A multi-mode drive vehicle with distributed drive units

Abstract

The present invention discloses a multi-mode drive vehicle with distributed drive units, which includes a vehicle frame. Two front wheels are arranged at the front end of the vehicle frame, and two rear wheels are arranged at the rear end of the vehicle frame. A first permanent magnet synchronous motor is arranged inside the front wheels, and a second permanent magnet synchronous motor is arranged inside the rear wheels. Both the first permanent magnet synchronous motor and the second permanent magnet synchronous motor include a stator assembly and a rotor assembly. The stator assembly includes a stator core, an armature winding, and a stator bracket. The stator bracket is fixedly arranged on the axle of the wheel, the axle is fixedly connected to the vehicle body, the stator core is fixedly arranged on the stator bracket, and the armature winding is arranged on the stator core. The rotor assembly includes a rotor core and a permanent magnet fixedly connected to the motor housing respectively. An explosion-proof cavity is arranged in the rotor core, and a plurality of explosion-proof batteries are arranged in the explosion-proof cavity. The motor housing is fixedly connected to the rim of the wheel. A controller and a power management unit are fixedly arranged on the stator core. The second permanent magnet synchronous motor includes two rotor assemblies. The overall vehicle of the present invention has good power performance.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a multi-mode driving vehicle with a distributed driving unit. Background Art

[0002] Under the national policy of energy conservation and emission reduction, coal mines have the objective requirements of reducing staff and increasing efficiency, improving coal mine safety and reducing the accident rate, and are in urgent need of achieving energy conservation and emission reduction. Explosion-proof battery rubber-wheeled vehicles have alleviated the problems of "four highs and one low" caused by diesel engine vehicles in coal mines to a certain extent. Due to the difficulty in achieving reasonable configuration of the diesel engine structure and parameters after explosion-proof transformation, coupled with poor ventilation conditions underground and low vehicle speed due to road conditions, there are obvious "four highs and one low" compared with ground vehicles with the same transportation capacity: high exhaust emissions, high noise, high failure rate, high operating costs, and low efficiency; However, under the existing technical state, due to the complex working conditions underground in coal mines, battery vehicles present the pain point of poor adaptability to working conditions. The traditional centralized drive mode has very limited power and torque output of the drive system under long-distance, high-slope, low-speed and high-torque working conditions, resulting in frequent overload of explosion-proof motors and controllers, high heat generation and frequent shutdown protection, and poor power performance of the vehicle. The power transmission route of centralized drive is: battery → electronic control box → motor → reducer → wheel. A longer transmission chain will reduce system efficiency and aggravate noise pollution.

[0003] In summary, how to overcome the above-mentioned defects of the existing drive system is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0004] The purpose of the present invention is to provide a multi-mode drive vehicle with a distributed drive unit to solve the problems existing in the above-mentioned prior art and improve the power performance of the whole vehicle.

[0005] To achieve the above object, the present invention provides the following solutions:

[0006] The present invention provides a multi-mode drive vehicle with a distributed drive unit, comprising a frame, wherein two front wheels are arranged at the front end of the frame, and two rear wheels are arranged at the rear end of the frame; a first permanent magnet synchronous motor is arranged in the front wheel, and a second permanent magnet synchronous motor is arranged in the rear wheel;

[0007] Both the first permanent magnet synchronous motor and the second permanent magnet synchronous motor include a stator assembly and a rotor assembly. The stator assembly includes a stator core, an armature winding, and a stator bracket. The stator bracket is fixedly provided on the axle of the wheel, and the axle is fixedly connected to the vehicle body. The stator core is fixedly provided on the stator bracket, and the armature winding is arranged on the stator core. The rotor assembly includes a rotor core and a permanent magnet fixedly connected to the motor housing respectively. An explosion-proof cavity is arranged in the rotor core, and a plurality of explosion-proof batteries are arranged in the explosion-proof cavity. The explosion-proof batteries are fixedly connected to the stator bracket, and the motor housing is fixedly connected to the rim of the wheel. A controller and a power management unit are fixedly provided on the stator core. The plurality of explosion-proof batteries are connected in series and electrically connected to the power management unit. The armature winding and the power management unit are respectively electrically connected to the controller, and the controller is wirelessly communicatively connected to the vehicle control unit.

[0008] The second permanent magnet synchronous motor includes two of the rotor assemblies, and the two rotor assemblies in the same second permanent magnet synchronous motor are spaced apart along the axial direction of the axle.

[0009] Preferably, brakes are arranged inside both the front wheels and the rear wheels. The brake includes a brake pad, a pressure plate, an intermediate housing, and end covers. The brake pad includes a friction plate and a counterpart. The intermediate housing is located between the two end covers, and the two end covers are respectively hermetically connected to the intermediate housing. The two end covers are respectively rotatably connected to the axle through bearings. A moving housing is slidably sleeved on the axle. The friction plate is fixedly provided on the moving housing, and the counterpart is fixedly connected to the intermediate housing. A pressure plate is also fixedly sleeved on the moving housing. A first piston and a second piston are fixedly provided on the pressure plate. A first oil chamber is formed between the first piston and the intermediate housing, and a second oil chamber is formed between the second piston and the intermediate housing. Both the first oil chamber and the second oil chamber are located between the first piston and the second piston. An explosion-proof electromagnet is fixedly provided on the end cover. The explosion-proof electromagnet can drive the first piston to approach the explosion-proof electromagnet, and the explosion-proof electromagnet can also drive the second piston to move away from the explosion-proof electromagnet. One of the end covers is fixedly connected to the motor housing.

[0010] Preferably, the pressure plate is fixedly connected with a plug rod. One end of the plug rod away from the pressure plate is inserted into the cavity of the end cover. A spring sleeved on the plug rod is arranged in the spring chamber. One end of the spring abuts against the inner wall of the spring chamber, and the other end abuts against the plug rod.

[0011] Preferably, a resolver is arranged inside both the front wheels and the rear wheels. The resolver stator of the resolver is fixedly connected to the axle, and the rotor of the rotary transformer is fixedly connected to the rotor bracket. The rotor bracket is fixedly connected to the motor housing, and the rotor bracket is rotatably matched with the axle through a bearing.

[0012] Preferably, both the front wheels and the rear wheels include a water-cooled housing located between the motor housing and the rotor core, and the water-cooled housing is fixedly connected to the motor housing.

[0013] Preferably, a wireless communication module is also fixedly provided on the stator core, and the controller is wirelessly communicatively connected to the vehicle control unit through the wireless communication module.

[0014] Preferably, a tire is provided on the wheel, and the tire is a rubber air tire; a skewed slot is provided on the stator core, and the armature winding is arranged in the skewed slot.

[0015] Preferably, a cab and a main control box are provided on the vehicle frame, and the vehicle control unit is arranged in the main control box; the vehicle control unit includes a sensor system, a first controller and a second controller, the sensor system includes a steering wheel angle sensor, a front wheel angle sensor, a brake pedal displacement sensor, a vehicle speed sensor, a pressure sensor, an encoder and a Hall sensor, the steering wheel angle sensor, the front wheel angle sensor, the brake pedal displacement sensor, the vehicle speed sensor, the pressure sensor and the second controller are respectively electrically connected to the first controller, and the encoder and the Hall sensor are arranged in each of the front wheels and each of the rear wheels, and the encoder and the Hall sensor are respectively electrically connected to the second controller.

[0016] The present invention has achieved the following technical effects compared with the prior art:

[0017] The multi-mode drive vehicle with a distributed drive unit of the present invention has good power performance. The front wheels and the rear wheels of the multi-mode drive vehicle with a distributed drive unit of the present invention are both electric wheels. A first permanent magnet synchronous motor with a single rotor is arranged in the front wheels, and a second permanent magnet synchronous motor with a double rotor is arranged in the rear wheels. By selectively turning on two sub-motors in the first permanent magnet synchronous motor and the second permanent magnet synchronous motor, multiple drive modes can be achieved, so that a higher output torque can be obtained. And since the motor drive system is distributed in each wheel, decentralized drive is realized, effectively avoiding the problems of limited power and torque output in centralized drive, and being prone to overload and shutdown. Description of the Drawings

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required to be used in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0019] Figure 1 Structural schematic of the multi-mode drive vehicle with distributed drive units of the present invention Figure 1 ;

[0020] Figure 2 Structural schematic of the multi-mode drive vehicle with distributed drive units of the present invention Figure 2 ;

[0021] Figure 3 Structural schematic diagram of the front wheel in the multi-mode drive vehicle with distributed drive units of the present invention;

[0022] Figure 4 Partial structural schematic diagram of the front wheel in the multi-mode drive vehicle with distributed drive units of the present invention;

[0023] Figure 5 Structural schematic diagram of the rear wheel in the multi-mode drive vehicle with distributed drive units of the present invention;

[0024] Figure 6 Partial structural schematic of the rear wheel in the multi-mode drive vehicle with distributed drive units of the present invention Figure 1 ;

[0025] Figure 7 Partial structural schematic of the rear wheel in the multi-mode drive vehicle with distributed drive units of the present invention Figure 2 ;

[0026] Figure 8 Structural schematic diagram of the brake in the multi-mode drive vehicle with distributed drive units of the present invention;

[0027] Figure 9 System control architecture diagram of the multi-mode drive vehicle with distributed drive units of the present invention;

[0028] Wherein: 1. Axle; 2. Rim; 3. Stator bracket; 4. First O-ring; 5. First deep groove ball bearing; 6. Allen screw; 7. Washer; 8. Pressing ring; 9. Screw; 10. Second O-ring; 11. Motor housing; 12. Water-cooled housing; 13. Explosion-proof battery; 14. Magnet; 15. First rotor assembly; 16. Stator core; 17. Explosion-proof cavity; 18. Second rotor assembly; 19. Magnetic isolation material; 20. Wheel cover; 21. Rear bearing cover; 22. Resolver; 23. Flat key; 24. Snap ring; 25. Second deep groove ball bearing; 26. Rotor bracket; 27. Armature winding; 28. Wireless communication module; 29. Brake; 30. First rotor core; 31. Second rotor core; 32. Power management unit; 33. Controller; 34. Rubber air tire; 35. Rotor assembly; 36. Rotor core; 291. Moving housing; 292. Intermediate housing; 293. Second piston; 294. End cover; 295. Second oil chamber; 296. Pressure plate; 297. Explosion-proof electromagnet; 298. First oil chamber; 299. Friction plate; 2910. Counterpart; 2911. First piston; 111. Frame; 112. Cab; 113. Pedal; 114. Steering wheel; 115. Main control box; 116. Left front wheel; 117. Right front wheel; 118. Left rear wheel; 119. Right rear wheel. Detailed implementation manner

[0029] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0030] The purpose of the present invention is to provide a multi-mode drive vehicle with a distributed drive unit to solve the problems existing in the above-mentioned prior art and improve the power performance of the whole vehicle.

[0031] To make the above objects, features, and advantages of the present invention more obvious and understandable, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific implementation manners.

[0032] As Figures 1 to 9As shown in the figure: This embodiment provides a multi-mode drive vehicle with a distributed drive unit, including a vehicle frame 111. Two front wheels, namely a left front wheel 116 and a right front wheel 117, are provided at the front end of the vehicle frame 111, and two rear wheels, namely a left rear wheel 118 and a right rear wheel 119, are provided at the rear end of the vehicle frame 111. A first permanent magnet synchronous motor is arranged inside the front wheels, and a second permanent magnet synchronous motor is arranged inside the rear wheels. Both the front wheels and the rear wheels include a wheel axle 1, a wheel rim 2, a wheel cover 20, and a rubber pneumatic tire 34 provided on the wheel rim 2. The wheel cover 20 is detachably connected to the wheel rim 2 by bolts. The detachable wheel cover 20 facilitates the installation and removal of the first permanent magnet synchronous motor or the second permanent magnet synchronous motor.

[0033] Both the first permanent magnet synchronous motor and the second permanent magnet synchronous motor include a stator assembly and a rotor assembly 35. The stator assembly includes a stator core 16, an armature winding 27, and a stator bracket 3. The stator bracket 3 is fixedly arranged on the wheel axle 1 of the wheel. The wheel axle 1 is fixedly connected to the vehicle body. The stator core 16 is fixedly arranged on the stator bracket 3, and the armature winding 27 is arranged on the stator core 16. Specifically, skewed slots are provided on the stator core 16, and the armature winding 27 is arranged in the skewed slots. The resolver stator of the resolver 22 is key-connected to the wheel axle 1 through a key 23. An elastic retaining ring 24 and a step are arranged on the wheel axle 1 to axially limit the resolver 22. The resolver rotor of the resolver 22 is fixedly connected to the rotor bracket 26. The rotor bracket 26 is fixedly connected to the motor housing, and the rotor bracket 26 is rotationally matched with the wheel axle through a bearing. The resolver 22 is a brushless reluctance resolver, which consists of a resolver stator, a resolver rotor, and a decoding chip. The resolver rotor is separated from the resolver stator without contact. The magnetic flux distribution in the air gap between the resolver stator and the rotating rotor follows a sine (cosine) law. When an excitation voltage is applied to a winding of the resolver stator, a voltage will be generated on the resolver rotor through electromagnetic coupling. The magnitude of its output voltage depends on the relative position in space of the axes of the two windings of the resolver stator and the resolver rotor. The value is maximum when the two are parallel and zero when the two are perpendicular. The voltage value changes sinusoidally (cosinusoidally) as the rotor deflection angle changes. A dedicated conversion chip is arranged inside the resolver 22 for decoding to convert the analog signal output by the resolver into a digital signal. The resolver rotor is connected to the output part of the motor to detect the motor speed and complete the speed feedback function when the motor participates in transmission and needs to feedback the real-time speed.

[0034] The wheel rim 2 is rotationally connected to the wheel axle 1 through a first deep groove ball bearing 5, and the rotor bracket 26 is rotationally connected to the wheel axle 1 through a second deep groove ball bearing 25. A rear bearing cover 21 is also connected to the rotor bracket 26.

[0035] The rotor assembly 35 includes a rotor core 36 and a permanent magnet 14. An explosion-proof cavity 17 is provided in the rotor core 36. A plurality of explosion-proof batteries 13 are provided in the explosion-proof cavity 17. The explosion-proof batteries 13 are fixedly connected to the stator bracket 3, and there is a gap between the explosion-proof batteries 13 and the inner wall of the explosion-proof cavity 17, that is, there is no contact between the explosion-proof batteries 13 and the explosion-proof cavity 17. A magnetic isolation material 19 is laid on the inner wall of the explosion-proof cavity 17 to prevent the magnetism of the rotor 15 from affecting the explosion-proof batteries 13. The motor housing 11 of the dual-rotor permanent magnet synchronous motor is fixedly connected to the rim 2 through hexagon socket head cap screws 6 and washers 7. A first O-ring 4 is clamped between the rim 2 and the motor housing 11. The rotor assembly 35 further includes a water-cooled housing 12 located between the motor housing 11 and the rotor core 36. The rotor assembly 35 is fixedly provided on the water-cooled housing 12. The water-cooled housing 12 is connected to the motor housing 11 through a retaining ring 8, a second O-ring 10 and screws 9. The second O-ring 10 is clamped between the retaining ring 8 and the motor housing 11, and the screws 9 fix the retaining ring 8 on the water-cooled housing 12.

[0036] A controller 33 and a power management unit 32 are fixedly provided on the stator core 16. A plurality of explosion-proof batteries 13 are connected in series and electrically connected to the power management unit 32. The armature winding 27 and the power management unit 32 are respectively electrically connected to the controller 33. A wireless communication module 28 is also fixedly provided on the stator core 16. The controller 33 is wirelessly communicatively connected to the vehicle control unit through the wireless communication module 28.

[0037] It should be noted that the second permanent magnet synchronous motor includes two rotor assemblies 35, namely a first rotor assembly 15 and a second rotor assembly 18. The rotor core 36 in the first rotor assembly 15 is a first rotor core 30, and the rotor core 36 of the second rotor assembly 18 is a second rotor core 31. The armature winding 27 in the second permanent magnet synchronous motor is divided into two independent sub-armature windings. One sub-armature winding corresponds to the first rotor assembly 15, and the other sub-armature winding corresponds to the second rotor assembly 18. By controlling the on-off of the two sub-armature windings through the controller 33, it is possible to control whether the two rotor assemblies work. Only when the corresponding sub-armature winding is energized, the corresponding rotor assembly will be driven to rotate; the two rotor assemblies can work simultaneously or one can work while the other does not work.

[0038] Brakes 29 are integrated in both the front wheels and the rear wheels. The brake 29 includes brake pads, a pressure plate 296, an intermediate housing 292, and end caps 294. The brake pads include friction plates 299 and counterparts 2910. The intermediate housing 292 is located between the two end caps 294, and the two end caps 294 are respectively and sealingly connected to the intermediate housing 292. The two end caps 294 are respectively rotationally connected to the wheel axle 1 through bearings. The moving housing 291 is slidably sleeved on the wheel axle 1. The friction plate 299 is fixedly arranged on the moving housing 291. The counterpart 2910 is fixedly connected to the intermediate housing 292. A pressure plate 296 is also fixedly sleeved on the moving housing 291. A first piston 2911 and a second piston 293 are fixedly arranged on the pressure plate 296. A first oil chamber 298 is formed between the first piston 2911 and the intermediate housing 292. A second oil chamber 295 is formed between the second piston 293 and the intermediate housing 292. And both the first oil chamber 298 and the second oil chamber 295 are located between the first piston 2911 and the second piston 293. An explosion-proof electromagnet 297 is fixedly arranged on the end cap 294. The explosion-proof electromagnet 297 can drive the first piston 2911 to approach the explosion-proof electromagnet 297, and the explosion-proof electromagnet 297 can also drive the second piston 293 to move away from the explosion-proof electromagnet 297. One end cap 294 is fixedly connected to the motor housing 11.

[0039] A plug rod is fixedly connected to the pressure plate 296. The end of the plug rod away from the pressure plate 296 is inserted into the cavity of the end cap 294. A spring sleeved on the plug rod is arranged in the spring chamber. One end of the spring abuts against the inner wall of the spring chamber, and the other end abuts against the plug rod.

[0040] The brake 29 adopts a closed-loop oil-cooled wet brake. The brake pads (counterpart 2910, friction plate 299) are immersed in the circulating oil. The heat of the brake 29 is cooled by the oil, with a long service life and maintenance-free. There are two sets of pistons in the brake 29. One set of small pistons uses the working mode of electric braking and hydraulic release to achieve vehicle parking braking and emergency braking. The friction plate 299 and the moving housing 291 are connected to the wheel shaft 1 through splines and rotate together. The counterpart 2910 is connected to the intermediate housing 292 through splines, and the intermediate housing 292 is fixed to the two side end covers 294 with bolts. Under the action of the explosion-proof electromagnet 297, the small piston moves to the right to press the brake pads to generate a braking torque. When releasing the brake, the pressure oil enters the second oil chamber 295 through the foot brake valve, pushing the small piston to move to the left to release the brake 29. The other set of large pistons uses the working mode of hydraulic braking and electric release to achieve vehicle driving braking and torque control. The pressure oil enters the first oil chamber 298 through the foot brake valve. Under the action of the pressure oil, the large piston moves to the right to press the brake pads to generate a braking torque. When releasing the brake, the foot brake valve acts to cut off the pressure oil, and the large piston moves to the left to return under the action of the explosion-proof electromagnet 297 to release the brake 29. The wet brake 29 shares a set of explosion-proof electromagnet 297 and brake pads (counterpart 2910, friction plate 299), and the brake pads are engaged in the oil chamber. The electro-hydraulic brake 29 is enclosed and installed on one side inside the motor housing 11, and its rotation speed is the same as that of the outer rotor of the motor. The brake 29 is connected to the wheel shaft 1.

[0041] The vehicle frame 111 is provided with a cab 112 and a main control box 115, and the vehicle control unit is arranged inside the main control box 115. The vehicle control unit includes a sensor system, a first controller and a second controller. The sensor system includes a steering wheel angle sensor, a front wheel angle sensor, a brake pedal displacement sensor, a vehicle speed sensor, a pressure sensor, an encoder and a Hall sensor. The steering wheel angle sensor, the front wheel angle sensor, the brake pedal displacement sensor, the vehicle speed sensor, the pressure sensor and the second controller are respectively electrically connected to the first controller. The pressure sensor is arranged in the brake circuit to detect the working pressure of the braking system and feedback the pressure tracking effect. An encoder and a Hall sensor are arranged in each front wheel and each rear wheel. The encoder and the Hall sensor are respectively electrically connected to the second controller. The encoder is fixed at the center hole position of the vehicle wheel hub, and the connecting rod of the encoder is adsorbed on the vehicle body through a vacuum chuck. The Hall sensor consists of a magnetic induction sensing head and a toothed ring. The sensing head is installed on the wheel hub, and the toothed ring is installed on the wheel axle and rotates with the wheel to measure the number of turns of the wheel rotation.

[0042] Refer to Figure 9, the first controller receives the opening of pedal 113 and the steering wheel 114 angle information from the driver model through the steering wheel angle sensor, front wheel angle sensor, brake pedal displacement sensor and pressure sensor, and collects the current vehicle speed information through the vehicle speed sensor. Finally, it calculates the desired yaw moment and the total driving force target value as the control target of the second controller. Specifically, the brake pedal displacement sensor and the steering wheel angle sensor receive the opening of pedal 113 (θ) and the steering wheel 114 angle (δ) information from the driver model, and collect the current vehicle speed v and other state information through the vehicle speed sensor. The first controller finally calculates the desired yaw moment (M) and the total driving force target value as the control target of the second control. In summary, the data detected by the brake pedal displacement sensor is used to study the influence relationship between the electric feedback braking torque and the vehicle braking smoothness and stability. The total braking force demand is obtained by identifying the driver's braking intention through the brake pedal characteristics to ensure the pressure tracking effect. The second controller calculates a reasonable motor output torque, makes a primary distribution based on the driving force of the control target, measures the speed of the explosion-proof permanent magnet synchronous motor through the motor encoder, measures the output current of the explosion-proof permanent magnet synchronous motor through the Hall sensor, and calculates the torque values of the left front wheel 116, the right front wheel 117, the left rear wheel 118 and the right rear wheel 119. Then, a secondary distribution of the driving force based on "fault diagnosis + failure control" is carried out, and finally the output torque of the first controller is effectively distributed to each wheel to achieve the best distribution effect, making the vehicle more stable and reliable during driving.

[0043] The driving modes of this vehicle mainly include:

[0044] 1) When in front-wheel drive; the motor stator and motor rotor in the first permanent magnet synchronous motor of the left front wheel 116 and the right front wheel 117 work, the common stator and the first rotor assembly 15 and the second rotor assembly 18 in the second permanent magnet synchronous motor of the left rear wheel 118 and the right rear wheel 119 are powered off, and the rotor of the second permanent magnet synchronous motor rotates freely. This vehicle is in the front-wheel drive mode;

[0045] 2) When in rear-wheel drive I: the common stator and the first rotor assembly 15 of the second permanent magnet synchronous motor of the left rear wheel 118 and the right rear wheel 119 work together, the motor stator and motor rotor in the first permanent magnet synchronous motor of the left front wheel 116 and the right front wheel 117 are powered off, and the motor rotor in the first permanent magnet synchronous motor rotates freely. This vehicle is in the rear-wheel drive I mode;

[0046] 3) When in rear-wheel drive II: the common stator and the second rotor assembly 18 of the second permanent magnet synchronous motor of the left rear wheel 118 and the right rear wheel 119 work together, the motor stator and motor rotor in the first permanent magnet synchronous motor of the left front wheel 116 and the right front wheel 117 are powered off, and the motor rotor in the first permanent magnet synchronous motor rotates freely. This vehicle is in the rear-wheel drive II mode;

[0047] 4) When in the rear all-wheel drive mode: the common stator of the second permanent magnet synchronous motor for the left rear wheel 118 and the right rear wheel 119 and the first rotor assembly 15 and the second rotor assembly 18 are all in the working state, the motor stator and the motor rotor in the first permanent magnet synchronous motor in the left front wheel 116 and the right front wheel 117 are powered off, and the motor rotor rotates freely. The vehicle is in the rear all-wheel drive mode;

[0048] 5) Front and rear wheel drive I: the motor stator and the motor rotor in the first permanent magnet synchronous motor in the left front wheel 116 and the right front wheel 117 are in the working state, the common stator of the second permanent magnet synchronous motor for the left rear wheel 118 and the right rear wheel 119 and the first rotor assembly 15 cooperate to work, the second rotor assembly 18 is powered off, and the second rotor rotates freely. The vehicle is in the front and rear wheel drive I mode;

[0049] 6) Front and rear wheel drive II: the motor stator and the motor rotor in the first permanent magnet synchronous motor in the left front wheel 116 and the right front wheel 117 are in the working state, the common stator of the second permanent magnet synchronous motor for the left rear wheel 118 and the right rear wheel 119 and the second rotor assembly 18 are in the working state, the first rotor assembly 15 is powered off, and the first rotor assembly 15 rotates freely. The vehicle is in the front and rear wheel drive II mode;

[0050] 7) All-wheel drive: the motor stator and the motor rotor in the first permanent magnet synchronous motor in the left front wheel 116 and the right front wheel 117 are in the working state, the common stator of the second permanent magnet synchronous motor for the left rear wheel 118 and the right rear wheel 119 and the first rotor assembly 15 and the second rotor assembly work simultaneously. The vehicle is in the all-wheel drive mode.

[0051] The multi-mode drive vehicle with a distributed drive unit in this embodiment adopts fault diagnosis + failure control, including the following:

[0052] When a single motor fails under the vehicle straight driving or corner steering conditions: reduce the output torque upper limit of the faulty motor and reduce the output torque of its diagonal motor, increase the output torque of the remaining motors. When the output torque of the faulty motor becomes 0, the output torque of the remaining motors increases to 2 times the original;

[0053] When coaxial motors fail under the vehicle straight driving or corner steering conditions: reduce the output torque upper limit of the faulty shaft motor and reduce the output torque of its diagonal motor, increase the output torque of the remaining motors. When the output torque of the faulty shaft motor becomes 0, the output torque of the remaining motors increases to 2 times the original;

[0054] When motors on the same side fail under the vehicle straight driving or corner steering conditions: reduce the output torque upper limit of the faulty side motor according to the vehicle driving state, and adjust the output torque of the normal shaft motor accordingly. When the output torque of the motors on the same side becomes 0, stop the vehicle as soon as possible;

[0055] When two motors on different axes and different sides fail under the conditions of straight-line driving or corner steering of the vehicle: reduce the upper limit of the output torque of the diagonal faulty motor, increase the upper limit of the output torque of the remaining motors, and when the output torques of the motors on the faulty axis all become 0, the output torques of the remaining motors increase proportionally;

[0056] When multiple motors fail under the conditions of straight-line driving or corner steering of the vehicle: correspondingly reduce the upper limit of the output torque of the faulty multiple motors according to the driving state of the vehicle, and adjust the output torque of the normal motors accordingly. When the output torques of all multiple motors become 0, pull over to the side of the road as soon as possible.

[0057] In the description of the present invention, it should be noted that the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0058] Specific examples are used in this specification to illustrate the principles and implementation manners of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A multi-mode drive vehicle with distributed drive units, characterized in that: It includes a vehicle frame, with two front wheels provided at the front end of the vehicle frame and two rear wheels provided at the rear end of the vehicle frame; a first permanent magnet synchronous motor is provided inside the front wheels, and a second permanent magnet synchronous motor is provided inside the rear wheels; Both the first permanent magnet synchronous motor and the second permanent magnet synchronous motor include a stator assembly and a rotor assembly. The stator assembly includes a stator core, an armature winding, and a stator bracket. The stator bracket is fixedly provided on the axle of the wheel, the axle is fixedly connected to the vehicle body, the stator core is fixedly provided on the stator bracket, and the armature winding is provided on the stator core; the rotor assembly includes a rotor core and magnetic steel respectively fixedly connected to the motor housing. An explosion-proof cavity is provided in the rotor core, and a plurality of explosion-proof batteries are provided in the explosion-proof cavity. The explosion-proof batteries are fixedly connected to the stator bracket, and the motor housing is fixedly connected to the rim of the wheel; a controller and a power management unit are fixedly provided on the stator core. The plurality of explosion-proof batteries are connected in series and electrically connected to the power management unit. The armature winding and the power management unit are respectively electrically connected to the controller, and the controller is wirelessly communicatively connected to the vehicle control unit; The second permanent magnet synchronous motor includes two of the rotor assemblies, and the two rotor assemblies in the same second permanent magnet synchronous motor are spaced apart along the axial direction of the axle.

2. The multi-mode drive vehicle with a distributed drive unit according to claim 1, characterized in that: Brakes are provided inside both the front wheels and the rear wheels. The brake includes a brake pad, a pressure plate, an intermediate housing, and an end cover. The brake pad includes a friction plate and a counterpart. The intermediate housing is located between the two end covers, and the two end covers are respectively hermetically connected to the intermediate housing. The two end covers are respectively rotatably connected to the axle through bearings. A moving housing is slidably sleeved on the axle. The friction plate is fixedly provided on the moving housing, and the counterpart is fixedly connected to the intermediate housing. A pressure plate is also fixedly sleeved on the moving housing. The pressure plate is fixedly provided with a first piston and a second piston. A first oil chamber is formed between the first piston and the intermediate housing, and a second oil chamber is formed between the second piston and the intermediate housing. Both the first oil chamber and the second oil chamber are located between the first piston and the second piston; an explosion-proof electromagnet is fixedly provided on the end cover. The explosion-proof electromagnet can drive the first piston close to the explosion-proof electromagnet, and the explosion-proof electromagnet can also drive the second piston away from the explosion-proof electromagnet. One of the end covers is fixedly connected to the motor housing.

3. The multi-mode drive vehicle with a distributed drive unit according to claim 2, wherein: The pressure plate is fixedly connected with a plug rod. The end of the plug rod away from the pressure plate is inserted into the cavity of the end cover. A spring sleeved on the plug rod is provided in the spring chamber. One end of the spring abuts against the inner wall of the spring chamber, and the other end abuts against the plug rod.

4. The multi-mode drive vehicle with a distributed drive unit according to claim 1, characterized in that: Resolver transformers are provided inside both the front wheels and the rear wheels. The resolver stator of the resolver transformer is fixedly connected to the axle, the rotor of the resolver transformer is fixedly connected to the rotor bracket, the rotor bracket is fixedly connected to the motor housing, and the rotor bracket is rotatably matched with the axle through a bearing.

5. The multi-mode drive vehicle with a distributed drive unit according to claim 1, characterized in that: Both the front wheels and the rear wheels include a water-cooled housing located between the motor housing and the rotor core, and the water-cooled housing is fixedly connected to the motor housing.

6. The multi-mode drive vehicle with a distributed drive unit according to claim 1, characterized in that: A wireless communication module is also fixedly installed on the stator core, and the controller is wirelessly communicatively connected to the vehicle control unit through the wireless communication module.

7. The multi-mode drive vehicle with a distributed drive unit according to claim 1, characterized in that: A tire is provided on the wheel, and the tire is a rubber pneumatic tire; skewed slots are provided on the stator core, and the armature windings are arranged in the skewed slots.

8. The multi-mode drive vehicle with a distributed drive unit according to claim 1, characterized in that: A cab and a main control box are provided on the vehicle frame, and the vehicle control unit is arranged in the main control box; the vehicle control unit includes a sensor system, a first controller and a second controller, the sensor system includes a steering wheel angle sensor, a front wheel angle sensor, a brake pedal displacement sensor, a vehicle speed sensor, a pressure sensor, an encoder and a Hall sensor, the steering wheel angle sensor, the front wheel angle sensor, the brake pedal displacement sensor, the vehicle speed sensor, the pressure sensor and the second controller are respectively electrically connected to the first controller, and the encoder and the Hall sensor are arranged in each of the front wheels and each of the rear wheels, and the encoder and the Hall sensor are respectively electrically connected to the second controller.

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