CN117141615A - Distributed power car train - Google Patents
Distributed power car train Download PDFInfo
- Publication number
- CN117141615A CN117141615A CN202311402723.XA CN202311402723A CN117141615A CN 117141615 A CN117141615 A CN 117141615A CN 202311402723 A CN202311402723 A CN 202311402723A CN 117141615 A CN117141615 A CN 117141615A
- Authority
- CN
- China
- Prior art keywords
- trailer
- pilot vehicle
- pilot
- vehicle
- braking
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000006243 chemical reaction Methods 0.000 claims abstract description 31
- 238000004146 energy storage Methods 0.000 claims abstract description 18
- 238000004891 communication Methods 0.000 claims description 7
- 230000004044 response Effects 0.000 claims description 4
- 238000011065 in-situ storage Methods 0.000 claims description 3
- 230000008447 perception Effects 0.000 claims description 2
- 238000009448 modified atmosphere packaging Methods 0.000 claims 4
- 235000019837 monoammonium phosphate Nutrition 0.000 claims 1
- 230000000694 effects Effects 0.000 abstract description 4
- 230000001502 supplementing effect Effects 0.000 abstract description 3
- 238000000034 method Methods 0.000 description 7
- 230000008569 process Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D59/00—Trailers with driven ground wheels or the like
- B62D59/04—Trailers with driven ground wheels or the like driven from propulsion unit on trailer
-
- 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
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application relates to the field of commercial vehicles, and discloses a distributed power car train, which comprises the following components: the system comprises a pilot vehicle and at least one trailer connected with the pilot vehicle in sequence; the pilot vehicle includes: the steering system comprises a first energy conversion device, a first energy storage device, a steering system and a main controller, wherein the first energy conversion device, the first energy storage device, the steering system and the main controller are independently driven to run by the pilot vehicle; each section of trailer comprises: the second energy conversion device, the second energy storage device and the sub-controller independently drive the trailer to run; the trailer realizes steering by controlling the rotation speeds of the inner wheel and the outer wheel. Because the power conversion device and the energy storage device are distributed on the pilot vehicle and each section of trailer and independently drive the pilot vehicle and the trailer, the power driving and energy supplementing of the tractor are not needed, the effect that one pilot vehicle head is articulated with a plurality of sections of trailers and only one driver is configured is achieved, the transportation efficiency is improved, the transportation cost is reduced, and the economical efficiency is improved. The pilot vehicle is designed to be smaller, the trailer is standardized and generalized, the turning radius of the automobile train is reduced, and the maneuvering performance of the automobile train is improved.
Description
Technical Field
The application relates to the field of commercial vehicles, in particular to a distributed power car train.
Background
Tractors and trailers are important trucks, generally, a tractor is called a locomotive with driving capability in front and a trailer is called a trailer without traction driving capability in back. There are two ways of connecting the tractor and the trailer: the first is that the front half of the trailer is put on the traction saddle above the rear section of the tractor, and the bridge behind the tractor bears a part of the weight of the trailer, namely the half-trailer; the second is that the front end of the trailer is connected to the rear end of the tractor, and the tractor only provides forward pulling force to drag the trailer, but does not bear the downward weight of the trailer, namely the full trailer.
Because the trailer has a large cargo weight, the pulling force required by the tractor is relatively large, which requires that the tractor head be large to accommodate a sufficient power source; in addition, as the power is only distributed on the tractor, the trailer is towed, and the running stability is not enough; the pulling force of the tractor is limited, most trailers have only one section, and few trailers have two sections, so that the economic cost is high.
In view of this, the present application has been made.
Disclosure of Invention
In order to solve the technical problems, the application provides a distributed power car train, which aims to solve the problems in the background technology.
The application provides a distributed power car train, comprising: the system comprises a pilot vehicle and at least one trailer connected with the pilot vehicle in sequence;
the pilot vehicle includes: the steering system comprises a first energy conversion device, a first energy storage device, a steering system and a main controller, wherein the first energy conversion device, the first energy storage device, the steering system and the main controller are independently driven to run by the pilot vehicle; each section of trailer comprises: the second energy conversion device, the second energy storage device and the sub-controller are independently driven to run by the trailer; the second energy conversion device includes a motor: wheel side motors or hub motors;
the trailer realizes steering by controlling the rotation speeds of the wheels at the inner side and the outer side, and the main controller sends the steering angle to the sub-controllers of each trailer; the sub-controller drives the wheels on the inner side and the outer side of the trailer to generate wheel speed difference in response to the steering angle to realize steering;
the main controller determines the torque required by braking and the braking deceleration of the pilot vehicle;
if the braking deceleration of the pilot vehicle is smaller than a calibration value, the pilot vehicle and each trailer are braked by adopting a motor so as to achieve the highest total efficiency;
and if the braking deceleration of the pilot vehicle is greater than or equal to the calibration value, the pilot vehicle is braked by adopting a motor, and each trailer is braked by adopting the maximum torque of the total motor and mechanical braking.
Optionally, the first energy conversion device and the second energy conversion device are new energy conversion devices.
Optionally, the pilot vehicle and each trailer are braked by adopting a motor, including:
the main controller calculates the torque required by the pilot vehicle and each trailer to achieve consistent deceleration according to the load of each trailer and sends the torque to each trailer sub-controller, and the sub-controllers determine the pair number of the coaxial motor with highest total efficiency when the motor MAP is used for providing torque on the trailer;
and selecting the motor to brake according to the pair number of the coaxial motors.
Optionally, the sub-controller determines the number of pairs of coaxial motors that are most efficient in providing torque on the trailer based on the MAP of the motors, including:
the sub-controller exhausts a plurality of coaxial motor logarithms;
determining the total efficiency of the motors of the pair of coaxial motors on each trailer when providing torque based on the MAP when enumerating each pair of coaxial motors;
and after all the coaxial motor logarithms are exhausted, selecting the coaxial motor logarithm with highest total efficiency.
Optionally, the trailer comprises a semi-trailer and a full trailer;
the pilot vehicle is connected with the first trailer through a connecting piece; the connector is flexible or rigid;
a plurality of sensors are arranged on the connecting piece to measure the force of the trailer to the front section vehicle;
the sensor sends a force to a sub-controller of the trailer for the sub-controller to control steering, driving and braking of the trailer with the aim of minimizing the force;
when each trailer is braked by adopting a motor, the sub-controller aims at minimizing the longitudinal force to correct the torque of the trailer;
the longitudinal force comprises the longitudinal force of the front section vehicle to the trailer or the longitudinal resultant force of the front section vehicle and the rear section vehicle to the trailer;
optionally, the pilot vehicle is connected with the first trailer and each trailer through a connecting piece; the connector is flexible or rigid;
and the sub-controller responds to the steering angle and generates a time sequence of the steering angle according to the position and the speed of the trailer so as to realize the steering with the same steering radius at the same position of the pilot vehicle and each trailer in the automobile train.
Optionally, when each trailer turns, each trailer sub-controller collects the transverse force of the connecting piece, and the sub-controllers aim at minimizing the transverse force to correct the turning angle of the trailer;
the transverse force comprises the transverse force of the front section vehicle to the trailer or the transverse resultant force of the front section vehicle and the rear section vehicle to the trailer.
Optionally, the pilot vehicle and trailer are configured with brake redundancy, perception redundancy, power redundancy, steering redundancy, communication redundancy, and power redundancy; the pilot vehicle is suitable for being driven by a person or an unmanned person;
brake redundancy: the braking systems of the pilot vehicle and each trailer comprise mechanical braking, driving motor feedback braking and parking braking, the driving motor feedback braking is preferably selected, and when one or a part of motors are in fault, other motors are adopted to share the braking force lost by the fault motor, or mechanical braking is adopted to share;
power redundancy: when all or part of wheels of any faulty trailer lose power, the faulty trailer is driven to run by the front and rear pilot vehicles and/or the trailer;
communication redundancy: the adjacent trailers and the first trailer are connected with the pilot vehicle through a mechanical interface and an electrical interface, and the electrical interface comprises an Ethernet interface and a CAN bus interface.
Optionally, the pilot vehicle of the automobile train is disconnected from the trailer connected with the pilot vehicle, and the pilot vehicle is connected with the original farthest trailer, so that the pilot vehicle only changes direction, and the in-situ turning is realized.
The distributed power car train provided by the application has the technical effects that: because the power conversion device and the energy storage device are distributed on the pilot vehicle and each section of trailer and independently drive the pilot vehicle and the trailer, the concentrated power driving and energy supplementing of the tractor are not needed, one pilot vehicle head is connected with a plurality of sections of trailers in a hanging mode, only one driver is configured, the transportation efficiency is improved, the transportation cost is reduced, and the economical efficiency is improved. Meanwhile, as the trailer can be independently driven, the pilot vehicle is not required to provide power, the pilot vehicle can be designed to be smaller, and the miniaturization, the standardization, the universalization and the light weight of the trailer are realized; because of the small pilot vehicle and the independent steering trailer, the turning radius can be reduced, so that the pilot vehicle and the trailer can run on a curve with a small radius, and the maneuvering performance of the automobile train is improved; during braking, the pilot vehicle and each trailer are braked by adopting independent motors, or the pilot vehicle is braked by adopting motors, and each trailer is braked by adopting total motor maximum torque and mechanical braking, so that the maximization of braking efficiency is realized.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present application, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic top view of a distributed power car train according to an embodiment of the present application;
FIG. 2 is a schematic illustration of tracking steering provided by an embodiment of the present application;
FIG. 3 is a schematic diagram of another distributed power car train provided by an embodiment of the present application;
in the figure, a pilot vehicle-1, a trailer-2, a first energy storage device-3, a second energy storage device-4, wheels-5, a motor-6 and a connecting piece-7.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be clearly and completely described below. It will be apparent that the described embodiments are only some, but not all, embodiments of the application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the application, are within the scope of the application.
Referring to fig. 1, an embodiment of the present application provides a schematic top view of a distributed power car train, including: the system comprises a pilot vehicle 1 and at least one trailer 2 connected with the pilot vehicle 1 in sequence; the trailer 2 may be a full trailer or a half trailer, and the number is not limited. The longitudinal dimensions of each trailer 2 may or may not be uniform, with different sizes of trailers 2 being connected as required by transportation.
The pilot vehicle 1 includes: the steering system comprises a first energy conversion device, a first energy storage device 3, a steering system and a main controller, wherein the first energy conversion device, the first energy storage device 3, the steering system and the main controller are independently driven to run by the pilot vehicle 1. The first energy conversion device can independently drive the pilot vehicle 1 to run, brake and steer, and power of the trailer 2 is not needed to be provided, so that an additional energy conversion device is not needed to be arranged, and the pilot vehicle can be designed to be light and small. The first energy conversion device may be a new energy conversion device, such as an electric drive or an extended-range electric drive. Furthermore, the pilot vehicle 1 comprises an energy storage device, for example a power battery, which is adapted to the first energy conversion device. The new energy power is adopted, so that the emission is reduced. The master controller may be electronically controlled and sends control signals to the sub-controllers of the respective trailers 2.
Each section of trailer 2 comprises: a second energy conversion device for independently driving the trailer 2 to travel, a second energy storage device 4 and a sub-controller. The first and second are merely differences between the energy conversion devices. The first and second energy conversion means comprise an electric machine 6: a rim motor or a hub motor so that running and braking of each wheel 5 can be independently driven. Since the second energy conversion device of the trailer 2 can independently drive the trailer 2 to travel and brake, the pilot vehicle 1 is not required to provide force, and the multi-section trailer 2 can be theoretically mounted.
The steering system of the pilot vehicle 1 steers by controlling the rotation of the wheels 5, and the main controller sends the steering angle to the sub-controllers of each trailer 2; the sub-controller drives the inner and outer wheels 5 of the trailer 2 to generate a wheel speed difference in response to the steering angle to effect steering.
Optionally, in order to realize connection and disconnection of the multi-section trailer 2, the adjacent trailers 2 and the first trailer 2 are connected with the pilot vehicle 1 through a mechanical interface and an electrical interface, and the electrical interface comprises an Ethernet interface and a CAN bus interface, so that communication redundancy is realized.
Optionally, the braking systems of the pilot vehicle 1 and the trailers 2 are redundant, and the braking systems of the pilot vehicle 1 and each trailer 2 comprise mechanical braking, driving motor 6 feedback braking and parking braking, preferably driving motor 6 feedback braking, and mechanical braking, such as hydraulic braking or pneumatic braking, is directly adopted when the motor 6 fails.
Alternatively, if all or part of the wheels 5 of any faulty trailer 2 lose power due to redundant power of the pilot vehicle 1 and the trailer 2, the faulty trailer 2 is driven to run by the fore-and-aft pilot vehicle 1 and/or the trailer 2.
Alternatively, the pilot vehicle 1 and the trailer 2 are perceptively redundant, and sensing devices including, but not limited to, cameras and radars are provided on both the pilot vehicle 1 and the trailer 2.
Alternatively, the pilot vehicle 1 and the trailers 2 are redundant in steering, the pilot vehicle 1 can be steered through a steering system, and each trailer 2 is steered through a wheel speed difference.
Optionally, the energy storage systems of the pilot vehicle 1 and the trailers 2 are redundant, and power supplies are configured on the pilot vehicle 1 and each trailer 2.
The above-described brake redundancy, sense redundancy, power redundancy, steering redundancy, communication redundancy, and power redundancy make the pilot vehicle 1 suitable for use with or without a person. In an application scene, after a driver operates for a set period of time, taking over unmanned driving; after the unmanned exit condition is met, the driver takes over again, so that the labor cost is saved.
The distributed power car train provided by the application has the technical effects that: because the power conversion device and the energy storage device are distributed on the pilot vehicle 1 and each section of trailer 2 and independently drive the pilot vehicle 1 and the trailer 2, the aims of realizing centralized power driving and energy supplementing without a tractor, achieving the aim of hooking a plurality of sections of trailers 2 at the head of one pilot vehicle 1 and configuring only one driver, improving the transportation efficiency, reducing the transportation cost and improving the economy are fulfilled. Meanwhile, as the trailer 2 can be independently driven, the pilot vehicle 1 is not required to provide power, the pilot vehicle 1 can be designed to be smaller, so that miniaturization, standardization, universalization and light weight of the trailer 2 are realized; due to the small pilot vehicle 1 and the independently steered trailer 2, the turning radius can be reduced, so that the pilot vehicle 1 and the trailer 2 can travel on a curve with a small radius, and the maneuvering performance of the automobile train is improved.
The pilot vehicle 1 is connected with the first trailer 2 and the trailers 2 by connecting pieces 7, the connecting pieces 7 can be pins or hinged structures, and the connecting pieces 7 can be rigid or flexible, such as telescopic and rotatable. Preferably, the connection 7 is detachable.
In an alternative embodiment, a plurality of sensors are arranged on the connection 7 to measure the direction and magnitude of the force applied by the trailer 2 to the front section vehicle; the sensor may be a force sensor. If the trailer 2 has a relative movement with respect to the front section (either the pilot vehicle 1 or the trailer 2, which may be a front section), it may be steered, driven or braked, and the connection 7 may be subjected to forces of different directions and different degrees. The sensors send forces to the sub-controllers of the trailer 2 for the sub-controllers to control steering, driving and braking of the associated trailer 2 with the aim of minimizing forces.
In the application, the connecting piece 7 provided with a plurality of sensors can sense the stress between the trailers 2 in real time, and the stress is used as feedback to be input into the sub-controllers of the trailers 2, so as to adjust the driving force of the wheels 5 and realize control closed loop.
The steering scheme based on the distributed power car train disclosed by the embodiment of the application is as follows:
the distributed power car train provided by the application can realize the following steering scheme: the pilot vehicle 1 and each trailer 2 all turn along the same track.
Referring to fig. 2, a driver or a set track controls steering of a steering system of the pilot vehicle 1 and sends steering angles to each sub controller, and the sub controllers generate time sequences of the steering angles according to the level and the vehicle speed of the trailer 2 in response to the steering angles, so that the pilot vehicle 1 and each trailer 2 in the automobile train realize steering with the same steering radius at the same position, and the inner and outer wheels 5 of the trailer 2 are driven to generate wheel speed differences according to the steering angles of the trailer 2 to track steering. Specifically, the rank refers to what type of trailer 2 belongs to in the car train, for example, a first trailer is a trailer 2 directly connected to the pilot car 1, and a second trailer, a third trailer, and so on. Since the trailer 2 is of standard size, the period of time from the trailer 2 traveling to the steering position of the pilot vehicle 1 can be known based on the vehicle speed and the rank, the steering angle is 0, and the steering is performed at the steering angle of the pilot vehicle 1 from the steering position.
The torque of the wheel edge motors or the wheel hub motors at two sides is changed through the trailer 2 branch controllers, so that the wheel speed steering is realized.
In the process of tracking steering, a sensor signal on the connecting piece 7 can be used as a closed loop, specifically, when each trailer 2 steers, each trailer 2 sub-controller collects the transverse force of the connecting piece 7, and the sub-controller aims at minimizing the transverse force to correct the steering angle of the trailer 2; the steering angle of the trailer 2 at the next moment is determined by fine tuning on the basis of the steering angle of the pilot vehicle 1, in order to cycle until the lateral forces are minimized. Typically, the lateral forces include only the lateral forces of the front section vehicle on the present trailer 2, and each trailer 2 is only considered to minimize the forces with the front section vehicle. Preferably, the trailer 2 may be stressed both in front and in back, and for control coordination, the connector 7 is prevented from being broken due to excessive stress, and the transverse force comprises the transverse resultant force of the front section vehicle and the rear section vehicle to the trailer 2.
Of course, the sensor signal on the connection 7 may not be used during the tracking steering.
In some cases, because the longitudinal length of the connection 7 is short, it is not possible to support all the trailers 2 along the same steering trajectory as the tractor, and therefore a flexible connection 7 with a telescopic length is required, on which flexible connection 7 a distance measuring sensor is arranged to measure the length of said flexible connection 7. The main controller sends the steering angle of the lead vehicle 1 to the sub-controller and simultaneously sends a length signal to the flexible connecting piece 7, and the motor 6 in the flexible connecting piece 7 lengthens the flexible connecting piece 7 according to the length signal so as to provide enough steering space, and the length can be calibrated according to different steering angles and the size of the trailer 2. And when the sub-controller controls the trailer 2 to travel to the current pilot vehicle 1 position, differential steering is performed according to the calculated steering angle of the trailer 2. After the steering is completed, the main controller controls the flexible connection unit 7 to retract to the original size.
The embodiment of the application discloses a high-efficiency braking scheme based on a distributed power car train, which comprises the following steps:
the distributed power car train provided by the application can realize the following efficient braking scheme, fully utilizes the braking capability of the motor 6 and reduces energy consumption.
The main controller determines the torque required for braking and the braking deceleration of the pilot vehicle 1; if the braking deceleration of the pilot vehicle 1 is smaller than a calibration value, the pilot vehicle 1 and each trailer 2 are braked by adopting a motor; and if the braking deceleration of the pilot vehicle 1 is greater than or equal to the calibration value, the pilot vehicle 1 adopts motor braking, and each trailer 2 adopts total motor maximum torque braking and mechanical braking.
Specifically, the driver depresses the brake pedal or releases the accelerator pedal, and the main controller determines the braking force based on the pedal opening and determines the required braking torque t_total based on the braking force, and determines the braking deceleration a_collar corresponding to the braking force in combination with the resistance and the weight of the pilot vehicle 1. If the a_collar is smaller than the calibration value, the motor braking can reach the braking deceleration a_collar, the trailer 2 can also synchronously decelerate, and the strategy 1 is executed; and otherwise executing strategy 2.
Strategy 1: the main controller calculates the torque required by the pilot vehicle 1 and each trailer 2 to achieve consistent deceleration according to the load of each trailer 2 and sends the torque to each trailer 2 sub-controller, and the sub-controllers determine the pair number of the coaxial motors with highest total efficiency when the motor 6 provides torque on the trailer 2; specifically, the sub-controller exhausts a plurality of pairs of coaxial motors, n=1, 2, 3, etc., and when each pair of coaxial motors is enumerated, determines the total efficiency of the motor 6 of the pair of coaxial motors on each trailer 2 to provide torque based on the MAP.
When n=1, 1 pair of coaxial motors 6 (i.e. 1 pair of motors 6 coaxial left and right), 1 motor torque=torque/2, and rotation speed m1 are selected, and MAP is queried to obtain a motor efficiency J1, and 1 pair of motor total efficiency 2×j1.
When n=2, 2 pairs of coaxial motors 6 (i.e. 2 pairs of motors 6 coaxial left and right), 1 motor torque=torque/4, rotation speeds m1 and m2, and inquiring MAP to obtain motor efficiencies J2 and J3,2 pairs of motor efficiency total rates 2 (j2+j3) are selected.
And similarly, after all the coaxial motor pairs are exhausted, the coaxial motor pair with the highest total efficiency is selected. And selecting the motor 6 to brake according to the coaxial motor logarithm with highest total efficiency. For example, 3 pairs of coaxial motors 6 are selected, and 3 pairs can be selected from all motors 6 of the trailer 2 (the motor 6 is the same in model by default).
Strategy 2: the torque of all motors 6 of trailer 2 is added to get the total motor maximum torque, and the total motor maximum torque is subtracted from the t_total to get the mechanical torque.
Further, during execution of strategy 1 and strategy 2, when each trailer 2 is braked by motor 6, the sub-controller corrects the torque of the trailer 2 with the aim of minimizing the longitudinal force; the torque at the next moment is determined by fine tuning based on the torque sent by the main controller, and this is cycled until the longitudinal force is minimized. Typically, the longitudinal forces include only the longitudinal forces of the front section vehicle on the present trailer 2, and each trailer 2 is only considered to minimize the forces with the front section vehicle. Preferably, the trailer 2 may be stressed both in front and in back, and for control coordination, the connector 7 is prevented from being broken due to excessive stress, and the longitudinal force comprises the longitudinal resultant force of the front section vehicle and the rear section vehicle on the trailer 2. Of course, the sensor signal on the connection 7 may not be used during braking of the motor 6.
Fig. 3 is a block diagram of another distributed power car train according to an embodiment of the present application, which is different from fig. 1 in that a rear portion of a last trailer 2 of at least one section of trailers 2 has a connection member 7 for connecting the pilot car 1 after the pilot car 1 is disconnected from the first trailer 2, and in order to ensure the smoothness of longitudinal traveling, wheels 5 of the last trailer 2 are located in a middle portion of a body of the trailer 2.
In an application scene, the pilot vehicle 1 needs to return in an original way after reaching a destination, and a wider road surface is needed to turn around because the multi-section trailer 2 is very long; when the current road surface is not enough to turn around, the pilot vehicle 1 of the automobile train and the trailer 2 connected with the pilot vehicle are disconnected, and the pilot vehicle 1 is connected with the original trailer 2 at the farthest end, so that the pilot vehicle 1 only changes the direction, and the in-situ turning is realized. The rear connection 7 of the last trailer 2 may also be provided with a sensor, either rigid or flexible, which functions as the connection 7 of the first trailer 2. Further, the mechanical and electrical interfaces of the pilot vehicle 1 to the first trailer 2 also need to be disconnected and connected to the mechanical and electrical interfaces of the last trailer 2.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of the present application. As used in this specification, the terms "a," "an," "the," and/or "the" are not intended to be limiting, but rather are to be construed as covering the singular and the plural, unless the context clearly dictates otherwise. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method or apparatus comprising such elements.
It should also be noted that the positional or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the positional or positional relationship shown in the drawings, are merely for convenience of describing the present application and simplifying the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present application. Unless specifically stated or limited otherwise, the terms "mounted," "connected," and the like are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the essence of the corresponding technical solutions from the technical solutions of the embodiments of the present application.
Claims (9)
1. A distributed power car train, comprising: the system comprises a pilot vehicle (1) and at least one trailer (2) connected with the pilot vehicle (1) in sequence;
the pilot vehicle (1) comprises: the steering system comprises a first energy conversion device, a first energy storage device (3), a steering system and a main controller, wherein the first energy conversion device is used for independently driving the pilot vehicle (1) to run; each section of trailer (2) comprises: the second energy conversion device is used for independently driving the trailer (2) to travel, the second energy storage device (4) and the sub-controller; the second energy conversion device comprises an electric machine (6): wheel side motors or hub motors;
the trailer (2) realizes steering by controlling the rotation speed of the inner and outer wheels (5), and the main controller sends the steering angle to a sub-controller of each trailer (2); the sub-controller drives the inner and outer wheels (5) of the trailer (2) to generate wheel speed differences in response to the steering angle to realize steering;
the main controller determines the torque required for braking and the braking deceleration of the pilot vehicle (1);
if the braking deceleration of the pilot vehicle (1) is smaller than a calibration value, the pilot vehicle (1) and each trailer (2) are braked by adopting a motor so as to achieve the highest total efficiency;
and if the braking deceleration of the pilot vehicle (1) is greater than or equal to the calibration value, the pilot vehicle (1) adopts motor braking, and each trailer (2) adopts total motor maximum torque braking and mechanical braking.
2. The distributed power car train of claim 1, wherein the first energy conversion device and the second energy conversion device are new energy conversion devices.
3. A distributed power car train according to claim 1, characterized in that the pilot car (1) and each of the trailers (2) are braked by means of an electric motor, comprising:
the main controller calculates the torque required by the pilot vehicle (1) and each trailer (2) to achieve consistent deceleration according to the load of each trailer (2), and sends the torque to each sub-controller of each trailer (2), and the sub-controller determines the coaxial motor logarithm with highest total efficiency when the torque is provided on the trailer (2) based on the MAP of the motor (6);
and selecting a motor (6) to brake according to the pair number of the coaxial motors.
4. A distributed power car train according to claim 3, wherein the sub-controller determines the most efficient pair of coaxial motors for providing torque on the trailer (2) based on MAP MAPs of the motors (6), comprising:
the sub-controller exhausts a plurality of coaxial motor logarithms;
determining, based on said MAP, the total efficiency of the motors (6) of the present pair of coaxial motors on each trailer (2) when providing torque, while enumerating each pair of coaxial motors;
and after all the coaxial motor logarithms are exhausted, selecting the coaxial motor logarithm with highest total efficiency.
5. A distributed power car train according to claim 1, characterized in that the trailer (2) comprises a semi-trailer and a full trailer;
the pilot vehicle (1) is connected with the first trailer (2) and each trailer (2) through a connecting piece (7); -said connection (7) is flexible or rigid;
a plurality of sensors are arranged on the connecting piece (7) for measuring the force of the trailer (2) on the front section vehicle;
the sensor sends a force to a sub-controller of the trailer (2) for the sub-controller to control steering, driving and braking of the associated trailer (2) with the aim of minimizing the force;
when each trailer (2) adopts motor braking, the sub-controller aims at minimizing longitudinal force to correct the torque of the trailer (2);
the longitudinal force comprises the longitudinal force of the front section vehicle to the trailer (2) or the longitudinal resultant force of the front section vehicle and the rear section vehicle to the trailer (2).
6. A distributed power car train according to claim 1, characterized in that the pilot car (1) is connected to the first trailer (2) and to each trailer (2) by means of a connection; -said connection (7) is flexible or rigid;
the sub-controller is used for responding to the steering angle, and generating a time sequence of the steering angle according to the position and the vehicle speed of the trailer (2) so as to enable the pilot vehicle (1) and each trailer (2) in the automobile train to realize steering with the same steering radius at the same position.
7. The distributed power car train of claim 6, wherein,
when each trailer (2) turns, the sub-controllers of each trailer (2) collect the transverse force of the connecting piece, and the sub-controllers aim at minimizing the transverse force to correct the turning angle of the trailer (2);
the transverse force comprises the transverse force of the front section vehicle to the trailer (2) or the transverse resultant force of the front section vehicle and the rear section vehicle to the trailer (2).
8. The distributed power car train according to claim 1, characterized in that the pilot car (1) and trailer (2) are configured with brake redundancy, perception redundancy, power redundancy, steering redundancy, communication redundancy and power redundancy; the pilot vehicle (1) is suitable for being driven by a person or an unmanned person;
brake redundancy: the braking systems of the pilot vehicle (1) and each trailer (2) comprise mechanical braking, driving motor feedback braking and parking braking, the driving motor feedback braking is preferably selected, and when one or a part of motors are in fault, other motors are adopted to share the braking force lost by the fault motor, or mechanical braking is adopted to share;
power redundancy: when all or part of wheels of any faulty trailer (2) lose power, the faulty trailer is driven to run through the front and rear pilot vehicles (1) and/or the trailer (2);
communication redundancy: the adjacent trailers (2) and the first trailer (2) are connected with the pilot vehicle (1) through a mechanical interface and an electrical interface, and the electrical interface comprises an Ethernet interface and a CAN bus interface.
9. A distributed power car train according to any of claims 1-8, characterized in that the car train's pilot car (1) is disconnected from its connected trailers (2), the pilot car (1) being connected to the originally most remote trailer (2) so that only the pilot car (1) changes direction, effecting a turn-around in situ.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311402723.XA CN117141615B (en) | 2023-10-27 | 2023-10-27 | Distributed power car train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311402723.XA CN117141615B (en) | 2023-10-27 | 2023-10-27 | Distributed power car train |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN117141615A true CN117141615A (en) | 2023-12-01 |
| CN117141615B CN117141615B (en) | 2024-02-13 |
Family
ID=88912377
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311402723.XA Active CN117141615B (en) | 2023-10-27 | 2023-10-27 | Distributed power car train |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117141615B (en) |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1071382A (en) * | 1991-10-09 | 1993-04-28 | 曼内斯曼股份公司 | By electric motor driven train-type vehicle |
| US20020095251A1 (en) * | 2000-11-29 | 2002-07-18 | Visteon Global Technologies, Inc. | Trailer control system |
| CN103057586A (en) * | 2013-01-28 | 2013-04-24 | 中联重科股份有限公司 | Trailer, steering control method for same, controller and steering system of trailer |
| CN204774436U (en) * | 2015-06-30 | 2015-11-18 | 宁波港吉码头经营有限公司 | One drags two traction system that hang |
| CN205915895U (en) * | 2016-07-29 | 2017-02-01 | 河北汉光重工有限责任公司 | Retractable traction lever |
| CN110001554A (en) * | 2019-03-15 | 2019-07-12 | 田嘉一 | A kind of trailer can active steering, driving, the towed vehicle of braking and its control method |
| CN110550023A (en) * | 2019-09-02 | 2019-12-10 | 厦门理工学院 | running stability control method for pure electric multi-section articulated automobile train |
| CN112721836A (en) * | 2021-01-25 | 2021-04-30 | 中国重汽集团济南动力有限公司 | Power distribution system and method for multi-shaft hybrid power vehicle |
| CN115583154A (en) * | 2022-09-09 | 2023-01-10 | 清华大学 | Intelligent marshalling truck hybrid driving system and method based on trailer self-sensing |
| CN115892261A (en) * | 2022-11-23 | 2023-04-04 | 北京千挂科技有限公司 | Road vehicle marshalling and control method thereof |
| CN116512934A (en) * | 2023-05-15 | 2023-08-01 | 吉林大学 | Torque distribution control method for realizing energy consumption optimization of three-motor four-drive electric automobile |
-
2023
- 2023-10-27 CN CN202311402723.XA patent/CN117141615B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1071382A (en) * | 1991-10-09 | 1993-04-28 | 曼内斯曼股份公司 | By electric motor driven train-type vehicle |
| US20020095251A1 (en) * | 2000-11-29 | 2002-07-18 | Visteon Global Technologies, Inc. | Trailer control system |
| CN103057586A (en) * | 2013-01-28 | 2013-04-24 | 中联重科股份有限公司 | Trailer, steering control method for same, controller and steering system of trailer |
| CN204774436U (en) * | 2015-06-30 | 2015-11-18 | 宁波港吉码头经营有限公司 | One drags two traction system that hang |
| CN205915895U (en) * | 2016-07-29 | 2017-02-01 | 河北汉光重工有限责任公司 | Retractable traction lever |
| CN110001554A (en) * | 2019-03-15 | 2019-07-12 | 田嘉一 | A kind of trailer can active steering, driving, the towed vehicle of braking and its control method |
| CN110550023A (en) * | 2019-09-02 | 2019-12-10 | 厦门理工学院 | running stability control method for pure electric multi-section articulated automobile train |
| CN112721836A (en) * | 2021-01-25 | 2021-04-30 | 中国重汽集团济南动力有限公司 | Power distribution system and method for multi-shaft hybrid power vehicle |
| CN115583154A (en) * | 2022-09-09 | 2023-01-10 | 清华大学 | Intelligent marshalling truck hybrid driving system and method based on trailer self-sensing |
| CN115892261A (en) * | 2022-11-23 | 2023-04-04 | 北京千挂科技有限公司 | Road vehicle marshalling and control method thereof |
| CN116512934A (en) * | 2023-05-15 | 2023-08-01 | 吉林大学 | Torque distribution control method for realizing energy consumption optimization of three-motor four-drive electric automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| CN117141615B (en) | 2024-02-13 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US11951868B2 (en) | Methods and apparatus for an active convertor dolly | |
| US9254866B2 (en) | Method of controlling steering of a ground vehicle | |
| US8214108B2 (en) | Vehicle system and method for selectively coupled vehicles | |
| US9108691B2 (en) | Tractor/trailer combinations | |
| US11891134B2 (en) | Anti-jackknifing control apparatus and method for active converter dolly | |
| EP2091807B1 (en) | Articulation control system | |
| CN106671762A (en) | Distributed drive pure electric automobile | |
| CN115087588A (en) | Control architecture for self-propelled trawling vehicle | |
| CN110525518A (en) | A kind of distributed driving vehicle chassis | |
| CN110194095A (en) | A kind of the automatic Pilot lorry and automatic Pilot control method of no driver's cabin | |
| US10926818B1 (en) | Pooling vehicle and trailer system | |
| CN115052802A (en) | Method for controlling a self-propelled trawl vehicle during an evading maneuver | |
| US20230312029A1 (en) | Apparatus and method for shifting trailers | |
| CN115303384A (en) | Electric trailer with backing auxiliary function | |
| CN117141615B (en) | Distributed power car train | |
| CA3059663A1 (en) | Tugger train trailer for a tugger train | |
| JP2023540180A (en) | Method of controlling steering of vehicle equipment | |
| CN114312347B (en) | Trailer auxiliary driving method and system | |
| CN216034761U (en) | Six-wheel cross-country unmanned line control vehicle | |
| CN210760976U (en) | Distributed driving vehicle chassis | |
| CN116890770B (en) | Vehicle control system and method and vehicle | |
| CN217347965U (en) | Drive-by-wire chassis capable of automatically driving | |
| CN117533292A (en) | Vehicle control system, control method, controller and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |