possible embodiment, the driving motor includes a first driving motor and a second driving motor, the reduction gear includes a first reduction gear and a second reduction gear, and the driving mode switching device includes a first driving mode switching device and a second driving mode switching device. The first driving motor, the first speed reducer and the first driving mode switching device are connected in sequence; the second driving motor, the second speed reducer and the second driving mode switching device are connected in sequence.
Further, the first driving mode switching device and the second driving mode switching device realize different driving combinations by switching driving modes; the drive assembly includes: the system comprises double-motor distributed driving, double-motor parallel centralized driving, single-motor centralized driving, hybrid driving and power output interruption.
When the driving combination is a double-motor distributed driving, the two driving motors directly output power to the two half shafts to drive the unilateral wheels through the speed reducing devices respectively without a differential mechanism.
When the driving combination is dual-motor parallel centralized driving, the two driving motors output power to the input gear of the differential mechanism through the speed reducer and then output to the wheels on two sides through the differential mechanism respectively.
When the driving combination is a single-motor centralized driving, any one driving motor is separated from the transmission system, and the other driving motor is driven in a centralized manner, namely, the power is output to an input gear of the differential through the speed reducer.
When the driving combination is hybrid driving, the hybrid driving is that any one of the first driving motor and the second driving motor is centralized driving, and the other one is distributed driving. That is, any one of the driving motors is driven in a centralized manner, that is, torque is transmitted to the wheels on both sides through the differential, and the other driving motor directly drives the wheel on the side where the other driving motor is located.
To reduce losses when the above-mentioned drive combination is a power take-off interruption, for example when the vehicle is stationary or the propeller shaft is acting as a driven shaft, both drive motors are decoupled from the transmission system.
Further, the first speed reduction device and the second speed reduction device may adopt the same or different reduction ratios, and when different reduction ratios are adopted, the speed ratios from the first driving motor to the wheel end of the second driving motor are different. When the system is driven in a centralized driving mode, different driving motors can be selected according to different running conditions (such as vehicle speed and driving torque requirements) of the vehicle, so that the driving efficiency is optimal.
Example four:
for a better understanding of the multi-mode transmission system described above, the present embodiment also describes four specific embodiments of a multi-mode transmission system. The introduction is as follows:
referring to fig. 4, which is a schematic structural diagram of a multi-mode transmission system, as seen in fig. 4, the transmission system includes a driving motor I100; a stator 101 of the driving motor I; a rotor 102 of the drive motor I; a high-speed end gear 201 of the reduction gear I; a reduction gear I202; a low-speed end gear 212 of the reduction gear I; a return spring 301 of the electromagnetic coil type drive mode switching device I; an intermediate gear 302 of the drive mode switching device I; an exciter 303 of the electromagnetic coil type drive mode switching device I; a driving motor II 400; a stator 401 of the driving motor II; a rotor 402 of the driving motor II; a high-speed end gear 501 of the reduction gear II; a reduction gear II 502; a low-speed end gear 512 of the reduction gear II; a return spring 601 of the electromagnetic coil type drive mode switching device II; an intermediate gear 602 of the drive mode switching device II; an exciter 603 of the electromagnetic coil type drive mode switching device II; an input gear 701 of the differential; planet gear spider 702 of the differential; planet gears 703 of the differential; side gear I704 of the differential; side gear II705 of the differential; a direct drive side gear I706; and a direct drive side gear II 707.
The rotor 102 of the driving motor I is connected with the high-speed end gear 201 of the reduction gear I, the high-speed end gear 201 of the reduction gear I is connected with the low-speed end gear 212 of the reduction gear I through the reduction gear I202, the low-speed end gear 212 of the reduction gear I is connected with the intermediate gear 302 of the driving mode switching device I, the intermediate gear 302 of the driving mode switching device I is connected with the reset spring 301 of the electromagnetic coil type driving mode switching device I, under the action of the exciter and the reset spring, the intermediate gear 302 of the driving mode switching device I can move along the gear teeth of the low-speed end gear 212 of the reduction gear I connected with the intermediate gear 302, and when the intermediate gear moves to the direct-drive half-axle gear I706 under the action of the exciter, the intermediate gear is finally connected with the direct-drive half-axle gear I706, so that the distributed driving of the driving motor I100 is realized; when the intermediate gear moves towards the input gear 701 of the differential under the action of the exciter, the intermediate gear is finally connected with the input gear 701 of the differential, so that centralized driving of the driving motor I100 is realized; when the intermediate gear is located intermediate the direct-drive side gear I706 and the input gear 701 of the differential, it is disconnected from both the direct-drive side gear I706 and the input gear 701 of the differential, and the drive motor I100 stops outputting torque to the wheels. Both the direct-drive side gear I706 and the side gear I704 of the differential are directly connected with wheels through half shafts; the input gear 701 of the differential is connected with the planet gear spider 702 of the differential; a planet gear cross shaft 702 of the differential is connected with a planet gear 703 of the differential, and the planet gear can rotate around the planet gear cross shaft; the planet gears 703 of the differential are meshed with the side gears I704 of the differential and the side gears II705 of the differential; the planet spider 702 of the differential is connected to the side gear I704 of the differential and the side gear II705 of the differential, and the side gear I704 of the differential and the side gear II705 of the differential are rotatable about the planet spider 702 of the differential.
The rotor 402 of the driving motor II is connected with the high-speed end gear 501 of the speed reducer II; a high-speed end gear 501 of the speed reducer II is connected with a low-speed end gear 512 of the speed reducer II through a speed reducer II 502; the low-speed end gear 512 of the speed reducer II is connected with the intermediate gear 602 of the driving mode switching device II; the intermediate gear 602 of the driving mode switching device II is connected with the return spring 601 of the electromagnetic coil type driving mode switching device II; under the action of the exciter and the return spring, the intermediate gear 602 of the driving mode switching device II can move along the gear teeth of the low-speed end gear 512 of the reduction gear II connected with the intermediate gear, and is finally connected with the direct-drive half-shaft gear II707 when the intermediate gear moves to the direct-drive half-shaft gear II707 under the action of the exciter, so that distributed driving of the driving motor II400 is realized; when the intermediate gear moves towards the input gear 701 of the differential under the action of the exciter, the intermediate gear is finally connected with the input gear 701 of the differential, so that centralized driving of the driving motor II400 is realized; when the intermediate gear is located between the direct-drive side gear II707 and the input gear 701 of the differential, it is disconnected from both the direct-drive side gear II707 and the input gear 701 of the differential, and at this time, the driving motor II400 stops outputting the torque to the wheels. The direct drive side gear II707 and the differential side gear II705 are both directly connected by side wheels.
Referring to FIG. 5, a schematic diagram of another multi-mode transmission system is shown. Compared with the transmission system shown in the figure 4, the reduction gear I202 and the reduction gear II502 shown in the figure 4 are changed from a double-planet-row reduction mechanism into a one-level parallel-shaft gear reduction mechanism and combined with the one-level planet-row reduction mechanism, so that the driving motor can be changed from a coaxial type to a parallel-shaft type, the whole structure is flatter, and the driving motor is more universal. The other components of the transmission system shown in fig. 5 are the same as those of the transmission system of fig. 4 and will not be described again here.
FIG. 6 is a schematic structural diagram of another multi-mode transmission system according to an embodiment of the present invention. The transmission system comprises a driving motor I100; a stator 101 of the driving motor I; a rotor 102 of the drive motor I; a high-speed end gear 201 of the reduction gear I; a reduction gear I202; a low-speed end gear 212 of the reduction gear I; an intermediate gear 302 of the drive mode switching device I; a transmission mechanism 306 of the fork drive mode switching device I; an actuator 307 of the fork drive mode switching device I; a driving motor II 400; a stator 401 of the driving motor II; a rotor 402 of the driving motor II; a high-speed end gear 501 of the reduction gear II; a reduction gear II 502; a low-speed end gear 512 of the reduction gear II; an intermediate gear 602 of the drive mode switching device II; a transmission 606 of the shift fork type drive mode switching device II; an actuator 607 of the fork drive mode switching device II; an input gear 701 of the differential; planet gear spider 702 of the differential; planet gears 703 of the differential; side gear I704 of the differential; side gear II705 of the differential; a direct drive side gear I706; and a direct drive side gear II 707.
The rotor 102 of the driving motor I is connected with a high-speed end gear 201 of a speed reducer I, the high-speed end gear 201 of the speed reducer I is connected with a low-speed end gear 212 of the speed reducer I through a speed reducer I202, the low-speed end gear 212 of the speed reducer I is connected with an intermediate gear 302 of a driving mode switching device I, the intermediate gear 302 of the driving mode switching device I is connected with a transmission mechanism 306 of a shifting fork type driving mode switching device I, and the transmission mechanism 306 of the shifting fork type driving mode switching device I is connected with an exciter 307 of the shifting fork type driving mode switching device I; under the drive of the exciter, the transmission mechanism pushes the intermediate gear 302 of the drive mode switching device I to move along the gear teeth of the low-speed end gear 212 of the reduction gear I connected with the intermediate gear, and when the intermediate gear moves towards the direct-drive side gear I706 under the action of the exciter and the transmission mechanism, the intermediate gear is finally connected with the direct-drive side gear I706, so that the distributed drive of the drive motor I100 is realized; when the intermediate gear moves towards the input gear 701 of the differential under the action of the exciter and the transmission mechanism, the intermediate gear is finally connected with the input gear 701 of the differential, so that centralized driving of the driving motor I100 is realized; when the intermediate gear is located intermediate the direct-drive side gear I706 and the input gear 701 of the differential, it is disconnected from both the direct-drive side gear I706 and the input gear 701 of the differential, and the drive motor I100 stops outputting torque to the wheels. Both the direct-drive side gear I706 and the side gear I704 of the differential are directly connected with wheels through half shafts; the input gear 701 of the differential is connected with the planet gear spider 702 of the differential; a planet gear cross shaft 702 of the differential is connected with a planet gear 703 of the differential, and the planet gear can rotate around the planet gear cross shaft; the planet gears 703 of the differential are meshed with the side gears I704 of the differential and the side gears II705 of the differential; the planet spider 702 of the differential is connected to the side gear I704 of the differential and the side gear II705 of the differential, and the side gear I704 of the differential and the side gear II705 of the differential are rotatable about the planet spider 702 of the differential.
The rotor 402 of the driving motor II is connected with the high-speed end gear 501 of the speed reducer II; a high-speed end gear 501 of the speed reducer II is connected with a low-speed end gear 512 of the speed reducer II through a speed reducer II 502; the low-speed end gear 512 of the speed reducer II is connected with the intermediate gear 602 of the driving mode switching device II; the intermediate gear 602 of the drive mode switching device II is connected with the transmission mechanism 606 of the shifting fork type drive mode switching device II, and the transmission mechanism 606 of the shifting fork type drive mode switching device II is connected with the exciter 607 of the shifting fork type drive mode switching device II; under the drive of the exciter, the transmission mechanism pushes the intermediate gear 602 of the driving mode switching device II to move along the gear teeth of the low-speed end gear 512 of the reduction gear II connected with the intermediate gear, and when the intermediate gear moves towards the direct-drive side gear II707 under the action of the exciter and the transmission mechanism, the intermediate gear is finally connected with the direct-drive side gear II707, so that the distributed driving of the driving motor II400 is realized; when the intermediate gear moves towards the input gear 701 of the differential under the action of the exciter and the transmission mechanism, the intermediate gear is finally connected with the input gear 701 of the differential, so that centralized driving of the driving motor II400 is realized; when the intermediate gear is located between the direct-drive side gear II707 and the input gear 701 of the differential, it is disconnected from both the direct-drive side gear II707 and the input gear 701 of the differential, and at this time, the driving motor II400 stops outputting the torque to the wheels. The direct drive side gear II707 and the differential side gear II705 are both directly connected by side wheels.
Referring to FIG. 7, a schematic structural diagram of another multi-mode transmission system is provided according to an embodiment of the present invention. Compared with the transmission system shown in the figure 6, the reduction gear I202 and the reduction gear II502 in the figure 6 are changed from a double-planet-row reduction mechanism into a one-level parallel-shaft gear reduction mechanism and combined with the one-level planet-row reduction mechanism, so that the driving motor can be changed from a coaxial type to a parallel-shaft type, the whole structure is flatter, and the driving motor is more universal. The other components of the transmission system shown in fig. 7 are the same as those of the transmission system shown in fig. 6, and are not described again here.
Example five:
the embodiment also provides a multi-mode transmission system control method, which is implemented based on the multi-mode transmission system, as shown in fig. 8, which is a flow chart of the method, and as can be seen from fig. 8, the method includes the following steps:
step S802: and judging whether the first driving motor and the second driving motor are in a normal working state or not.
Step S804: and when the first driving motor and the second driving motor are in a normal working state, selecting a driving combination of the first driving mode switching device and the second driving mode switching device according to the wheel end torque requirement and the current vehicle speed value.
In one possible embodiment, the step of selecting the driving combination of the first driving mode switching device and the second driving mode switching device according to the wheel-end torque demand and the current vehicle speed value includes:
when the wheel end torque demand and the current vehicle speed value are in the second high-efficiency area but not in the first high-efficiency area and the third high-efficiency area, controlling the second driving mode switching device to be switched into a centralized driving mode, and switching the first driving mode switching device into a power output interruption mode;
when the wheel end torque demand and the current vehicle speed value are in a first high-efficiency area but not in a second high-efficiency area and a third high-efficiency area, controlling the first driving mode switching device to be switched into a centralized driving mode, and switching the second driving mode switching device into a power output interruption mode;
and when the wheel end torque demand and the current vehicle speed value are in the third high-efficiency area but not in the first high-efficiency area and the second high-efficiency area, controlling the driving combination to be switched into double-motor parallel centralized driving.
Wherein the first high-efficiency region is a high-efficiency region of the multi-mode transmission system when the drive combination is a single-motor centralized drive and the second drive mode switching device is a centralized drive mode; said second high efficiency region is a high efficiency region of the multi-mode transmission system when the drive combination is a single motor centralized drive and the first drive mode switching means is a centralized drive mode; the third high-efficiency area is a high-efficiency area of the multi-mode transmission system when the driving combination is a double-motor distributed driving or a double-motor parallel centralized driving.
Here, reference is made to fig. 9, which is a characteristic diagram of a multi-mode transmission system, which is a characteristic curve of torque at the wheel end versus vehicle speed of the entire vehicle on which the multi-mode transmission system is mounted. Wherein the curve comprises:
the curve corresponding to the second torque threshold and the first vehicle speed threshold is an outer characteristic curve of the wheel end when the first driving mode switching device is in the centralized driving mode;
the curve corresponding to the first torque threshold and the second vehicle speed threshold is an outer characteristic curve of the wheel end when the second driving mode switching device is in the centralized driving mode;
the curves corresponding to the third torque threshold and the second vehicle speed threshold are outer characteristic curves of the wheel end when the first driving mode switching device and the second driving mode switching device are in the centralized driving mode at the same time;
the curve corresponding to the third torque threshold and the first vehicle speed threshold is an outer characteristic curve of the wheel end when the first driving mode switching device and the second driving mode switching device are in the distributed driving mode at the same time.
The first high-efficiency area is an area with higher system efficiency when the second driving mode switching device is in the centralized driving mode;
the second high-efficiency area is an area with higher system efficiency when the first driving mode switching device is in the centralized driving mode;
the third high-efficiency area is an area where the system efficiency is high when the first driving mode switching device and the second driving mode switching device are simultaneously in the centralized driving mode or in the distributed driving mode.
When the vehicle is driven, the calculation formula of the system efficiency is as follows:
system efficiency (vehicle speed ÷ 60 × 1000 ÷ 2 pi ÷ wheel rolling radius × wheel end torque ÷ 9550) ÷ total electric power consumption of two motors × 100%.
When the vehicle recovers kinetic energy to generate power, the calculation formula of the system efficiency is as follows:
the system efficiency is two motor total generated power ÷ (vehicle speed ÷ 60 × 1000 ÷ 2 pi ÷ wheel rolling radius × wheel end torque ÷ 9550) × 100%.
Wherein the unit of vehicle speed kmph; rolling radius unit m of the wheel; wheel end torque in units Nm; the power unit kW.
Further, when the wheel end torque demand is greater than a first torque threshold and less than a second torque threshold, and the current vehicle speed is less than a first vehicle speed threshold, controlling the second driving mode switching device to switch to a centralized driving mode, and the first driving mode switching device to switch to a power output interruption mode; the first torque threshold value is a maximum wheel-end torque of the outer characteristic curve of the wheel end when the second drive mode switching device is in the centralized drive mode and the first drive mode switching device is in the power output interruption mode; the second torque threshold is a maximum wheel-end torque of the outer characteristic curve of the wheel end when the first driving mode switching device is in the centralized driving mode and the second driving mode switching device is in the power output interruption mode; the first vehicle speed threshold value is the maximum vehicle speed value of the outer characteristic curve of the wheel end when the driving combination is the double-motor distributed driving.
And when the wheel end torque requirement is smaller than the first torque threshold value or the current vehicle speed is larger than the first vehicle speed threshold value, controlling the first driving mode switching device to be switched to a centralized driving mode, and switching the second driving mode switching device to be switched to a power output interruption mode.
Step S806: when any one of the first driving motor and the second driving motor is in an abnormal working state, the driving mode switching device corresponding to the driving motor in the abnormal working state is controlled to be switched to a power output interruption mode, and the driving mode switching device corresponding to the driving motor in the normal working state is switched to a centralized driving mode.
Step S808: and when the first driving motor and the second driving motor are both in abnormal working states, controlling the first driving mode switching device and the second driving mode switching device to be switched into a power output interruption mode.
Further, if the wheel-end torque demand is 0Nm, the first drive mode switching device and the second drive mode switching device are also controlled to both switch to the power output interruption mode.
In another embodiment, the method for controlling a multi-mode transmission system further includes controlling the driving mode switching device to switch to the distributed driving mode if the vehicle is set to the distributed driving mode or the mode requiring distributed driving (such as full-time four-wheel drive) and the vehicle speed is less than the first vehicle speed threshold.
In another embodiment, the multi-mode transmission system control method further includes controlling the driving mode switching device to switch to the distributed driving mode or the centralized driving of the motor on one side and the distributed driving of the motor on the other side if any wheel slips and the vehicle speed is less than the first vehicle speed threshold value.
In another embodiment, the method for controlling a multi-mode transmission system further comprises controlling the driving mode switching device to switch to the distributed driving mode if the steering demand (e.g., steering wheel angle) is a first torque threshold and the vehicle speed is less than a first vehicle speed threshold.
The implementation principle and the technical effect of the multi-mode transmission system control method provided by the embodiment of the invention are the same as those of the multi-mode transmission system embodiment, and for brief description, the corresponding contents in the multi-mode transmission system embodiment can be referred to where the multi-mode transmission system control method embodiment is not mentioned.
Example six:
the present embodiment focuses on the method of switching between the various drive modes in the multi-mode transmission system described above.
When switching from the centralized driving mode to the distributed driving mode, the steps are as follows:
(1) adjusting the torque of the driving motor to 0 Nm;
(2) the control mode switching mechanism drives the intermediate gear to a neutral position (a neutral position between the input gear of the differential and the direct drive side gear);
(3) and controlling the rotating speed of the motor to change the rotating speed of the intermediate gear until the difference between the rotating speed of the intermediate gear and the rotating speed of the direct-drive half shaft gear is smaller than a first rotating speed difference threshold value. The rotating speed of the intermediate gear is equal to the rotating speed of the motor/the speed ratio of the reduction gear, and the rotating speed of the direct-drive half shaft gear is equal to the rotating speed of a wheel on a half shaft on which the direct-drive half shaft gear is arranged;
(4) the control mode switching mechanism drives the intermediate gear to be meshed with the direct-drive half shaft gear;
(5) the drive motor torque is stepped to the required torque.
When switching from the distributed driving mode to the centralized driving mode, the steps are as follows:
(10) adjusting the torque of the driving motor to 0 Nm;
(11) the control mode switching mechanism drives the intermediate gear to an intermediate position;
(12) and controlling the rotating speed of the motor to change the rotating speed of the intermediate gear until the difference between the rotating speed of the intermediate gear and the rotating speed of the input gear of the differential is smaller than a second rotating speed difference threshold value. The rotation speed of the intermediate gear is equal to the rotation speed of the motor/the speed ratio of the reduction gear, and the rotation speed of the input gear of the differential is the average value of the rotation speeds of the direct-drive half axle gears on the two sides;
(13) the control mode switching mechanism drives the intermediate gear to be meshed with the input gear of the differential;
(14) the drive motor torque is stepped to the required torque.
When switching from the concentrated drive mode to the power output interruption mode, the steps are as follows:
(21) adjusting the torque of the driving motor to 0 Nm;
(22) the control mode switching mechanism drives the intermediate gear to an intermediate position.
When switching from the disconnected drive mode to the distributed drive mode, the steps are as follows:
(31) and controlling the rotating speed of the motor to change the rotating speed of the intermediate gear until the difference between the rotating speed of the intermediate gear and the rotating speed of the direct-drive half shaft gear is smaller than a first rotating speed difference threshold value.
(32) The control mode switching mechanism drives the intermediate gear to be meshed with the direct-drive half shaft gear.
(33) The drive motor torque is stepped to the required torque.
When the power output interruption mode is switched to the concentrated drive mode, the steps are as follows:
(41) controlling the rotating speed of the motor to change the rotating speed of the intermediate gear until the difference between the rotating speed of the intermediate gear and the rotating speed of the input gear of the differential is smaller than a second rotating speed difference threshold value;
(42) the control mode switching mechanism drives the intermediate gear to be meshed with the input gear of the differential;
(43) the drive motor torque is stepped to the required torque.
When switching from the distributed drive mode to the power output interruption mode, the steps are as follows:
(51) adjusting the torque of the driving motor to 0 Nm;
(52) the control mode switching mechanism drives the intermediate gear to an intermediate position.
The multi-mode transmission system, the control method and the driving mode switching device provided by the embodiment of the invention can be applied to the pure electric vehicle, so that the driving range of the pure electric vehicle is longer, the controllability and the dynamic property are better, and the safety and the robustness are better. And the driving pleasure of a user can be improved, the energy consumption of the whole vehicle is reduced, and the method has important significance for relieving the pressure of the environment and resources.
Unless specifically stated otherwise, the relative steps, numerical expressions, and values of the components and steps set forth in these embodiments do not limit the scope of the present invention.
In addition, in the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The computer program product for performing the multi-mode transmission system control method provided by the embodiment of the present invention includes a computer readable storage medium storing a non-volatile program code executable by a processor, where instructions included in the program code may be used to execute the method described in the foregoing method embodiment, and specific implementation may refer to the method embodiment, and will not be described herein again.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a non-volatile computer-readable storage medium executable by a processor. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.

Claims (9)

1. A driving mode switching device is characterized in that the device is applied to a transmission system, and a power output device is externally connected with the driving mode switching device; the power output device comprises a direct-drive half shaft gear and a differential mechanism; the mode switching device comprises an intermediate gear and a gear moving unit which are connected with each other;
the gear moving unit is used for moving the intermediate gear so that the intermediate gear is meshed with the direct-drive side gear, or meshed with the input gear of the differential, or separated from the direct-drive side gear and the input gear of the differential, so that switching between different driving modes is realized;
wherein, the mode switching device is also externally connected with a power input device; the power input device comprises a speed reduction device;
the gear moving unit includes: the device comprises a guide ring, an outer reset spring, an inner reset spring, a reset spring pressing plate, an outer coil of an electromagnetic coil exciter, an inner coil of the electromagnetic coil exciter, an armature ring and a guide pull ring;
the guide ring is connected with the intermediate gear;
two ends of the outer reset spring are respectively connected with the inner end face of the low-speed end gear of the speed reducing device and the outer end face of the middle gear;
the reset spring pressing plate is connected with a low-speed end gear of the speed reducing device;
two ends of the inner return spring are respectively connected with the return spring pressing plate and the intermediate gear;
two ends of the guide pull ring are respectively connected with the intermediate gear and the armature ring;
the outer coil of the electromagnetic coil exciter and the inner coil of the electromagnetic coil exciter are used for generating electromagnetic field force to enable the armature ring to move so as to drive the intermediate gear to move.
2. A driving mode switching device is characterized in that the device is applied to a transmission system, and a power output device is externally connected with the driving mode switching device; the power output device comprises a direct-drive half shaft gear and a differential mechanism; the mode switching device comprises an intermediate gear and a gear moving unit which are connected with each other;
the gear moving unit is used for moving the intermediate gear so that the intermediate gear is meshed with the direct-drive side gear, or meshed with the input gear of the differential, or separated from the direct-drive side gear and the input gear of the differential, so that switching between different driving modes is realized;
wherein, the mode switching device is also externally connected with a power input device; the power input device comprises a speed reduction device;
the gear moving unit includes: the device comprises an exciter, a lead screw nut, a shifting fork-lead screw nut connecting rotating shaft, a shifting fork fixing pin, a shifting fork, a sliding block and a grooved wheel;
the exciter, the lead screw and the lead screw nut are sequentially connected;
the screw nut is connected with the shifting fork through the shifting fork-screw nut connecting rotating shaft;
the shifting fork is connected with the sliding block; the shifting fork fixing pin is used for fixing the shifting fork;
the sliding block is embedded in a guide groove of the grooved wheel, and the grooved wheel is connected with the intermediate gear; the intermediate gear is connected with the speed reducing device;
the screw rod is driven by the exciter to rotate so as to drive the screw rod nut to move, the screw rod nut drives the shifting fork to swing, the shifting fork drives the grooved wheel to move through the sliding block, and the grooved wheel drives the intermediate gear to move.
3. A multi-mode transmission system, comprising: a drive motor, a reduction gear, a differential, and a drive mode switching device according to any one of claims 1 to 2; the driving motor, the speed reducing device and the driving mode switching device are sequentially connected;
the driving motor provides power input for the driving mode switching device through the speed reducing device; the driving mode switching device is used for switching different driving modes to output power; the driving modes include a centralized driving mode, a distributed driving mode and a power output interruption mode;
when the drive mode is the concentrated drive mode, the intermediate gear in the drive mode switching device is meshed with an input gear of the differential;
when the driving mode is a distributed driving mode, the intermediate gear in the driving mode switching device is meshed with the direct-drive side gear;
when the driving mode is a power output interruption mode, the intermediate gear in the driving mode switching device is separated from both the direct-drive side gear and the input gear of the differential.
4. A multi-mode transmission system according to claim 3, wherein the reduction means comprises a high speed end gear and a low speed end gear; the differential comprises an input gear, a first half shaft gear, a second half shaft gear, a planetary gear and a planetary gear cross shaft;
the high-speed end gear is connected with the low-speed end gear, a rotor of the driving motor is connected with the high-speed end gear, and the low-speed end gear is connected with the intermediate gear;
the direct-drive half shaft gear and the first half shaft gear are connected with a wheel end through half shafts; the input gear is connected with the planet gear cross shaft; the planet gear is rotationally connected with the planet gear cross shaft;
the planetary gear is meshed with the first side gear and the second side gear; the first side gear and the second side gear are both in rotational connection with the planetary gear cross.
5. A multi-mode transmission system according to claim 3 or 4, wherein the drive motors comprise first and second drive motors, the reduction means comprises first and second reduction means, and the drive mode switching means comprises first and second drive mode switching means;
the first driving motor, the first speed reducer and the first driving mode switching device are sequentially connected; the second driving motor, the second speed reducer and the second driving mode switching device are sequentially connected;
the first driving mode switching device and the second driving mode switching device realize different driving combinations by switching driving modes; the drive combination includes: double-motor distributed driving, double-motor parallel centralized driving, single-motor centralized driving, hybrid driving and power output interruption; the hybrid drive is that any one of the first drive motor and the second drive motor is a centralized drive, and the other one is a distributed drive.
6. A multi-mode transmission system control method, characterized in that the method is implemented based on the multi-mode transmission system of claim 5, the method comprising:
judging whether the first driving motor and the second driving motor are in a normal working state or not;
when the first driving motor and the second driving motor are in a normal working state, selecting a driving combination of the first driving mode switching device and the second driving mode switching device according to a wheel end torque demand and a current vehicle speed value;
when any one of the first driving motor and the second driving motor is in an abnormal working state, controlling a driving mode switching device corresponding to the driving motor in the abnormal working state to switch to a power output interruption mode, and switching a driving mode switching device corresponding to the driving motor in a normal working state to a centralized driving mode;
and when the first driving motor and the second driving motor are both in abnormal working states, controlling the first driving mode switching device and the second driving mode switching device to be switched into a power output interruption mode.
7. The multi-mode driveline control method of claim 6, wherein the step of selecting a drive combination of the first drive mode switching device and the second drive mode switching device based on a wheel end torque request and a current vehicle speed value comprises:
when the wheel end torque demand and the current vehicle speed value are in a second high-efficiency area but not in a first high-efficiency area and a third high-efficiency area, controlling the second driving mode switching device to be switched into a centralized driving mode, and switching the first driving mode switching device into a power output interruption mode; the first high efficiency region is a high efficiency region of the multi-mode transmission system when the drive combination is a single motor centralized drive and the second drive mode switching device is a centralized drive mode; the second high efficiency region is a high efficiency region of the multi-mode transmission system when the drive combination is a single motor centralized drive and the first drive mode switching device is a centralized drive mode; the third high-efficiency area is a high-efficiency area of the multi-mode transmission system when the driving combination is a double-motor distributed driving or a double-motor parallel centralized driving;
when the wheel end torque demand and the current vehicle speed value are in a first high-efficiency area but not in a second high-efficiency area and a third high-efficiency area, controlling the first driving mode switching device to be switched into a centralized driving mode, and switching the second driving mode switching device into a power output interruption mode;
and when the wheel end torque demand and the current vehicle speed value are in a third high-efficiency area but not in the first high-efficiency area and the second high-efficiency area, controlling the driving combination to be double-motor parallel centralized driving.
8. The multi-mode driveline control method of claim 7, further comprising:
when the wheel end torque requirement is larger than a first torque threshold and smaller than a second torque threshold, and the current vehicle speed is smaller than a first vehicle speed threshold, controlling the second driving mode switching device to be switched to a centralized driving mode, and switching the first driving mode switching device to be in a power output interruption mode;
the first torque threshold value is a maximum wheel-end torque of the outer characteristic curve of the wheel end when the second drive mode switching device is in the centralized drive mode and the first drive mode switching device is in the power output interruption mode;
the second torque threshold is a maximum wheel-end torque of the outer characteristic curve of the wheel end when the first drive mode switching device is in the centralized drive mode and the second drive mode switching device is in the power output interruption mode;
the first vehicle speed threshold value is the maximum vehicle speed value of the outer characteristic curve of the wheel end when the driving combination is double-motor distributed driving.
9. The multi-mode driveline control method of claim 8, further comprising:
and when the wheel end torque requirement is smaller than the first torque threshold value or the current vehicle speed is larger than the first vehicle speed threshold value, controlling the first driving mode switching device to be switched to a centralized driving mode, and switching the second driving mode switching device to be switched to a power output interruption mode.
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