Vehicle accessory system and control method thereof

Abstract

The invention provides an accessory system for a vehicle. The accessory system comprises a motor driving assembly, a transfer case, a first accessory, a second accessory and a third accessory, the output end of the motor driving assembly is connected with the input end of the transfer case; the transfer case is at least provided with three power transmission paths, and the three power transmission paths include the first power transmission path, the second power transmission path and the third power transmission path. The first accessory is connected to the output end of the first power transmission path; the second accessory is connected to the output end of the second power transmission path; the third accessory is connected to the output end of the third power transmission path. Meanwhile, the invention further provides a control method of the vehicle accessory system. Compared with the prior art, according to the vehicle accessory system and the control method thereof, power is distributed through the transfer case, different accessories are driven in a centralized mode, and the electric driving cost of the whole vehicle accessory system can be reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to a vehicle accessory system and a control method thereof. Background Art

[0002] As a new energy vehicle, new energy commercial vehicles have advantages such as energy saving and environmental protection. The electrical accessories of new energy commercial vehicles (including buses) include steering pumps for hydraulic steering, compressors for air brakes, water pumps for thermal management, air conditioning compressors, etc. There are many accessories, high costs, large volumes and weights, and because they involve vehicle driving safety and efficiency, they are key components or systems.

[0003] At present, the industry generally matches each accessory with a corresponding motor, drive, power supply and control algorithm to meet different needs, that is, each accessory will be driven by an independent motor. This method has the advantages of independence and decoupling of each component, simplicity and flexibility, but because the electric drive accounts for a large proportion of the component cost, volume and weight, there is little room for subsequent optimization of this solution, and it is difficult to meet the requirements of further cost reduction and weight reduction of the entire vehicle.

[0004] With the gradual development of technology, some integrated accessory system solutions have also emerged in the industry: One method is to use a large motor to drive different accessories through a pulley system. This solution is large in size and weight, has poor reliability, and even has no cost advantage.

[0005] The other is to directly drive (directly connected, same speed) the steering pump and compressor through a high-voltage motor, and the water pump or dual-source pump and drive are physically integrated. This solution eliminates a motor and a high-voltage driver, and improves the motor utilization rate. It has cost and volume advantages in some application scenarios with low steering and braking loads, but in some heavy-duty application scenarios, because the electric drive has a low operating speed, its cost increases significantly after the load power increases. In addition, the drive integration ratio is not high, and the cost, volume, and weight advantages gradually decrease.

[0006] Another method is to connect the output end of the drive motor to the reducer, and the output of the reducer is connected to the steering pump and compressor respectively. The rear end of the steering pump is connected to the lubricating oil pump to achieve lubrication of the reducer and compressor. This solution enables one motor to drive different loads, reduces the cost of electric drive, and improves the volume and weight. However, due to the high coupling degree of the transmission design and auxiliary systems (lubrication, etc.), the system is complex, the reliability is low, and the cost reduction is limited.

[0007] Therefore, how to provide a new vehicle accessory system is a technical problem to be solved urgently in this field. Summary of the invention

[0008] In response to the above technical problems, the present invention provides a vehicle accessory system, which connects a motor to the input end of a transfer case, connects different accessories to different output ends of the transfer case, distributes power through the transfer case, drives different accessories centrally, reduces the number of motors, drivers, etc., and reduces the electric drive cost of the entire vehicle accessory system.

[0009] A vehicle accessory system includes a motor drive assembly, a transfer case, a first accessory, a second accessory, and a third accessory; The output end of the motor drive assembly is connected to the input end of the transfer case; The transfer case is provided with at least three power transmission paths, and the three power transmission paths are divided into a first power transmission path, a second power transmission path and a third power transmission path; The first accessory is connected to the output end of the first power transmission path; The second accessory is connected to the output end of the second power transmission path; The third accessory is connected to the output end of the third power transmission path.

[0010] Preferably, the transfer case comprises a case body and a transmission mechanism disposed in the case body; The transmission mechanism includes a main shaft, a first output shaft, a second output shaft, a first gear transmission assembly and a second gear transmission assembly; The main shaft is connected to the output end of the motor drive assembly; The first output shaft is connected to the main shaft via the first gear transmission assembly; The second output shaft is connected to the main shaft via the second gear transmission assembly; The first accessory is connected to the main shaft; The second accessory is connected to the first output shaft; The third accessory is connected to the second output shaft.

[0011] Preferably, a clutch is provided on the second power transmission path.

[0012] Preferably, the clutch is arranged between the main shaft and the first gear transmission assembly.

[0013] Preferably, an intermediate shaft is sleeved on the main shaft, and the first gear transmission assembly is connected to the main shaft through the intermediate shaft; The clutch is an electromagnetic clutch, and the clutch comprises a driving plate, a driven plate and a driving coil; The active disk is arranged on one of the intermediate shaft and the main shaft; The driven plate is arranged on the other of the intermediate shaft and the main shaft; The driving coil is disposed in the driven disk.

[0014] Preferably, the second accessory is a compressor.

[0015] Preferably, the third accessory is a steering pump, and the third accessory is directly connected to the transfer case in driving connection; The first accessory is a water pump, and the first accessory is directly connected to the transfer case.

[0016] Preferably, a dual-winding motor is used in the motor drive assembly.

[0017] A control method for a vehicle accessory system as described in any one of the above, comprising the following steps: The motor integrated driver of the motor drive assembly receives an input signal and determines whether the current input signal is lower than a preset value. If it is lower than the preset value and the drive motor runs at the rated speed, the motor integrated driver supplies power to the clutch in the transfer case to engage the clutch.

[0018] Preferably, the method further comprises the following steps: The motor integrated driver of the motor drive assembly receives an input status signal and a motor operating condition signal, and determines the current operating condition. If an abnormality exists, the high and low voltage windings of the motor are switched, and / or the clutch is controlled to be disconnected.

[0019] Compared with the prior art, the vehicle accessory system provided by the present invention includes a motor drive assembly, a transfer case, a first accessory, a second accessory and a third accessory; the output end of the motor drive assembly is connected to the input end of the transfer case; the transfer case is provided with at least three power transmission paths, which are divided into a first power transmission path, a second power transmission path and a third power transmission path; the first accessory is connected to the output end of the first power transmission path; the second accessory is connected to the output end of the second power transmission path; the third accessory is connected to the output end of the third power transmission path. The vehicle accessory system connects the output end of the motor drive assembly to the input end of the transfer case, and each accessory is connected to each output end of the transfer case. The motor is connected to the input end of the transfer case as the only driving source for driving. The transfer case distributes power through gears inside, adopts a one-to-many form, transmits power to each accessory, drives different accessories centrally, reduces the number of motors, drivers, etc., and reduces the electric drive cost of the vehicle accessory system. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 A front view of a vehicle accessory system provided by an embodiment; Figure 2 A top view of a vehicle accessory system provided in accordance with an embodiment; Figure 3 for Figure 1 The three-dimensional structural schematic diagram of the vehicle accessory system after removing the transfer case; Figure 4 for Figure 3 a top view of the structure shown; Figure 5 For along Figure 2 The cross-sectional structure diagram of AA is shown; Figure 6 for Figure 5 A partial enlarged view of area B is shown; Description of reference numerals:

[0022] Vehicle accessory system 100; Motor drive assembly 10, drive motor 11, motor integrated driver 12; Transfer case 20, case body 21, transmission mechanism 22, main shaft 221, first output shaft 222, second output shaft 223, first gear transmission assembly 224, first driving gear 2241, first driven gear 2242, second gear transmission assembly 225, second driving gear 2251, second driven gear 2252, intermediate shaft 226; First Annex 30; Second Annex 40; Third Annex 50; The clutch 60 , the driving plate 61 , the driven plate 62 , and the driving coil 63 . DETAILED DESCRIPTION

[0023] In order to enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0024] It should be noted that when a component is referred to as being "fixed on", "installed on" or "set on" another component, it can be directly on the other component or indirectly set on the other component; when a component is "connected" to another component, or a component is referred to as being "connected to" another component, it can be directly connected to the other component or indirectly connected to the other component.

[0025] It should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0026] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "multiple" and "several" mean two or more, unless otherwise clearly and specifically defined.

[0027] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the conditions under which this application can be implemented. Therefore, they have no substantive technical significance. Any structural modification, change in proportional relationship or adjustment of size should still fall within the scope of the technical content disclosed in this application without affecting the effects and purposes that can be achieved by this application.

[0028] The present invention provides a vehicle accessory system, which includes a motor drive assembly, a transfer case, a first accessory, a second accessory and a third accessory; the output end of the motor drive assembly is connected to the input end of the transfer case; the transfer case is provided with at least three power transmission paths, which are divided into a first power transmission path, a second power transmission path and a third power transmission path; the first accessory is connected to the output end of the first power transmission path; the second accessory is connected to the output end of the second power transmission path; the third accessory is connected to the output end of the third power transmission path. The vehicle accessory system connects the output end of the motor drive assembly to the input end of the transfer case, and each accessory is connected to each output end of the transfer case. The motor or the motor drive assembly (including the drive control) is connected to the input end of the transfer case as the only drive source for driving. The transfer case distributes power through gears inside, adopts a one-to-many form, transmits power to each accessory, drives different accessories centrally, reduces the number of motors, drivers, etc., and reduces the electric drive cost of the vehicle accessory system.

[0029] Please refer to Figures 1 to 6 In one embodiment, a vehicle accessory system 100 is provided, which is mainly used in new energy commercial vehicles (including buses) to drive multiple electric accessories through one power source to reduce the number of motors, drivers, etc., to meet the requirements of further reducing the cost and weight of the whole vehicle.

[0030] The vehicle accessory system 100 includes a motor drive assembly 10, a transfer case 20, a first accessory 30, a second accessory 40 and a third accessory 50, wherein the first accessory 30, the second accessory 40 and the third accessory 50 in this embodiment are any accessories that can be driven by a motor as a power source, and the specific type of the accessory can be selected according to actual needs, such as a steering pump, an air brake compressor, a water pump, an air conditioning compressor and other vehicle accessories. The output end of the motor drive assembly 10 is connected to the input end of the transfer case 20, and the transfer case 20 is provided with at least three power transmission paths, which are divided into a first power transmission path, a second power transmission path and a third power transmission path. The first accessory 30 is connected to the output end of the first power transmission path, so that when the motor drive assembly 10 is running, the driving force provided by the motor drive assembly 10 can be transmitted to the first accessory 30 through the first power transmission path to drive the first accessory 30 to operate. The second accessory 40 is connected to the output end of the second power transmission path, so that when the motor drive assembly 10 is running, the driving force provided by the motor drive assembly 10 can be transmitted to the second accessory 40 through the second power transmission path to drive the second accessory 40 to operate. The third accessory 50 is connected to the output end of the third power transmission path, so that when the motor drive assembly 10 is running, the driving force provided by the motor drive assembly 10 can be transmitted to the third accessory 50 through the third power transmission path to drive the third accessory 50 to operate.

[0031] That is to say, in this embodiment, the first accessory 30, the second accessory 40, and the third accessory 50 are connected to different output ends of the transfer case 20, and the motor drive assembly 10 drives the transfer case 20 to operate, and then the transfer case 20 divides the power, thereby transmitting the driving force provided by the motor drive assembly 10 to the first accessory 30, the second accessory 40, and the third accessory 50, so as to centrally drive different accessories, reduce the number of motors, drivers, etc., and reduce the electric drive cost and weight of the vehicle accessory system. In addition, the power is distributed through the gears in the transfer case 20, and the reliability of power transmission is good, and the driving force provided by the motor drive assembly 10 can be stably transmitted to each required accessory.

[0032] Preferably, in one embodiment, the motor drive assembly 10 includes a drive motor 11 and a motor integrated driver 12 connected to the drive motor 11 , and the motor integrated driver 12 is used to control the operation of the drive motor 11 .

[0033] Preferably, in one embodiment, the motor drive assembly 10 uses a high-speed motor, the electric drive is high-speed, the drive current is reduced, the power density is increased, and the system cost changes only slightly with the increase in power. In addition, the system margin can be appropriately increased and the system control can be simplified (load peak shifting control can be cancelled, etc.). At the same time, several electric drive configurations can be set according to the combination of different loads to achieve platformization.

[0034] Preferably, in one embodiment, the transfer case 20 includes a case body 21 and a transmission mechanism 22 disposed in the case body 21, and the transmission mechanism 22 includes a main shaft 221, a first output shaft 222, a second output shaft 223, a first gear transmission assembly 224, and a second gear transmission assembly 225. The main shaft 221 is connected to the output end of the motor drive assembly 10, the first output shaft 222 is connected to the main shaft 221 through the first gear transmission assembly 224, and the second output shaft 223 is connected to the main shaft 221 through the second gear transmission assembly 225. The first accessory 30 is connected to the main shaft 221, the second accessory 40 is connected to the first output shaft 222, and the third accessory 50 is connected to the second output shaft 223. The first power transmission path is transmitted through the main shaft 221; when the motor drive assembly 10 is running, the main shaft 221 is driven to rotate, so that the main shaft 221 drives the first accessory 30 to operate. The second power transmission path is to transmit power to the first gear transmission component 224 through the main shaft 221, and then the first gear transmission component 224 transmits power to the first output shaft 222, driving the first output shaft 222 to rotate, thereby transmitting; when the motor drive assembly 10 is running, it drives the main shaft 221 to rotate, so that the main shaft 221 drives the first gear transmission component 224 to operate and transmit power to the first output shaft 222, driving the first output shaft 222 to rotate, so that the first output shaft 222 drives the second accessory 40 to operate. The third power transmission path is to transmit power to the second gear transmission assembly 225 through the main shaft 221, and then the second gear transmission assembly 225 transmits power to the second output shaft 223, driving the second output shaft 223 to rotate, thereby transmitting; when the motor drive assembly 10 is running, it drives the main shaft 221 to rotate, so that the main shaft 221 drives the second gear transmission assembly 225 to operate and transmit power to the second output shaft 223, driving the second output shaft 223 to rotate, so that the second output shaft 223 drives the third accessory 50 to operate.

[0035] Preferably, in one embodiment, a clutch 60 is provided on the second power transmission path. The clutch 60 provided on the second power transmission path means that the clutch 60 is provided between any two transmission components on the second power transmission path (for example, in the first gear transmission component 224, or between the first gear transmission component 224 and the main shaft 221, or between the first gear transmission component 224 and the first output shaft 222, etc.), and the second power transmission path can be disconnected or connected by the separation or engagement of the clutch 60, so as to control whether the power is transmitted to the second accessory 40. By using the clutch 60 for power transmission control, the second power transmission path can be disconnected as required, the load can be reduced, energy waste can be avoided, and the system or components can be better protected. Of course, in other embodiments, the second power transmission path can also adopt other connections that can achieve mechanical decoupling / protection.

[0036] It is understandable that the vehicle accessory system 100 can be designed for transmission connection or control according to the safety level or reliability requirements of different accessories. For example, the steering pump as the highest level component adopts direct transmission connection, while the air brake compressor, thermal management compressor, etc. can be connected by clutch. In other words, the second accessory 40 is preferably an accessory with a relatively low safety level or relatively low reliability requirement.

[0037] Preferably, in one embodiment, the clutch 60 is arranged between the main shaft 221 and the first gear transmission assembly 224. It can be understood that the centralized drive increases the electric drive power of the motor drive assembly 10. In order to control or reduce the cost, volume, weight, and under the premise of meeting the requirements of reliability, the motor drive assembly 10 is set to a higher working speed, or a load with a higher working speed is used as a reference. The clutch for the accessory with a lower speed is preferably installed on the high speed side. For example, because the air brake compressor has a lower speed, its transmission clutch is selected on the transfer case input shaft (i.e., the main shaft 21) side, thereby reducing torque, cost and volume. In this embodiment, the clutch 60 is arranged between the main shaft 221 and the first gear transmission assembly 224, which can effectively reduce cost and volume. In addition, the clutch 60 can be isolated from the second accessory 40, which can prevent the clutch 60 from being affected by factors such as oil, gas, and impurities.

[0038] Preferably, in one embodiment, the main shaft 221 is sleeved with an intermediate shaft 226, and the first gear transmission assembly 224 is connected to the main shaft 221 through the intermediate shaft 226. The clutch 60 is an electromagnetic clutch, and the clutch 60 includes a driving disc 61, a driven disc 62, and a driving coil 63. The driving disc 61 is arranged on one of the intermediate shaft 226 and the main shaft 221, and the driven disc 62 is arranged on the other of the intermediate shaft 226 and the main shaft 221, that is, when the driving disc 61 is arranged on the intermediate shaft 226, the driven disc 62 is arranged on the main shaft 221; when the driving disc 61 is arranged on the main shaft 221, the driven disc 62 is arranged on the intermediate shaft 226. The driving coil 63 is arranged in the driven disc 62. That is, in this embodiment, the clutch 60 is used to control the clutch between the main shaft 221 and the intermediate shaft 226, so as to control the disconnection or conduction of the power transmission path. The second power transmission path is specifically: the main shaft 221 - the clutch 60 - the intermediate shaft 226 - the first gear transmission assembly 224 - the first output shaft 222. When the clutch 60 is required to be engaged to transmit power to the second accessory 40, power is supplied to the drive coil 63. After the drive coil 63 is energized, electromagnetic force is generated to engage the active disk 61 and the driven disk 62 together, so that the rotation of the main shaft 221 can synchronously drive the driven disk 62 to rotate, and then synchronously drive the intermediate shaft 226, the first gear transmission assembly 224, and the first output shaft 222 to rotate. In this embodiment, the clutch 60 is arranged between the intermediate shaft 226 and the main shaft 221, and the clutch 60 is isolated from the second accessory 40 and the first gear transmission assembly 224, so that the clutch 60 can be prevented from being affected by factors such as oil, gas, and impurities.

[0039] Specifically, in one embodiment, the clutch 60 is an electromagnetic clutch for a vehicle air conditioner.

[0040] Specifically, in one embodiment, the driven disc 62 is disposed on the intermediate shaft 226 , and the driving disc 61 is disposed on the main shaft 221 .

[0041] Specifically, in one embodiment, the second accessory 40 is a compressor, which is used in the air supply system of a new energy commercial vehicle, and the air supply system is used for air for vehicle door pumps, brakes, air suspensions, etc. More specifically, in one embodiment, the second accessory 40 is a brake compressor. In one embodiment, the connection between the compressor and the transfer case 20 preferably adopts a spline direct connection to simplify the connection method.

[0042] Specifically, in one embodiment, the motor-integrated driver 12 may be connected to the drive coil 63 , and power is supplied to the clutch 60 through the motor-integrated driver 12 to control the engagement of the clutch 60 .

[0043] Preferably, in one embodiment, the third accessory 50 is a steering pump, which is mainly used for power steering in new energy commercial vehicles. The third accessory 50 is directly connected to the transfer case 20. The direct transmission connection between the third accessory 50 and the transfer case 20 means that: no clutch structure is provided on the path in the transfer case 20 for transmitting power to the third accessory 50, that is, no clutch structure is provided on the third power transmission path. The third accessory 50 adopts a direct connection structure, which can ensure that the power output by the motor drive assembly 10 is reliably transmitted to the third accessory 50, thereby ensuring safety.

[0044] Preferably, in one embodiment, the first accessory 30 is a water pump, which is mainly used to provide circulating water to the water cooling system of the new energy commercial vehicle. The first accessory 30 is directly connected to the transfer case 20. The direct transmission connection between the first accessory 30 and the transfer case 20 means that: there is no clutch structure on the path in the transfer case 20 for transmitting power to the first accessory 30, that is, there is no clutch structure on the first power transmission path, and the first accessory 30 adopts a direct connection structure, which can ensure that the power output by the motor drive assembly 10 is reliably transmitted to the first accessory 30.

[0045] Preferably, in one embodiment, a dual-winding motor is used in the motor drive assembly 10, that is, the drive motor 11 is a dual-winding motor. Further, the motor drive assembly 10 can be integrated with a low-voltage control or a high-voltage controller, and the load drive control is performed by controlling the motor speed and the clutch, so as to meet the requirements of vehicle safety and high efficiency.

[0046] Preferably, in one embodiment, the motor drive assembly 10 may have built-in sensors to detect the operating temperature, output voltage, current, speed, etc. of the drive motor 11. The motor integrated driver 12 retains the detection of motor temperature, oil pressure, etc., and retains the output of the electromagnetic clutch. During the operation of the vehicle accessory system 100, the motor integrated driver 12 detects the motor current, temperature rise, oil pressure and other state values ​​in real time. When a steering abnormality occurs, the motor high and low voltage is switched to achieve steering redundancy; when the temperature or oil pressure is detected to be abnormal, the clutch protection system or components of the clutch 60 are adjusted.

[0047] Preferably, in one embodiment, the motor drive assembly 10, the transfer case 20, the first accessory 30, the second accessory 40, and the third accessory 50 are modularly designed, so that it is easy to install and replace components. In addition, the interface of the transfer case 20 can be universally designed, which can be adapted to different accessories and can facilitate the selection of accessory products from different manufacturers.

[0048] Preferably, in one embodiment, the first accessory 30, the second accessory 40, and the third accessory 50 can adopt a sub-assembly with self-lubrication or independent lubrication function. The motor drive assembly 10 is only used to drive the operation of the first accessory 30, the second accessory 40, and the third accessory 50, while the auxiliary systems (such as lubrication systems) of the first accessory 30, the second accessory 40, and the third accessory 50 can be driven by other components, so as to reduce the coupling degree of the vehicle accessory system 100, make the system as a whole simpler, more reliable, and reduce costs. For example, when the second accessory 40 is a compressor, the second accessory 40 can adopt a compressor with self-lubrication or independent lubrication function. Specifically, in one embodiment, the lubrication pump of the compressor is preferably built into the crankcase, and the lubrication pump is preferably a plunger pump through the crankshaft drive to ensure the lubrication of the bearings, etc. at startup. Of course, the lubrication pump can also adopt an external gear pump or an electric oil pump. In one embodiment, the compressor oil tank adopts a modular component.

[0049] The transfer case 20 serves as the center of the system, realizes the connection of various components, and can be used as an assembly support. The transfer case 20 has a certain supporting function. In order to make the vehicle accessory system 100 more reliably installed, a bracket can be designed to support the transfer case 20.

[0050] Specifically, in one embodiment, the motor drive assembly 10 and the third accessory 50 are located on one side of the transfer case 20, and the first accessory 30 and the second accessory 40 are located on the other side of the transfer case 20. Figure 2 As shown, the motor drive assembly 10 and the third accessory 50 are located on the left side of the transfer case 20, and the first accessory 30 and the second accessory 40 are located on the right side of the transfer case 20. With this structure, the overall layout can be made more compact and the integration can be improved.

[0051] Specifically, in one embodiment, the first gear transmission assembly 224 includes a first driving gear 2241 and a first driven gear 2242, wherein the first driving gear 2241 is disposed on the main shaft 221 (when the intermediate shaft 226 is sleeved on the main shaft 221, the first driving gear 2241 is disposed on the intermediate shaft 226), and the first driven gear 2242 is disposed on the first output shaft 222, and the first driven gear 2242 is meshed with the first driving gear 2241. The second gear transmission assembly 225 includes a second driving gear 2251 and a second driven gear 2252, wherein the second driving gear 2252 is disposed on the main shaft 221, and the second driven gear 2252 is disposed on the second output shaft 223, and the second driven gear 2252 is meshed with the second driving gear 2251. The gear ratio between the driving gear and the driven gear can be flexibly selected according to the characteristics of the specific accessories used.

[0052] In one embodiment, after the motor drive assembly 10 is in operation, the motor shaft of the motor drive assembly 10 drives the main shaft 221 to rotate, and the speed of the main shaft 221 is N1. The first accessory 30 is installed at the end of the main shaft 221 and rotates synchronously, that is, the speed of the first accessory 30 is N1. The main shaft 221 drives the second gear transmission assembly 225 to operate, drives the second output shaft 223 to rotate, and the gear drives the third accessory 50 according to the speed ratio N1 / N2; and when the clutch 60 is engaged, the main shaft 221 drives the first gear transmission assembly 224 to operate, drives the first output shaft 222 to rotate, and the gear drives the second accessory 40 according to the speed ratio N1 / N3.

[0053] The vehicle accessory system 100 is reliable, flexible, low-cost, and has integrated drive, modular components, and a flexible system configuration.

[0054] Specifically, the vehicle accessory system 100 has low cost: different accessories are driven centrally, the number of motors, drivers, etc. is reduced, and the electric drive cost of the vehicle accessory system is reduced. The electric drive is high-speed, the current is reduced, and the cost change caused by the increase in power is reduced. The modular design reduces the production, procurement and operation costs.

[0055] The vehicle accessory system 100 has high reliability: the transmission of each component is decoupled, especially the non-direct safety components can be mechanically disengaged to ensure vehicle safety. The modularization of components reduces the system correlation and complexity, and is conducive to the direct application of mature vehicle components. The high power density of the electric transmission and the small driving current allow the system to increase the design margin under the premise of controllable cost and improve the stability of the drive.

[0056] The vehicle accessory system 100 has a simple structure, is easy to disassemble and maintain, and has low manufacturing and maintenance costs. Through the universal interface design, accessory products of different manufacturers can be conveniently selected.

[0057] At the same time, in one embodiment, a control method of the vehicle accessory system 100 is also provided, which includes the following steps: The motor integrated driver 12 of the motor drive assembly 10 receives an input signal and determines whether the current input signal is lower than a preset value. If it is lower than the preset value and the drive motor 11 runs at the rated speed, the motor integrated driver 12 supplies power to the clutch 60 in the transfer case 20 to engage the clutch 60.

[0058] The above steps can be specifically as follows: after the whole vehicle is powered on and ready, the motor integrated driver 12 interacts with the whole vehicle through the CAN network and determines whether the air pressure of the whole vehicle is lower than P1 (specifically, P1 can be set to 0.65~0.85mpa) through the air pressure sensor of the air tank. If the air pressure of the whole vehicle is lower than the set value P1 at this time, and the drive motor 11 runs at the rated speed, and there is no other abnormal feedback, the motor integrated controller 12 supplies power to the clutch 60 to attract, and at this time the second accessory 40 starts to work and supply air until the fed-back air pressure reaches the end air pressure P2 (specifically, P2 can be set to 1mpa~1.2mpa) and then unloads and stops.

[0059] Preferably, in one embodiment, the control method of the vehicle accessory system 100 further includes the following steps: The motor integrated driver 12 of the motor drive assembly 10 receives input status signals and motor operation status signals, and determines the current operation status. If there is an abnormality, the high and low voltage windings of the motor are switched, and / or the clutch 60 is controlled to be disconnected.

[0060] The above steps can be specifically as follows: when the motor integrated driver 12 is running, the high-voltage input status of the vehicle bus at the front end is monitored in real time, and the operating temperature, output voltage, current, speed, etc. of the drive motor 11 are detected by the built-in sensor. If a high-voltage failure or abnormality occurs in the whole vehicle, the high and low voltage windings of the drive motor 11 are switched to achieve steering redundancy; when the motor integrated driver 12 detects abnormal motor temperature or abnormal oil pressure, the motor integrated driver 12 controls the clutch 60 to disengage and disconnect, thereby protecting the system or components.

[0061] The above is only an embodiment of the present invention. It should be pointed out that, for ordinary technicians in this field, improvements can be made without departing from the creative concept of the present invention, but these all belong to the protection scope of the present invention. Specifically, in one embodiment, the motor drive assembly 10 and the third accessory 50 are located on one side of the transfer case 20, and the first accessory 30 and the second accessory 40 are located on the other side of the transfer case 20. For example, Figure 2 As shown, the motor drive assembly 10 and the third accessory 50 are located on the left side of the transfer case 20, and the first accessory 30 and the second accessory 40 are located on the right side of the transfer case 20. With this structure, the overall layout can be made more compact and the integration can be improved.

[0062] Specifically, in one embodiment, the first gear transmission assembly 224 includes a first driving gear 2241 and a first driven gear 2242, wherein the first driving gear 2241 is disposed on the main shaft 221 (when the intermediate shaft 226 is sleeved on the main shaft 221, the first driving gear 2241 is disposed on the intermediate shaft 226), and the first driven gear 2242 is disposed on the first output shaft 222, and the first driven gear 2242 is meshed with the first driving gear 2241. The second gear transmission assembly 225 includes a second driving gear 2251 and a second driven gear 2252, wherein the second driving gear 2252 is disposed on the main shaft 221, and the second driven gear 2252 is disposed on the second output shaft 223, and the second driven gear 2252 is meshed with the second driving gear 2251. The gear ratio between the driving gear and the driven gear can be flexibly selected according to the characteristics of the specific accessories used.

[0063] In one embodiment, after the motor drive assembly 10 is in operation, the motor shaft of the motor drive assembly 10 drives the main shaft 221 to rotate, and the speed of the main shaft 221 is N1. The first accessory 30 is installed at the end of the main shaft 221 and rotates synchronously, that is, the speed of the first accessory 30 is N1. The main shaft 221 drives the second gear transmission assembly 225 to operate, drives the second output shaft 223 to rotate, and the gear drives the third accessory 50 according to the speed ratio N1 / N2; and when the clutch 60 is engaged, the main shaft 221 drives the first gear transmission assembly 224 to operate, drives the first output shaft 222 to rotate, and the gear drives the second accessory 40 according to the speed ratio N1 / N3.

[0064] The vehicle accessory system 100 is reliable, flexible, low-cost, and has integrated drive, modular components, and a flexible system configuration.

[0065] Specifically, the vehicle accessory system 100 has low cost: different accessories are driven centrally, the number of motors, drivers, etc. is reduced, and the electric drive cost of the vehicle accessory system is reduced. The electric drive is high-speed, the current is reduced, and the cost change caused by the increase in power is reduced. The modular design reduces the production, procurement and operation costs.

[0066] The vehicle accessory system 100 has high reliability: the transmission of each component is decoupled, especially the non-direct safety components can be mechanically disengaged to ensure vehicle safety. The modularization of components reduces the system correlation and complexity, and is conducive to the direct application of mature vehicle components. The high power density of the electric transmission and the small driving current allow the system to increase the design margin under the premise of controllable cost and improve the stability of the drive.

[0067] The vehicle accessory system 100 has a simple structure, is easy to disassemble and maintain, and has low manufacturing and maintenance costs. Through the universal interface design, accessory products of different manufacturers can be conveniently selected.

[0068] At the same time, in one embodiment, a control method of the vehicle accessory system 100 is also provided, which includes the following steps: The motor integrated driver 12 of the motor drive assembly 10 receives an input signal and determines whether the current input signal is lower than a preset value. If it is lower than the preset value and the drive motor 11 runs at the rated speed, the motor integrated driver 12 supplies power to the clutch 60 in the transfer case 20 to engage the clutch 60.

[0069] The above steps can be specifically as follows: after the whole vehicle is powered on and ready, the motor integrated driver 12 interacts with the whole vehicle through the CAN network and determines whether the air pressure of the whole vehicle is lower than P1 (specifically, P1 can be set to 0.65~0.85mpa) through the air pressure sensor of the air tank. If the air pressure of the whole vehicle is lower than the set value P1 at this time, and the drive motor 11 runs at the rated speed, and there is no other abnormal feedback, the motor integrated controller 12 supplies power to the clutch 60 to attract, and at this time the second accessory 40 starts to work and supply air until the fed-back air pressure reaches the end air pressure P2 (specifically, P2 can be set to 1mpa~1.2mpa) and then unloads and stops.

[0070] Preferably, in one embodiment, the control method of the vehicle accessory system 100 further includes the following steps: The motor integrated driver 12 of the motor drive assembly 10 receives input status signals and motor operation status signals, and determines the current operation status. If there is an abnormality, the high and low voltage windings of the motor are switched, and / or the clutch 60 is controlled to be disconnected.

[0071] The above steps can be specifically as follows: when the motor integrated driver 12 is running, the high-voltage input status of the vehicle bus at the front end is monitored in real time, and the operating temperature, output voltage, current, speed, etc. of the drive motor 11 are detected by the built-in sensor. If a high-voltage failure or abnormality occurs in the whole vehicle, the high and low voltage windings of the drive motor 11 are switched to achieve steering redundancy; when the motor integrated driver 12 detects abnormal motor temperature or abnormal oil pressure, the motor integrated driver 12 controls the clutch 60 to disengage and disconnect, thereby protecting the system or components.

[0072] The above description is only an implementation mode of the present invention. It should be pointed out that, for ordinary technicians in this field, improvements can be made without departing from the creative concept of the present invention, but these all belong to the protection scope of the present invention.

Claims

1. A vehicle accessory system, characterized in that: It includes a motor drive assembly, a transfer case, a first accessory, a second accessory, and a third accessory; The output end of the motor drive assembly is connected to the input end of the transfer case; The transfer case is provided with at least three power transmission paths, and the three power transmission paths are divided into a first power transmission path, a second power transmission path and a third power transmission path; The first accessory is connected to the output end of the first power transmission path; The second accessory is connected to the output end of the second power transmission path; The third accessory is connected to the output end of the third power transmission path.

2. The vehicle accessory system according to claim 1, characterized in that: The transfer case includes a case body and a transmission mechanism disposed in the case body; The transmission mechanism includes a main shaft, a first output shaft, a second output shaft, a first gear transmission assembly and a second gear transmission assembly; The main shaft is connected to the output end of the motor drive assembly; The first output shaft is connected to the main shaft via the first gear transmission assembly; The second output shaft is connected to the main shaft via the second gear transmission assembly; The first accessory is connected to the main shaft; The second accessory is connected to the first output shaft; The third accessory is connected to the second output shaft.

3. The vehicle accessory system according to claim 2, characterized in that: A clutch is provided on the second power transmission path.

4. The vehicle accessory system according to claim 3, characterized in that: The clutch is disposed between the main shaft and the first gear transmission assembly.

5. The vehicle accessory system according to claim 4, characterized in that: An intermediate shaft is sleeved on the main shaft, and the first gear transmission assembly is connected to the main shaft through the intermediate shaft; The clutch is an electromagnetic clutch, and the clutch comprises a driving plate, a driven plate and a driving coil; The active disk is arranged on one of the intermediate shaft and the main shaft; The driven plate is arranged on the other of the intermediate shaft and the main shaft; The driving coil is disposed in the driven disk.

6. The vehicle accessory system according to any one of claims 2 to 5, characterized in that: The second accessory is a compressor.

7. The vehicle accessory system according to any one of claims 1 to 5, characterized in that: The third accessory is a steering pump, and the third accessory is directly connected to the transfer case in driving connection; The first accessory is a water pump, and the first accessory is directly connected to the transfer case.

8. The vehicle accessory system according to claim 1, characterized in that: A double-winding motor is used in the motor drive assembly.

9. A control method for a vehicle accessory system according to any one of claims 1 to 8, characterized in that: The steps include: The motor integrated driver of the motor drive assembly receives an input signal and determines whether the current input signal is lower than a preset value. If it is lower than the preset value and the drive motor runs at the rated speed, the motor integrated driver supplies power to the clutch in the transfer case to engage the clutch.

10. The control method of the vehicle accessory system according to claim 9, characterized in that: The following steps are also included: The motor integrated driver of the motor drive assembly receives an input status signal and a motor operating condition signal, and determines the current operating condition. If an abnormality exists, the high and low voltage windings of the motor are switched, and / or the clutch is controlled to be disconnected.

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