CN115179741A - Single power source distributed driving system, driving axle and control method - Google Patents

Single power source distributed driving system, driving axle and control method Download PDF

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Publication number
CN115179741A
CN115179741A CN202210826180.3A CN202210826180A CN115179741A CN 115179741 A CN115179741 A CN 115179741A CN 202210826180 A CN202210826180 A CN 202210826180A CN 115179741 A CN115179741 A CN 115179741A
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CN
China
Prior art keywords
clutch
output
wheel
power source
torque
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Pending
Application number
CN202210826180.3A
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Chinese (zh)
Inventor
顾书东
陈超
王晓强
谢宇
张群超
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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Publication date
Application filed by Dongfeng Motor Corp filed Critical Dongfeng Motor Corp
Priority to CN202210826180.3A priority Critical patent/CN115179741A/en
Publication of CN115179741A publication Critical patent/CN115179741A/en
Pending legal-status Critical Current

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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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/121—Power-transmission from drive shaft to hub
    • B60B35/122—Power-transmission from drive shaft to hub using gearings
    • 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
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

The invention discloses a single power source distributed driving system, a driving axle and a control method. The motor-driven speed changer comprises a motor and a speed changer, wherein the input end of the speed changer is connected with the output end of the motor, and the speed changer is provided with two output ends; the first clutch is connected with a first output end of the transmission, and the output of the first clutch is used for connecting the first half shaft; the second clutch is connected with a second output end of the transmission, and the output is used for connecting a second half shaft. The invention directly uses the output of the clutch as the power input end of the wheel, skillfully utilizes the separation working condition, the full joint working condition and the half joint working condition of the driving plate and the driven plate of the clutch to form different torque outputs, and realizes the respective control output of the output torque of the coaxial left wheel and the right wheel. The drive assembly reduces the differential. The difficulty is reduced for realizing the integration of the drive assembly, and the integrated design of the drive assembly is facilitated.

Description

Single power source distributed driving system, driving axle and control method
Technical Field
The invention belongs to a new energy vehicle driving technology, and particularly relates to a single power source distributed driving technology.
Background
The current distributed electric drive systems are largely divided into three categories.
The first type is a hub motor, a driving motor is directly integrated with a hub, a braking system and a steering system, an outer rotor motor is adopted to directly drive wheels, and each motor corresponds to one set of control system. This solution has a high unsprung mass: the integration difficulty is large: the cost is high: lack of overload protection: the environmental adaptability requirement is high:
and secondly, wheel-side motors are integrated with a braking system and a steering system, the motors directly drive wheels through parallel shafts or planetary shaft speed reducing mechanisms or the motors, and each motor corresponds to one set of control system and can be independently controlled, so that distributed driving is realized. This solution has a high unsprung mass: the integration difficulty is large.
And thirdly, distributed driving is arranged in the center, the motors are arranged at the positions approximately same as the centralized driving, the electric driving assembly is arranged on the frame through a suspension, power is transmitted to the wheels through two sets of speed reducing mechanisms and driving shafts, the integration difficulty is relatively low, and each motor can be independently controlled by one set of control system to realize distributed driving.
For example, CN113500904A is a centralized two-gear electric drive axle, which includes a single-motor transmission mechanism, and a clutch, a brake and a differential to realize two-gear speed output of a new energy vehicle drive axle. A clutch and a brake are arranged between the single motor and the secondary planetary reduction mechanism, and the output of the secondary planetary reduction mechanism is connected with a differential mechanism so as to transmit power to the half shaft. The torques of wheels at two sides of the half shaft cannot be actively and respectively controlled; which is not conducive to smaller turning radii.
Disclosure of Invention
The invention aims to provide a single-power-source distributed driving system, a driving axle and a control method, wherein the single-power-source distributed driving system is used for realizing active control of left and right half-axle outputs respectively by using one motor.
One of the technical schemes of the invention is as follows: a single power source distributed drive system includes an electric motor,
the input end of the speed changer is connected with the output end of the motor, and the speed changer is provided with two output ends;
the first clutch is connected with a first output end of the transmission, and the output of the first clutch is used for connecting a first half shaft and controlling the torque output of a first wheel on one side of the first shaft;
the second clutch is connected with a second output end of the transmission, and the output of the second clutch is used for connecting a second half shaft; and controlling the torque output of the second wheel on the other side of the first shaft.
The transmission may be, but is not limited to, a retarder. The transmission ratio of the two output ends of the speed changer is the same.
The invention directly uses the output of the clutch as the power input end of the wheel, skillfully utilizes the separation working condition, the full joint working condition and the half joint working condition of the driving plate and the driven plate of the clutch to form different torque outputs, and realizes the respective control output of the output torque of the coaxial left wheel and the right wheel.
The drive assembly reduces the differential. The difficulty is reduced for realizing the integration of the drive assembly, and the integrated design of the drive assembly is facilitated.
The clutch may be, but is not limited to, a wet clutch, particularly a multi-plate wet clutch.
The further preferred scheme is as follows: the motor and the transmission are integrated in the first shell to form an integrated power assembly; the second housing on one side of the first clutch and one side of the first housing are configured as an integral structure, and the third housing on one side of the second clutch and the other side of the first housing are configured as an integral structure.
The shell of the clutch is respectively integrated and configured at two sides of the shell of the motor transmission power assembly and integrally formed; the integration of the driving system is improved; the production efficiency is improved and the processing cost is reduced by integrally molding the housing without being limited to casting (die casting).
The further preferred scheme is as follows: the first clutch, the second clutch and the power assembly are coaxially arranged or the first clutch, the second clutch and the power assembly are arranged in parallel.
The coaxially arranged driving system is beneficial to reducing the size of a product in the backward direction (X direction) of a vehicle and is beneficial to the arrangement of parts in the X direction of the bottom of the vehicle.
The first clutch, the second clutch and the power assembly are arranged in parallel, the size of the driving system in the X direction is guaranteed, meanwhile, the distance between the driving system and the ground can be increased, and the design of ground clearance of the whole vehicle is facilitated.
The second technical scheme of the invention is as follows: a single power source distributed drive axle comprises a motor,
the input end of the speed changer is connected with the output end of the motor, and the speed changer is provided with two output ends;
the first clutch is connected with a first output end of the transmission, and the output of the first clutch is used for connecting a first half shaft and controlling the torque output of a first wheel on one side of the first shaft;
the second clutch is connected with the first output end of the speed changer, and the output of the second clutch is used for connecting a second half shaft; controlling the torque output of a second wheel on the other side of the first shaft;
the first half shaft is connected with the output end of the first clutch and is used for connecting a first wheel on one side of the first shaft;
and the second half shaft is connected with the output end of the second clutch and is used for connecting a second wheel on the other side of the first shaft.
The invention directly connects the output of the clutch with the half shaft, the half shaft is connected with the power input end of the wheel, and the drive axle has no differential, thereby reducing the parts of the drive axle assembly and being beneficial to improving the integration level of the drive axle. The clutch driving plate and the clutch driven plate are skillfully utilized to have separation working conditions, full joint working conditions and half joint working conditions to form different torque outputs, so that the torque outputs of the two driving half shafts are respectively controlled.
The clutch may be, but is not limited to, a wet clutch, particularly a multi-plate wet clutch. The wet clutch structure comprises an oil pump for outputting pressure hydraulic oil; the hydraulic oil driven by the oil pump drives a piston (an active plate of the clutch) to move, and the stroke of the piston of the oil cylinder controls the joint state of the active plate and a driven plate of the clutch. The method comprises a separation working condition, a full joint working condition and a half joint working condition. Under the semi-joint working condition, under the action of different oil pressures of the oil pump, the oil cylinder piston generates different friction forces (also called friction torque and friction torque) between the driving plate and the driven plate, so that different output torques (also called output torques) of the clutch are realized.
The further preferred scheme is as follows: the motor and the transmission are integrated in the first shell to form an integrated power assembly; the second housing on one side of the first clutch and one side of the first housing are configured into an integral structure, and the third housing on one side of the second clutch and the other side of the first housing are configured into an integral structure.
The shell of the clutch is respectively integrated and configured at two sides of the shell of the motor transmission power assembly and integrally formed; the integration of the driving system is improved; the production efficiency is improved and the processing cost is reduced by integrally molding the housing without being limited to casting (die casting). The integration level of the drive axle is improved.
The further preferred scheme is as follows: the first clutch, the second clutch and the power assembly are coaxially arranged or the first clutch, the second clutch and the power assembly are arranged in parallel.
The coaxial arrangement is favorable for reducing the size of the drive axle in the vehicle backward direction (X direction), and is favorable for arranging parts in the X direction at the bottom of the vehicle.
The first clutch, the second clutch and the power assembly are arranged in parallel, the size of the driving system in the X direction is guaranteed, meanwhile, the distance between a driving axle and the ground can be increased, and the design of ground clearance of the whole vehicle is facilitated.
The third technical scheme of the invention is as follows: a control method based on a single power source distributed driving system,
obtaining vehicle operation parameters, and determining the distributed torques of a first wheel and a second wheel; the vehicle operation parameters comprise steering state data, wheel slip data and required torque data;
determining output pressures of the first clutch oil pump and the second clutch oil pump according to the distributed torques of the first wheel and the second wheel; the first clutch and the second clutch are wet clutches;
the engagement degree of the first clutch and the second clutch is controlled by the output pressure oil of the first clutch cylinder and the second clutch cylinder, respectively.
In the driving process, the control method controls the output oil pressure of the oil pump of the wet clutch, controls the stroke of the oil cylinder in the wet clutch, and actively controls the working conditions of the driving plate and the driven plate of the clutch, thereby realizing different control of the output torque of the two coaxial half shafts.
The further preferred scheme is as follows: in the process of driving the vehicle,
and acquiring the real-time oil temperature of the hydraulic oil of the clutch, wherein the real-time oil temperature is greater than or equal to a second set temperature, and the driving plate and the driven plate of the clutch are completely separated.
The further preferred scheme is as follows: in the process of driving the vehicle,
the method comprises the steps of obtaining the real-time oil temperature of clutch hydraulic oil, wherein the real-time oil temperature is greater than or equal to a first set temperature and smaller than a second set temperature, and reducing the output power of a motor until the real-time oil temperature is smaller than the first set temperature;
if the oil temperature is less than T1, the clutch is in a normal working state, and the corresponding oil pressure is established according to the torque instruction; t1 and T2 are temperature thresholds for triggering different protection mechanisms respectively, and T1 is less than T2.
The control realizes high-temperature protection of the wet clutch, detects the oil temperature of hydraulic oil in the operation process, and avoids the situation that the torque transmission capacity of the clutch is greatly reduced under the high-temperature condition, even the clutch is ablated to be effective. When the oil temperature is less than T1, if the slipping condition of the clutch is detected, the output oil pressure of the oil pump is increased to avoid the excessive heat generated by the slipping of the clutch and ensure the normal use of the vehicle.
And limiting the output power of the power source and limiting the power output of the vehicle beyond the first set temperature.
Exceeding the second set temperature completely cuts off power by opening the clutch, avoiding clutch failure.
Under the condition of cold starting, the real-time oil temperature of the clutch hydraulic oil is obtained, the real-time oil temperature is lower than a third set temperature, the electrically-driven oil is heated through active sliding friction of the clutches on two sides, and the liquidity of the oil is improved. Overload protection: when the impact torque of the road surface or the power source is larger than the torque capacity of the clutch, the impact energy is converted into heat to be absorbed by the clutch through a friction sliding mode.
The torque transmission capacity of the clutch at the moment is calculated according to the clutch torque transmission model established in the product development stage through measurement parameters such as oil pressure, rotating speed and temperature, once the rotating speed difference of the input shaft and the output shaft of the clutch is detected, the oil pressure of the clutch is increased according to the rotating speed difference, and the continuous temperature rise of the clutch caused by continuous sliding friction is avoided. On one hand, if a power system and a road surface are excited to resonate or the vehicle attachment condition is changed violently, torque impact from the road surface can be generated, when the impact exceeds the clutch torque transmission capacity under the maximum oil pressure, the driving part and the driven part of the clutch can generate sliding friction to play a role in torque peak clipping, and the system is protected; on the other hand, the instantaneous impact torque of the power source is larger than the rated output torque of the power source, and the safety margin of system design can be properly reduced by adopting the slip friction of the clutch to carry out torque peak clipping. The impact torque generated in the two cases above the normal torque transmission capacity of the clutch will be converted into heat by the friction of the clutch and released to the atmosphere by the cooling system to reach temperature equilibrium.
Drawings
FIG. 1 is a schematic diagram of a single power source distributed drive axle embodiment;
FIG. 2 is a schematic structural diagram of a second embodiment of a single-power-source distributed drive axle;
fig. 3 is a schematic diagram of the control principle of the present invention.
Detailed Description
The following detailed description is provided to explain the claims of the present invention so that those skilled in the art may understand the claims. The scope of the invention is not limited to the specific implementation configurations described below. It is within the purview of one skilled in the art to effect the invention in variations of the embodiments described below including what is claimed herein and other embodiments.
As shown in fig. 1, the power source is integrated by an electric motor and a transmission. In an embodiment, the transmission is a speed reducer, and the output shaft of the motor of the integrated power source and the output shaft of the speed reducer can be coaxially arranged, such as but not limited to a planetary speed reducer. The motor comprises two output shafts which can be coaxially or parallelly arranged; the two output shafts are respectively connected with a planetary speed reducing mechanism or a cylindrical gear speed reducing mechanism with the same transmission ratio. In the embodiment, the motor and the reduction mechanism are integrally provided in the first housing to form the power source 7. A half housing of the first multi-plate wet clutch 4 and a half housing of the second multi-plate wet clutch 10 are integrally formed on both sides of the first housing, respectively.
The other half of the first multi-plate wet clutch 4 is connected to the integrated half by bolts.
The other half-housing of the second multi-plate wet clutch 10 is connected to the integrated half-housing by bolts.
The first multi-plate wet clutch 4 and the second multi-plate wet clutch 10 have the same structure. Coaxially arranged integrally with the power source 7.
The output shaft of the first multi-plate wet clutch 4 is connected with the first half shaft 2; the output shaft of the second multi-plate wet clutch 10 is connected to the first half shaft 12.
The first half shaft 2 is connected with the wheel 1; the second half shaft 12 is connected to wheels 13. The wheels 1 and 13 are left and right wheels of a coaxial vehicle.
In the embodiment, the controller 3 of the first multi-plate wet clutch 4 is in electrical signal connection with the oil pump of the first multi-plate wet clutch 4; the controller 11 of the second multi-plate wet clutch 10 is electrically connected to the oil pump of the second multi-plate wet clutch 10.
The controller 3 and the controller 11 have the same structure. In an embodiment, the controller 3 is integrated on the housing of the first multi-plate wet clutch 4; the controller 11 is integrated on the housing of the second multi-plate wet clutch 10.
A first temperature sensor 5 is provided inside the first multi-plate wet clutch 4, and is used for acquiring the pressure oil temperature inside the first multi-plate wet clutch 4. A first pressure sensor 6 is provided inside the first multi-plate wet clutch 4, and is used for collecting the oil pressure of the pressure oil in the first multi-plate wet clutch 4. The first temperature sensor 5 is in electrical signal connection with the controller 3. The first pressure sensor 6 is in electrical signal connection with the controller 3.
A second temperature sensor 9 is arranged inside the second multi-plate wet clutch 10 and used for collecting the pressure oil temperature in the second multi-plate wet clutch 10. A second pressure sensor 8 is provided inside the second multi-plate wet clutch 10, and is used for collecting the oil pressure of the pressure oil in the second multi-plate wet clutch 9. The second temperature sensor 9 is in electrical signal connection with the controller 11. The second pressure sensor 8 is in electrical signal connection with the controller 11.
As shown in fig. 2, it is another embodiment; unlike embodiment 1, the output shaft of the motor is provided in parallel with the output shaft of the reduction mechanism to form the power source 14. The left end and the right end of an output shaft of the speed reducing mechanism output, and the transmission ratio is the same. The output shafts at the left end and the right end of the speed reducing mechanism are respectively connected with the first multi-plate wet clutch 4 and the second multi-plate wet clutch 10. In this example, the electric machine of power source 14 may be designed at a higher position relative to first and second multi-plate wet clutches 4, 10, which raises the height of the housing of power source 14 on the vehicle.
The single power source distributed driving system and the driving axle formed by the embodiment can be used as a rear driving axle of a vehicle.
For the single power source distributed drive system and the drive axle formed in the embodiment, the calibration is carried out on two multi-plate wet clutches:
within the designed maximum torque capacity (maximum output torque) of the multi-plate wet clutch, different output oil pressures of the multi-plate wet clutch oil pumps are calibrated, the oil pressure applied to the multi-plate wet clutch (representing the engagement degree of driving plates and driven plates of the multi-plate wet clutch) and the corresponding power source output torque are determined, and the output torque (torque) relation of the multi-plate wet clutch is determined.
Of course, the calibration may be different oil pressures (representing the engagement degree of the driving plates and the driven plates of the multi-plate wet clutch), different oil temperatures, and the torque transmission capacity of the multi-plate wet clutch at different rotation speeds of the multi-plate wet clutch oil pump.
After calibration, the vehicle is controlled during driving, as shown in fig. 3:
obtaining vehicle operation parameters, and determining the distributed torques of a first wheel and a second wheel; the vehicle operation parameters comprise steering state data, wheel slip data and required torque data;
the steering state data is acquired including, but not limited to, a steering angle of the steering engine, a steering intention is judged, and left and right wheel required torques (target torques) are determined. The calculation control output can be completed by a vehicle control unit. The vehicle control unit communicates the wheel distribution torque (torque) with the clutch controller through the CAN.
Determining the output pressure (target pressure) of the first clutch oil pump and the second clutch oil pump according to the distributed torque of the first wheel and the second wheel; the first clutch and the second clutch are wet clutches; particularly a multi-plate wet clutch.
The engagement degree of the first clutch and the second clutch is controlled by the output pressure oil of the first clutch cylinder and the second clutch cylinder, respectively.
The steering angle is zero, the vehicle runs in a straight line, the clutch controller obtains the output pressure (target pressure) of the first clutch oil pump and the second clutch oil pump through table lookup, the clutch controller outputs a control command (PWM modulation signal), the clutch oil pump operates to output pressure oil according to the command, and the oil cylinder pushes the driving plate to be jointed with the driven plate, so that torque output is realized. The outputs of the left and right clutches (first clutch, second clutch) are the same under this condition. The power source output torque in the calibration data represents the driver's power demand (accelerator pedal).
The road surface adheres well, and the pressure of two clutches is unanimous with the ability of transmission moment of torsion when straight line is gone, can equally divide the moment of torsion that the power supply transmitted.
The wheel slip data obtained includes, but is not limited to, slip rate, which can be calculated according to wheel data, wheel rotational speed (linear speed), vehicle equipment data, etc., the prior art has various ways to calculate slip rate, and then utilizes vehicle dynamics to calculate torque distribution of wheels (the prior art has various calculation ways). The calculation control output can be completed by the vehicle control unit. The vehicle control unit communicates the wheel distribution torque (torque) with the clutch controller through the CAN.
The clutch controller obtains output pressures (target pressures) of the first clutch oil pump and the second clutch oil pump through table lookup, the clutch controller outputs a control instruction (PWM modulation signal), the clutch oil pump operates to output pressure oil according to the instruction, and the oil cylinder pushes the driving plate to be jointed with the driven plate, so that torque output is realized.
When the adhesion condition of one side tire of the vehicle is poor, the oil pressure and the output torque (torque) of the side clutch are reduced, and the vehicle is prevented from slipping; simultaneously, the torque of the clutch on the other side is increased to improve the torque transmission capacity, the torque output of the power source can be further reduced if necessary, and the power source and the two clutches are well cooperatively controlled.
When the steering angle is larger than a set value, the steering angle is obtained through the whole vehicle controller and is compared and judged; if the situation is set to the situation that a fast turning or a sharp turning is needed or a smaller turning radius is needed; the vehicle control unit is communicated with a clutch controller, which can be but is not limited to be communicated with a clutch controller corresponding to an inner wheel, the clutch controller outputs a command to reduce the output torque (torque) of the clutch corresponding to the inner wheel, even the output torque (torque) of the clutch on the side is zero (the driving plate and the driven plate of the clutch are separated); the outer wheel corresponding clutch may perform a primary torque (torque) output, or a lift torque (torque) output.
During the running process of the vehicle, the two multi-plate wet clutches are continuously operated, and the temperature of hydraulic oil in the two multi-plate wet clutches is continuously increased. The invention detects the hydraulic oil temperature of a plurality of wet clutches, compares the real-time (detected) hydraulic oil temperature with the set oil temperature, controls and adjusts the joint state of a driving plate and a driven plate of the wet clutches when the real-time (detected) hydraulic oil temperature is more than or equal to the set oil temperature, changes the output torque (torque) of the wet clutches, and protects the wet clutches.
The clutch controller obtains the detected oil temperature, and the comparison module judges the relation between the detected oil temperature and the first set temperature. When the real-time (detection) oil temperature is lower than a first set temperature T1, simultaneously detecting that the output oil pressure of the clutch oil pump is lower than a set value (the maximum working oil pressure of the clutch system)); the clutch controller outputs a control instruction (PWM modulation signal), the clutch oil pump operates according to the instruction to output pressure oil, and the oil cylinder pushes the driving plate and the driven plate to be completely jointed. In the example T1=120 ℃.
And acquiring the real-time oil temperature of the hydraulic oil of the clutch, wherein the real-time oil temperature is more than or equal to a first set temperature T1 and less than a second set temperature T2, and reducing the output power of the motor until the real-time oil temperature is less than the second set temperature. In the examples T2=145 ℃.
The clutch controller obtains the detected oil temperature, and the comparison module judges the relation between the detected oil temperature and the first set temperature. When the real-time (detection) oil temperature is larger than or equal to the first set temperature T1, the clutch controller communicates with the motor controller, and the motor controller outputs a control command to reduce the output power of the motor and reduce the running speed of the vehicle.
And acquiring the real-time oil temperature of the hydraulic oil of the clutch, wherein the real-time oil temperature is greater than or equal to a second set temperature T2, and the driving plate and the driven plate of the clutch are completely separated.
The clutch controller obtains the detected oil temperature, and the comparison module judges the relation between the detected oil temperature and the second set temperature T2. When the real-time (detection) oil temperature is greater than or equal to a second set temperature T2; the clutch controller outputs a control instruction (PWM modulation signal), the clutch oil pump operates according to the instruction to output pressure oil, and the oil cylinder drives the driving plate to be separated from the driven plate. By opening the clutch to completely cut off power, clutch failure is avoided.
Of course, the wet clutch is integrated with the power source, the cooling medium flow passage arranged in the power source shell is communicated with the cooling medium flow passage arranged in the wet clutch shell, the cooling of the single-power-source distributed driving system is realized, and water cooling can be adopted.
Low-temperature heating: under the condition of cold starting, the real-time oil temperature of the clutch hydraulic oil is obtained, the real-time oil temperature is lower than a third set temperature T3, the third set temperature T3 is-20 ℃ in the embodiment, the electrically-driven oil is heated through active sliding friction of the clutches on two sides, the liquidity of the oil is improved, on one hand, the pressure of the clutches is ensured to be established, and on the other hand, the working efficiency of the system is improved.
Under the extreme condition that the clutch cannot normally establish pressure (the vehicle is in a parking state), the power source outputs torque smaller than clutch drag torque, the driving part of the clutch is connected with the power source and is in a moving state, the driven part is connected with the wheels and is in a static state, and friction between the driving part and the wheels is converted into heat to heat oil until the temperature of the oil reaches a target value. When the clutch can establish certain oil pressure (vehicle parking or driving), the torque transmission capacity of the clutch is calculated through a clutch torque transmission model:
if the required torque is smaller than the torque transmission capacity of the clutch, the torque which can be transmitted by the oil pressure of the clutch is smaller than the required torque, so that the clutch is in a controllable slip state;
if the required torque is larger than the torque transmission capacity of the clutch, a power source torque limit boundary (according to the clutch capacity) is fed back, and at the moment, the power source output power is larger than the clutch torque transmission capacity, so that the clutch is in a controllable friction state. The heat generated by the friction of the clutch quickly heats the oil to the normal working temperature, and the controller interprets the oil and exits the low-temperature heating mode through the control of the oil pump after the condition is met.
Overload protection: when the impact torque of the road surface or the power source is larger than the torque capacity of the clutch, the impact energy is converted into heat to be absorbed by the clutch through a friction sliding mode.
The torque transmission capacity of the clutch at the moment is calculated according to the clutch torque transmission model established in the product development stage through measurement parameters such as oil pressure, rotating speed and temperature, once the rotating speed check of the input state and the rotating speed of the output shaft of the clutch is detected, the oil pressure of the clutch is increased according to the rotating speed check, and the continuous rise of the temperature of the clutch caused by continuous sliding friction is avoided. On one hand, if a power system and a road surface are excited to resonate or the adhesion condition of a vehicle is changed violently, torque impact from the road surface can be generated, and when the impact exceeds the torque transmission capacity of the clutch under the maximum oil pressure, the driving part and the driven part of the clutch can generate sliding friction to play a role in torque peak clipping so as to protect the system; on the other hand, the instantaneous impact torque of the power source is larger than the rated output torque of the power source, and the safety margin of system design can be properly reduced by adopting the slip friction of the clutch to carry out torque peak clipping. The resulting impact torque in both cases, which exceeds the normal torque transmitting capacity of the clutch, will be converted to heat by the clutch slip and be released to the atmosphere via the cooling system to achieve temperature equilibrium.

Claims (10)

1. A single power source distributed drive system, characterized by: comprises a motor, a motor and a control unit,
the input end of the speed changer is connected with the output end of the motor, and the speed changer is provided with two output ends;
the first clutch is connected with a first output end of the transmission, and the output of the first clutch is used for connecting a first half shaft and controlling the torque output of a first wheel on one side of the first shaft;
the second clutch is connected with the second output end of the transmission, and the output of the second clutch is used for connecting a second half shaft; and controlling the torque output of the second wheel on the other side of the first shaft.
2. The distributed single power source drive system of claim 1, wherein the electric machine is integrated with the transmission to form an integrated power assembly within the first housing; the second housing on one side of the first clutch and one side of the first housing are configured into an integral structure, and the third housing on one side of the second clutch and the other side of the first housing are configured into an integral structure.
3. The distributed single power source drive system of claim 2, wherein the first clutch, the second clutch and the powertrain are coaxially disposed or the first clutch, the second clutch and the powertrain are disposed parallel to a shaft.
4. A single power source distributed transaxle comprising: comprises a motor, a motor and a control unit,
the input end of the speed changer is connected with the output end of the motor, and the speed changer is provided with two output ends;
the first clutch is connected with a first output end of the transmission, and the output of the first clutch is used for connecting a first half shaft and controlling the torque output of a first wheel on one side of the first shaft;
the second clutch is connected with the first output end of the speed changer, and the output of the second clutch is used for connecting a second half shaft; controlling the torque output of a second wheel on the other side of the first shaft;
the first half shaft is connected with the output end of the first clutch and is used for connecting a first wheel on one side of the first shaft;
and the second half shaft is connected with the output end of the second clutch and is used for connecting a second wheel on the other side of the first shaft.
5. The single power source distributed transaxle of claim 4 wherein: the motor and the transmission are integrated in the first shell to form an integrated power assembly; the second housing on one side of the first clutch and one side of the first housing are configured into an integral structure, and the third housing on one side of the second clutch and the other side of the first housing are configured into an integral structure.
6. The single power source distributed transaxle of claim 4 wherein: the first clutch, the second clutch and the power assembly are coaxially arranged or the first clutch, the second clutch and the power assembly are arranged in parallel.
7. A control method based on a single power source distributed driving system is characterized in that,
obtaining vehicle operation parameters, and determining the distributed torques of a first wheel and a second wheel; the vehicle operation parameters comprise steering state data, wheel slip data and required torque data;
according to the distributed torque of the first wheel and the second wheel, the output pressure of the first clutch oil pump and the output pressure of the second clutch oil pump are respectively determined; the first clutch and the second clutch are wet clutches;
the engagement degree of the first clutch and the second clutch is controlled by the output pressure oil of the first clutch cylinder and the second clutch cylinder, respectively.
8. The control method based on the single power source distributed drive system as claimed in claim 7, wherein during driving,
and acquiring the real-time oil temperature of the hydraulic oil of the clutch, wherein the real-time oil temperature is greater than or equal to a second set temperature, and the driving plate and the driven plate of the clutch are completely separated.
9. The control method based on the single power source distributed drive system as claimed in claim 7, wherein during driving,
and acquiring the real-time oil temperature of the hydraulic oil of the clutch, wherein the real-time oil temperature is greater than or equal to the first set temperature and is less than the second set temperature, and reducing the output power of the motor until the real-time oil temperature is less than the first set temperature.
10. The control method based on the single power source distributed driving system as claimed in claim 7, wherein under the cold start condition of the vehicle:
and acquiring the real-time oil temperature of the clutch hydraulic oil, wherein the real-time oil temperature is lower than a third set temperature, and the electrically-driven oil is heated by the active sliding friction of the clutches at two sides, so that the liquidity of the oil is improved.
CN202210826180.3A 2022-07-13 2022-07-13 Single power source distributed driving system, driving axle and control method Pending CN115179741A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210826180.3A CN115179741A (en) 2022-07-13 2022-07-13 Single power source distributed driving system, driving axle and control method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210826180.3A CN115179741A (en) 2022-07-13 2022-07-13 Single power source distributed driving system, driving axle and control method

Publications (1)

Publication Number Publication Date
CN115179741A true CN115179741A (en) 2022-10-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210826180.3A Pending CN115179741A (en) 2022-07-13 2022-07-13 Single power source distributed driving system, driving axle and control method

Country Status (1)

Country Link
CN (1) CN115179741A (en)

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