Power system, control method, vehicle-mounted controller, and vehicle

Abstract

The application discloses a power system, a control method, a vehicle-mounted controller and a vehicle. The power system comprises a first transmission shaft, a second transmission shaft, a gear shifting mechanism, a speed ratio amplification mechanism, a main reduction driven gear and a motor. The gear shifting mechanism is arranged on the first transmission shaft, and the first transmission shaft is connected with the motor. The speed ratio amplification mechanism and the main reduction driven gear are arranged on the second transmission shaft, the speed ratio amplification mechanism is engaged with a first end of the gear shifting mechanism, and a second end of the gear shifting mechanism is engaged with the main reduction driven gear. The power system can avoid high-speed rotation of the gear shifting mechanism driven by the motor directly, adapt to high-speed operation of the motor, and reduce the requirement of the center distance of the reduction transmission, the envelope and the requirement of the whole power system and the cost by arranging the gear shifting mechanism on the first transmission shaft.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a power system, control method, on-board controller, and vehicle. Background Technology

[0002] To meet the driving needs under different road conditions, multiple driving modes and gears have been developed in existing vehicles to specifically improve driving performance.

[0003] In the existing technology, when designing a motor-driven power system, the shifting mechanism is usually set on the motor output shaft, and the mechanism that plays the role of speed ratio amplification is placed on the intermediate shaft between the motor and the driven component. This design can lead to excessive centrifugal force of the shifting mechanism when the motor outputs at high speed, resulting in burning failure, and also places excessively high requirements on the transmission center distance of the power system. Summary of the Invention

[0004] This invention provides a power system, a control method, an on-board controller, and a vehicle to solve the problems that existing power systems cannot adapt to the high-speed output of motors and have excessively high requirements for transmission center distance.

[0005] This invention provides a power system, including a first drive shaft, a second drive shaft, a shifting mechanism, a speed ratio amplification mechanism, a main reduction driven gear, and a motor;

[0006] The shifting mechanism is mounted on the first drive shaft, and the first drive shaft is connected to the motor;

[0007] The speed ratio amplification mechanism and the main reduction driven gear are mounted on the second transmission shaft. The speed ratio amplification mechanism meshes with the first end of the shifting mechanism, and the second end of the shifting mechanism meshes with the main reduction driven gear.

[0008] Preferably, the shifting mechanism includes a clutch assembly, a first gear, and a second gear disposed on the first drive shaft;

[0009] The first end of the clutch assembly is connected to the first gear, and the second end of the clutch assembly is connected to the second gear;

[0010] The first gear meshes with the speed ratio amplification mechanism, and the second gear meshes with the main reduction driven gear.

[0011] Preferably, the clutch assembly includes a gear sleeve, a first clutch, and a second clutch disposed on the first drive shaft; one end of the first clutch selectively engages with the gear sleeve, and the other end of the first clutch is connected to the first gear; one end of the second clutch selectively engages with the gear sleeve, and the other end of the second clutch is connected to the second gear.

[0012] Alternatively, the clutch assembly includes a dual clutch, one end of which is connected to the first gear and the other end of which is connected to the second gear;

[0013] Alternatively, the clutch assembly may include a synchronizer, one end of which is connected to the first gear and the other end of which is connected to the second gear.

[0014] Preferably, the second drive shaft includes a first drive half-shaft and a second drive half-shaft;

[0015] The power system also includes a differential mechanism mounted on the second drive shaft. The differential mechanism includes a differential housing, a planetary gear, a first half-shaft gear, a second half-shaft gear, and a planetary gear pin mounted inside the differential housing.

[0016] The planetary gear pin passes through the differential housing;

[0017] The two planetary gears are fitted onto the planetary gear pins;

[0018] The first half-shaft gear meshes with the first side of the two planetary gears, and the first half-shaft gear is used to connect a driven component through the first transmission half-shaft.

[0019] The second half-shaft gear meshes with the second side of the two planetary gears, and the second half-shaft gear is used to connect another drive component through the second transmission half-shaft;

[0020] The speed ratio amplification mechanism is sleeved on the first transmission half-shaft and connected to the first end of the differential housing. The main reduction driven gear is sleeved on the second transmission half-shaft and connected to the second end of the differential housing.

[0021] Preferably, the power system further includes a differential lock;

[0022] One end of the differential lock is connected to the second drive half-shaft, and the other end of the differential lock is connected to the main reducer driven gear, which is used to control the engagement or disengagement of the second drive half-shaft and the main reducer driven gear.

[0023] Preferably, the speed ratio amplification mechanism includes a third gear and a planetary gear set, wherein the outer gear ring of the third gear meshes with the shifting mechanism;

[0024] The planetary gear structure includes a planet carrier, planet gears, and a sun gear; the planet carrier is connected to the differential housing; the planet gears are mounted on the planet carrier and mesh with the internal gear ring of the third gear and the sun gear; one end of the sun gear is connected to the power system housing.

[0025] Alternatively, the planetary gear set structure includes a planet carrier, planet gears, a sun gear, and a planetary gear ring. Either the planet carrier or the planetary gear ring is connected to the differential housing, and the other is connected to the power system housing. The planet gears are mounted on the planet carrier and mesh with the planetary gear ring and the sun gear. The sun gear is connected to the third gear.

[0026] Preferably, the power system further includes a fourth gear and a fifth gear;

[0027] The fourth gear is mounted on the output shaft of the motor, and the fifth gear is mounted on the first transmission shaft. The fourth gear and the fifth gear mesh.

[0028] This invention also provides a control method for a power system, comprising:

[0029] Obtain actual vehicle data;

[0030] When the measured vehicle data meets the mode switching conditions corresponding to the target driving mode, the target execution component is controlled to operate so that the power system enters the target driving mode.

[0031] Preferably, the measured vehicle data includes the desired driving mode, current gear, and current vehicle speed;

[0032] The target driving mode includes a first-gear low-speed off-road driving mode. The mode switching conditions corresponding to the first-gear low-speed off-road driving mode include the required driving mode being a first-gear low-speed off-road driving mode, the current gear not being a parking gear or neutral gear, and the current vehicle speed being greater than a first vehicle speed threshold and less than a second vehicle speed threshold.

[0033] The control of the target actuator to operate, so that the power system enters the target driving mode, includes:

[0034] The motor in the power system is controlled to be in driving mode, the first clutch is engaged, the second clutch is disengaged and the differential lock is unlocked, so that the power system enters the first gear low-speed off-road driving mode.

[0035] Preferably, the measured vehicle data includes the current driving mode and brake pedal status;

[0036] The target driving mode includes a first-gear low-speed energy recovery mode. The mode switching conditions corresponding to the first-gear low-speed energy recovery mode include the current driving mode being a first-gear low-speed off-road driving mode and the brake pedal being in a depressed state.

[0037] The control of the target actuator to operate, so that the power system enters the target driving mode, includes:

[0038] Control the motor to switch from driving state to generating state, so that the power system enters the first-gear low-speed energy recovery mode.

[0039] Preferably, the measured vehicle data includes the required driving mode, the current driving mode, and the current vehicle speed;

[0040] The target driving mode includes a first-gear low-speed traction drive mode. The mode switching conditions corresponding to the first-gear low-speed traction drive mode include the required driving mode being a first-gear low-speed traction drive mode, the current driving mode being a first-gear low-speed off-road drive mode, and the current vehicle speed not exceeding a first vehicle speed threshold.

[0041] The control of the target actuator to operate, so that the power system enters the target driving mode, includes:

[0042] Control the differential lock to switch from the unlocked state to the locked state, so that the power system enters the first-gear low-speed escape drive mode.

[0043] Preferably, the measured vehicle data includes the required driving mode, the current driving mode, the current gear, and the current vehicle speed;

[0044] The target driving mode includes a first-gear low-speed traction drive mode. The mode switching conditions corresponding to the first-gear low-speed traction drive mode include the required driving mode being a first-gear low-speed traction drive mode, the current driving mode not being a first-gear low-speed off-road drive mode, the current gear not being a parking gear or neutral gear, and the current vehicle speed not exceeding a first vehicle speed threshold.

[0045] The control of the target actuator to operate, so that the power system enters the target driving mode, includes:

[0046] The motor in the power system is controlled to be in driving mode, the first clutch is engaged, the second clutch is disengaged and the differential lock is locked, so that the power system enters the first gear low-speed escape driving mode.

[0047] Preferably, the measured vehicle data includes the required driving mode, the current driving mode, the current gear, and the current vehicle speed;

[0048] The target driving mode includes a first-gear low-speed traction drive mode. The mode switching conditions corresponding to the first-gear low-speed traction drive mode include the required driving mode being a first-gear low-speed traction drive mode, the current driving mode not being a first-gear low-speed off-road drive mode, the current gear not being a parking gear or neutral gear, and the current vehicle speed being greater than a first vehicle speed threshold and less than a second vehicle speed threshold.

[0049] The control of the target actuator to operate, so that the power system enters the target driving mode, includes:

[0050] The motor in the power system is controlled to be in driving mode, the first clutch is engaged, the second clutch is disengaged and the differential lock is unlocked, so that the power system enters the first gear low-speed off-road driving mode and obtains the current vehicle speed that is re-monitored;

[0051] When the current vehicle speed, as re-monitored, is not greater than the first vehicle speed threshold, the differential lock is controlled to switch from the unlocked state to the locked state, so that the power system enters the first-gear low-speed escape drive mode.

[0052] Preferably, the measured vehicle data includes the desired driving mode and the current gear.

[0053] The target driving mode includes a second-gear high-efficiency drive mode. The mode switching conditions corresponding to the second-gear high-efficiency drive mode include the required driving mode being the second-gear high-efficiency drive mode and the current gear not being the parking gear or neutral gear; or, the mode switching conditions corresponding to the second-gear high-efficiency drive mode include the vehicle not acquiring the required driving mode within a first preset time after powering on, and the current gear not being the parking gear or neutral gear.

[0054] The control of the target actuator to operate, so that the power system enters the target driving mode, includes:

[0055] The motor in the power system is controlled to be in driving mode, the first clutch is disengaged, the second clutch is engaged and the differential lock is unlocked, so that the power system enters the second-gear high-efficiency drive mode.

[0056] Preferably, the measured vehicle data includes the current driving mode and brake pedal status;

[0057] The target driving mode includes a second-level high-efficiency energy recovery mode. The mode switching conditions corresponding to the second-level high-efficiency energy recovery mode include the current driving mode being the second-level high-efficiency drive mode and the brake pedal being in the depressed state.

[0058] The control of the target actuator to operate, so that the power system enters the target driving mode, includes:

[0059] The motor is controlled to switch from driving mode to generating mode, so that the power system enters the second-level high-efficiency energy recovery mode.

[0060] Preferably, the measured vehicle data includes the desired driving mode and the current gear.

[0061] The target driving mode includes hill start assist mode, and the mode switching conditions corresponding to hill start assist mode include the required driving mode being hill start assist mode, or the current gear being parking gear.

[0062] The control of the target actuator to operate, so that the power system enters the target driving mode, includes:

[0063] The motor in the power system is controlled to be in an unloaded state, the first clutch is engaged, the second clutch is engaged, and the differential lock is unlocked, so that the power system enters the hill-start assist parking mode.

[0064] Preferably, the measured vehicle data includes the desired driving mode and the current gear.

[0065] The target driving mode includes a neutral disengagement mode. The mode switching conditions corresponding to the neutral disengagement mode include when the required driving mode is the neutral disengagement mode, or when the current gear is neutral.

[0066] The control of the target actuator to operate, so that the power system enters the target driving mode, includes:

[0067] The motor in the power system is controlled to be in a neutral disconnect state, the first clutch is disengaged, the second clutch is disengaged and the differential lock is unlocked, so that the power system enters the neutral disconnect mode.

[0068] This invention also provides an on-board controller, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the control method of the power system as described in any of the preceding embodiments.

[0069] The present invention also provides a vehicle, including the power system described in any of the above claims and the on-board controller described above.

[0070] The power system, control method, on-board controller, and vehicle provided in this invention, by placing the shift mechanism on the first drive shaft, avoid the shift mechanism directly rotating at high speed driven by the motor, preventing the risk of burn-out failure due to excessive centrifugal force. This allows it to adapt to high-speed motor operation. Furthermore, by separating the shift mechanism and the speed ratio amplification mechanism on the first and second drive shafts respectively, placing the shift mechanism on an intermediate shaft, the center distance requirement for the reduction transmission is reduced, lowering the overall power system envelope and requirements, resulting in a more compact power system structure and lower costs. In the power system control method, the on-board controller acquires real-time measured vehicle data and controls the power system based on this data, actively or passively switching to the corresponding target driving mode. This allows for flexible adaptation to various driving conditions and improves vehicle driving efficiency. Attached Figure Description

[0071] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0072] Figure 1 This is a schematic diagram of the power system in one embodiment of the present invention;

[0073] Figure 2 This is another structural schematic diagram of the power system in one embodiment of the present invention;

[0074] Figure 3 This is another structural schematic diagram of the power system in one embodiment of the present invention;

[0075] Figure 4 This is another structural schematic diagram of the power system in one embodiment of the present invention;

[0076] Figure 5 This is a flowchart of a control method for a power system according to an embodiment of the present invention;

[0077] Figure 6 This is a state diagram of the target execution component in various driving modes in one embodiment of the present invention.

[0078] In the diagram: 1. First drive shaft; 2. Second drive shaft; 3. Gear shifting mechanism; 31. Clutch assembly; 311. Gear sleeve; 312. First clutch; 313. Second clutch; 32. First gear; 33. Second gear; 4. Speed ​​ratio amplification mechanism; 41. Third gear; 42. Planetary gear set structure; 421. Planet carrier; 422. Planetary gears; 423. Sun gear; 424. Planetary gear ring; 5. Main reduction driven gear; 6. Motor; 7. Differential mechanism; 71. Differential housing; 72. Planetary gear; 73. First half-shaft gear; 74. Second half-shaft gear; 75. Planetary gear pin; 8. Differential lock; 9. Fourth gear; 10. Fifth gear; 11. Driven component. Detailed Implementation

[0079] To make the technical problems solved, the technical solutions, and the beneficial effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0080] In the description of this invention, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0081] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0082] This invention provides a power system including a first drive shaft 1, a second drive shaft 2, a shifting mechanism 3, a speed ratio amplification mechanism 4, a main reduction driven gear 5, and a motor 6. The shifting mechanism 3 is disposed on the first drive shaft 1, and the first drive shaft 1 is connected to the motor 6. The speed ratio amplification mechanism 4 and the main reduction driven gear 5 are disposed on the second drive shaft 2. The speed ratio amplification mechanism 4 meshes with the first end of the shifting mechanism 3, and the second end of the shifting mechanism 3 meshes with the main reduction driven gear 5.

[0083] As an example, the power system includes a first drive shaft 1, a second drive shaft 2, a shifting mechanism 3, a speed ratio amplification mechanism 4, a main reducer-driven gear 5, and a motor 6. The shifting mechanism 3 is mounted on the first drive shaft 1 and rotates synchronously with it. The first drive shaft 1 is connected to the output shaft of the motor 6 via gears. The shifting mechanism 3 is used to switch power output gears. The second drive shaft 2 is used to connect the driven component 11, such as a wheel hub. The speed ratio amplification mechanism 4 and the main reducer-driven gear 5 are mounted on the second drive shaft 2. The speed ratio amplification mechanism 4 meshes with the first end of the shifting mechanism 3, and the main reducer-driven gear 5 meshes with the second end of the shifting mechanism 3. By switching power output gears, the shifting mechanism 3 can either transmit the torque and speed output by the motor 6 to the second drive shaft 2 via the speed ratio amplification mechanism 4, forming a first-gear transmission path to achieve a first-gear driving effect, or it can transmit the torque and speed output by the motor 6 to the second drive shaft 2 via the main reducer-driven gear 5, forming a second-gear transmission path to achieve a second-gear driving effect. The stator of motor 6 can be connected to the motor controller via three-phase lines and an NTC sensor. The motor controller is connected to the vehicle controller and can adjust the motor speed according to the speed control signal sent by the vehicle controller. The motor speed is monitored through a rotary transformer, and the motor speed is fed back to the motor controller to achieve closed-loop control of the motor speed. The motor controller can also detect the motor's operating temperature and adjust the motor current through three-phase line control to achieve different torque outputs.

[0084] In this example, by placing the shift mechanism 3 on the first drive shaft 1 instead of the output shaft of the motor 6, the shift mechanism 3 can avoid high-speed rotation directly driven by the motor 6, preventing the risk of burn-out failure due to excessive centrifugal force, and adapting to the high-speed operation of the motor 6. Simultaneously, placing the shift mechanism 3 on the first drive shaft 1 and the speed ratio amplification mechanism 4 and the main reduction driven gear 5 on the second drive shaft 2, so that the shift mechanism 3 is located on the intermediate shaft between the output shaft of the motor 6 and the second drive shaft 2, reduces the center distance requirement of the reduction transmission, lowers the envelope and requirements of the entire power system, makes the power system structure more compact, and reduces costs. The first and second gear transmission paths from the shift mechanism 3 to the second drive shaft 2 are independent and do not interfere with each other. The power transmission path is short and the transmission efficiency is high. The shorter power transmission path also reduces the speed requirements of the driving gear and the supporting needle roller, reducing the torque capacity requirement of the shift mechanism 3, and making the speed regulation requirements of the motor 6 easier to control, which is beneficial to improving control accuracy and shift response speed.

[0085] In one embodiment, the shifting mechanism 3 includes a clutch assembly 31, a first gear 32, and a second gear 33 disposed on the first drive shaft 1; the first end of the clutch assembly 31 is connected to the first gear 32, and the second end of the clutch assembly 31 is connected to the second gear 33; the first gear 32 meshes with the speed ratio amplification mechanism 4, and the second gear 33 meshes with the main reduction driven gear 5.

[0086] As an example, the shifting mechanism 3 includes a clutch assembly 31, a first gear 32, and a second gear 33 mounted on the first drive shaft 1. The first end of the clutch assembly 31 is connected to the first gear 32, which meshes with the speed ratio amplification mechanism 4. The second end of the clutch assembly 31 is connected to the second gear 33, which meshes with the main reducer-driven gear 5. The clutch assembly 31 can selectively transmit torque and speed to the second drive shaft 2 via the first gear 32 and the speed ratio amplification mechanism 4, or via the second gear 33 and the main reducer-driven gear 5, depending on the gear shift, thereby achieving gear shifting.

[0087] In one embodiment, the clutch assembly 31 includes a gear sleeve 311, a first clutch 312, and a second clutch 313; one end of the first clutch 312 is selectively engaged with the gear sleeve 311, and the other end of the first clutch 312 is connected to a first gear 32; one end of the second clutch 313 is selectively engaged with the gear sleeve 311, and the other end of the second clutch 313 is connected to a second gear 33; or, the clutch assembly includes a dual clutch, one end of which is connected to the first gear 32, and the other end of which is connected to the second gear 33; or, the clutch assembly includes a synchronizer, one end of which is connected to the first gear 32, and the other end of which is connected to the second gear 33.

[0088] As an example, the clutch assembly 31 includes two independent clutches, or it can be a back-to-back dual clutch, including a gear sleeve 311, a first clutch 312, and a second clutch 313 mounted on the first drive shaft 1. One end of the first clutch 312 is selectively engaged with the gear sleeve 311, and the other end of the first clutch 312 is connected to the first gear 32; one end of the second clutch 313 is selectively engaged with the gear sleeve 311, and the other end of the second clutch 313 is connected to the second gear 33. The gear sleeve 311 can be connected to the first drive shaft 1 via a spline and rotate synchronously with the first drive shaft 1. The first clutch 312 is sleeved on the first drive shaft 1. When the first clutch 312 is engaged, it drives the first gear 32 to rotate synchronously with the gear sleeve 311, so that the clutch assembly 31 outputs speed and torque to the second drive shaft 2 through the first clutch 312, the first gear 32, and the speed ratio amplification mechanism 4, achieving a first-gear drive effect. The second clutch 313 is sleeved on the first drive shaft 1. When the second clutch 313 is engaged, it drives the second gear 33 to rotate synchronously with the gear sleeve 311, so that the clutch assembly 31 outputs speed and torque to the second drive shaft 2 through the second clutch 313, the second gear 33, and the main reduction driven gear 5, achieving a second-gear drive effect.

[0089] As another example, the clutch assembly 31 can also be a back-to-back dual clutch, with the two ends of the dual clutch connected to the first gear 32 and the second gear 33 respectively. The dual clutch can selectively transmit torque and speed to the second transmission shaft 2 through the speed ratio amplification mechanism 4 or the main reducer driven gear 5 to achieve a two-speed driving effect.

[0090] As another example, the clutch assembly 31 is a three-position synchronizer structure, and its synchronizer structure is not limited to a dog-tooth spline clutch with or without a synchronizer ring. The two ends of the synchronizer are connected to the first gear 32 and the second gear 33 respectively. The synchronizer can selectively transmit torque and speed to the second drive shaft 2 through the speed ratio amplification mechanism 4 or the main reducer driven gear 5 to achieve a two-speed drive effect.

[0091] In one embodiment, the second drive shaft 2 includes a first drive half shaft and a second drive half shaft; the power system also includes a differential mechanism 7 disposed on the second drive shaft 2; the differential mechanism 7 includes a differential housing 71, planetary gears 72 disposed in the differential housing 71, a first half shaft gear 73, a second half shaft gear 74 and a planetary gear pin 75; the planetary gear pin 75 passes through the differential housing 71; the two planetary gears 72 are sleeved on the planetary gear pin 75; the first half shaft gear 73 meshes with the first side of the two planetary gears 72, and the first half shaft gear 73 is used to connect a driven component 11 through the first drive half shaft; the second half shaft gear 74 meshes with the second side of the two planetary gears 72, and the second half shaft gear 74 is used to connect another driven component 11 through the second drive half shaft.

[0092] As an example, the power system also includes a differential mechanism 7 mounted on the second drive shaft 2. The second drive shaft includes a first drive half shaft connected to a first end of the differential mechanism 7 and a second drive half shaft connected to a second end of the differential mechanism 7. The first drive half shaft and the second drive half shaft are respectively used to connect two driven components 11. The differential mechanism 7 can realize the differential function between the two driven components 11. For example, it can realize the differential function of the two wheels on both sides of the vehicle to ensure that it can drive smoothly when turning or on uneven road surfaces. The differential mechanism 7 includes a differential housing 71, two planetary gears 72 disposed within the differential housing 71, a first half-shaft gear 73, a second half-shaft gear 74, and a planetary gear pin 75. The planetary gear pin 75 passes through the differential housing 71 in a direction perpendicular to the second drive shaft 2. The two planetary gears 72 are sleeved on the planetary gear pin 75. The first half-shaft gear 73 and the second half-shaft gear 74 are disposed in the direction of the second drive shaft 2. The first half-shaft gear 73 is connected to the driven component 11 through a first drive half-shaft, and the second half-shaft gear 74 is connected to the driven component 11 through a second drive half-shaft. Each planetary gear 72 meshes with the first half-shaft gear 73 and the second half-shaft gear 74. When the vehicle is traveling straight, the planetary gear 72, the first half-shaft gear 73, and the second half-shaft gear 74 rotate at equal speeds and are in a balanced state, equivalent to a rigid connection. However, when the vehicle turns or travels on uneven surfaces, this balance is disrupted, causing the speed of the half-shaft gear on the inside of the turn to decrease, while the speed of the half-shaft gear on the outside increases, creating a differential. This ensures that the driven components 11 on both sides undergo pure rolling motion, ensuring that the vehicle can turn smoothly or travel smoothly on uneven surfaces. The differential mechanism 7, the speed ratio amplification mechanism 4, and the main reduction driven gear 5 are all mounted on the second drive shaft 2. The differential mechanism 7 is positioned between the speed ratio amplification mechanism 4 and the main reduction driven gear 5. The speed ratio amplification mechanism 4 is connected to the first end of the differential housing 71, and the main reduction driven gear 5 is connected to the second end of the differential housing 71. The speed ratio amplification mechanism 4 is connected to the first end of the shift mechanism 3 via the first gear 32, and the main reduction driven gear 5 is connected to the second end of the shift mechanism 3 via the second gear 33, forming a more compact arrangement and saving space.

[0093] In one embodiment, the power system further includes a differential lock 8; one end of the differential lock 8 is connected to the second drive half-shaft, and the other end of the differential lock 8 is connected to the main reducer driven gear 5, for controlling the engagement or disengagement of the second drive half-shaft and the main reducer driven gear 5.

[0094] As an example, the powertrain also includes a differential lock 8. One end of the differential lock 8 is connected to the second drive half-shaft, and the other end is connected to the main reducer driven gear 5. Since the second drive half-shaft is connected to the second half-shaft gear 74, when the differential lock 8 is locked, the second half-shaft gear 74 in the differential mechanism 7 can engage with the main reducer driven gear 5, replacing the connection structure in the prior art where the differential lock 8 is directly connected to the second half-shaft gear 74 and the differential housing 71. Since the mechanical strength of the main reducer driven gear 5 is stronger than that of the differential housing 71, the locking effect is better guaranteed, the safety factor of the differential lock 8 is improved, and the load-bearing capacity of the differential lock 8 can also be improved, thereby reducing the size of the differential lock 8 and reducing space and cost.

[0095] In one embodiment, the speed ratio amplification mechanism 4 includes a third gear 41 and a planetary gear set 42; the outer gear ring of the third gear 41 meshes with the shift mechanism 3; the planetary gear set 42 meshes with the inner gear ring of the third gear 41, and the planetary gear set 42 is connected to the differential mechanism 7.

[0096] As an example, the speed ratio amplification mechanism 4 includes a third gear 41 and a planetary gear set 42. The third gear 41 includes internal and external gear rings. The external gear ring of the third gear 41 meshes with the shift mechanism 3, and the internal gear ring meshes with the planetary gear set 42. The planetary gear set 42 is connected to the differential mechanism 7. The planetary gear set 42 has high load-bearing capacity and structural compactness. By selecting different components in the planetary gear set 42 as the power input and power output ends, the amplification ratio of the planetary gear set 42 can be flexibly changed to adapt to various power output requirements.

[0097] In one embodiment, such as Figure 2 As shown, the planetary gear structure 42 includes a planet carrier 421, planet gears 422 and a sun gear 423; the planet carrier 421 is connected to the differential housing 71; the planet gears 422 are mounted on the planet carrier 421 and mesh with the internal gear ring of the third gear 41 and the sun gear 423; one end of the sun gear 423 is connected to the housing of the power system.

[0098] As an example, the planetary gear set 42 includes a planet carrier 421, planet gears 422, and a sun gear 423. The planet carrier 421 is integrated into or fixedly connected to the differential housing 71, allowing the planet carrier 421 to rotate synchronously with the differential housing 71. The planet gears 422 are loosely fitted onto planetary pins on the planet carrier 421 via planetary needle roller bearings. The planet gears 422 mesh with the internal gear ring of the third gear 41 and the sun gear 423 surrounded by the planet gears 422. One end of the sun gear 423 is fixedly connected to the housing of the power system, keeping the sun gear 423 in a fixed, non-rotating state. This planetary gear set 421 arrangement uses the planet gears 422 as the power input end and the planet carrier 421 as the power output end, with a speed ratio amplification i = (1 + k) / k, where k is a characteristic parameter of the planetary gear set 42.

[0099] In one embodiment, the planetary gear structure 42 includes a planet carrier 421, planet gears 422, a sun gear 423, and a planetary gear ring 424; either the planet carrier 421 or the planetary gear ring 424 is connected to the differential mechanism 7, and the other is connected to the housing of the power system; the planet gears 422 are mounted on the planet carrier 421 and mesh with the planetary gear ring 424 and the sun gear 423; the sun gear 423 is connected to the third gear 41.

[0100] As an example, such as Figure 3 As shown, the planetary gear set structure 42 includes a planet carrier 421, planet gears 422, a sun gear 423, and a planetary gear ring 424. The planet carrier 421 is connected to the differential mechanism 7, and the planetary gear ring 424 is connected to the power system housing. The planet gears 422 are mounted on the planet carrier 421 and mesh with the planetary gear ring 424 and the sun gear 423. The sun gear 423 is connected to the third gear 41. In this example, the planetary gear ring 424 is connected to the power system housing and is in a fixed, non-rotating state. The planet gears 422 are loosely fitted onto the planetary pins of the planet carrier 421 via planetary gear needle roller bearings. The planet carrier 421 is fixedly connected to the differential housing 71. The planet gears 422 mesh with the planetary gear ring 424 and the sun gear 423. The sun gear 423 is coaxially connected to the third gear 41 and rotates synchronously. This planetary gear 421 arrangement structure uses the sun gear 423 as the power input end and the planet carrier 421 as the power output end, with an amplification ratio i=1+k, where k is a characteristic parameter of the planetary gear structure 42.

[0101] As another example, such as Figure 4As shown, the planetary gear set structure 42 includes a planet carrier 421, planetary gears 422, a sun gear 423, and a planetary gear ring 424. The planetary gear ring 424 is connected to the differential mechanism 7, and the planet carrier 421 is connected to the power system housing. The planetary gears 422 are mounted on the planet carrier 421 and mesh with the planetary gear ring 424 and the sun gear 423. The sun gear 423 is connected to the third gear 41. In this example, the planetary gear ring 424 is connected to the differential housing 71, and the planetary gears 422 are loosely fitted onto the planetary shaft pins of the planet carrier 421 via planetary gear needle roller bearings. The planet carrier 421 is connected to the power system housing. The planetary gears 422 only rotate around their own planetary shaft pins and do not revolve around the sun. The planetary gears 422 mesh with the planetary gear ring 424 and the sun gear 423, and the sun gear 423 is coaxially connected to the third gear 41 and rotates synchronously. The planetary gear 421 arrangement structure uses the sun gear 423 as the power input end and the planetary gear ring 424 as the power output end, with an amplification ratio of i=-k, where k is a characteristic parameter of the planetary gear structure 42.

[0102] In one embodiment, the power system further includes a fourth gear 9 and a fifth gear 10; the fourth gear 9 is disposed on the output shaft of the motor 6, and the fifth gear 10 is disposed on the first transmission shaft 1, and the fourth gear 9 and the fifth gear 10 mesh.

[0103] As an example, the power system also includes a fourth gear 9 and a fifth gear 10. The fourth gear 9 is fixed on the output shaft of the motor 6, causing the output shaft of the motor 6 to rotate synchronously with the fourth gear 9. The fifth gear 10 is fixed on the first transmission shaft 1, causing the first transmission shaft 1 to rotate synchronously with the fifth gear 10. The meshing of the fourth gear 9 and the fifth gear 10 forms the power transmission structure between the motor 6 and the shifting mechanism 3. In this example, by setting the fourth gear 9 and the fifth gear 10, the shifting mechanism 3 can be prevented from rotating at high speed directly under the drive of the motor 6, thus preventing the shifting mechanism 3 from suffering the risk of burning failure due to excessive centrifugal force. This also helps the shifting mechanism 3 adapt to the high-speed operating conditions of the motor 6.

[0104] This invention provides a powertrain control method that can be applied to an on-board controller to acquire vehicle data in real time after the vehicle is powered on, and to control the operation of the powertrain in the above embodiment based on the vehicle data. In this example, the on-board controller refers to a controller installed on the vehicle, which can be a controller integrated with other functions on the vehicle, or it can be a standalone controller dedicated to controlling the operation of the powertrain.

[0105] In one embodiment, a control method for a power system is provided, and the method is illustrated using an on-board controller as an example. Figure 5 As shown, the control method of this power system includes:

[0106] S501: Obtain actual vehicle data;

[0107] S502: When the measured vehicle data meets the mode switching conditions corresponding to the target driving mode, control the target execution component corresponding to the target driving mode to work so that the power system enters the target driving mode.

[0108] The measured vehicle data refers to real-time vehicle data. As an example, the measured vehicle data includes, but is not limited to, required driving mode and driving status information. The required driving mode reflects the driver's driving needs and is the driving mode actively selected by the driver. Driving status information reflects the driving state, including but not limited to the current gear, current speed, and brake pedal status. Driving modes include, but are not limited to, first-gear low-speed off-road driving mode, first-gear low-speed energy recovery mode, first-gear low-speed obstacle avoidance driving mode, second-gear high-efficiency driving mode, second-gear high-efficiency energy recovery mode, hill start assist parking mode, and neutral disengagement mode.

[0109] In this example, the first-gear low-speed off-road driving mode, the first-gear low-speed recovery driving mode, the second-gear high-efficiency driving mode, the hill-start assist parking mode, and the neutral disconnect mode are driving modes that the driver can interact with the onboard controller to select and switch between. For example, when the driver selects the first-gear low-speed off-road driving mode, if the onboard controller obtains the actual vehicle data and the required driving mode is the first-gear low-speed off-road driving mode, it can determine the first-gear low-speed off-road driving mode as the target driving mode. The first-gear low-speed off-road driving mode, the first-gear low-speed energy recovery mode, the second-gear high-efficiency driving mode, the second-gear high-efficiency energy recovery mode, the hill-start assist parking mode, and the neutral disconnect mode are driving modes that the onboard controller can default to based on driving status information. For example, if the vehicle is currently operating in the first-gear low-speed off-road driving mode and the onboard controller detects that the brake pedal is pressed, it will control the vehicle to switch to the first-gear low-speed energy recovery mode.

[0110] As an example, in step S501, the vehicle controller can obtain measured vehicle data such as the required driving mode and driving status information through the CAN bus or other communication methods. The measured vehicle data here includes, but is not limited to, the required driving mode, the current gear, the required driving mode, and the current vehicle speed.

[0111] The target driving mode is the driving mode the vehicle intends to enter at the next moment. The onboard controller can actively determine the target driving mode based on driving status information. When the driving status information meets a specific condition, it will switch to a certain driving mode by default. For example, if the current gear is parking, it will default to hill start assist mode. Alternatively, the onboard controller can also passively determine the target driving mode based on the acquired desired driving mode. The target execution components include the motor 6, the shift mechanism 3, and the differential lock 8 in the powertrain system.

[0112] As an example, in step S502, when the acquired measured vehicle data meets the switching conditions corresponding to the target driving mode, the vehicle controller controls the target execution component corresponding to the target driving mode to operate, causing the power system to automatically enter the target driving mode. For example, when the vehicle controller detects that the current gear is parking, it can determine that the current gear meets the switching conditions for the hill-start assist parking mode. At this time, it controls the motor 6, shift mechanism 3, and differential lock 8 in the power system to produce corresponding actions, so that the power system automatically switches from the current driving mode to the hill-start assist parking mode. As another example, when the vehicle controller detects that the required driving mode is first-gear low-speed off-road driving mode, it determines that the target driving mode is first-gear low-speed off-road driving mode. It needs to continue to detect the current gear and current vehicle speed. When the current gear and current vehicle speed meet the switching conditions for first-gear low-speed off-road driving mode, the vehicle controller controls the motor 6, shift mechanism 3, and differential lock 8 in the power system to produce corresponding actions, so that the power system switches from the current driving mode to the first-gear low-speed off-road driving mode.

[0113] In this example, the power system is controlled based on real-time measured vehicle data to actively or passively switch to the corresponding target driving mode, which can flexibly adapt to various driving conditions and improve the vehicle's driving efficiency.

[0114] In one embodiment, the measured vehicle data includes the desired driving mode, current gear, and current vehicle speed;

[0115] The target driving mode includes a first-gear low-speed off-road driving mode. The mode switching conditions corresponding to the first-gear low-speed off-road driving mode include the required driving mode being the first-gear low-speed off-road driving mode, the current gear not being the parking gear or neutral gear, and the current vehicle speed being greater than the first vehicle speed threshold and less than the second vehicle speed threshold.

[0116] In step S502, the target actuator is controlled to operate so that the power system enters the target driving mode, including:

[0117] like Figure 6 As shown, the motor 6 in the control power system is in driving mode, the first clutch 312 is engaged, the second clutch 313 is disengaged and the differential lock 8 is unlocked, so that the power system enters the first gear low-speed off-road driving mode.

[0118] As an example, the vehicle controller obtains the actual vehicle data including the required driving mode, the current gear, and the current vehicle speed. When the required driving mode is the first gear low-speed off-road driving mode, the current gear is not the parking gear or neutral gear (e.g., the current gear is D gear), and the current vehicle speed is greater than the first vehicle speed threshold and less than the second vehicle speed threshold, it is determined that the actual vehicle data meets the mode switching conditions corresponding to the first gear low-speed off-road driving mode. The vehicle controller needs to control the power system to enter the first gear low-speed off-road driving mode. Specifically, it controls the motor 6 in the power system to be in the driving state, the first clutch 312 to be engaged, the second clutch 313 to be disengaged, and the differential lock 8 to be unlocked, so that the power system enters the first gear low-speed off-road driving mode.

[0119] In this example, motor 6 needs to be controlled to perform idle speed adjustment first, creating the speed conditions for the first clutch 312 to engage. The differential lock 8 in the powertrain system also needs to be kept unlocked to maintain the normal differential speed mode between the left and right wheels. During the idle speed adjustment of motor 6, if the second clutch 313 is engaged, it is first disengaged. When the vehicle controller detects that the first clutch 312 in the current shift mechanism 3 has reached the allowable engagement speed difference, it then controls the first clutch 312 to engage, causing it to drive the first gear 32 and the gear sleeve 311 to rotate synchronously. This allows the shift mechanism 3 to output speed and torque to the second drive shaft 2 through the first clutch 312, the first gear 32, and the speed ratio amplification mechanism 4. At this time, the powertrain system drives according to the first gear reduction ratio, allowing the second drive shaft 2 in the powertrain system to obtain the maximum driving torque. Furthermore, when the powertrain system is applied in a rear-wheel drive vehicle, the power lost by the rear drive in the idle speed adjustment zone can be compensated by the front drive to avoid shift jerking and power interruption in the entire vehicle.

[0120] In one embodiment, the measured vehicle data includes the current driving mode and brake pedal status;

[0121] The target driving mode includes a first-level low-speed energy recovery mode. The mode switching conditions for the first-level low-speed energy recovery mode include the current driving mode being the first-level low-speed off-road driving mode and the brake pedal being depressed.

[0122] In step S502, the target actuator is controlled to operate so that the power system enters the target driving mode, including:

[0123] like Figure 6 As shown, the control motor 6 switches from driving state to generating state, so that the power system enters the first-gear low-speed energy recovery mode.

[0124] As an example, when the vehicle is driving in first-gear low-speed off-road driving mode, if the on-board controller detects that the brake pedal is depressed, it determines that the measured vehicle data meets the mode switching conditions corresponding to the first-gear low-speed energy recovery mode. At this time, the motor 6 in the power system switches from driving mode to generating mode, automatically switching the first-gear low-speed off-road driving mode to the first-gear low-speed energy recovery mode, providing sufficient braking torque for the vehicle and recovering braking energy. In other words, the first-gear low-speed energy recovery mode refers to the operating mode in which the motor 6 in the power system is in generating mode, the first clutch 312 is engaged, the second clutch 313 is disengaged, and the differential lock 8 is unlocked.

[0125] In one embodiment, the measured vehicle data includes the desired driving mode, the current driving mode, and the current vehicle speed;

[0126] The target driving mode includes the first gear low speed traction drive mode. The mode switching conditions corresponding to the first gear low speed traction drive mode include the required driving mode being the first gear low speed traction drive mode, the current driving mode being the first gear low speed off-road drive mode, and the current vehicle speed not exceeding the first vehicle speed threshold.

[0127] In step S502, the target actuator is controlled to operate so that the power system enters the target driving mode, including:

[0128] like Figure 6 As shown, the differential lock 8 is switched from the unlocked state to the locked state so that the power system enters the first-gear low-speed escape drive mode.

[0129] As an example, when the vehicle controller detects that the required driving mode is the first-gear low-speed traction drive mode, it sets the first-gear low-speed traction drive mode as the target driving mode. If the current driving mode is the first-gear low-speed off-road drive mode and the current vehicle speed is not greater than the first vehicle speed threshold, the vehicle controller controls the differential lock 8 to lock, causing the power system to switch from the first-gear low-speed off-road mode to the first-gear low-speed traction drive mode. In other words, the first-gear low-speed traction drive mode refers to the operating mode in which the motor 6 in the power system is in the driving state, the first clutch 312 is engaged, the second clutch 313 is disengaged, and the differential lock 8 is locked.

[0130] In one embodiment, the measured vehicle data includes the desired driving mode, the current driving mode, the current gear, and the current vehicle speed;

[0131] The target driving mode includes the first gear low speed traction drive mode. The mode switching conditions corresponding to the first gear low speed traction drive mode include the required driving mode being the first gear low speed traction drive mode, the current driving mode not being the first gear low speed off-road drive mode, the current gear not being the parking gear or neutral gear, and the current vehicle speed not exceeding the first vehicle speed threshold.

[0132] In step S502, the target actuator is controlled to operate so that the power system enters the target driving mode, including:

[0133] like Figure 6 As shown, the motor 6 in the control power system is in driving mode, the first clutch 312 is engaged, the second clutch 313 is disengaged and the differential lock 8 is locked, so that the power system enters the first gear low speed escape driving mode.

[0134] As another example, when the vehicle controller detects that the required driving mode is the first gear low-speed traction drive mode, it determines the first gear low-speed traction drive mode as the target driving mode and continues to detect the current gear and the current vehicle speed. When the current gear is not parking or neutral, for example, when the current gear is D, and the current vehicle speed is not greater than the first vehicle speed threshold, the vehicle controller determines that the vehicle meets the switching conditions corresponding to the first gear low-speed traction drive mode, controls the motor 6 in the power system to enter the drive mode, performs neutral speed adjustment, and creates the speed conditions for the first clutch 312 to engage. During the neutral speed regulation process of motor 6, if the second clutch 313 is engaged, it is first controlled to disengage. When the vehicle controller detects that the first clutch 312 in the current shift mechanism 3 has reached the allowable engagement speed difference, it then controls the first clutch 312 to engage, causing the first clutch 312 to drive the first gear 32 and the gear sleeve 311 to rotate synchronously. This allows the shift mechanism 3 to output speed and torque to the second drive shaft 2 through the first clutch 312, the first gear 32, and the speed ratio amplification mechanism 4. At this time, the power system drives according to the first gear reduction ratio, enabling the second drive shaft 2 in the power system to obtain the maximum driving torque. Furthermore, when the power system is applied in the rear-wheel drive of the vehicle, the power lost by the rear-wheel drive in the neutral speed regulation zone can be compensated by the front-wheel drive to avoid shift jerking and power interruption in the whole vehicle. Subsequently, the vehicle controller controls the differential lock 8 in the power system to switch to the locked state, locking the second half-shaft gear 74 and the main reduction driven gear 5 of the differential mechanism 7, thereby indirectly locking the second half-shaft gear 74 and the differential housing 71 of the differential mechanism 7. This causes the left and right wheels of the vehicle to lose their differential function through the fixed locking of the differential lock 8, and the power system can transmit power to the side of the wheel that is not slipping, so that the wheel can get out of the stuck state.

[0135] In one embodiment, the measured vehicle data includes the desired driving mode, the current driving mode, the current gear, and the current vehicle speed;

[0136] The target driving mode includes the first gear low speed traction drive mode. The mode switching conditions corresponding to the first gear low speed traction drive mode include the required driving mode being the first gear low speed traction drive mode, the current driving mode not being the first gear low speed off-road drive mode, the current gear not being the parking gear or neutral gear, and the current vehicle speed being greater than the first vehicle speed threshold and less than the second vehicle speed threshold.

[0137] Controlling the target actuators to operate, thereby putting the powertrain into the target driving mode, includes:

[0138] like Figure 6 As shown, the motor 6 in the control power system is in driving mode, the first clutch 312 is engaged, the second clutch 313 is disengaged and the differential lock 8 is unlocked, so that the power system enters the first gear low-speed off-road driving mode and obtains the current vehicle speed that is re-monitored.

[0139] When the current vehicle speed, as re-monitored, is no greater than the first vehicle speed threshold, the differential lock 8 is switched from the unlocked state to the locked state, so that the power system enters the first-gear low-speed traction drive mode.

[0140] As another example, when the vehicle controller detects that the required driving mode is the first-gear low-speed off-road driving mode, and the current gear is not parking or neutral, but the current vehicle speed is greater than the first vehicle speed threshold and less than the second vehicle speed threshold, the vehicle controller determines that the vehicle cannot currently meet the switching conditions corresponding to the first-gear low-speed off-road driving mode. It needs to control the motor 6, the shift mechanism 3 and the differential lock 8 in the power system to switch the required driving mode to the first-gear low-speed off-road driving mode. Then, it continues to detect the current vehicle speed. When the current vehicle speed decreases to no more than the first vehicle speed threshold, it is determined that the vehicle currently meets the switching conditions corresponding to the first-gear low-speed off-road driving mode. The differential lock 8 is then controlled to lock, and the vehicle enters the first-gear low-speed off-road driving mode.

[0141] In one embodiment, the measured vehicle data includes the desired driving mode and the current gear;

[0142] The target driving mode includes the second-gear high-efficiency drive mode. The mode switching conditions corresponding to the second-gear high-efficiency drive mode include the required driving mode being the second-gear high-efficiency drive mode and the current gear not being the parking gear or neutral gear; or, the mode switching conditions corresponding to the second-gear high-efficiency drive mode include the vehicle not acquiring the required driving mode within the first preset time after powering on, and the current gear not being the parking gear or neutral gear.

[0143] In step S502, the target actuator is controlled to operate so that the power system enters the target driving mode, including:

[0144] like Figure 6 As shown, the motor 6 in the control power system is in driving mode, the first clutch 312 is disengaged, the second clutch 313 is engaged, and the differential lock 8 is unlocked, so that the power system enters the second-gear high-efficiency drive mode.

[0145] As an example, when the driver directly selects the second-gear high-efficiency drive mode or cancels the current driving mode, the vehicle controller can detect that the desired driving mode is the second-gear high-efficiency drive mode. When the vehicle controller determines that the desired driving mode is the second-gear high-efficiency drive mode, or if no desired driving mode is received from the driver's interaction with the vehicle controller within a first preset time after the vehicle is powered on, the target driving mode is determined to be the second-gear high-efficiency drive mode. Afterward, the vehicle controller continues to detect the driving status information. If the current gear is not parking or neutral, for example, it is in D gear, then the vehicle meets the mode switching conditions corresponding to the second-gear high-efficiency drive mode. The vehicle controller controls the differential lock 8 in the power system to be in the unlocked state, so that the vehicle maintains the normal differential mode of the left and right wheels. The vehicle controller controls the motor 6 to enter the drive mode and perform neutral speed adjustment to create the speed conditions for the second clutch 313 to engage. Specifically, when the vehicle needs to switch from a low-speed off-road driving mode or a low-speed traction-avoidance driving mode to a high-efficiency driving mode, the motor 6 is first adjusted to reduce the output torque of the power system to zero torque. Simultaneously, the front-wheel drive is coordinated to supplement the torque of the rear-drive system, ensuring that the output torque at the wheel end of the driven component 11 remains constant or changes smoothly. When the first clutch 312 is under zero torque, the motor 6 switches to a speed loop state, creating conditions for the first clutch 312 to disengage. At this time, the power system is in a neutral state, and the motor 6 continues to perform neutral speed adjustment until the second clutch 313 reaches the permissible engagement speed difference. Then, the second clutch 313 is controlled to engage, allowing the subsequent motor 6 to respond to the throttle opening and adjust its output torque.

[0146] In one embodiment, the measured vehicle data includes the current driving mode and brake pedal status;

[0147] The target driving mode includes the second-level high-efficiency energy recovery mode. The mode switching conditions for the second-level high-efficiency energy recovery mode include the current driving mode being the second-level high-efficiency drive mode and the brake pedal being depressed.

[0148] In step S502, the target actuator is controlled to operate so that the power system enters the target driving mode, including:

[0149] like Figure 6 As shown, the control motor 6 switches from driving state to generating state, so that the power system enters the second-level high-efficiency energy recovery mode.

[0150] As an example, when the vehicle is driving in the second-gear high-efficiency drive mode, when the on-board controller detects that the brake pedal is depressed, the on-board controller controls the motor 6 in the power system to switch from driving mode to generating mode, automatically switching the second-gear high-efficiency drive mode to the second-gear high-efficiency energy recovery mode, providing sufficient braking torque for the vehicle and recovering braking energy. In other words, the second-gear high-efficiency energy recovery mode refers to the operating mode in which the motor 6 in the power system is in generating mode, the first clutch 312 is disengaged, the second clutch 313 is engaged, and the differential lock 8 is unlocked.

[0151] In one embodiment, the measured vehicle data includes the desired driving mode and the current gear;

[0152] The target driving mode includes hill start assist mode. The mode switching conditions for hill start assist mode include the required driving mode being hill start assist mode, or the current gear being the parking gear.

[0153] In step S502, the target actuator is controlled to operate so that the power system enters the target driving mode, including:

[0154] like Figure 6 As shown, the motor 6 in the control power system is in the neutral disconnected state, the first clutch 312 is engaged, the second clutch 313 is engaged, and the differential lock 8 is unlocked, so that the power system enters the hill-start assist parking mode.

[0155] As an example, when the vehicle controller detects that the current gear is parking, or detects that the required driving mode is hill start assist parking mode, it controls the differential lock 8 in the powertrain system to be unlocked, maintaining the normal differential mode of the left and right wheels. The motor 6 in the powertrain system is in a neutral disengaged state. Subsequently, it controls the engagement of the first clutch 312 and the second clutch 313, fixing the planetary gear set 421 mechanism to the differential housing 71, thus realizing the parking function. Furthermore, the hill start assist parking mode can be linked with the vehicle's EPB to ensure parking reliability.

[0156] In one embodiment, the measured vehicle data includes the desired driving mode and the current gear;

[0157] The target driving mode includes the neutral disengagement mode. The mode switching conditions corresponding to the neutral disengagement mode include when the required driving mode is the neutral disengagement mode, or when the current gear is neutral.

[0158] In step S502, the target actuator is controlled to operate so that the power system enters the target driving mode, including:

[0159] like Figure 6As shown, the motor 6 in the control power system is in a neutral disconnect state, the first clutch 312 is disengaged, the second clutch 313 is disengaged and the differential lock 8 is unlocked, so that the power system enters the neutral disconnect mode.

[0160] As an example, when the vehicle controller detects that the current gear is neutral or the required driving mode is neutral disconnect mode, it controls the differential lock 8 in the power system to be unlocked, so that the vehicle maintains the normal differential mode of the left and right wheels. The motor 6 in the power system is in neutral disconnect state. Then, it controls the first clutch 312 to disengage and the second clutch 313 to disengage, cutting off the torque and speed transmission between the second drive shaft 2 and the first drive shaft 1, thereby decoupling the power system from the wheels of the driven component 11, reducing the drag loss of the motor 6, and thus improving the range of the whole vehicle.

[0161] This invention also provides an on-board controller, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the powertrain control method as described in any of the above embodiments. For example... Figure 5 S501-S502 are shown.

[0162] This invention also provides a vehicle, including the power system and the vehicle controller described in the above embodiments.

[0163] As an example, by placing the shift mechanism 3 on the first drive shaft 1, the shift mechanism 3 can avoid high-speed rotation directly driven by the motor 6, preventing the risk of burn-out failure due to excessive centrifugal force. This allows it to adapt to the high-speed operation of the motor 6. Furthermore, by separating the shift mechanism 3 and the speed ratio amplification mechanism 4 on the first drive shaft 1 and the second drive shaft 2, placing the shift mechanism 3 on the intermediate shaft, the center distance requirement for the reduction transmission can be reduced, thus lowering the overall powertrain envelope and requirements, and reducing costs. By using an onboard controller to acquire real-time vehicle data and controlling the powertrain accordingly, actively or passively switching to the corresponding target driving mode, it can flexibly adapt to various driving conditions and improve vehicle driving efficiency. In this example, the first-gear low-speed off-road driving mode, the first-gear low-speed energy recovery mode, and the first-gear low-speed traction drive mode can meet the needs of off-road driving and traction control. The second-gear high-efficiency driving mode and the second-gear high-efficiency energy recovery mode can meet the needs of daily efficient and economical driving. The hill-start assist parking mode can provide parking assistance and ensure the reliability of the parking function. The neutral disconnect mode can leave a redundant position for the shift timing when the mode switching is not needed. At the same time, when the power system is not needed, the motor 6 can be disconnected to reduce the high loss of the motor 6 at high speed, thereby improving the overall vehicle range.

[0164] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0165] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0166] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A power system, characterized in that, It includes a first drive shaft, a second drive shaft, a shifting mechanism, a speed ratio amplification mechanism, a main reduction driven gear, and a motor; The shifting mechanism is mounted on the first drive shaft, and the first drive shaft is connected to the motor; The speed ratio amplification mechanism and the main reduction driven gear are mounted on the second transmission shaft. The speed ratio amplification mechanism meshes with the first end of the shifting mechanism, and the second end of the shifting mechanism meshes with the main reduction driven gear. The power system also includes a differential mechanism mounted on the second drive shaft, the differential mechanism including a differential housing; the speed ratio amplification mechanism includes a third gear and a planetary gear set, the outer gear ring of the third gear meshing with the shifting mechanism; The planetary gear structure includes a planet carrier, planet gears, and a sun gear; the planet carrier is connected to the differential housing; the planet gears are mounted on the planet carrier and mesh with the internal gear ring of the third gear and the sun gear; one end of the sun gear is connected to the power system housing. Alternatively, the planetary gear set structure includes a planet carrier, planet gears, a sun gear, and a planetary gear ring. Either the planet carrier or the planetary gear ring is connected to the differential housing, and the other is connected to the power system housing. The planet gears are mounted on the planet carrier and mesh with the planetary gear ring and the sun gear. The sun gear is connected to the third gear.

2. The power system according to claim 1, characterized in that, The shifting mechanism includes a clutch assembly, a first gear, and a second gear disposed on the first drive shaft; The first end of the clutch assembly is connected to the first gear, and the second end of the clutch assembly is connected to the second gear; The first gear meshes with the speed ratio amplification mechanism, and the second gear meshes with the main reduction driven gear.

3. The power system according to claim 2, characterized in that, The clutch assembly includes a gear sleeve, a first clutch, and a second clutch disposed on the first drive shaft; one end of the first clutch selectively engages with the gear sleeve, and the other end of the first clutch is connected to the first gear; one end of the second clutch selectively engages with the gear sleeve, and the other end of the second clutch is connected to the second gear. Alternatively, the clutch assembly includes a dual clutch, one end of which is connected to the first gear and the other end of which is connected to the second gear; Alternatively, the clutch assembly may include a synchronizer, one end of which is connected to the first gear and the other end of which is connected to the second gear.

4. The power system according to claim 1, characterized in that, The second drive shaft includes a first drive half-shaft and a second drive half-shaft; The differential mechanism also includes a planetary gear, a first half-shaft gear, a second half-shaft gear, and a planetary gear pin disposed within the differential housing. The planetary gear pin passes through the differential housing; The two planetary gears are fitted onto the planetary gear pins; The first half-shaft gear meshes with the first side of the two planetary gears, and the first half-shaft gear is used to connect a driven component through the first transmission half-shaft. The second half-shaft gear meshes with the second side of the two planetary gears, and the second half-shaft gear is used to connect another drive component through the second transmission half-shaft; The speed ratio amplification mechanism is sleeved on the first transmission half-shaft and connected to the first end of the differential housing. The main reduction driven gear is sleeved on the second transmission half-shaft and connected to the second end of the differential housing.

5. The power system according to claim 4, characterized in that, The power system also includes a differential lock; One end of the differential lock is connected to the second drive half-shaft, and the other end of the differential lock is connected to the main reducer driven gear, which is used to control the engagement or disengagement of the second drive half-shaft and the main reducer driven gear.

6. The power system according to claim 1, characterized in that, The power system also includes a fourth gear and a fifth gear; The fourth gear is mounted on the output shaft of the motor, and the fifth gear is mounted on the first transmission shaft. The fourth gear and the fifth gear mesh.

7. A control method for a power system, applied to the power system according to any one of claims 1-6, characterized in that, include: Obtain actual vehicle data; When the measured vehicle data meets the mode switching conditions corresponding to the target driving mode, the target execution component is controlled to operate so that the power system enters the target driving mode.

8. The control method for a power system according to claim 7, characterized in that, The measured vehicle data includes the desired driving mode, current gear, and current vehicle speed. The target driving mode includes a first-gear low-speed off-road driving mode. The mode switching conditions corresponding to the first-gear low-speed off-road driving mode include the required driving mode being a first-gear low-speed off-road driving mode, the current gear not being a parking gear or neutral gear, and the current vehicle speed being greater than a first vehicle speed threshold and less than a second vehicle speed threshold. The control of the target actuator to operate, so that the power system enters the target driving mode, includes: The motor in the power system is controlled to be in driving mode, the first clutch is engaged, the second clutch is disengaged and the differential lock is unlocked, so that the power system enters the first gear low-speed off-road driving mode.

9. The control method for a power system according to claim 7, characterized in that, The measured vehicle data includes the current driving mode and brake pedal status; The target driving mode includes a first-gear low-speed energy recovery mode. The mode switching conditions corresponding to the first-gear low-speed energy recovery mode include the current driving mode being a first-gear low-speed off-road driving mode and the brake pedal being in a depressed state. The control of the target actuator to operate, so that the power system enters the target driving mode, includes: The motor is switched from driving mode to generating mode so that the power system enters the first-gear low-speed energy recovery mode.

10. The control method for a power system according to claim 7, characterized in that, The measured vehicle data includes the desired driving mode, the current driving mode, and the current vehicle speed. The target driving mode includes a first-gear low-speed traction drive mode. The mode switching conditions corresponding to the first-gear low-speed traction drive mode include the required driving mode being a first-gear low-speed traction drive mode, the current driving mode being a first-gear low-speed off-road drive mode, and the current vehicle speed not exceeding a first vehicle speed threshold. The control of the target actuator to operate, so that the power system enters the target driving mode, includes: The differential lock is switched from the unlocked state to the locked state so that the power system enters the first-gear low-speed escape drive mode.

11. The control method for a power system according to claim 7, characterized in that, The measured vehicle data includes the desired driving mode, current driving mode, current gear, and current vehicle speed. The target driving mode includes a first-gear low-speed traction drive mode. The mode switching conditions corresponding to the first-gear low-speed traction drive mode include the required driving mode being a first-gear low-speed traction drive mode, the current driving mode not being a first-gear low-speed off-road drive mode, the current gear not being a parking gear or neutral gear, and the current vehicle speed not exceeding a first vehicle speed threshold. The control of the target actuator to operate, so that the power system enters the target driving mode, includes: The motor in the power system is controlled to be in driving mode, the first clutch is engaged, the second clutch is disengaged and the differential lock is locked, so that the power system enters the first gear low-speed escape driving mode.

12. The control method for a power system according to claim 7, characterized in that, The measured vehicle data includes the desired driving mode, current driving mode, current gear, and current vehicle speed. The target driving mode includes a first-gear low-speed traction drive mode. The mode switching conditions corresponding to the first-gear low-speed traction drive mode include the required driving mode being a first-gear low-speed traction drive mode, the current driving mode not being a first-gear low-speed off-road drive mode, the current gear not being a parking gear or neutral gear, and the current vehicle speed being greater than a first vehicle speed threshold and less than a second vehicle speed threshold. The control of the target actuator to operate, so that the power system enters the target driving mode, includes: The motor in the power system is controlled to be in driving mode, the first clutch is engaged, the second clutch is disengaged and the differential lock is unlocked, so that the power system enters the first gear low-speed off-road driving mode and obtains the current vehicle speed that is re-monitored; When the current vehicle speed, as re-monitored, is not greater than the first vehicle speed threshold, the differential lock is controlled to switch from the unlocked state to the locked state, so that the power system enters the first-gear low-speed escape drive mode.

13. The control method for a power system according to claim 7, characterized in that, The measured vehicle data includes the desired driving mode and the current gear. The target driving mode includes a second-gear high-efficiency drive mode. The mode switching conditions corresponding to the second-gear high-efficiency drive mode include the required driving mode being the second-gear high-efficiency drive mode and the current gear not being the parking gear or neutral gear; or, the mode switching conditions corresponding to the second-gear high-efficiency drive mode include the vehicle not acquiring the required driving mode within a first preset time after powering on, and the current gear not being the parking gear or neutral gear. The control of the target actuator to operate, so that the power system enters the target driving mode, includes: The motor in the power system is controlled to be in driving mode, the first clutch is disengaged, the second clutch is engaged and the differential lock is unlocked, so that the power system enters the second-gear high-efficiency drive mode.

14. The control method for a power system according to claim 7, characterized in that, The measured vehicle data includes the current driving mode and brake pedal status; The target driving mode includes a second-level high-efficiency energy recovery mode. The mode switching conditions corresponding to the second-level high-efficiency energy recovery mode include the current driving mode being the second-level high-efficiency drive mode and the brake pedal being in the depressed state. The control of the target actuator to operate, so that the power system enters the target driving mode, includes: The motor is switched from driving mode to generating mode so that the power system enters the second-level high-efficiency energy recovery mode.

15. The control method for a power system according to claim 7, characterized in that, The measured vehicle data includes the desired driving mode and the current gear. The target driving mode includes hill start assist mode, and the mode switching conditions corresponding to hill start assist mode include the required driving mode being hill start assist mode, or the current gear being parking gear. The control of the target actuator to operate, so that the power system enters the target driving mode, includes: The motor in the power system is controlled to be in an unloaded state, the first clutch is engaged, the second clutch is engaged, and the differential lock is unlocked, so that the power system enters the hill-start assist parking mode.

16. The control method for a power system according to claim 7, characterized in that, The measured vehicle data includes the desired driving mode and the current gear. The target driving mode includes a neutral disengagement mode. The mode switching conditions corresponding to the neutral disengagement mode include when the required driving mode is the neutral disengagement mode, or when the current gear is neutral. The control of the target actuator to operate, so that the power system enters the target driving mode, includes: The motor in the power system is controlled to be in a neutral disconnect state, the first clutch is disengaged, the second clutch is disengaged and the differential lock is unlocked, so that the power system enters the neutral disconnect mode.

17. An on-board controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the control method of the power system as described in any one of claims 7 to 16.

18. A vehicle, characterized in that, It includes the power system as described in any one of claims 1-6 and the vehicle controller as described in claim 17.

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