CN116638950B - Four-drive force system, vehicle, and control method for vehicle - Google Patents

Four-drive force system, vehicle, and control method for vehicle Download PDF

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Publication number
CN116638950B
CN116638950B CN202310713472.0A CN202310713472A CN116638950B CN 116638950 B CN116638950 B CN 116638950B CN 202310713472 A CN202310713472 A CN 202310713472A CN 116638950 B CN116638950 B CN 116638950B
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China
Prior art keywords
motor
gear pair
vehicle
transmission shaft
mode
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Application number
CN202310713472.0A
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Chinese (zh)
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CN116638950A (en
Inventor
王德平
刘建康
王燕
杨钫
牛超凡
霍云龙
刘力源
车显达
李坤远
王云龙
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FAW Group Corp
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FAW Group Corp
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Priority to CN202310713472.0A priority Critical patent/CN116638950B/en
Publication of CN116638950A publication Critical patent/CN116638950A/en
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Classifications

    • 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
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • 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
    • B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
    • 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
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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

Abstract

The invention provides a four-driving-force system, a vehicle and a control method of the vehicle. The four-drive force system includes: the four motors are respectively used for driving front wheels and rear wheels of the vehicle, the four transmission mechanisms are respectively connected with the four motors, the disconnecting device is connected with the transmission mechanisms, and the disconnecting device is used for disconnecting the torque transmitted between the transmission mechanisms and at least one of the front wheels and the rear wheels; the differential locking assembly is connected with the motor through a transmission mechanism, the differential locking assembly is provided with a locking state for locking the transmission mechanism corresponding to the front wheel and the rear wheel, and the differential locking assembly is provided with an unlocking state for unlocking the transmission mechanism corresponding to the front wheel and the rear wheel, so that the problem of insufficient power of a single-motor system is solved, and meanwhile, the economical efficiency is improved.

Description

Four-drive force system, vehicle, and control method for vehicle
Technical Field
The invention relates to the technical field of vehicles, in particular to a four-driving-force system, a vehicle and a control method of the vehicle.
Background
The main flow power system of the current pure electric vehicle mainly comprises a single motor two-drive motor and a double motor four-drive motor, wherein the single motor two-drive motor is mainly connected with a speed reducer to drive a front shaft or a rear shaft through one motor, the double motor four-drive motor is mainly connected with the speed reducer to drive the front shaft, and the other motor is connected with the other speed reducer to drive the rear shaft. The single motor system has the advantages of simple structure, easy control and good economical efficiency, and has the defect of weak dynamic property; the dual-motor power system has the advantages of strong power performance, poor economy and main reason that when one set of electric drive is driven, the other set of electric drive has resistance loss. In order to solve the problem of insufficient power performance of a single motor, a method for increasing electric drive power and torque is generally adopted in the industry, in order to solve the problem of poor economical efficiency of a double-motor system, the whole vehicle layer is mainly used for reducing wind resistance, rolling resistance and vehicle weight of a vehicle, and the power system layer is mainly used for improving electric drive efficiency, but the improvement of the electric drive efficiency is limited by various factors such as electromagnetic scheme, motor materials, power density requirements and the like, and the improvement is limited. The single motor and double motor systems have the defects that the offside performance is not strong enough, in order to solve the problem of the offside performance deficiency, a method for increasing electric drive power and torque is generally adopted in the industry, but the method is limited by motor size, motor cost and the like, motor torque power is limited in lifting, the single motor and double motor systems cannot independently control the torque of left and right wheels, the torque decoupling control of four wheels cannot be realized, the method is not flexible enough, and the strong off-road performance requirement of a vehicle is difficult to meet; in addition, aiming at the steering and turning functions of the vehicle, the current steering and turning operations of the vehicle are mainly realized through a steering gear, a steering power assisting device, a steering knuckle and the like, the technology is mature, but the turning radius is larger, the steering and turning of the vehicle are inconvenient in a narrow space, the steering wheel is required to be turned for multiple times, and scratch is easy to occur when obstacles exist around the steering wheel.
Disclosure of Invention
The invention mainly aims to provide a four-driving-force system, a vehicle and a control method of the vehicle, so as to solve the problem of insufficient power of a single-motor system in the prior art.
In order to achieve the above object, according to one aspect of the present invention, there is provided a four-drive force system including: the four motors are respectively used for driving front wheels and rear wheels of the vehicle, the four transmission mechanisms are respectively connected with the four motors, the disconnecting device is connected with the transmission mechanisms, and the disconnecting device is used for disconnecting the torque transmitted between the transmission mechanisms and at least one of the front wheels and the rear wheels; the differential locking assembly is connected with the motor through a transmission mechanism, and is provided with a locking state for locking the transmission mechanisms corresponding to the front wheels and the rear wheels and an unlocking state for unlocking the transmission mechanisms corresponding to the front wheels and the rear wheels.
Further, the front wheels comprise right front wheels and left front wheels, the rear wheels comprise right rear wheels and left rear wheels, the four motors comprise a first motor, a second motor, a third motor and a fourth motor, and the first motor, the second motor, the third motor and the fourth motor are respectively used for driving the right front wheels, the left front wheels, the right rear wheels and the left rear wheels; the four transmission mechanisms comprise a first transmission mechanism, a second transmission mechanism, a third transmission mechanism and a fourth transmission mechanism, wherein the first transmission mechanism, the second transmission mechanism, the third transmission mechanism and the fourth transmission mechanism are respectively connected with a first motor, a second motor, a third motor and a fourth motor, and the disconnecting device is used for disconnecting the transmission moment of the transmission mechanism and the front wheel or the rear wheel.
Further, the first transmission mechanism comprises a first gear pair, a second gear pair and a third gear pair, the first gear pair is connected with the first motor through a transmission shaft, the second gear pair is connected with the first gear pair, the third gear pair is connected with the second gear pair through a transmission shaft, and the second gear pair is positioned between the right front wheel and the first gear pair; the second transmission mechanism comprises a fourth gear pair, a fifth gear pair and a sixth gear pair, the fourth gear pair is connected with the second motor through a transmission shaft, the fifth gear pair is connected with the fourth gear pair, the sixth gear pair is connected with the fifth gear pair through a transmission shaft, the fourth gear pair is coaxially arranged with the first gear pair, and the fifth gear pair is positioned between the left front wheel and the fourth gear pair; the third transmission mechanism comprises a seventh gear pair, an eighth gear pair and a ninth gear pair, the seventh gear pair is connected with the third motor through a transmission shaft, the eighth gear pair is connected with the seventh gear pair, the ninth gear pair is connected with the eighth gear pair through a transmission shaft, and the eighth gear pair is positioned between the right rear wheel and the seventh gear pair; the fourth transmission mechanism comprises a tenth gear pair, an eleventh gear pair and a twelfth gear pair, the tenth gear pair is connected with the fourth motor through a transmission shaft, the eleventh gear pair is connected with the tenth gear pair, the twelfth gear pair is connected with the eleventh gear pair through the transmission shaft, the tenth gear pair and the seventh gear pair are coaxially arranged, and the eleventh gear pair is positioned between the left rear wheel and the tenth gear pair.
Further, the disconnecting device comprises a first disconnecting device and a second disconnecting device, and the differential locking assembly comprises a first differential locking mechanism and a second differential locking mechanism; the first disconnecting device is in meshed connection with one gear of the third gear pair through the first gear, and the second disconnecting device is in meshed connection with one gear of the sixth gear pair through the second gear; one end of a first differential locking mechanism is connected with a first motor through a transmission shaft, the other end of the first differential locking mechanism is connected with a second motor through a transmission shaft, one end of the second differential locking mechanism is connected with a third motor through a transmission shaft, the other end of the second differential locking mechanism is connected with a fourth motor through a transmission shaft, or one end of the first differential locking mechanism is connected with the first motor through a transmission shaft, the other end of the first differential locking mechanism is connected with a second motor through a transmission shaft, one end of the second differential locking mechanism is connected with a ninth gear pair through a transmission shaft, or one end of the first differential locking mechanism is connected with a third gear pair through a transmission shaft, the other end of the first differential locking mechanism is connected with a sixth gear pair through a transmission shaft, one end of the second differential locking mechanism is connected with a third motor through a transmission shaft, and the other end of the second differential locking mechanism is connected with a fourth gear pair through a transmission shaft.
Further, the disconnecting device comprises a first disconnecting device and a second disconnecting device, the differential locking assembly comprises a first differential locking mechanism and a second differential locking mechanism, the first disconnecting device is in meshed connection with one gear of the ninth gear pair through a third gear, and the second disconnecting device is in meshed connection with one gear of the twelfth gear pair through a fourth gear; one end of a first differential locking mechanism is connected with a first motor through a transmission shaft, the other end of the first differential locking mechanism is connected with a second motor through a transmission shaft, one end of the second differential locking mechanism is connected with a third motor through a transmission shaft, the other end of the second differential locking mechanism is connected with a fourth motor through a transmission shaft, or one end of the first differential locking mechanism is connected with the first motor through a transmission shaft, the other end of the first differential locking mechanism is connected with a second motor through a transmission shaft, one end of the second differential locking mechanism is connected with a ninth gear pair through a transmission shaft, or one end of the first differential locking mechanism is connected with a third gear pair through a transmission shaft, the other end of the first differential locking mechanism is connected with a sixth gear pair through a transmission shaft, one end of the second differential locking mechanism is connected with a third motor through a transmission shaft, and the other end of the second differential locking mechanism is connected with a fourth gear pair through a transmission shaft.
According to another aspect of the present invention, there is provided a vehicle including a four-drive force system, which is the four-drive force system of the above-described embodiment.
According to another aspect of the present invention, there is provided a control method of a vehicle, including: receiving a request instruction, wherein the request instruction is used for controlling the vehicle to switch between a running mode and an in-situ steering mode, and the running mode comprises a sport mode, a comfort mode and an economic mode; the vehicle is controlled to execute the switching operation based on the request instruction.
Further, controlling the vehicle to switch between the travel mode and the in-situ steering mode includes: in the process of controlling the vehicle to switch between the driving mode and the in-situ steering mode, the torques of the first motor, the second motor, the third motor and the fourth motor are gradually reduced to be in a combined state, and the first differential locking mechanism and the second differential locking mechanism are in a separated state.
Further, the control method includes: controlling the vehicle to execute a steering-in-place mode, wherein the steering-in-place mode comprises a clockwise steering-in-place mode and a anticlockwise steering-in-place mode, and the steering-in-place mode comprises controlling the rotation speed of a first motor and the rotation speed of a third motor to be negative, the rotation torque of the third motor to be negative, the rotation speed of a second motor and the rotation speed of the fourth motor to be positive and the rotation torque of the fourth motor to be positive, the first disconnecting device and the second disconnecting device are both in a combined state, and the first differential locking mechanism and the second differential locking mechanism are both in a separated state; the control of the vehicle to execute the anticlockwise in-situ steering mode comprises the steps of controlling the rotation speed of the first motor and the rotation speed of the third motor to be positive, controlling the rotation speed of the second motor and the rotation speed of the fourth motor to be negative, controlling the rotation speed of the torque to be negative, controlling the first disconnecting device and the second disconnecting device to be in a combined state, and controlling the first differential locking mechanism and the second differential locking mechanism to be in a separated state.
Further, the control method of the vehicle includes: the vehicle is controlled to switch from one of the sport mode, the economy mode, and the comfort mode to the other mode, or the vehicle is controlled to switch from one of the sport mode, the economy mode, the comfort mode, and the in-situ steering mode to the other mode.
Further, the control method of the vehicle includes: controlling the vehicle to perform a sport mode includes: the first disconnecting device and the second disconnecting device are controlled to be in a combined state; controlling the vehicle to perform the economy mode includes: the first disconnecting device and the second disconnecting device are controlled to be in a separated state; controlling the vehicle to perform a comfort mode, comprising: receiving a control instruction, wherein the control instruction is used for controlling the vehicle to execute a comfort mode; acquiring the required torque information of the motor based on the control instruction; the states of the first disconnecting device and the second disconnecting device are controlled based on the required torque information, and the differential locking assembly is controlled to execute preset actions.
Further, controlling the differential lock assembly to perform a preset action includes: acquiring first state information of a vehicle, wherein the first state information comprises a state that the vehicle is in motion and a state that the vehicle is stationary; acquiring second state information of the left front wheel and the right front wheel under the condition that the vehicle is determined to be in a stationary state, wherein the second state information comprises whether at least one of the left front wheel and the right front wheel is in a slipping state; the first differential lock mechanism in the differential lock assembly is controlled to lock in a case where it is determined that at least one of the left front wheel and the right front wheel is in a slip state.
Further, controlling the differential lock assembly to perform a preset action includes: acquiring first state information of a vehicle, wherein the first state information comprises a state that the vehicle is in motion and a state that the vehicle is stationary; acquiring third state information of the left rear wheel and the right rear wheel under the condition that the vehicle is determined to be in a stationary state, wherein the third state information comprises whether at least one of the left rear wheel and the right rear wheel is in a slip state; and controlling a second differential lock mechanism in the differential lock assembly to lock in the case where it is determined that at least one of the left rear wheel and the right rear wheel is in a slip state.
Further, controlling the differential lock assembly to perform a preset action includes: in the case where it is determined that the vehicle is in a moving state, the first differential lock mechanism and the second differential lock mechanism in the differential lock assembly are controlled to be disengaged.
By adopting the technical scheme of the invention, the four motors are respectively connected with the four transmission mechanisms, the disconnecting device is arranged to be connected with the transmission mechanisms, a disconnected four-motor power system is adopted, the four motors are strong in power, when the disconnecting device is in a combined state, the four motors are all driven, the problem of insufficient power of a single-motor system can be solved, when the disconnecting device is in a separated state, the other two motors are disconnected when the two motors work, the resistance loss can be reduced, and the economy is improved; the differential locking assembly is provided with two states of locking and unlocking, when the differential locking assembly is locked, mechanical parts at two ends of the locking structure are in rigid connection and can jointly output or transmit torque, and when the differential locking assembly is unlocked, the mechanical parts at two ends of the differential locking assembly are independent and do not have torque transmission relation. The differential locking assembly can be locked when one wheel slips, torque is transferred to one side of the wheel which does not slip through two motors, so that the vehicle is driven to get rid of poverty, and the off-road performance is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:
Fig. 1 shows a schematic structural view of a first embodiment of a four-drive force system according to the present invention;
fig. 2 shows a schematic structural view of a second embodiment of a four-drive force system according to the present invention;
Fig. 3 shows a schematic structural view of a third embodiment of the four-drive force system according to the present invention;
Fig. 4 shows a schematic structural view of a fourth embodiment of a four-drive force system according to the present invention;
fig. 5 shows a schematic structural view of a fifth embodiment of the four-drive force system according to the present invention;
fig. 6 shows a schematic structural view of a sixth embodiment of a four-drive force system according to the present invention;
fig. 7 shows a schematic structural view of a seventh embodiment of a four-drive force system according to the present invention;
Fig. 8 shows a schematic structural view of an eighth embodiment of the four-drive force system according to the present invention;
Fig. 9 shows a flow chart of a first embodiment of a control method of a vehicle according to the invention;
Fig. 10 shows a flow chart of a second embodiment of a control method of a vehicle according to the invention;
FIG. 11 shows a quadrant view of a motor of a vehicle in a steer-in-place mode according to the present invention;
fig. 12 shows a schematic view of a clockwise in-situ steering structure of the four-drive force system according to the present invention;
fig. 13 shows a schematic view of a structure of a counterclockwise in-situ steering of the four-drive force system according to the present invention;
Fig. 14 shows a flow chart of a first embodiment of a control method of a differential lock mechanism according to the invention.
Wherein the above figures include the following reference numerals:
1. A first gear pair; 2. a second gear pair; 3. a third gear pair; 4. a fourth gear pair; 5. a fifth gear pair; 6. a sixth gear pair; 7. a seventh gear pair; 8. an eighth gear pair; 9. a ninth gear pair; 10. a tenth gear pair; 11. an eleventh gear pair; 12. a twelfth gear pair;
21. a first disconnecting means; 22. a second disconnecting means;
31. a first differential lock mechanism; 32. a second differential lock mechanism;
41. a first motor; 42. a second motor; 43. a third motor; 44. and a fourth motor.
Detailed Description
It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other. The application will be described in detail below with reference to the drawings in connection with embodiments.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Exemplary embodiments according to the present application will now be described in more detail with reference to the accompanying drawings. These exemplary embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of these exemplary embodiments to those skilled in the art, that in the drawings, it is possible to enlarge the thicknesses of layers and regions for clarity, and that identical reference numerals are used to designate identical devices, and thus descriptions thereof will be omitted.
Referring to fig. 1 to 14, a four-drive power system, a vehicle, and a control method of the vehicle are provided according to an embodiment of the present invention.
Specifically, as shown in fig. 1, the four-drive force system includes: the four motors are respectively used for driving front wheels and rear wheels of the vehicle, the four transmission mechanisms are respectively connected with the four motors, the disconnecting device is connected with the transmission mechanisms, and the disconnecting device is used for disconnecting the torque transmitted between the transmission mechanisms and at least one of the front wheels and the rear wheels; the differential locking assembly is connected with the motor through a transmission mechanism, and is provided with a locking state for locking the transmission mechanisms corresponding to the front wheels and the rear wheels and an unlocking state for unlocking the transmission mechanisms corresponding to the front wheels and the rear wheels.
In the embodiment, the four motors are respectively connected with the four transmission mechanisms, the disconnecting device is arranged to be connected with the transmission mechanisms, a disconnected four-motor power system is adopted, the four motors are powerful in power, when the disconnecting device is in a combined state, the four motors are all driven, the problem of insufficient power of a single-motor system can be solved, when the disconnecting device is in a separated state, the other two motors are disconnected when the two motors work, the resistance loss can be reduced, and the economy is improved; the differential locking assembly is provided with two states of locking and unlocking, when the differential locking assembly is locked, mechanical parts at two ends of the locking structure are in rigid connection and can jointly output or transmit torque, and when the differential locking assembly is unlocked, the mechanical parts at two ends of the differential locking assembly are independent and do not have torque transmission relation. The differential locking assembly can be locked when one wheel slips, torque is transferred to one side of the wheel which does not slip through two motors, so that the vehicle is driven to get rid of poverty, and the off-road performance is improved.
Further, the front wheels comprise a right front wheel and a left front wheel, the rear wheels comprise a right rear wheel and a left rear wheel, the four motors comprise a first motor 41, a second motor 42, a third motor 43 and a fourth motor 44, and the first motor 41, the second motor 42, the third motor 43 and the fourth motor 44 are respectively used for driving the right front wheel, the left front wheel, the right rear wheel and the left rear wheel; the four transmission mechanisms comprise a first transmission mechanism, a second transmission mechanism, a third transmission mechanism and a fourth transmission mechanism, the first transmission mechanism, the second transmission mechanism, the third transmission mechanism and the fourth transmission mechanism are respectively connected with a first motor 41, a second motor 42, a third motor 43 and a fourth motor 44, and the disconnecting device is used for disconnecting the transmission moment of the transmission mechanism and the front wheels or the rear wheels. The four motors are arranged to drive the four wheels respectively, when the disconnecting device is combined, the motors can drive the corresponding wheels, the disconnecting device is disconnected, and the motors cannot drive the corresponding wheels, so that the state of the disconnecting device can be adaptively adjusted according to the driving mode of the vehicle.
As shown in fig. 2, the first transmission mechanism comprises a first gear pair 1, a second gear pair 2 and a third gear pair 3, wherein the first gear pair 1 is connected with a first motor 41 through a transmission shaft, the second gear pair 2 is connected with the first gear pair 1, the third gear pair 3 is connected with the second gear pair 2 through a transmission shaft, and the second gear pair 2 is positioned between a right front wheel and the first gear pair 1; the second transmission mechanism comprises a fourth gear pair 4, a fifth gear pair 5 and a sixth gear pair 6, the fourth gear pair 4 is connected with the second motor 42 through a transmission shaft, the fifth gear pair 5 is connected with the fourth gear pair 4, the sixth gear pair 6 is connected with the fifth gear pair 5 through a transmission shaft, the fourth gear pair 4 is coaxially arranged with the first gear pair 1, and the fifth gear pair 5 is positioned between a left front wheel and the fourth gear pair 4; the third transmission mechanism comprises a seventh gear pair 7, an eighth gear pair 8 and a ninth gear pair 9, the seventh gear pair 7 is connected with the third motor 43 through a transmission shaft, the eighth gear pair 8 is connected with the seventh gear pair 7, the ninth gear pair 9 is connected with the eighth gear pair 8 through a transmission shaft, and the eighth gear pair 8 is positioned between the right rear wheel and the seventh gear pair 7; the fourth transmission mechanism includes a tenth gear pair 10, an eleventh gear pair 11, a twelfth gear pair 12, the tenth gear pair 10 being connected to the fourth motor 44 through a transmission shaft, the eleventh gear pair 11 being connected to the tenth gear pair 10, the twelfth gear pair 12 being connected to the eleventh gear pair 11 through a transmission shaft, the tenth gear pair 10 being coaxially disposed with the seventh gear pair 7, and the eleventh gear pair 11 being located between the left rear wheel and the tenth gear pair 10. The four transmission mechanisms corresponding to the four motors are approximately identical in structure and are composed of a plurality of transmission pairs, and the four transmission mechanisms are simple in structure and convenient to use.
As shown in fig. 1, 2,3 and 4, the disconnecting device comprises a first disconnecting device 21 and a second disconnecting device 22, and the differential locking assembly comprises a first differential locking mechanism 31 and a second differential locking mechanism 32; the first disconnecting device 21 is in meshed connection with one gear of the third gear pair 3 through a first gear, and the second disconnecting device 22 is in meshed connection with one gear of the sixth gear pair 6 through a second gear; one end of the first differential lock mechanism 31 is connected with the first motor 41 through a transmission shaft, the other end of the first differential lock mechanism 31 is connected with the second motor 42 through a transmission shaft, one end of the second differential lock mechanism 32 is connected with the third motor 43 through a transmission shaft, the other end of the second differential lock mechanism 32 is connected with the fourth motor 44 through a transmission shaft, or one end of the first differential lock mechanism 31 is connected with the first motor 41 through a transmission shaft, the other end of the first differential lock mechanism 31 is connected with the second motor 42 through a transmission shaft, one end of the second differential lock mechanism 32 is connected with the ninth gear pair 9 through a transmission shaft, the other end of the second differential lock mechanism 32 is connected with the twelfth gear pair 12 through a transmission shaft, or one end of the first differential lock mechanism 31 is connected with the third gear pair 3 through a transmission shaft, the other end of the first differential lock mechanism 31 is connected with the sixth gear pair 6 through a transmission shaft, the other end of the second differential lock mechanism 32 is connected with the fourth gear pair 9 through a transmission shaft, the other end of the second differential lock mechanism 32 is connected with the fourth gear pair 44 through a transmission shaft. The differential lock mechanism may be an electromagnetic clutch, a dog clutch or a dog differential lock. In this embodiment, the disconnecting means is provided at the front wheel portion for controlling the disconnection or engagement of the front wheels. The first differential lock mechanism 31 and the second differential lock mechanism 32 have four different placement positions, so that the two differential lock mechanisms can lock or unlock different positions of the front wheel portion and the rear wheel portion according to circumstances.
As shown in fig. 5,6, 7 and 8, the disconnecting means includes a first disconnecting means 21 and a second disconnecting means 22, the differential lock assembly includes a first differential lock mechanism 31 and a second differential lock mechanism 32, the first disconnecting means 21 is engaged with one gear of the ninth gear pair 9 through a third gear, and the second disconnecting means 22 is engaged with one gear of the twelfth gear pair 12 through a fourth gear; one end of the first differential lock mechanism 31 is connected with the first motor 41 through a transmission shaft, the other end of the first differential lock mechanism 31 is connected with the second motor 42 through a transmission shaft, one end of the second differential lock mechanism 32 is connected with the third motor 43 through a transmission shaft, the other end of the second differential lock mechanism 32 is connected with the fourth motor 44 through a transmission shaft, or one end of the first differential lock mechanism 31 is connected with the first motor 41 through a transmission shaft, the other end of the first differential lock mechanism 31 is connected with the second motor 42 through a transmission shaft, one end of the second differential lock mechanism 32 is connected with the ninth gear pair 9 through a transmission shaft, the other end of the second differential lock mechanism 32 is connected with the twelfth gear pair 12 through a transmission shaft, or one end of the first differential lock mechanism 31 is connected with the third gear pair 3 through a transmission shaft, the other end of the first differential lock mechanism 31 is connected with the sixth gear pair 6 through a transmission shaft, the other end of the second differential lock mechanism 32 is connected with the fourth gear pair 9 through a transmission shaft, the other end of the second differential lock mechanism 32 is connected with the fourth gear pair 44 through a transmission shaft. In this embodiment, the disconnecting means is provided at the rear wheel section for controlling the disconnection or engagement of the rear wheels. The first differential lock mechanism 31 and the second differential lock mechanism 32 have four different placement positions, so that the two differential lock mechanisms can lock or unlock different positions of the front wheel portion and the rear wheel portion according to circumstances.
According to another aspect of the present invention, there is provided a vehicle including a four-drive force system, which is the four-drive force system of the above-described embodiment.
As shown in fig. 9, according to another aspect of the present application, there is provided a control method of a vehicle, including: receiving a request instruction, wherein the request instruction is used for controlling the vehicle to switch between a running mode and an in-situ steering mode, and the running mode comprises a sport mode, a comfort mode and an economic mode; the vehicle is controlled to execute the switching operation based on the request instruction. The default mode is a driving mode, when a user manually activates a steering-in-place switch, (STEER SWITCH =1), and all four motors have no fault (motor fault=0), and the vehicle speed is smaller than a certain value (V < Vtar), wherein the certain value is a calibrated quantity, and is usually not greater than 5km/h, preferably 1km/h, and the vehicle mode enters the steering-in-place mode from the driving mode; after the in-situ steering mode, if the user turns off the in-situ steering switch (STEER SWITCH =0) or one of the four motors reports a motor failure (motor fault=1), the in-situ steering mode is exited, and the vehicle running mode is entered. The application adopts four motors, can realize the in-situ steering function through controlling the torque and the rotating speed of the motors, does not depend on steering devices such as steering wheels, steering devices and the like, greatly reduces the turning radius and improves the steering and turning convenience of vehicles.
Further, controlling the vehicle to switch between the travel mode and the in-situ steering mode includes: in the process of controlling the vehicle to switch between the running mode and the in-situ steering mode, the torques of the first motor 41, the second motor 42, the third motor 43 and the fourth motor 44 are gradually reduced to 0, the first disconnecting device 21 and the second disconnecting device 22 are both in the engaged state, and the first differential lock mechanism 31 and the second differential lock mechanism 32 are both in the disengaged state. Specifically, the torque of four motors gradually decreases to 0 for the vehicle begins a mode after ending a mode earlier, and disconnect devices all are in the combined state, and differential locking subassembly all is in the unblock state, makes four motors can drive four wheels motion alone, and four motors' dynamic nature is stronger. When the vehicle is controlled to switch from the running mode to the in-situ steering mode, the brake master cylinder pressure is gradually increased to a certain value until the wheel speed is gradually reduced to 0.
As shown in fig. 10, the control method includes: controlling the vehicle to perform a steering-in-place mode, wherein the steering-in-place mode comprises a clockwise steering-in-place mode and a counterclockwise steering-in-place mode, and controlling the vehicle to perform the clockwise steering-in-place mode comprises controlling the rotation speeds of the first motor 41 and the third motor 43 to be negative, the torque to be negative, the rotation speeds of the second motor 42 and the fourth motor 44 to be positive and the torque to be positive, the first disconnecting device 21 and the second disconnecting device 22 are both in a combined state, and the first differential locking mechanism 31 and the second differential locking mechanism 32 are both in a separated state; controlling the vehicle to perform the counterclockwise in-situ steering mode includes controlling the rotational speeds of the first motor 41 and the third motor 43 to be positive, the rotational speeds of the second motor 42 and the fourth motor 44 to be negative, and the torque to be negative, and controlling the first and second disconnecting devices 21 and 22 to be in the engaged state, and controlling the first and second differential locking mechanisms 31 and 32 to be in the disengaged state. The positive and negative of the motor rotation speed indicates the motor rotation direction, when the motor rotation speed is positive, the motor rotation forward direction is indicated, when the motor rotation speed is negative, the motor rotation reverse direction is indicated, when the motor torque is positive, the motor rotation forward direction is indicated, and when the motor rotation speed is negative, the motor rotation reverse direction is indicated.
Wherein it is shown in fig. 11. In the clockwise in-situ steering mode, the rotation speeds of the first motor 41 and the third motor 43 are negative, the torque is negative, the motor works in the third quadrant, the first motor 41 and the third motor 43 drive the front right wheel and the rear right wheel to accelerate and retreat, the rotation speeds of the second motor 42 and the fourth motor 44 are positive, the torque is positive, and the motor works in the first quadrant, the second motor 42 and the fourth motor 44 drive the front left wheel and the rear left wheel to accelerate and advance. In the counterclockwise in-situ steering mode, the rotation speed of the first motor 41 and the third motor 43 are positive, the torque is positive, the first motor 41 and the third motor 43 work in the first quadrant, the first motor 41 and the third motor 43 drive the front right wheel and the rear right wheel to accelerate and advance, the second motor 42 and the fourth motor 44 work in the third quadrant, the torque is negative, and the second motor 42 and the fourth motor 44 drive the front left wheel and the rear left wheel to accelerate and retreat. Wherein the specific torque magnitude of each motor is related to accelerator pedal opening, and specifically see table 2 below, the brake master cylinder pressure is dependent upon the driver brake pedal travel.
Specifically, in the in-situ steering mode, the method is divided into instantaneous needle in-situ steering and anticlockwise in-situ steering, the two modes are controlled by a manual switch of a driver, when the driver motor turns the operation button clockwise in-situ, the in-situ steering mode is entered, when the driver clicks the anticlockwise in-situ steering operation button, the anticlockwise in-situ steering mode is entered, if the driver misoperates and presses two buttons simultaneously, the instrument prompts that the driver does not press the two buttons simultaneously, and meanwhile, the in-situ steering mode is not responded, and the in-situ running mode is maintained until the driver presses the in-situ steering button again.
As shown in fig. 11, 12 and 13, when the vehicle is turned clockwise in situ, the first motor 41 and the third motor 43 output negative torque, the second motor 42 and the fourth motor 44 output positive torque, the right front wheel and the right rear wheel are moved backward in the ground reaction force direction, the left front wheel and the left rear wheel are moved forward in the ground reaction force direction, as shown in fig. 12, the whole vehicle is subjected to a moment of clockwise rotation of the ground, when the moment is larger than the friction moment of the ground against the tire, the vehicle can realize clockwise rotation, and the turning and turning functions are realized, compared with the traditional turning device, the turning radius can be theoretically realized to be 0, and the turning flexibility and convenience are greatly improved. Similarly, when the vehicle turns counterclockwise, the first motor 41 and the third motor 43 output positive torque, the second motor 42 and the fourth motor 44 output negative torque, the front right wheel and the rear right wheel move forward in the direction of the ground reaction force, and the front left wheel and the rear left wheel move backward in the direction of the ground reaction force, as shown in fig. 13, the whole vehicle receives a moment of counterclockwise rotation of the ground, and when the moment is larger than the friction moment of the ground against the tire, the vehicle can rotate counterclockwise, thereby realizing the turning and turning functions.
Further, the control method of the vehicle includes: the vehicle is controlled to switch from one of the sport mode, the economy mode, and the comfort mode to the other mode, or the vehicle is controlled to switch from one of the sport mode, the economy mode, the comfort mode, and the in-situ steering mode to the other mode. The vehicle has a plurality of modes and can be switched according to actual conditions.
Further, the control method of the vehicle includes: controlling the vehicle to perform a sport mode includes: controlling the first opening device 21 and the second opening device 22 to be in a combined state; controlling the vehicle to perform the economy mode includes: controlling the first opening device 21 and the second opening device 22 to be in a separated state; controlling the vehicle to perform a comfort mode, comprising: receiving a control instruction, wherein the control instruction is used for controlling the vehicle to execute a comfort mode; acquiring the required torque information of the motor based on the control instruction; the states of the first and second disconnect devices 21, 22 are controlled based on the required torque information, and the differential lock-up assembly is controlled to perform a preset action. Specifically, in the sport mode, the comfort mode and the economy mode, the torque of the first motor 41, the torque of the second motor 42, the torque of the third motor 43 and the torque of the fourth motor 44 are all the torques of the first motor, the torque map required by the driver is calibrated according to the accelerator pedal and the vehicle speed of the driver, the specific method is a common technology in the field, the total torque required by the wheel end is obtained by looking up a table according to the current vehicle speed and the opening degree of the accelerator pedal, and the required torque of each motor of the four motors is obtained by dividing the total torque by the speed ratio and then evenly distributing the total torque to the four motors. The master cylinder pressure is determined based on the brake pedal switch and travel, particularly in accordance with a common technique in the art.
The control method of the first and second disconnecting devices 21, 22 in the comfort mode of the vehicle is as follows:
Firstly, calibrating a driver required torque map according to a driver accelerator pedal and a vehicle speed, wherein the specific method is a common technology in the field, obtaining a wheel end required total torque Tdmd according to a current vehicle speed and a current accelerator pedal opening degree table, dividing the wheel end required total torque by a speed ratio i_gear, and obtaining the required torque of each of four motors.
If it isThe disconnect device remains disconnected if the driver demand torque continues to increase until/>The disconnect device is changed from disconnect to engage as the driver demand torque gradually decreases until/>The disconnection means is changed from coupling to disconnection. /(I)For the standard amount, 100 to 300Nm is set.
The process of the disconnection device from disconnection to combination control is as follows:
Taking the first disconnecting device 21 in fig. 1 as an example, the whole vehicle controller VCU receives the rotation speed signal of the input and output end reported by the sensor of the first disconnecting device 21, the output end of the first disconnecting device 21 is connected with the half axle so as to be connected to the wheel end, the input end of the first disconnecting device 21 is connected with the first motor 41 through the speed reducing mechanism, in the disconnected state, the whole vehicle controller VCU carries out the speed regulation control of the first motor 41 by sending the rotation speed control command to the first motor 41, so that the rotation speed difference of the input and output ends of the disconnecting device is gradually reduced, when |n Input device -n Output of | is less than or equal to Δn, the whole vehicle controller VCU sends a combination command to the disconnecting device, the disconnecting device executes the command to carry out the combination operation, and Δn is the standard quantity, and the specific value can be calibrated.
The control procedure for the disconnection device to be turned off by the combination is as follows:
Taking the first disconnect device 21 in fig. 1 as an example, when the vehicle controller VCU recognizes that the first disconnect device 21 needs to be disconnected, a torque-reducing command is sent to the first motor controller MCU1, the MCU1 controls the first motor to reduce torque at a maximum rate, the torque gradually becomes 0, and when the first motor torque is reduced to a certain degree T 1＜Tcal, the vehicle controller VCU sends the disconnect command to the disconnect device, and performs the disconnect operation. T cal is the calibration quantity, and can be specifically calibrated.
As shown in fig. 14, controlling the differential lock assembly to perform a preset action includes: acquiring first state information of a vehicle, wherein the first state information comprises a state that the vehicle is in motion and a state that the vehicle is stationary; acquiring second state information of the left front wheel and the right front wheel under the condition that the vehicle is determined to be in a stationary state, wherein the second state information comprises whether at least one of the left front wheel and the right front wheel is in a slipping state; in the case where it is determined that at least one of the front left wheel and the front right wheel is in the slip state, the first differential lock mechanism 31 in the differential lock assembly is controlled to lock.
Further, controlling the differential lock assembly to perform a preset action includes: acquiring first state information of a vehicle, wherein the first state information comprises a state that the vehicle is in motion and a state that the vehicle is stationary; acquiring third state information of the left rear wheel and the right rear wheel under the condition that the vehicle is determined to be in a stationary state, wherein the third state information comprises whether at least one of the left rear wheel and the right rear wheel is in a slip state; in the case where it is determined that at least one of the left rear wheel and the right rear wheel is in the slip state, the second differential lock mechanism 32 in the differential lock assembly is controlled to lock.
Further, controlling the differential lock assembly to perform a preset action includes: in the case where it is determined that the vehicle is in a moving state, the first differential lock mechanism 31 and the second differential lock mechanism 32 in the differential lock assembly are controlled to be disengaged.
The differential lock mechanism control method specifically includes the steps of firstly identifying whether a vehicle is in a stationary state, and when the vehicle speed exceeds a certain value (for example, 0.5 km/h), considering that the vehicle is in a non-stationary state, enabling the first differential lock mechanism 31 and the second differential lock mechanism 32 to be in a separated state; when the vehicle is in a stationary state (the vehicle speed is smaller than a certain value, for example, 0.5 km/h), the vehicle body stability controller judges that the wheels slip, if omega Wheel of vehicle ×R Wheel of vehicle -V≥ΔV,ω Wheel of vehicle -the angular velocity of the wheels, R Wheel of vehicle -the radius V-the vehicle speed and DeltaV-the calibration quantity can be taken to be 30km/h, the wheels are considered to slip, if the front right wheel or the front left wheel has a slip (suspending, sinking into mud pit and other working conditions), the vehicle body controller sends a locking operation command to the first differential locking mechanism 31, and if the rear right wheel or the rear left wheel has a slip, the vehicle body controller sends a locking operation command to the second differential locking mechanism 32. Therefore, the motor moment on one side of the slip can be transmitted to the wheel on one side of the slip (or the slip is not serious), the vehicle is driven by the ground adhesion force of the wheel which is not slipped, the vehicle is trapped, and the vehicle trapping performance is improved.
TABLE 1 correspondence between motor positive torque and accelerator pedal opening
Tmax_ postive described in Table 1 is the maximum output positive torque of a single motor, the motor output torque and the accelerator pedal opening exhibit a linear relationship, the four motors are identical, and the maximum output positive torque is identical
TABLE 2 correspondence between motor negative torque and accelerator pedal opening
Tmax_ negtive described in table 2 is the maximum output negative torque of a single motor, the motor output torque and the accelerator pedal opening are in a linear relationship, and the four motors are identical, and the maximum output negative torque is identical.
Spatially relative terms, such as "above … …," "above … …," "upper surface on … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations "above … …" and "below … …". The device may also be oriented 90 degrees or at other orientations and the spatially relative descriptors used herein interpreted accordingly.
In addition to the foregoing, references in the specification to "one embodiment," "another embodiment," "an embodiment," etc., indicate that the particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application, as generally described. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with any embodiment, it is intended that such feature, structure, or characteristic be implemented within the scope of the application.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (11)

1. A vehicle comprising a four-drive force system, characterized in that the four-drive force system comprises:
four motors for driving front wheels and rear wheels of the vehicle, respectively;
The four transmission mechanisms are respectively connected with the four motors;
a disconnecting device connected with the transmission mechanism, the disconnecting device being used for disconnecting the torque transmitted between the transmission mechanism and at least one of the front wheel and the rear wheel;
A differential locking assembly is arranged between the front wheel and the rear wheel, the differential locking assembly is connected with the motor through the transmission mechanism, the differential locking assembly is provided with a locking state for locking the transmission mechanism corresponding to the front wheel and the rear wheel, and the differential locking assembly is provided with an unlocking state for unlocking the transmission mechanism corresponding to the front wheel and the rear wheel;
The disconnecting device comprises a first disconnecting device (21) and a second disconnecting device (22), and the differential locking assembly comprises a first differential locking mechanism (31) and a second differential locking mechanism (32);
The control method of the vehicle includes: receiving a request instruction, wherein the request instruction is used for controlling a vehicle to switch between a running mode and an in-situ steering mode, and the running mode comprises a sport mode, a comfort mode and an economic mode; controlling the vehicle to execute a switching operation based on the request instruction;
Controlling the vehicle to switch between the travel mode and the in-situ steering mode, comprising: in the process of controlling the vehicle to switch between the driving mode and the in-situ steering mode, the torque of the first motor (41), the second motor (42), the third motor (43) and the fourth motor (44) is gradually reduced to 0, the first disconnecting device (21) and the second disconnecting device (22) are both in a combined state, and the first differential locking mechanism (31) and the second differential locking mechanism (32) are both in a separated state;
Controlling the vehicle to execute the comfort mode includes:
Receiving a control instruction for controlling the vehicle to execute the comfort mode;
Acquiring the required torque information of the motor based on the control instruction;
controlling states of the first disconnecting device (21), the second disconnecting device (22) and controlling a differential lock assembly to execute a preset action based on the required torque information;
the control method of the first and second disconnecting devices 21, 22 of the vehicle in the comfort mode includes:
Obtaining the total torque Tdmd required by the wheel end through table lookup according to the current vehicle speed and the current accelerator pedal opening, dividing the total torque Tdmd required by the speed ratio i_gear to obtain the required torque of each motor,
When (when)The disconnecting means maintains the disconnected state;
as the driver demand torque continues to increase until The disconnection means are changed from disconnected to engaged; the calibration amount is 100-300 Nm;
When the driver demand torque gradually decreases until The disconnection means is changed from the coupling to the disconnection; wherein T1 max+T2max represents the sum of the maximum torques of the front motor or the sum of the maximum torques of the rear motor;
Controlling the vehicle to switch from one of the sport mode, the economy mode, and the comfort mode to another mode, or controlling the vehicle to switch from one of the sport mode, the economy mode, the comfort mode, and the in-situ steering mode to another mode.
2. The vehicle according to claim 1, characterized in that the front wheels comprise a right front wheel, a left front wheel, the rear wheels comprise a right rear wheel, a left rear wheel, four of the motors comprise a first motor (41), a second motor (42), a third motor (43), a fourth motor (44), the first motor (41), the second motor (42), the third motor (43), the fourth motor (44) being for driving the right front wheel, the left front wheel, the right rear wheel, the left rear wheel, respectively; the four transmission mechanisms comprise a first transmission mechanism, a second transmission mechanism, a third transmission mechanism and a fourth transmission mechanism, wherein the first transmission mechanism, the second transmission mechanism, the third transmission mechanism and the fourth transmission mechanism are respectively connected with a first motor (41), a second motor (42), a third motor (43) and a fourth motor (44), and the disconnecting device is used for disconnecting the transmission mechanism from the transmitted moment of the front wheels or the rear wheels.
3. The vehicle of claim 2, wherein the vehicle is further characterized in that,
The first transmission mechanism comprises a first gear pair (1), a second gear pair (2) and a third gear pair (3), wherein the first gear pair (1) is connected with the first motor (41) through a transmission shaft, the second gear pair (2) is connected with the first gear pair (1), the third gear pair (3) is connected with the second gear pair (2) through a transmission shaft, and the second gear pair (2) is positioned between the right front wheel and the first gear pair (1);
The second transmission mechanism comprises a fourth gear pair (4), a fifth gear pair (5) and a sixth gear pair (6), wherein the fourth gear pair (4) is connected with a second motor (42) through a transmission shaft, the fifth gear pair (5) is connected with the fourth gear pair (4), the sixth gear pair (6) is connected with the fifth gear pair (5) through a transmission shaft, the fourth gear pair (4) and the first gear pair (1) are coaxially arranged, and the fifth gear pair (5) is positioned between the left front wheel and the fourth gear pair (4);
The third transmission mechanism comprises a seventh gear pair (7), an eighth gear pair (8) and a ninth gear pair (9), the seventh gear pair (7) is connected with a third motor (43) through a transmission shaft, the eighth gear pair (8) is connected with the seventh gear pair (7), the ninth gear pair (9) is connected with the eighth gear pair (8) through a transmission shaft, and the eighth gear pair (8) is positioned between the right rear wheel and the seventh gear pair (7);
The fourth transmission mechanism comprises a tenth gear pair (10), an eleventh gear pair (11) and a twelfth gear pair (12), wherein the tenth gear pair (10) is connected with the fourth motor (44) through a transmission shaft, the eleventh gear pair (11) is connected with the tenth gear pair (10), the twelfth gear pair (12) is connected with the eleventh gear pair (11) through the transmission shaft, the tenth gear pair (10) and the seventh gear pair (7) are coaxially arranged, and the eleventh gear pair (11) is positioned between the left rear wheel and the tenth gear pair (10).
4. A vehicle according to claim 3, wherein,
The first disconnecting device (21) is in meshed connection with one gear of the third gear pair (3) through a first gear, and the second disconnecting device (22) is in meshed connection with one gear of the sixth gear pair (6) through a second gear;
One end of the first differential locking mechanism (31) is connected with the first motor (41) through a transmission shaft, the other end of the first differential locking mechanism (31) is connected with the second motor (42) through a transmission shaft, one end of the second differential locking mechanism (32) is connected with the third motor (43) through a transmission shaft, the other end of the second differential locking mechanism (32) is connected with the fourth motor (44) through a transmission shaft, or
One end of the first differential locking mechanism (31) is connected with the first motor (41) through a transmission shaft, the other end of the first differential locking mechanism (31) is connected with the second motor (42) through a transmission shaft, one end of the second differential locking mechanism (32) is connected with the ninth gear pair (9) through a transmission shaft, the other end of the second differential locking mechanism (32) is connected with the twelfth gear pair (12) through a transmission shaft, or
One end of the first differential locking mechanism (31) is connected with the third gear pair (3) through a transmission shaft, the other end of the first differential locking mechanism (31) is connected with the sixth gear pair (6) through a transmission shaft, one end of the second differential locking mechanism (32) is connected with the ninth gear pair (9) through a transmission shaft, the other end of the second differential locking mechanism (32) is connected with the twelfth gear pair (12) through a transmission shaft, or
One end of a first differential locking mechanism (31) is connected with the third gear pair (3) through a transmission shaft, the other end of the first differential locking mechanism (31) is connected with the sixth gear pair (6) through a transmission shaft, one end of a second differential locking mechanism (32) is connected with the third motor (43) through a transmission shaft, and the other end of the second differential locking mechanism (32) is connected with the fourth motor (44) through a transmission shaft.
5. A vehicle according to claim 3, characterized in that the disconnecting means comprise a first disconnecting means (21), a second disconnecting means (22), the differential lock assembly comprising a first differential lock mechanism (31), a second differential lock mechanism (32), the first disconnecting means (21) being in meshed connection with one of the ninth gear pair (9) via a third gear, the second disconnecting means (22) being in meshed connection with one of the twelfth gear pair (12) via a fourth gear;
One end of the first differential locking mechanism (31) is connected with the first motor (41) through a transmission shaft, the other end of the first differential locking mechanism (31) is connected with the second motor (42) through a transmission shaft, one end of the second differential locking mechanism (32) is connected with the third motor (43) through a transmission shaft, the other end of the second differential locking mechanism (32) is connected with the fourth motor (44) through a transmission shaft, or
One end of the first differential locking mechanism (31) is connected with the first motor (41) through a transmission shaft, the other end of the first differential locking mechanism (31) is connected with the second motor (42) through a transmission shaft, one end of the second differential locking mechanism (32) is connected with the ninth gear pair (9) through a transmission shaft, the other end of the second differential locking mechanism (32) is connected with the twelfth gear pair (12) through a transmission shaft, or
One end of the first differential locking mechanism (31) is connected with the third gear pair (3) through a transmission shaft, the other end of the first differential locking mechanism (31) is connected with the sixth gear pair (6) through a transmission shaft, one end of the second differential locking mechanism (32) is connected with the ninth gear pair (9) through a transmission shaft, the other end of the second differential locking mechanism (32) is connected with the twelfth gear pair (12) through a transmission shaft, or
One end of a first differential locking mechanism (31) is connected with the third gear pair (3) through a transmission shaft, the other end of the first differential locking mechanism (31) is connected with the sixth gear pair (6) through a transmission shaft, one end of a second differential locking mechanism (32) is connected with the third motor (43) through a transmission shaft, and the other end of the second differential locking mechanism (32) is connected with the fourth motor (44) through a transmission shaft.
6. A control method of a vehicle for controlling the vehicle according to any one of claims 1 to 5, characterized by comprising:
receiving a request instruction, wherein the request instruction is used for controlling a vehicle to switch between a running mode and an in-situ steering mode, and the running mode comprises a sport mode, a comfort mode and an economic mode;
controlling the vehicle to execute a switching operation based on the request instruction;
controlling the vehicle to switch between the travel mode and the in-situ steering mode, comprising:
in the process of controlling the vehicle to switch between the driving mode and the in-situ steering mode, the torque of the first motor (41), the second motor (42), the third motor (43) and the fourth motor (44) is gradually reduced to 0, the first disconnecting device (21) and the second disconnecting device (22) are both in a combined state, and the first differential locking mechanism (31) and the second differential locking mechanism (32) are both in a separated state;
Controlling the vehicle to execute the comfort mode includes:
Receiving a control instruction for controlling the vehicle to execute the comfort mode;
Acquiring the required torque information of the motor based on the control instruction;
controlling states of the first disconnecting device (21), the second disconnecting device (22) and controlling a differential lock assembly to execute a preset action based on the required torque information;
the control method of the first and second disconnecting devices 21, 22 of the vehicle in the comfort mode includes:
Obtaining the total torque Tdmd required by the wheel end through table lookup according to the current vehicle speed and the current accelerator pedal opening, dividing the total torque Tdmd required by the speed ratio i_gear to obtain the required torque of each motor,
When (when)The disconnecting means maintains the disconnected state;
as the driver demand torque continues to increase until The disconnection means are changed from disconnected to engaged; /(I)The calibration amount is 100-300 Nm;
When the driver demand torque gradually decreases until The disconnection means is changed from the coupling to the disconnection;
wherein T1 max+T2max represents the sum of the maximum torques of the front motor or the sum of the maximum torques of the rear motor;
Controlling the vehicle to switch from one of the sport mode, the economy mode, and the comfort mode to another mode, or controlling the vehicle to switch from one of the sport mode, the economy mode, the comfort mode, and the in-situ steering mode to another mode.
7. The control method of the vehicle according to claim 6, characterized in that the control method includes:
controlling the vehicle to perform the steer-in-place mode, wherein the vehicle performing the steer-in-place mode comprises a clockwise steer-in-place mode and a counter-clockwise steer-in-place mode,
Controlling the vehicle to execute the clockwise in-situ steering mode comprises controlling the rotation speeds of the first motor (41) and the third motor (43) to be negative, the rotation speeds of the second motor (42) and the fourth motor (44) to be positive and the torque to be positive, and controlling the first differential locking mechanism (31) and the second differential locking mechanism (32) to be in a separation state when the first disconnecting device (21) and the second disconnecting device (22) are both in a combination state;
Controlling the vehicle to execute the anticlockwise in-situ steering mode comprises controlling the rotation speed of the first motor (41) and the rotation speed of the third motor (43) to be positive, controlling the rotation speed of the second motor (42) and the rotation speed of the fourth motor (44) to be negative, and controlling the rotation torque of the fourth motor to be negative, wherein the first disconnecting device (21) and the second disconnecting device (22) are both in a combined state, and controlling the first differential locking mechanism (31) and the second differential locking mechanism (32) to be in a separated state.
8. The control method of the vehicle according to claim 6, characterized in that the control method of the vehicle includes:
Controlling the vehicle to perform the sport mode includes: -controlling the first disconnecting means (21), the second disconnecting means (22) to be in a combined state;
Controlling the vehicle to execute the economy mode includes: the first disconnecting device (21) and the second disconnecting device (22) are controlled to be in a separated state.
9. The control method of a vehicle according to claim 6 or 8, characterized in that controlling the differential lock assembly to perform a preset action includes:
Acquiring first state information of the vehicle, wherein the first state information comprises a state that the vehicle is in motion and a state that the vehicle is stationary;
Acquiring second state information of a left front wheel and a right front wheel under the condition that the vehicle is determined to be in the static state, wherein the second state information comprises whether at least one of the left front wheel and the right front wheel is in a slipping state;
a first differential lock mechanism (31) in the differential lock assembly is controlled to lock in a case where it is determined that at least one of the left front vehicle and the right front wheel is in a slip state.
10. The control method of a vehicle according to claim 8, characterized in that controlling the differential lock assembly to perform a preset action includes:
Acquiring first state information of the vehicle, wherein the first state information comprises a state that the vehicle is in motion and a state that the vehicle is stationary;
Acquiring third state information of a left rear wheel and a right rear wheel under the condition that the vehicle is determined to be in the static state, wherein the third state information comprises whether at least one of the left rear wheel and the right rear wheel is in a slipping state;
A second differential lock mechanism (32) in the differential lock assembly is controlled to lock in a case where it is determined that at least one of the left rear vehicle and the right rear wheel is in a slip state.
11. The control method of a vehicle according to claim 10, characterized by controlling the differential lock assembly to perform a preset action, comprising:
and controlling a first differential lock mechanism (31) and the second differential lock mechanism (32) in the differential lock assembly to be separated when the vehicle is determined to be in the motion state.
CN202310713472.0A 2023-06-15 2023-06-15 Four-drive force system, vehicle, and control method for vehicle Active CN116638950B (en)

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