Vehicle control method, controller and vehicle

Abstract

The invention relates to a vehicle control method, a controller and a vehicle, and the control method comprises the following steps: when a locking instruction is received, firstly controlling a wheel end decoupler of a differential mechanism of the vehicle to execute a coupling operation, and then controlling a differential lock of the differential mechanism to execute a locking operation. According to the control method of the vehicle, when the differential lock is locked, the wheel end decoupler is coupled in advance. According to the wheel end decoupler, the problem that locking fails due to the fact that locking operation is executed under the condition that the wheel end is not coupled in the prior art is solved, and it is guaranteed that the differential lock function is normally achieved.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle power systems and relates to a vehicle control method, a controller and a vehicle. Background Art

[0002] In the related art, a differential equipped with an electronic differential lock can realize the functions of wheel-end differential rotation and wheel-end synchronous rotation by controlling the disengagement and engagement of the locking mechanism to meet the different driving conditions of the vehicle. Therefore, avoiding the failure of the differential lock is a technical problem that needs to be solved urgently. Summary of the invention

[0003] The present invention provides a vehicle control method, a controller and a vehicle, so as to solve the problem in the prior art that locking failure may occur when a locking operation is performed in an uncoupled wheel end state.

[0004] To solve the above technical problems, on the one hand, an embodiment of the present invention provides a vehicle control method, comprising:

[0005] When a locking instruction is received, the wheel end decoupler of the differential of the vehicle is first controlled to perform a coupling operation, and then the differential lock of the differential is controlled to perform a locking operation.

[0006] Optionally, the step of first controlling the wheel-end decoupler of the differential of the vehicle to perform a coupling operation and then controlling the differential lock of the differential to perform a locking operation comprises:

[0007] When the vehicle meets a locking enabling condition, controlling the differential lock to perform a locking operation, wherein the locking enabling condition includes: a vehicle speed of the vehicle is less than a first target vehicle speed;

[0008] When the vehicle meets the forced coupling condition, controlling the wheel end decoupler to perform a coupling operation, wherein the forced coupling condition includes: the vehicle speed is less than a second target vehicle speed;

[0009] Wherein, the first target vehicle speed is less than the second target vehicle speed.

[0010] Optionally, the range of the first target vehicle speed is: (0, 5) km / h.

[0011] Optionally, the range of the second target vehicle speed is: [5, 10) km / h.

[0012] Optionally, when the vehicle meets an unlocking enabling condition, the differential lock is allowed to perform an unlocking operation, wherein the unlocking enabling condition includes: the vehicle speed is greater than a third target vehicle speed, and the third target vehicle speed is greater than the second target vehicle speed.

[0013] Optionally, the third target vehicle speed is in the range of: (30, 50) km / h.

[0014] Optionally, the vehicle is a four-wheel drive vehicle, and the differential is an auxiliary drive differential of the four-wheel drive vehicle.

[0015] Optionally, it also includes:

[0016] When the vehicle satisfies a locking enabling condition, the differential lock is allowed to perform a locking operation, wherein the locking enabling condition includes: the vehicle speed is less than a first target vehicle speed, the speed difference of the connecting shafts at both ends of the wheel end decoupler is less than a first target speed difference, and the output torque of the vehicle is less than a first target torque;

[0017] When the vehicle meets the coupling enable condition, the wheel-end decoupler is allowed to perform a coupling operation, wherein the coupling enable condition includes: the speed difference between the connecting shafts at both ends of the wheel-end decoupler is less than the second target speed difference, and the output torque of the auxiliary drive is less than the first target torque, wherein the second target speed difference is less than the first target speed difference.

[0018] Optionally, the range of the first target rotational speed difference is: (30, 100) rpm.

[0019] Optionally, the range of the second target speed difference is: (0, 30] rpm.

[0020] Optionally, when the auxiliary drive meets the forced coupling condition, the wheel-end decoupler of the auxiliary drive is controlled to perform a coupling operation, wherein the forced coupling condition includes: the vehicle speed of the four-wheel drive vehicle is greater than a fourth target vehicle speed, wherein the fourth target vehicle speed is greater than the third target vehicle speed.

[0021] Optionally, the range of the fourth target vehicle speed is: (120, maximum allowed vehicle speed) km / h.

[0022] According to the vehicle control method of the embodiment of the present invention, when receiving the locking command, the wheel-end decoupler of the vehicle's differential is first controlled to perform the coupling operation, and then the differential lock of the differential is controlled to perform the locking operation. In this way, when the differential lock is locked, the wheel-end decoupler has been coupled in advance. The problem of locking failure caused by performing the locking operation in the uncoupled state of the wheel end in the related art is avoided, and the normal implementation of the differential lock function is ensured.

[0023] On the other hand, an embodiment of the present invention provides a controller, which operates according to the above control method.

[0024] On the other hand, an embodiment of the present invention provides a vehicle, including the above-mentioned controller. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 is a block diagram of a differential speed control method provided by an embodiment of the present invention;

[0026] Figure 2 is a schematic diagram of a powertrain of a vehicle provided by an embodiment of the present invention;

[0027] Figure 3 It is a schematic diagram of a differential of a power system of a vehicle provided in one embodiment of the present invention.

[0028] The reference numerals in the specification are as follows:

[0029] 10. Differential;

[0030] 1. Differential body; 11. Housing; 12. Planetary gear; 13. Planetary gear shaft; 14. First half-axle gear; 15. Second half-axle gear; 2. Differential lock; 3. Wheel end decoupler;

[0031] 20. Driving motor; 30. First half shaft; 40. First wheel; 50. Second half shaft; 60. Second wheel; 70. Speed ​​reduction mechanism; 701. Primary speed reduction driving gear; 702. Primary speed reduction driven gear; 703. Secondary speed reduction driving gear; 704. Secondary speed reduction driven gear; 80. Controller. DETAILED DESCRIPTION

[0032] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention. Figure 1 In the figure, the direction perpendicular to the paper is the Y-axis direction, and the X-axis direction and the Z-axis direction are shown in Figure 2 The coordinates in .

[0033] See also Figure 1 , a vehicle control method provided by an embodiment of the present invention includes:

[0034] When a locking instruction is received, the wheel end decoupler of the differential of the vehicle is first controlled to perform a coupling operation, and then the differential lock of the differential is controlled to perform a locking operation.

[0035] According to the vehicle control method of the embodiment of the present invention, when receiving the locking command, the wheel-end decoupler of the vehicle's differential is first controlled to perform the coupling operation, and then the differential lock of the differential is controlled to perform the locking operation. In this way, when the differential lock is locked, the wheel-end decoupler has been coupled in advance. The problem of locking failure caused by performing the locking operation in the uncoupled state of the wheel end in the related art is avoided, and the normal implementation of the differential lock function is ensured.

[0036] In one embodiment, the step of first controlling the wheel-end decoupler of the differential of the vehicle to perform a coupling operation and then controlling the differential lock of the differential to perform a locking operation comprises:

[0037] When the vehicle satisfies a locking enabling condition, the differential lock is controlled to perform a locking operation, wherein the locking enabling condition includes: a vehicle speed of the vehicle is less than a first target vehicle speed.

[0038] When the vehicle meets a forced coupling condition, the wheel end decoupler is controlled to perform a coupling operation, wherein the forced coupling condition includes: a vehicle speed of the vehicle is less than a second target vehicle speed.

[0039] Wherein, the first target vehicle speed is less than the second target vehicle speed.

[0040] In one embodiment, the range of the first target vehicle speed is: (0, 5) km / h.

[0041] In one embodiment, the range of the second target vehicle speed is: [5, 10) km / h.

[0042] Through autonomous vehicle speed control: firstly, the wheel end decoupler of the auxiliary drive of the differential of the four-wheel drive vehicle is controlled to perform a coupling operation, and then the differential lock of the auxiliary drive of the differential is controlled to perform a locking operation.

[0043] In one embodiment, when the vehicle meets an unlocking enabling condition, the differential lock is allowed to perform an unlocking operation, wherein the unlocking enabling condition includes: the vehicle speed is greater than a third target vehicle speed, and the third target vehicle speed is greater than the second target vehicle speed.

[0044] In the locked state, the vehicle is automatically unlocked when the unlocking enabling conditions are met. For example, after getting out of trouble, the auxiliary drive automatically enters the unlocked state.

[0045] In one embodiment, the third target vehicle speed is in the range of (30, 50) km / h.

[0046] In one embodiment, the vehicle is a four-wheel drive vehicle, the four-wheel drive vehicle has a main drive and an auxiliary drive, and the differential is a differential of the auxiliary drive of the four-wheel drive vehicle. The main drive and the auxiliary drive each have their own drive motor and differential, and the differential includes a differential body (traditional differential), a differential lock, and a wheel end decoupler.

[0047] In one embodiment, it further includes:

[0048] When the vehicle meets the locking enabling condition, the differential lock is allowed to perform the locking operation, wherein the locking enabling condition includes: the vehicle speed is less than the first target vehicle speed, the speed difference of the connecting shafts at both ends of the wheel end decoupler is less than the first target speed difference, and the output torque of the vehicle is less than the first target torque. The locking enabling condition includes that the output torque of the vehicle is less than the first target torque, which can ensure the smoothness when the differential lock is locked and the wheel end decoupler is coupled.

[0049] The locking of the differential lock corresponds to the extreme conditions of the vehicle, such as skidding, off-road mode (in bumpy areas), escape mode, etc.

[0050] When the vehicle meets the coupling enable condition, the wheel-end decoupler is allowed to perform a coupling operation, wherein the coupling enable condition includes: the speed difference between the connecting shafts at both ends of the wheel-end decoupler is less than the second target speed difference, and the output torque of the auxiliary drive is less than the first target torque, wherein the second target speed difference is less than the first target speed difference.

[0051] The coupling of the wheel-end decoupler switches the vehicle from two-wheel drive to four-wheel drive. The smaller the speed difference of the connecting shafts at both ends of the wheel-end decoupler, the better the smoothness.

[0052] The differential lock is used when the wheels slip and the left and right wheels have a speed difference. When the wheel-end decoupler is used in two-wheel drive mode, the auxiliary drive drag torque is cut off and the speed difference controlled is the speed difference of the connecting shafts at both ends of the wheel-end decoupler.

[0053] In one embodiment, the range of the first target rotation speed difference is: (30, 100) rpm.

[0054] In one embodiment, the range of the second target speed difference is: (0, 30] rpm.

[0055] In one embodiment, when the auxiliary drive meets the forced coupling condition, the wheel-end decoupler of the auxiliary drive is controlled to perform a coupling operation, wherein the forced coupling condition includes: the vehicle speed of the four-wheel drive vehicle is greater than a fourth target vehicle speed, wherein the fourth target vehicle speed is greater than the third target vehicle speed.

[0056] When the vehicle is traveling at high speed, the wheel-end decoupler needs to be coupled regardless of whether the auxiliary drive motor is working to avoid damage to the differential.

[0057] In one embodiment, the range of the fourth target vehicle speed is: (120, maximum allowed vehicle speed) km / h. The maximum allowed vehicle speed is the maximum vehicle speed specified by the law. The setting of the fourth target vehicle speed can ensure the reliability of the differential and the stability of the vehicle at high speed.

[0058] In one embodiment, the control method further includes:

[0059] Detecting vehicle speed; for example, by a vehicle speed sensor.

[0060] Detect the output torque of the vehicle.

[0061] In addition, an embodiment of the present invention provides a controller 10, which operates according to the control method of the above embodiment.

[0062] Also, see Figure 2 and Figure 3 An embodiment of the present invention provides a vehicle, including a powertrain and a controller 80, wherein the powertrain includes a main drive and an auxiliary drive, each of which includes a respective drive motor 20 and a differential 10, and the differential 10 includes a differential body 1, a differential lock 2 and a wheel-end decoupler 3.

[0063] The differential lock 2 is used for locking and unlocking the differential; the wheel-end decoupler 3 is connected between one of the half-shaft gears of the differential body 1 and the half-shaft on the same side, and is used for coupling and decoupling the differential body 1 and the wheels connected to the half-shaft.

[0064] Specifically, see Figure 3 The differential body 1 includes a housing 11, a planetary gear 12, a planetary gear shaft 13, a first half-shaft gear 14, and a second half-shaft gear 15. Both ends of the planetary gear shaft 13 are connected to the housing 11 and are both equipped with planetary gears 12. The planetary gears 12, the first half-shaft gear 14, and the second half-shaft gear 15 are all bevel gears. The planetary gears 12 are orthogonally meshed with the first half-shaft gear 14, and the planetary gears 12 are orthogonally meshed with the second half-shaft gear 15. The wheel end decoupler 3 is connected between the first half-shaft gear 14 and the inner end of the first half-shaft 30. The outer end of the first half-shaft 30 is connected to the first wheel 40, and the second half-shaft gear 15 is connected to the second wheel 60 through the second half-shaft 50. The first half-shaft gear 14, the second half-shaft gear 15, the first half-shaft 30, and the second half-shaft 50 are coaxial. The differential lock 2 is connected between the housing 11 and the second half-shaft 50.

[0065] The connecting shafts at both ends of the wheel-end decoupler 3 are the output shafts of the first half-shaft 30 and the first half-shaft gear 14 respectively.

[0066] One of the first wheel 40 and the second wheel 60 is a left wheel, and the other is a right wheel.

[0067] The differential lock 2 is an electronic differential lock, such as an electromagnetic clutch, etc. The wheel end decoupler 3 is, for example, an electromagnetic clutch.

[0068] See also Figure 2 The controller 80 is respectively connected to the differential lock 2, the wheel end decoupler 3 and the drive motor 20 for signal control to control the locking and unlocking of the differential lock 2, the coupling and decoupling of the wheel end decoupler 3 and the operation of the drive motor 20.

[0069] The differential in the related art does not have a wheel-end decoupling function. If the drag torque of the drive motor needs to be reduced to achieve energy saving and consumption reduction, the vehicle power system needs to be equipped with a separate wheel-end decoupler, which makes the differential in the related art have the disadvantages of occupying a large layout space, low integration and single function. In one embodiment of the invention, see Figure 3 , the differential lock 2 and the wheel end decoupler 3 are integrated in the differential body 1. That is, the differential body 1, the differential lock 2 and the wheel end decoupler 3 are integrated in the same housing 11 to form an integrated differential 10, which has the advantages of small layout space, high integration and diversified functions.

[0070] In addition, see Figure 2 The vehicle further includes a reduction mechanism 70, which is connected between the drive motor 20 and the housing 11 of the differential 1. The reduction mechanism 70 can be a single-speed or multi-speed reduction mechanism.

[0071] For example, in Figure 2 In the illustrated embodiment, the reduction mechanism 70 is a two-speed parallel shaft gear reduction mechanism. Specifically, the reduction mechanism 70 includes a primary reduction driving gear 701, a primary reduction driven gear 702, a secondary reduction driving gear 703 and a secondary reduction driven gear 704. The primary reduction driving gear 701 is connected to the output shaft of the drive motor 20, the primary reduction driven gear 702 is coaxially connected with the secondary reduction driving gear 703, and the secondary reduction driven gear 704 is fixed on the outer periphery of the housing 11 of the differential 1. The primary reduction driving gear 701 is meshed with the primary reduction driven gear 702, and the secondary reduction driving gear 703 is meshed with the secondary reduction driven gear 704.

[0072] The vehicle has a normal mode, an escape mode and an energy-saving mode. In each mode, the control of the drive motor 20, the differential lock 2 and the wheel end decoupler 3 is as shown in Table 1:

[0073] Table 1

[0074]

[0075] In normal mode, the wheel-end decoupler 3 is engaged and the differential lock 2 is disconnected, and the torque of the drive motor 20 can eventually be transmitted normally to the left and right wheels through the differential 1 and the left and right half-axles, thereby realizing the vehicle's normal functions such as straight-line driving and cornering differential exercise.

[0076] In the escape mode, the wheel-end decoupler 3 is engaged and the differential lock 2 is locked. The differential lock 2 rigidly connects the second half-shaft gear 15 with the housing 11 of the differential 1, so that the wheels on the left and right sides are rigidly connected and transmit the output torque of the drive motor 20 at the same speed, thereby improving the vehicle's escape ability.

[0077] In the energy-saving mode, the wheel-end decoupler 3 is disconnected, the differential lock 2 is disconnected, and the drive motor 20 does not work. The wheel on the side of the wheel-end decoupler 3 (the first wheel 40) is disconnected from the differential 1 and cannot transmit power. The wheel on the other side (the second wheel 60) drives the differential gear (the planetary gear 12, the first half-shaft gear 14 and the second half-shaft gear 15) to idle. The wheel cannot drive the housing 11 of the differential 1 to rotate, and thus cannot drive the drive motor 20 to rotate. The decoupling of the wheel and the drive motor 20 is achieved, and the drag torque of the reduction mechanism 70 and the drive motor 20 is eliminated, thereby reducing the drag torque of the vehicle and achieving the purpose of energy saving and consumption reduction.

[0078] In another embodiment not shown in the figures, the differential lock 2 may be integrated into the housing 11 of the differential 1 , and the wheel end decoupler 3 is arranged outside the housing 11 of the differential 1 .

[0079] In another embodiment not shown in the figures, the wheel end decoupler 3 may be integrated into the housing 11 of the differential 1 , and the differential lock 2 is arranged outside the housing 11 of the differential 1 .

[0080] In another embodiment not shown in the figures, the differential lock 2 and the wheel-end decoupler 3 may be both arranged outside the housing 11 of the differential 1 .

[0081] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: include: When a locking instruction is received, the wheel end decoupler of the differential of the vehicle is first controlled to perform a coupling operation, and then the differential lock of the differential is controlled to perform a locking operation.

2. The control method according to claim 1, characterized in that: The step of first controlling the wheel end decoupler of the differential of the vehicle to perform a coupling operation and then controlling the differential lock of the differential to perform a locking operation comprises: When the vehicle meets a locking enabling condition, controlling the differential lock to perform a locking operation, wherein the locking enabling condition includes: a vehicle speed of the vehicle is less than a first target vehicle speed; When the vehicle meets the forced coupling condition, controlling the wheel end decoupler to perform a coupling operation, wherein the forced coupling condition includes: the vehicle speed is less than a second target vehicle speed; Wherein, the first target vehicle speed is less than the second target vehicle speed.

3. The control method according to claim 2, characterized in that: The range of the first target vehicle speed is: (0, 5) km / h.

4. The control method according to claim 2, characterized in that: The range of the second target vehicle speed is: [5, 10) km / h.

5. The control method according to claim 2, characterized in that: Also includes: When the vehicle meets an unlocking enabling condition, the differential lock is allowed to perform an unlocking operation, wherein the unlocking enabling condition includes: a vehicle speed of the vehicle is greater than a third target vehicle speed, and the third target vehicle speed is greater than the second target vehicle speed.

6. The control method according to claim 5, characterized in that: The range of the third target vehicle speed is: (30, 50) km / h.

7. The control method according to any one of claims 1 to 6, characterized in that: The vehicle is a four-wheel drive vehicle, and the differential is an auxiliary drive differential of the four-wheel drive vehicle.

8. The control method according to claim 7, characterized in that: Also includes: When the vehicle satisfies a locking enabling condition, the differential lock is allowed to perform a locking operation, wherein the locking enabling condition includes: the vehicle speed is less than a first target vehicle speed, the speed difference of the connecting shafts at both ends of the wheel end decoupler is less than a first target speed difference, and the output torque of the vehicle is less than a first target torque; When the vehicle meets the coupling enable condition, the wheel-end decoupler is allowed to perform a coupling operation, wherein the coupling enable condition includes: the speed difference between the connecting shafts at both ends of the wheel-end decoupler is less than the second target speed difference, and the output torque of the auxiliary drive is less than the first target torque, wherein the second target speed difference is less than the first target speed difference.

9. The control method according to claim 8, characterized in that: The range of the first target rotation speed difference is: (30, 100) rpm.

10. The control method according to claim 8, characterized in that: The range of the second target speed difference is: (0, 30] rpm.

11. The control method according to claim 8, characterized in that: Also includes: When the auxiliary drive meets the forced coupling condition, the wheel end decoupler of the auxiliary drive is controlled to perform a coupling operation, wherein the forced coupling condition includes: the vehicle speed of the four-wheel drive vehicle is greater than a fourth target vehicle speed, wherein the fourth target vehicle speed is greater than the third target vehicle speed.

12. The control method according to claim 11, characterized in that: The range of the fourth target vehicle speed is: (120, maximum allowed vehicle speed) km / h.

13. A controller, characterized in that: The controller operates according to the control method described in any one of claims 1-12.

14. A vehicle, characterized in that: Comprising the controller as claimed in claim 13.

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