Control device and method for a vehicle isolation device

Abstract

The present application provides a control device and method for a vehicle isolation device, the control device for a vehicle isolation device comprising: a vehicle information acquisition unit for acquiring vehicle information; a calculation unit for calculating the engagement length of a sleeve of the vehicle isolation device based on the vehicle information; and a control unit for comparing the engagement length of the sleeve with a preset reference engagement length, and determining whether to determine the engagement length of the sleeve according to the comparison result.

Description

Technical Field

[0001] This invention relates to a control device and method for a vehicle isolation device. Background Technology

[0002] Generally, isolation devices are used in electric vehicles. Depending on the vehicle's driving conditions, the teeth of the sleeve mesh with the teeth of the differential shaft to switch to four-wheel drive (4WD) via power connection, or the teeth of the sleeve disengage from the teeth of the differential shaft to switch to two-wheel drive (2WD). This can minimize unnecessary power (dragging torque) loss and improve fuel efficiency.

[0003] The vehicle's VCU (Vehicle Controller Unit) drives the motor of the isolation device and the drive motor of the front wheel reducer connected to the differential assembly, depending on the vehicle's driving status.

[0004] The motor of the isolator is combined with a ball screw. The motor of the isolator performs coupling or decoupling with the differential shaft by moving a fork and a sleeve connected to the ball screw that converts rotary motion into linear motion. Thus, the vehicle can operate in four-wheel drive (4WD) or two-wheel drive (2WD).

[0005] That is, the isolation device achieves coupling between the hub and the differential assembly through the engagement of the shaft and the sleeve. Here, the shape of the engagement portion between the shaft and the sleeve is implemented as a dog clutch structure. Coupling does not occur when the shaft and sleeve are completely synchronized (relative speed: 0), but rather, coupling is attempted by moving the sleeve towards the shaft side while maintaining a predetermined level of relative speed.

[0006] However, when the gear teeth of the sleeve engage with the gear teeth of the differential shaft, and the engagement length of the sleeve is small, wear may occur at the tooth tips of the sleeve and the gear teeth of the differential shaft due to the inertial torque of the motor and the relative rotations per minute (RPM) being transmitted to the sleeve and the differential shaft.

[0007] Because of the wear contact between the sleeve and the differential shaft, the reaction force acts in the direction of decoupling, which may cause malfunctions such as delayed coupling or inability to couple between the sleeve and the differential shaft.

[0008] Therefore, in order to prevent the above-mentioned failures from occurring and to ensure coupling stability, it is necessary to ensure sufficient engagement length of the sleeve.

[0009] Prior technical documents

[0010] Patent documents

[0011] Patent document 1 Korean Patent Publication No. 10-2021-0104191 Summary of the Invention

[0012] Therefore, the present invention is made in view of the above-mentioned problems, and its object is to provide a control device and method for a vehicle isolation device, which ensures sufficient engagement length of the sleeve by using operating elements based on the specifications of the isolation device and the differential assembly, thereby preventing the occurrence of delayed or uncoupling due to wear.

[0013] To achieve the aforementioned objective, a control device for a vehicle isolation device according to a preferred embodiment of the present invention includes: a vehicle information acquisition unit for acquiring vehicle information; a calculation unit for calculating the engagement length of the sleeve of the vehicle isolation device based on the vehicle information; and a control unit for comparing the engagement length of the sleeve with a preset reference engagement length, and determining whether the comparison result indicates that the sleeve is the engagement length.

[0014] The vehicle information may include the constituent elements and operating elements of the vehicle isolation device. The constituent elements include: the backlash between the shaft and the sleeve of the differential assembly, the pitch circle diameter (PCD) between the shaft and the sleeve, and the weight of the fork and the sleeve of the isolation device. The operating elements include: the relative rotational speed between the shaft and the sleeve, and the operating current in the balking state.

[0015] The calculation unit can use the backlash and PCD to calculate the backlash rotation angle and convert the relative rotation speed into the rotation angle per second of the sleeve.

[0016] The calculation unit can use the backlash rotation angle and the rotation angle per second to calculate the required movement time of the sleeve when the sleeve moves.

[0017] The calculation unit can convert the working current of the misaligned state into the sleeve shifting force.

[0018] The calculation unit can calculate the acceleration of the sleeve by adding the weights of the fork and the sleeve of the isolation device and the shifting force of the sleeve.

[0019] The calculation unit can use the moving time of the sleeve, the initial velocity of the sleeve, and the acceleration to calculate the moving speed of the sleeve.

[0020] The calculation unit can use the moving speed of the sleeve, the initial speed of the sleeve, and the acceleration to calculate the engagement length of the sleeve.

[0021] When the difference between the engagement length of the sleeve and the reference engagement length exceeds a preset value, the control unit can transmit the changed relative rotation speed of the sleeve and the working current of the misalignment state to the calculation unit by changing the relative rotation speed of the sleeve and the working current of the misalignment state. When the difference between the engagement length of the sleeve and the reference engagement length is within the preset value, it can be determined as the calculated engagement length of the sleeve.

[0022] The control unit can use the relative rotational speed of the sleeve, calculated for the determined engagement length of the sleeve, and the operating current of the balking state to control the motor of the isolation device.

[0023] A control method for a vehicle isolation device according to a preferred embodiment of the present invention, for achieving the aforementioned objective, includes: a vehicle information acquisition step, wherein a vehicle information acquisition unit acquires vehicle information; a calculation step, wherein a calculation unit calculates the engagement length of the sleeve of the vehicle isolation device based on the vehicle information; and a comparison step, wherein a control unit compares the engagement length of the sleeve with a preset reference engagement length, and determines whether to determine the engagement length of the sleeve based on the comparison result.

[0024] The vehicle information may include the constituent elements and operating elements of the vehicle isolation device. The constituent elements may include the backlash between the shaft and the sleeve of the differential assembly, the pitch circle diameter (PCD) between the shaft and the sleeve, and the weight of the fork and the sleeve of the isolation device. The operating elements may include the relative rotational speed between the shaft and the sleeve, and the operating current in the balking state.

[0025] In the calculation step, the tooth backlash and the PCD can be used to calculate the tooth backlash rotation angle, and the relative rotation speed can be converted into the rotation angle per second of the sleeve.

[0026] In the calculation step, the backlash rotation angle and the rotation angle per second can be used to calculate the required movement time of the sleeve when the sleeve moves.

[0027] In the calculation step, the working current of the misaligned state can be converted into the sleeve shifting force.

[0028] In the calculation step, the acceleration of the sleeve can be calculated by adding the weights of the fork and the sleeve of the isolation device and the shifting force of the sleeve.

[0029] In the calculation step, the moving speed of the sleeve can be calculated using the moving time of the sleeve, the initial velocity of the sleeve, and the acceleration.

[0030] In the calculation step, the sleeve's moving speed, initial speed, and acceleration can be used to calculate the sleeve's engagement length.

[0031] The control method for the vehicle isolation device may further include: when the difference between the engagement length of the sleeve and the reference engagement length exceeds a preset value, the control unit transmits a change step to the calculation unit by changing the relative rotation speed of the sleeve and the operating current of the misalignment state; and when the difference between the engagement length of the sleeve and the reference engagement length is within the preset value, the control unit determines the calculated engagement length of the sleeve.

[0032] The control method for the vehicle isolation device may further include a control step in which the control unit uses the relative rotational speed of the sleeve calculated for the determined engagement length of the sleeve and the operating current of the misalignment state to control the motor of the isolation device.

[0033] Invention Effects

[0034] According to a preferred embodiment of the vehicle isolation device control device and control method of the present invention, by using the constituent elements and operating elements based on the specifications of the isolation device and differential assembly to ensure sufficient engagement length of the sleeve, thereby having the effect of preventing the occurrence of delayed or uncoupling due to wear.

[0035] Moreover, it has the effect of ensuring the stability of the coupling performance of the isolation device.

[0036] Moreover, it has the effect of preventing vehicle performance degradation and potential cost losses due to unsatisfactory coupling performance of the isolation device. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the isolation device.

[0038] Figure 2 yes Figure 1 A schematic diagram of the meshing process between the differential shaft and the sleeve of the isolation device.

[0039] Figure 3 yes Figure 1 A schematic diagram illustrating the operation of the isolation device.

[0040] Figures 4A to 4B yes Figure 1A schematic diagram of the non-engaging state of the isolation device.

[0041] Figure 5 This is a diagram illustrating the engagement length of the sleeve according to a preferred embodiment of the present invention.

[0042] Figures 6A to 6E This is a schematic diagram of the constituent elements and operating elements for controlling the engagement length of the sleeve according to a preferred embodiment of the present invention.

[0043] Figure 7 This is a block diagram of the control device for a vehicle isolation device according to a preferred embodiment of the present invention.

[0044] Figure 8 This is a flowchart of a control method for a vehicle isolation device according to a preferred embodiment of the present invention.

[0045] In the picture;

[0046] 100: Isolation device; 104: Sleeve; 105: Fork; 200: Differential assembly; 204: Shaft; 300: Control device; 310: Vehicle information acquisition unit; 320: Calculation unit; 330: Control unit Detailed Implementation

[0047] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings. First, it should be noted that when labeling the constituent elements of each drawing, the same reference numerals should be used as much as possible for the same constituent elements, even in different drawings. The preferred embodiments of the present invention will now be described; however, the technical spirit of the present invention is not limited or restricted by the preferred embodiments, and can be modified and implemented in various forms by those skilled in the art.

[0048] Figure 1 This is a schematic diagram of the isolation device.

[0049] Figure 2 This is a schematic diagram of the meshing process between the differential shaft and the sleeve of the isolation device.

[0050] Figure 3 This is a schematic diagram of the operation of the isolation device.

[0051] refer to Figures 1 to 3 The isolation device 100 is connected to the differential assembly 200. A differential gear set is installed inside the differential gearbox 201 of the differential assembly 200. The differential gear set includes two half-shaft gears 202 and two pinions meshing with the two half-shaft gears 202.

[0052] The isolating device 100 is connected to the differential assembly 200. The differential assembly 200 includes: a differential gearbox 201, two half-shaft gears 202 disposed inside the differential gearbox 201, and a differential shaft 204 connected to one of the two half-shaft gears 202. The isolating device 100 includes: a motor 101 for generating power; a ball screw shaft 102 connected to the motor 101; and a fork 105 having a nut 103 movable along the ball screw shaft 102 at one end and connected to a sleeve 104 at the other end. The fork 105 can move the sleeve 104 toward the differential shaft 204 to engage the sleeve 104 with the differential shaft 204 to achieve four-wheel drive (4WD), or it can move the sleeve 104 in the opposite direction to the differential shaft 204 to disengage the sleeve 104 from the differential shaft 204, thereby achieving two-wheel drive (2WD).

[0053] Figures 4A to 4B yes Figure 1 A schematic diagram of the non-engaging state of the isolation device.

[0054] Figure 4A The diagram shows the initial state of the sleeve 104 teeth engaging with the differential shaft 204 teeth. At this point, the proper engagement length of the sleeve 104 can be ensured, and no reaction force occurs in the disengagement direction.

[0055] Figure 4B As shown, when the toothed end of sleeve 104 is only in contact with the toothed end of differential shaft 204 but not engaged, as sleeve 104 moves toward the differential shaft 204 which is in a fixed state, the force of sleeve 104 is applied to differential shaft 204. Therefore, wear occurs at the contact point between the toothed end of sleeve 104 and the toothed end of differential shaft 204.

[0056] At the same time, at the instant the teeth of sleeve 104 collide with the teeth of differential shaft 204, sleeve 104 may spring away in the opposite direction to the meshing under the action of reaction force F. This state is a non-meshing state in which the teeth of sleeve 104 and differential shaft 204 do not mesh.

[0057] Figure 5 This is a diagram illustrating the engagement length of the sleeve according to a preferred embodiment of the present invention.

[0058] refer to Figure 5 When the teeth of sleeve 104 and differential shaft 204 are engaged, the engagement length S of sleeve 104, which prevents disengagement, can be determined. The engagement length S of sleeve 104 can be determined by various components and operating elements of the isolation device 104. This is confirmed through further testing.

[0059] The components confirmed through the testing process may include the backlash D between the shaft 204 and the sleeve 104, the pitch circle diameter (PCD) between the shaft 204 and the sleeve 104, and the weight of the fork 105 and the sleeve 104 of the additive isolation device 100.

[0060] In addition, the operational elements confirmed through the testing process may include the relative rotational speed between shaft 204 and sleeve 104, and the operating current in the balking state.

[0061] Table 1 shows an embodiment of various constituent elements and operating elements for determining the engagement length S of sleeve 104 based on the results of any test.

[0062]

[0063] Referring to Table 1, the tooth backlash D between shaft 204 and sleeve 104 can be a component set in the mechanical design. This can be converted into a backlash angle by inputting into the calculation unit 320 described later.

[0064] The PCD between shaft 204 and sleeve 104 can be a component set in the mechanical design. This can be used for backlash angle conversion by inputting into the calculation unit 320 described later.

[0065] As engagement is attempted, the relative rotational speed between shaft 204 and sleeve 104 can be an operating element that is changed via electronic control. This can be converted into rotational angles per second by inputting to the calculation unit 320.

[0066] The previously calculated backlash angle and rotation angle per second can be used to calculate the sleeve travel time required for sleeve 104 to move to a depth L towards axis 204.

[0067] The operating current in the balancing state can be an operating element that changes according to electronic control. This can be converted into the shifting force of the sleeve by inputting it into the calculation unit 320 and then outputting it.

[0068] The weights of the summing fork 105 and sleeve 104 of the isolator device 100 can be components set in the mechanical design. This can be used to calculate the sleeve acceleration by inputting to the calculation unit 320. That is, the sleeve acceleration can be calculated by adding the sleeve shifting force F calculated above with the weight F obtained by the fork 105 and sleeve 104.

[0069] The previously calculated sleeve movement time and sleeve acceleration can be used to calculate the sleeve movement speed. At this time, since the initial velocity of sleeve 104 is when sleeve 104 is in the state of being connected to shaft 204, it can be excluded from the calculation of sleeve movement speed.

[0070] Finally, the sleeve acceleration and sleeve moving speed can be used to calculate the engagement length of sleeve 104.

[0071] That is, the engagement length of sleeve 104 can be determined by using the constituent elements and operating elements, wherein the constituent elements include the backlash between the shaft of the differential assembly and the sleeve, the pitch circle diameter (PCD) between the shaft and the sleeve, and the weight of the fork of the isolating device and the sleeve added together, and the operating elements include the relative rotational speed between the shaft and the sleeve, and the operating current in the balking state.

[0072] The constituent elements and operational elements can be used to determine the engagement length of the sleeve 104 according to a preferred embodiment of the present invention.

[0073] In addition, refer to Figure 7 and Figure 8 This paper describes a method for calculating the engagement length S of the sleeve 104 according to a preferred embodiment of the present invention, and a control method for the isolation device using the method.

[0074] Figures 6A to 6E This is a schematic diagram illustrating the constituent elements and operational elements for determining the engagement length of the sleeve according to a preferred embodiment of the present invention.

[0075] refer to Figures 6A to 6E This allows us to confirm the relationship curves between various operating elements and the engagement length of sleeve 104.

[0076] Figure 6A The graph shows the relationship between the tooth backlash (the tooth backlash between sleeve 104 and shaft 204) and the meshing length of sleeve 104. The tooth backlash is proportional to the meshing length of sleeve 104.

[0077] Figure 6B The graph shows the relationship between the PCD between sleeve 104 and shaft 204 and the engagement length of sleeve 104. The PCD between sleeve 104 and shaft 204 is inversely proportional to the engagement length between sleeve 104.

[0078] Figure 6C A graph showing the relationship between the relative rpm (relative rotational speed) of the attempted engagement and the engagement length of the sleeve 104 is shown. The relative rpm (relative rotational speed) of the attempted engagement is inversely proportional to the engagement length of the sleeve 104.

[0079] Figure 6D The graph shows the relationship between the current (shifting force) and the engagement length of the sleeve 104 in the misaligned state. The current (shifting force) in the misaligned state is proportional to the engagement length of the sleeve 104.

[0080] Figure 6E The graph shows the relationship between the weights of the addition fork 105 and the sleeve 104 and the engagement length of the sleeve 104. The weights of the addition fork 105 and the sleeve 104 are inversely proportional to the engagement length of the sleeve 104.

[0081] According to a preferred embodiment of the vehicle isolation device control device and method of the present invention, the engagement length of the sleeve 104 is determined by considering these constituent elements and operating elements, and compared with the optimal reference engagement length set according to the vehicle specifications. The operating elements are changed according to whether they are consistent, thereby controlling the motor 101 of the isolation device, thereby preventing the sleeve 104 and the shaft 204 from failing to engage.

[0082] Figure 7 This is a block diagram of the control device for a vehicle isolation device according to a preferred embodiment of the present invention.

[0083] refer to Figure 7 According to a preferred embodiment of the vehicle isolation device of the present invention, the control device 300 can use various components and operating elements of the vehicle to calculate the engagement length of the sleeve 104, compare the calculated engagement length of the sleeve 104 with a preset reference engagement length, and change the operating elements and control the motor of the isolation device based on whether they are consistent. Thus, when controlling the isolation device 100, it can prevent the sleeve 104 and the shaft 204 from failing to engage due to the failure to ensure the engagement length of the sleeve 104.

[0084] The control device 300 of the vehicle isolation device according to a preferred embodiment of the present invention may include a vehicle information acquisition unit 310, a calculation unit 320 and a control unit 330.

[0085] The vehicle information acquisition unit 310 can acquire vehicle information through various in-vehicle sensor devices or storage devices. The vehicle information acquisition unit 310 can acquire various constituent elements and operational elements of the isolation device 100 as vehicle information. Here, constituent elements may include the tooth backlash D between the shaft 204 and the sleeve 104, the pitch circle diameter (PCD) between the shaft 204 and the sleeve 104, and the weight of the adding fork 105 and the sleeve 104.

[0086] Operating elements may include the relative rotational speed between shaft 204 and sleeve 104, and the operating current in the misalignment state.

[0087] The calculation unit 320 can receive information about various components and operating elements from the vehicle information acquisition unit 310. The calculation unit 320 can use the received various components and operating elements to calculate the engagement length of the sleeve 104.

[0088] First, the calculation unit 320 can calculate the movement time t of the sleeve 104 based on the coupling operation between the sleeve 104 and the shaft 204. Here, the movement time t of the sleeve 104 can be calculated using the backlash D between the shaft 204 and the sleeve 104, the PCD between the shaft 204 and the sleeve 104, and the relative rotational speed between the shaft 204 and the sleeve 104.

[0089] Therefore, the calculation unit 320 can convert the tooth backlash D between the shaft 204 and the sleeve 104 into a tooth backlash rotation angle. When converting the tooth backlash rotation angle, the PCD between the shaft 204 and the sleeve 104 can also be considered.

[0090] The calculation unit 320 can convert the relative rotational speed of the shaft 204 and the sleeve 104 into revolutions per second (RPS). Then, the calculation unit 320 can convert the revolutions per second into rotational angles per second.

[0091] The calculation unit 320 can use the previously calculated backlash angle and rotation angle per second to calculate the required movement time t of the sleeve 104 during its movement. This can be the time required for the sleeve 104 to enter the predetermined depth L of the shaft 204.

[0092] The calculation unit 320 can convert the working current in the misaligned state into the sleeve shifting force.

[0093] The calculation unit 320 can use the sleeve shifting force to calculate the sleeve acceleration.

[0094] The calculation unit 320 can use the initial velocity of the sleeve, the acceleration of the sleeve, and the movement time of the sleeve to calculate the moving speed of the sleeve. Here, depending on the docking state, the initial velocity of the sleeve can be 0.

[0095] The calculation unit 320 can use the moving speed and acceleration of the sleeve to calculate and display the engagement length of the sleeve 104, which is the distance moved during the moving time.

[0096] The method for calculating the engagement length S of sleeve 104 can be expressed as shown in the following mathematical formulas 1 to 5.

[0097] <Mathematical Formula 1>

[0098] V 2 -V0 2 =2aS

[0099] In mathematical formula 1, V represents the moving speed of sleeve 104, V0 represents the initial velocity of sleeve 104, a represents the acceleration of sleeve 104, and S represents the engagement length (moving distance) of sleeve 104.

[0100] According to the equivalent velocity calculation formula, mathematical formula 1 can be expressed as mathematical formula 2.

[0101] <Mathematical Formula 2>

[0102] S=(V 2 -V0 2 ) / 2a

[0103] In mathematical formulas 1 and 2, the initial velocity V0 of sleeve 104 is 0 in the docking state.

[0104] In mathematical formulas 1 and 2, the acceleration 'a' of sleeve 104 can be expressed as follows in mathematical formulas 3 and 4.

[0105] <Mathematical Formula 3>

[0106] F = ma

[0107] <Mathematical Expression 4>

[0108] a = F / m

[0109] In mathematical formulas 3 and 4, F represents the shift power of the sleeve 104, and m represents the combined weight of the sleeve 104 and the fork 105.

[0110] In mathematical formulas 1 and 2, the moving speed V of sleeve 104 can be expressed as shown in mathematical formula 5 below.

[0111] <Mathematical Formula 5>

[0112] V = V0 + at

[0113] In mathematical formula 5, the moving speed V of sleeve 104 can be calculated by multiplying the initial speed of sleeve 104 by the acceleration a of sleeve 104 and the moving time t of sleeve 104.

[0114] In mathematical formulas 1 and 2, the engagement length S of sleeve 104 can be calculated by the initial velocity, acceleration, and moving speed of sleeve 104 calculated in mathematical formulas 3 to 5.

[0115] The control unit 330 can receive the engagement length of the sleeve 104 from the calculation unit 320. The control unit 330 can compare the engagement length of the sleeve 104 with a preset reference engagement length. The reference engagement length can be the optimal engagement length set based on vehicle specifications.

[0116] When the difference between the calculated engagement length of the sleeve 104 and the reference engagement length is within a preset value, the control unit 330 can finally determine the engagement length of the sleeve 104. The preset value can be set appropriately according to the user's needs.

[0117] When the difference between the calculated engagement length of the sleeve 104 and the reference engagement length exceeds a preset value, the control unit 330 can determine that the operating element used to calculate the engagement length of the sleeve 104 needs to be changed. In this case, the calculation unit 320 can change the operating element by taking into account the difference between the calculated engagement length of the sleeve 104 and the reference engagement length. The calculation unit 320 can then retransmit the engagement length of the sleeve 104 calculated based on the changed operating element back to the control unit 330.

[0118] The control unit 330 can determine the engagement length of the sleeve 104 by comparing the engagement length of the newly transmitted sleeve 104 with the reference engagement length.

[0119] When the engagement length of the sleeve 104 is finally determined, the control unit 330 can control the motor 101 of the isolation device 100 by adjusting the operating elements used to calculate the finally determined engagement length of the sleeve 104. That is, the control unit 330 can control the motor 101 by changing the relative rotational speed of the shaft and the sleeve and the operating current in the misalignment state.

[0120] Therefore, the sleeve 104 of the isolation device 100 can be coupled to the shaft 204 by moving a reference engagement length toward the shaft 204. The control unit 330 can appropriately change the engagement length of the sleeve 104 by adjusting these operating elements, thereby preventing a situation where the sleeve 104 and the shaft 204 cannot engage.

[0121] Figure 8 This is a flowchart of a control method for a vehicle isolation device according to a preferred embodiment of the present invention.

[0122] refer to Figure 7 and Figure 8 According to a preferred embodiment of the vehicle isolation device control method of the present invention, the engagement length of the sleeve 104 is calculated using various components and operating elements of the vehicle, and the calculated engagement length of the sleeve 104 is compared with a preset reference engagement length. The operating elements are changed according to whether they are consistent, and the motor of the isolation device is controlled. Thus, when controlling the isolation device 100, the situation where the sleeve 104 and the shaft 204 cannot engage due to the failure to ensure the engagement length of the sleeve 104 can be prevented.

[0123] The control method of the vehicle isolation device according to a preferred embodiment of the present invention may include a vehicle information acquisition step (S810), a calculation step (S820), a comparison step (S830), a variable step (S840), a determination step (S850), and a control step (S860).

[0124] In the vehicle information acquisition step (S810), the vehicle information acquisition unit 310 can acquire vehicle information through various in-vehicle sensor devices or communication devices. The vehicle information acquisition unit 310 can obtain various constituent elements and operational elements of the isolation device 100 as vehicle information. Here, the constituent elements may include the backlash D between the shaft 204 and the sleeve 104, the pitch circle diameter (PCD) between the shaft 204 and the sleeve 104, and the weight of the addition fork 105 and the sleeve 104. The operational elements may include the relative rotational speed between the shaft 204 and the sleeve 104, and the operating current in the balancing state.

[0125] In the calculation step (S820), the calculation unit 320 can receive information on various constituent elements and operational elements from the vehicle information acquisition unit 310. The calculation unit 320 can use the received various constituent elements and operational elements to calculate the engagement length of the sleeve 104.

[0126] First, the calculation unit 320 can use backlash, PCD, and relative rotational speed to calculate the sleeve's movement time.

[0127] The calculation unit 320 can use backlash and PCD to calculate the backlash rotation angle.

[0128] The calculation unit 320 can convert the relative rotational speed into the rotation angle per second of the sleeve.

[0129] The calculation unit 320 can use the backlash rotation angle and the rotation angle per second to calculate the required sleeve movement time.

[0130] The calculation unit 320 can convert the working current in the misaligned state into the sleeve shifting force.

[0131] The calculation unit 320 can use the weight of the fork 105 and the sleeve 104 of the additive isolation device and the sleeve shifting force to calculate the acceleration of the sleeve.

[0132] The calculation unit 320 can use the sleeve's movement time, the sleeve's initial velocity, and the sleeve's acceleration to calculate the sleeve's movement speed.

[0133] The calculation unit 320 can use the moving speed of the sleeve, the initial speed of the sleeve, and the acceleration of the sleeve to calculate the engagement length of the sleeve.

[0134] In the comparison step (S830), the control unit 330 can receive the engagement length of the sleeve 104 from the calculation unit 320. The control unit 330 can compare the calculated engagement length of the sleeve 104 with a preset reference engagement length.

[0135] In the variable step (S840), when the difference between the calculated engagement length of the sleeve 104 and the reference engagement length exceeds a preset value, the control unit 330 can change the relative rotation speed of the sleeve and the operating current of the misalignment state, and then transmit this information to the calculation unit 320. At this time, upon receiving the changed relative rotation speed of the sleeve and the operating current of the misalignment state, the calculation unit 320 can recalculate the engagement length of the sleeve 104 based on these changes.

[0136] In the determination step S850, when the difference between the engagement length of the sleeve 104 and the reference engagement length is within a preset value, the control unit 330 can finally determine the calculated engagement length of the sleeve 104.

[0137] In the control step (S860), the control unit 330 uses the relative rotational speed and the operating current for calculating the final determined engagement length of the sleeve 104 to control the motor 101 of the isolation device 100. As a result, the sleeve 104 of the isolation device 100 moves towards the shaft 204 by the engagement length calculated by the calculation unit 320, thereby enabling coupling with the shaft 204. By adjusting these operating elements, the control unit 330 appropriately changes the engagement length of the sleeve 104, thereby preventing a situation where the sleeve 104 and the shaft 204 cannot engage.

[0138] The above description is merely an illustration of the technical concept of the present invention. Those skilled in the art can make various modifications, alterations, and substitutions without departing from the essential characteristics of the invention. Therefore, the embodiments and accompanying drawings disclosed in this invention are not intended to limit the technical concept of the invention, but rather to illustrate it. The scope of the technical concept of the invention is not limited to the above-described embodiments and accompanying drawings.

[0139] As will be understood by those skilled in the art, the steps and / or operations according to the invention may be performed simultaneously in other embodiments in other orders, in parallel, or for other epochs, etc.

[0140] According to embodiments, some or all of the steps and / or operations may be implemented or executed using instructions, programs, interactive data structures, driver clients, and / or servers stored on more than one non-transitory computer-readable medium, at least a portion of which may be implemented or executed. One or more non-transitory computer-readable media, as an example, may be software, firmware, hardware, and / or any combination thereof. Furthermore, the functionality of the "modules" discussed herein may be implemented by software, firmware, hardware, and / or any combination thereof.

Claims

1. A control device for a vehicle isolation device, wherein, include: Vehicle Information Acquisition Department, used to acquire vehicle information; The calculation unit calculates the engagement length of the sleeve of the vehicle isolation device based on the vehicle information; as well as The control unit is used to compare the engagement length of the sleeve with a preset reference engagement length, and determine whether to determine the engagement length of the sleeve based on the comparison result. The vehicle information includes the constituent elements and operational elements of the vehicle isolation device. The constituent elements include: the backlash between the shaft and the sleeve of the differential assembly, the pitch circle diameter between the shaft and the sleeve, and the combined weight of the fork and the sleeve of the isolating device. The operating elements include: the relative rotational speed between the shaft and the sleeve, and the operating current in the misalignment state.

2. The control device for the vehicle isolation device according to claim 1, wherein, The calculation unit uses the tooth backlash and the pitch circle diameter to calculate the tooth backlash rotation angle. The relative rotational speed is converted into the rotation angle per second of the sleeve.

3. The control device for the vehicle isolation device according to claim 2, wherein, The calculation unit uses the backlash rotation angle and the rotation angle per second to calculate the required movement time of the sleeve when the sleeve moves.

4. The control device for the vehicle isolation device according to claim 3, wherein, The calculation unit converts the working current of the misaligned state into the sleeve shifting force.

5. The control device for the vehicle isolation device according to claim 4, wherein, The calculation unit calculates the acceleration of the sleeve by adding the weights of the fork and the sleeve of the isolation device and the shifting force of the sleeve.

6. The control device for the vehicle isolation device according to claim 5, wherein, The calculation unit calculates the moving speed of the sleeve using the moving time of the sleeve, the initial speed of the sleeve, and the acceleration.

7. The control device for the vehicle isolation device according to claim 6, wherein, The calculation unit uses the moving speed of the sleeve, the initial speed of the sleeve, and the acceleration to calculate the engagement length of the sleeve.

8. The control device for the vehicle isolation device according to claim 7, wherein, When the difference between the engagement length of the sleeve and the reference engagement length exceeds a preset value, the control unit changes the relative rotation speed of the sleeve and the operating current of the misalignment state, and transmits the changed relative rotation speed of the sleeve and the operating current of the misalignment state to the calculation unit. When the difference between the engagement length of the sleeve and the reference engagement length is within the preset value, it is determined as the calculated engagement length of the sleeve.

9. The control device for the vehicle isolation device according to claim 1, wherein, The control unit uses the relative rotational speed of the sleeve calculated for the determined engagement length of the sleeve and the operating current of the misalignment state to control the motor of the isolation device.

10. A control method for a vehicle isolation device, wherein, include: Vehicle information acquisition steps: The vehicle information acquisition department acquires vehicle information; In the calculation step, the calculation unit calculates the engagement length of the sleeve of the vehicle isolation device based on the vehicle information; as well as In the comparison step, the control unit compares the engagement length of the sleeve with a preset reference engagement length, and determines whether to determine the engagement length of the sleeve based on the comparison result. The vehicle information includes the constituent elements and operational elements of the vehicle isolation device. The constituent elements include: the backlash between the shaft and the sleeve of the differential assembly, the pitch circle diameter between the shaft and the sleeve, and the combined weight of the fork and the sleeve of the isolating device. The operating elements include: the relative rotational speed between the shaft and the sleeve, and the operating current in the misalignment state.

11. The control method for the vehicle isolation device according to claim 10, wherein, In the calculation step, the backlash and the pitch circle diameter are used to calculate the backlash rotation angle. The relative rotational speed is converted into the rotation angle per second of the sleeve.

12. The control method for the vehicle isolation device according to claim 11, wherein, In the calculation step, the backlash rotation angle and the rotation angle per second are used to calculate the required movement time of the sleeve when the sleeve moves.

13. The control method for the vehicle isolation device according to claim 12, wherein, In the calculation step, the working current of the misaligned state is converted into the sleeve shifting force.

14. The control method for the vehicle isolation device according to claim 13, wherein, In the calculation step, the acceleration of the sleeve is calculated by adding the weights of the fork and the sleeve of the isolation device and the shifting force of the sleeve.

15. The control method for the vehicle isolation device according to claim 14, wherein, In the calculation step, the moving speed of the sleeve is calculated using the moving time of the sleeve, the initial velocity of the sleeve, and the acceleration.

16. The control method for the vehicle isolation device according to claim 15, wherein, In the calculation step, the engagement length of the sleeve is calculated using the moving speed of the sleeve, the initial speed of the sleeve, and the acceleration.

17. The control method for the vehicle isolation device according to claim 16, wherein, Also includes: When the difference between the engagement length of the sleeve and the reference engagement length exceeds a preset value, the control unit transmits the change step to the calculation unit by changing the relative rotation speed of the sleeve and the working current of the misalignment state. as well as When the difference between the engagement length of the sleeve and the reference engagement length is within the preset value, the control unit determines the step of determining the calculated engagement length of the sleeve.

18. The control method for the vehicle isolation device according to claim 10, wherein, It also includes the control unit using the relative rotational speed of the sleeve calculated for the determined engagement length of the sleeve and the operating current of the misalignment state to control the motor of the isolation device.

Images