Decentralized multifunctional carrier loader adopting distributed power

Abstract

The invention provides a decentralized multifunctional carrier loader adopting distributed power, and belongs to the technical field of new energy transport vehicles, the decentralized multifunctional carrier loader comprises an independent driving module, and the independent driving module comprises a chassis, a frame, a hybrid power assembly supporting frame, a power battery pack, a hybrid power assembly, a wheel motor and a three-mode control system; reinforcing plates and / or reinforcing beams are arranged at the front end and the rear end of a longitudinal beam of the chassis and used for longitudinal butt joint. A panel of the three-mode control system is also provided with a power supply output port and a signal adapter port; the hybrid power assembly support frame is mounted on a longitudinal beam of the frame; the independent driving module completes steering under the control of the three-module controller, and each wheel is driven independently; the hybrid power assembly comprises an engine and a generator; a power take-off opening is formed in the engine; the power battery pack and the engine jointly provide power for the vehicle. The problems that after an existing ground carrying vehicle is damaged, the time for recovering the carrying capacity is long, and the maintenance workload is large are solved.

Description

Technical Field

[0001] The present invention relates to a decentralized multifunctional carrier vehicle adopting distributed power, belonging to the technical field of new energy transportation vehicles. Background Art

[0002] The characteristics of land transportation are wide application and diversified demand. The size and tonnage of different transported goods vary greatly, and vehicles with equivalent carrying capacity are needed to meet the transportation needs without wasting the carrying capacity. When transporting engineering equipment or upper equipment, there are usually requirements for power or electricity. During transportation, transfer or when using a transport vehicle as a carrier, it is necessary to take power or electricity from the transport vehicle.

[0003] The differences in transportation missions have led to a wide variety of ground transportation vehicles in service. Spare parts are not universal between different types of vehicles, and the transmission and control system principles are different, making management and maintenance difficult. In addition, with the continuous increase in transportation scale and the increasing requirements for transportation timeliness, timely repair of vehicles when they are partially damaged or even damaged has become an emerging demand. In some special environments, ensuring the efficient completion of transportation missions is more important than the service life of the vehicle.

[0004] In response to new demands, transport vehicles with modular designs have been proposed and gradually improved. For example, the Chinese invention patent application with application publication number CN11429534A discloses a modular multi-axle heavy-duty vehicle. This patent adopts a modular transport vehicle design to split the entire vehicle into several parts. Except for the front part where the cab is located, the body part is designed as an independent module. The length of the body can be changed by changing the number of connected modules. On this basis, the modules and the modules and the front part are connected and communicated through a unified interface.

[0005] The modular design of transport vehicles greatly reduces the design difficulty and workload. The number of modules can be increased or decreased according to different transportation needs to accommodate transport items of different lengths and weights. When the vehicle is partially damaged or damaged, as long as the front part is not involved, it can be quickly repaired by replacing the entire module.

[0006] However, in the prior art represented by the above patents, the transport vehicles with modular design still have some defects, mainly including the following aspects:

[0007] 1. There are absolute weak links

[0008] The front part of the vehicle serves as the control center and the only power source for the entire vehicle. Any damage to the front part will directly cause the entire vehicle to be unable to operate.

[0009] 2. Modules are directly associated with the upper body

[0010] In existing transport vehicles with modular design, there are only mechanical and communication connections between the modules and the front of the vehicle. In fact, each module has no power system and cannot operate independently. The connection between the module and the upper body is also one-to-one. If a single module is damaged or damaged, the upper body equipment of the module will also be unusable, even if other modules remain intact.

[0011] 3. Single power distribution scheme

[0012] The existing modular design of transport vehicles only considers the needs of a single upper load in terms of power distribution, and has poor adaptability. For example, when the upper load is a large rotary hoisting device, the storage and load-bearing of the boom can be achieved by increasing the number of modules, but the rotation and hoisting can only be powered and powered by the modules where the rotary chassis and winch are located. The modules cannot meet the power requirements, and other modules can only play a role in carrying.

[0013] In summary, existing ground transport vehicles cannot fully guarantee the efficient completion of transportation tasks when used on a large scale and in a systematic manner with diversified transportation needs. It takes a long time to restore the carrying capacity after damage, and the maintenance workload is large, so improvements need to be made. Summary of the invention

[0014] In order to solve the problems existing in the existing solutions in the background technology, the present invention provides a decentralized multifunctional carrier using distributed power.

[0015] The objective of the present invention is achieved through the following technical solutions:

[0016] A decentralized multifunctional carrier adopting distributed power, including an independent driving module, the independent driving module including a chassis, an axle, a suspension system, a frame, a hybrid powertrain support frame, a power battery pack, a hybrid powertrain, a wheel motor, and a three-mode control system;

[0017] The front and rear ends of the chassis longitudinal beams are provided with reinforcement plates and / or reinforcement beams for longitudinal docking; the panel of the three-mode control system is also provided with a power supply output port and a signal transfer interface;

[0018] A hole for installing a hybrid powertrain support frame is reserved on the frame longitudinal beam of the independent driving module; the hybrid powertrain support frame is used to fix the hybrid powertrain;

[0019] The independent driving module uses electric power assistance to complete steering under the control of the three-module controller; it uses motor drive, and each wheel is independently driven by a separate wheel motor;

[0020] The hybrid powertrain includes an engine and a generator; the engine is provided with a power take-off port; the power battery pack and the engine work together to provide power for the vehicle.

[0021] Furthermore, the decentralized multifunctional carrier includes more than two independent driving modules, and one of the three-mode control systems is set as the main controller according to a preset priority, and the main controller uniformly controls the driving, steering, braking and vehicle signal control of each independent driving module.

[0022] Furthermore, the decentralized multifunctional transport vehicle also includes a set of main vehicles, with the main vehicle in front and the independent driving module in the rear, which are connected in series to form a complete transport vehicle; the main vehicle adopts a chassis with the same width as the independent driving module; the two longitudinal beams of the main vehicle frame are provided with reinforcing beams and connecting holes at the corresponding positions inside and outside the tail, and the independent driving module is connected to the chassis of the main vehicle by a connecting plate and fastening bolts to achieve longitudinal docking and splicing, and the connection of various control signals is realized through the electrical interface.

[0023] Furthermore, traction holes are provided on the reinforcing plates and / or reinforcing beams of the chassis, and the chassis of two adjacent independent driving modules or the main vehicle and the independent driving modules are detachably connected through connecting plates and fastening bolts, and the connection of various control signals is achieved through a signal transfer interface.

[0024] Furthermore, a traction hole is provided on the reinforcing plate and / or the reinforcing beam of the chassis, and a flexible connection is achieved between the chassis of two adjacent independent driving modules or the main vehicle and the independent driving module by using a traction rod or relying solely on the automatic following function of the three-mode controller.

[0025] Furthermore, the three-mode control system includes a three-mode controller, an inverter variable frequency power supply, and a grid-connected controller. The decentralized multifunctional carrier adopts a splicing scheme of the grid-connected power generation mode. The inverter variable frequency power supply is connected to the load in parallel and is also connected to the grid-connected controller in parallel. A switch is also provided between the grid-connected controller and the load. The grid-connected controller is used to control the access / closing timing of the output power of the power generation system that needs to be connected to the grid.

[0026] Furthermore, the three-mode controller and the inverter variable frequency power supply are arranged on the front side above the frame, and the power battery pack is arranged on the rear side above the frame.

[0027] Furthermore, the three-mode control system also integrates the wheel motor control system.

[0028] Furthermore, the hybrid powertrain support frame is fixed in the middle position of the front and rear axles of the chassis by means of a hoisting method through an elastic connection.

[0029] Furthermore, the engine is a small diesel engine, and a power take-off port is arranged on the flywheel housing of the engine.

[0030] The beneficial technical effects achieved by the present invention are:

[0031] The frames of each module can be spliced ​​longitudinally to each other, so as to be spliced ​​into different vehicle lengths to meet the requirements of carrying loads of different structures and weights. The independent driving module can be used as an unmanned vehicle alone, or it can be connected to the main vehicle and used in a manned driving mode, which makes the driving method more flexible. A single set of independent driving modules can also drive the whole vehicle to run, solving the problem that damage to the key parts of the existing vehicle will directly cause the whole vehicle to be unable to run. The independent driving module can meet the power demand of the upper equipment, and can also realize centralized and decentralized power supply functions as needed, meeting the high-power centralized power supply requirements of special equipment while avoiding power waste. When the vehicle is damaged, the damaged module can be removed and quickly replaced with other intact independent driving modules to achieve rapid repair and restore various functions of the multi-functional vehicle. It can greatly reduce the number, variety and variety and number of equipment vehicles and spare parts, and reduce management and use costs. In special circumstances, even if the vehicle is partially damaged or damaged and does not have the conditions for repair, it can be operated with damage to ensure the efficient completion of the transportation task. Compared with the existing technology, it has outstanding substantive characteristics and significant progress. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a schematic structural diagram of an independent travel module according to a first specific embodiment of the present invention;

[0033] Figure 2 Schematic diagram of the unmanned transport multi-mode fast splicing solution of the first specific embodiment of the present invention;

[0034] Figure 3 It is a schematic diagram of a grid-connected power generation mode splicing scheme of the first specific embodiment of the present invention;

[0035] Figure 4 is a schematic diagram of a manned transport mode splicing scheme of a second specific embodiment of the present invention;

[0036] Figure 5 It is a schematic diagram of the structure of the main vehicle of the second specific embodiment of the present invention;

[0037] Figure 6 is a schematic diagram of a splicing scheme for lossy operation in a second specific embodiment of the present invention;

[0038] Figure numerals: 1. vehicle frame; 2. hybrid powertrain support frame; 3. suspension system; 4. power battery pack; 5. hybrid powertrain; 6. wheel motor; 51. engine; 52. generator. DETAILED DESCRIPTION

[0039] The specific implementation of the present invention is described in detail below in conjunction with the accompanying drawings. The specific details such as specific system structure, model, technical parameters, etc. proposed in the following description are only for better understanding of the present implementation, rather than limitation, and should not affect the scope of protection of the present invention. In addition, the contents that should be known and understood by those skilled in the art will not be repeated here.

[0040] A decentralized multifunctional transport vehicle using distributed power is composed of several independent driving modules to form a complete transport vehicle according to different usage modes. The independent driving modules can be connected in series or equipped with side-by-side wheel sets to carry objects with larger lateral dimensions.

[0041] The decentralized multi-purpose carrier adopts distributed power. After splicing, the driving power of the whole vehicle is provided by the power sources dispersed on each independent driving module. The power output and power supply required for the upper body are also dispersed on each independent driving module. Due to the use of distributed power design, the cost of the powertrain can be reduced. When part of the powertrain is damaged, it can continue to be used. In an emergency, the whole vehicle will not be unable to operate due to partial damage, which fully guarantees the efficient completion of the transportation task.

[0042] In the prior art, the modularization mentioned in the automotive industry is divided according to different functional assemblies, and the whole vehicle is integrated in the form of large assembly modules. Each functional unit is assembled together through a common connection structure and interface. Different from the prior art, the technical concept of the present invention is to divide according to the vehicle body structure. Each independent driving module can complete multiple tasks independently and can be used as an independent unmanned driving work platform, multi-functional support platform, power output equipment, power supply equipment, etc.

[0043] For the convenience of description, the following description defines the moving direction of the independent driving module as longitudinal, the direction along the axle as transverse, the splicing along the longitudinal direction as series connection, and the installation of side-by-side wheel sets along the transverse direction as parallel connection.

[0044] like Figures 1 to 3 As shown, a first specific embodiment of a decentralized multifunctional transport vehicle using distributed power adopts an unmanned transport mode and is used to perform high-risk professional tasks, including three sets of independent driving modules connected in series longitudinally. The structures of the three sets of independent driving modules are completely consistent, and they can be operated independently or spliced ​​and used as needed. There is no absolute weak link in the decentralized multifunctional transport vehicle. As long as one set of independent driving modules remains relatively intact, there is the possibility of continuing to operate, which avoids to the greatest extent the situation where damage to a key part will directly cause the entire vehicle to be unable to operate. This specific embodiment can achieve the unification and multifunctional integration of vehicle types, models, and spare parts, reduce the manufacturing, use, and maintenance costs of the entire vehicle and the entire life cycle of the vehicle, reduce the scale of the support unit, and can also reduce vehicle damage and improve maintenance speed and operational survivability.

[0045] It should be noted that if the width of the items to be transported exceeds the width of one set of independent driving modules, but is not enough to reach the width of two sets of independent driving modules, or considering actual situations such as passing through a tunnel with limited width, a side-by-side double tire set can be used to change the width of the transport platform, while also improving the vehicle's carrying capacity.

[0046] like Figure 1 As shown, the independent driving module includes a chassis, an axle, a frame 1, a hybrid powertrain support frame 2, a suspension system 3, a power battery pack 4, a hybrid powertrain 5, a wheel motor 6, and a three-mode control system.

[0047] The hybrid powertrain 5 includes an engine 51 and a generator 52. The three-mode control system includes a three-mode controller, an inverter variable frequency power supply, and a grid-connected controller. In this specific embodiment, the three-mode control system also integrates a wheel motor 6 control system.

[0048] In this specific embodiment, the chassis of the independent driving module adopts the light or medium off-road vehicle chassis with the most current equipment. The front and rear ends of the left and right longitudinal beams of the chassis are provided with reinforcement plates and / or reinforcement beams for longitudinal docking. The panel of the three-mode controller on the frame 1 is also provided with a power supply output port and a signal transfer interface, and the flywheel housing of the engine 51 is provided with a power take-off port for realizing power transmission, signal transmission, and power connection between different modules or between modules and other equipment.

[0049] The two longitudinal beams of the frame 1 of the independent driving module have holes for installing the hybrid powertrain support frame 2. The hybrid powertrain support frame 2 is fixed in the middle position below the front and rear axles of the chassis by elastic connection and hoisting, and is used to fix the hybrid powertrain 5. It should be noted that the position and fixing method of the hybrid powertrain support frame 2 can be adaptively adjusted according to actual conditions, and it is preferably set below the chassis, which can free up space above the chassis for arranging more other equipment without affecting the vehicle's passability.

[0050] The splicing scheme in this specific embodiment is as follows Figure 2 As shown, three sets of independent driving modules are connected end to end in sequence, and traction holes are provided on the reinforcing plates and / or reinforcing beams. The chassis of two adjacent sets of independent driving modules are detachably connected through connecting plates and fastening bolts, and the connection of various control signals is realized through a signal transfer interface.

[0051] Figure 2Only the rigid connection scheme is shown in the figure. According to the needs of use, a flexible connection scheme can also be adopted between independent driving modules. When adopting the flexible connection scheme, if it is only necessary to allow relative rotation of each independent driving module, a towing rod can be used for connection. Since each independent driving module has a steering function, the same track steering control can be achieved, and the gap between the two modules can be very small. There is no need to make any mechanical connection between the two independent driving modules, and the flexible connection between the modules can be achieved only by the automatic following function of the three-mode controller. When adopting the flexible connection scheme, the suspension system 3 of the independent driving module can simplify the design and further reduce the cost.

[0052] The independent driving module uses electric power assistance to complete steering under the control of the three-module controller.

[0053] The suspension system 3 uses a mature commercial vehicle suspension system 3, which can be adaptively modified according to different mission requirements.

[0054] The braking system adopts the braking solution of mature electric commercial vehicles and can be adaptively modified according to different mission requirements.

[0055] Using a motor drive mode, each wheel is independently driven by a separate wheel motor 6 .

[0056] Since the assembled vehicle adopts multi-power distributed drive, a small horsepower engine 51 and a small power generator 52 can be used, so the volume of the engine 51 and the generator 52 are relatively small, and they can be arranged below the upper end surface of the frame 1, and fixed by the power assembly support frame, which has little effect on the passability of the whole vehicle, and is conducive to improving the off-road performance of the vehicle. In this specific embodiment, the engine 51 adopts a small diesel engine, and a power take-off port is also provided on the flywheel housing of the engine 51. According to actual needs, a small gasoline engine or other power machinery can also be used.

[0057] Each independent driving module has a power take-off port on the engine 51 to meet the power take-off needs of completing different functional tasks. The same power assembly can provide power output for multiple functional devices.

[0058] In this specific embodiment, the three-mode controller and the inverter power supply are arranged on the front side above the frame 1, and the power battery pack 4 is arranged on the rear side above the frame 1. The advantage of this arrangement is that the space above the axle and below the frame 1 is fully utilized to complete all functions of driving, controlling, and generating electricity.

[0059] Each independent driving module can be equipped with multiple modes of unmanned control system to realize unmanned driving control of independent driving modules. When multiple independent driving modules are spliced ​​into a whole vehicle, one of the three-mode control systems is set as the main controller according to the preset priority. The main controller uniformly controls the driving, steering, braking and vehicle signal control functions of each independent driving module, thereby realizing all-wheel steering, all-wheel drive or only using part of the wheels to drive the vehicle as needed. It can also realize same-track steering, improve the passability of the whole vehicle, and optimize energy consumption. Any of the three-mode control systems can be used as the main controller, and adjustments can be made as needed by changing the preset priority during use.

[0060] The power battery pack 4 and the engine 51 work together to provide power for the vehicle. The capacity of the power battery pack 4 is designed by comprehensively considering the silent driving mileage of the vehicle and the short-term high-power output requirements under off-road conditions.

[0061] Figure 3 The figure shows a splicing scheme for realizing the grid-connected power generation mode using the above-mentioned decentralized multifunctional carrier. The inverter frequency conversion power supplies of three sets of independent driving modules are connected to the load in parallel, and are also connected to the grid-connected controller in parallel. A switch is also provided between the grid-connected controller and the load. The function of the grid-connected controller is to control the timing of the output power of the power generation system to be connected to the grid to ensure that there is no impact on the grid.

[0062] It should be noted that the inverter frequency conversion power supply connected to the load and the grid-connected controller can be flexibly adjusted according to actual needs to meet the power required by the load.

[0063] The power output of a single independent driving module is mainly considered to meet the power needs of the upper equipment on the independent driving module. The three-mode controller is also used to realize the grid-connected power supply of the independent driving module alone or to the inverter variable frequency power output of other independent driving modules when the independent driving module is moving or parked, meeting the needs of providing multiple varieties and high power supply to the upper equipment.

[0064] If the upper equipment needs high-power power supply, and the power output of a single independent driving module cannot meet the demand, it can be connected to the grid with other modules for power generation. If there is a short-term high-power power supply requirement, the inverter variable frequency power supply can also be designed as redundant to fully utilize the combined output of the engine 51 and the power battery pack 4. In this way, each independent driving module can not only complete the transportation task, but also complete the task of providing power for other engineering equipment and power supply for the upper equipment, and the output power reserve of each independent driving module can be fully utilized.

[0065] The hybrid powertrain 5 of each independent driving module is provided with a power take-off port. Each power take-off port can provide power to its upper body independently. It can also provide power output to mechanical equipment outside the independent driving module independently or jointly in special use scenarios.

[0066] Figure 4 The second specific embodiment of the decentralized multifunctional transport vehicle is shown, which adopts the manned transport mode and is used to perform tasks outside the high-risk site or quickly leave the accident site when all independent driving modules are damaged. It includes a lead vehicle and two independent driving modules. The lead vehicle is in front and the two independent driving modules are in the back, which are connected in series to form a complete transport vehicle.

[0067] like Figure 5 As shown, the main vehicle is modified from the light off-road vehicle with the most equipment in service. The main vehicle adopts a light or medium off-road vehicle chassis with the same width as the independent driving module, so that the independent driving module and the chassis frame 1 of the main vehicle have the same transverse structure. The two longitudinal beams of the main vehicle frame 1 are provided with reinforcing beams and connecting holes at the corresponding positions inside and outside the tail. The independent driving module and the chassis of the main vehicle are connected by connecting plates and fastening bolts to achieve longitudinal docking and splicing, and the connection of various control signals is realized through the electrical interface.

[0068] The difference between manned transport mode and unmanned transport mode is that the leading vehicle is a manned vehicle, and the independent driving module when there is no leading vehicle is an unmanned driving platform. The unmanned driving control system can be installed on the unmanned driving platform as needed. In addition, there is no substantial difference in the implementation methods of power take-off mode, centralized power supply mode, and loss-carrying operation.

[0069] Figure 6 The following is a splicing scheme for using the above decentralized multi-functional carrier to achieve damaged operation. There are many options for damaged operation, which can be determined according to the usage scenario, mainly including the following situations:

[0070] 1. Partial damage but can be towed

[0071] In this case, you can limp away from the accident scene quickly and return to the base for repair. Local damage is the most likely situation, such as damage to the hybrid powertrain 5. Figure 6 This usage scenario is shown below.

[0072] 2. The damaged module cannot limp but the frame 1 is not damaged

[0073] When this happens, the damaged wheel can be removed, leaving only the frame 1, and the vehicle can be limped back to the base for repair.

[0074] 3. A module is completely damaged

[0075] In this case, the damaged module can be removed and assembled into a vehicle with a reduced length to leave the accident scene. If conditions permit, a backup module can also be used to replace the damaged module.

[0076] The beneficial technical effects achieved by this specific embodiment include:

[0077] 1. The frame matching design of the main vehicle and the independent driving module enables the frames of each module to be longitudinally spliced ​​with each other, thus forming different vehicle lengths to meet the requirements of transporting loads of different structures and weights.

[0078] 2. The independent driving module can be used as an unmanned vehicle alone, or it can be connected to the main vehicle and used in the manned driving mode, which makes the driving method more flexible. A single set of independent driving modules can also drive the whole vehicle to operate, solving the problem that damage to the key parts of the existing vehicle will directly cause the whole vehicle to be unable to operate. Under the control of the three-mode controller, the independent driving module can control the spliced ​​vehicle in all-wheel steering, driving, braking, signal connection, etc., to improve the passability of the spliced ​​vehicle.

[0079] 3. The independent driving module can meet the power demand of the upper equipment, and can also realize centralized and decentralized power supply as needed, meeting the high-power centralized power supply needs of special equipment while avoiding power waste. The independent driving module adopts hybrid drive, and when necessary, it can achieve silent driving without heat source within the designed distance, thereby improving the survivability on site. When high power output is required through off-road sections, the independent driving module can realize the engine and power battery pack to jointly provide power for the vehicle. In addition, the independent driving module is designed with a power take-off port to provide power for the upper equipment.

[0080] 4. When the vehicle is damaged, the damaged module can be removed and quickly replaced with other intact independent driving modules to achieve rapid repair and restore the various functions of the multi-functional vehicle. It can greatly reduce the number and variety of equipped vehicles and the variety and number of spare parts, and reduce management and use costs. In special cases, even if the vehicle is partially damaged and the conditions for repair are not met, the damaged operation method can be adopted to ensure the efficient completion of the transportation task.

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

Claims

1. A decentralized multifunctional carrier using distributed power, characterized in that: The vehicle comprises an independent driving module, wherein the independent driving module comprises a chassis, a vehicle axle, a suspension system, a vehicle frame (1), a hybrid powertrain support frame (2), a power battery pack (4), a hybrid powertrain (5), a wheel motor (6), and a three-mode control system; The front and rear ends of the longitudinal beams of the chassis are provided with reinforcing plates and / or reinforcing beams for longitudinal docking; the panel of the three-mode control system is also provided with a power supply output port and a signal transfer interface; A hole for installing a hybrid powertrain support frame (2) is reserved on the longitudinal beam of the frame (1) of the independent driving module; the hybrid powertrain support frame (2) is used to fix the hybrid powertrain (5); The independent driving module adopts an electric power assist mode to complete the steering under the control of the three-module controller; adopts a motor drive mode, and each wheel is independently driven by a separate wheel motor (6); The hybrid power assembly (5) comprises an engine (51) and a generator (52); the engine (51) is provided with a power take-off port; the power battery pack (4) and the engine (51) work together to provide power for the vehicle.

2. The decentralized multifunctional carrier according to claim 1, characterized in that: The decentralized multifunctional carrier includes more than two independent driving modules, and one of the three-mode control systems is set as the main controller according to a preset priority. The main controller uniformly controls the driving, steering, braking and vehicle signal control of each independent driving module.

3. The decentralized multifunctional carrier according to claim 1, characterized in that: The decentralized multifunctional transport vehicle also includes a set of main vehicles, with the main vehicle in front and the independent driving module in the rear, which are connected in series to form a complete transport vehicle; the main vehicle adopts a chassis with the same width as the independent driving module; the two longitudinal beams of the main vehicle frame are provided with reinforcing beams and connecting holes at the corresponding positions inside and outside the tail, and the independent driving module is connected to the chassis of the main vehicle by a connecting plate and fastening bolts to achieve longitudinal docking and splicing, and the connection of various control signals is realized through an electrical interface.

4. The decentralized multifunctional carrier according to claim 3, characterized in that: The reinforcing plate and / or reinforcing beam of the chassis is provided with traction holes, and the two adjacent independent driving modules or the chassis of the main vehicle and the independent driving module are detachably connected through a connecting plate and fastening bolts, and the connection of various control signals is realized through a signal transfer interface.

5. The decentralized multifunctional carrier according to claim 3, characterized in that: The reinforcing plate and / or reinforcing beam of the chassis is provided with traction holes, and the chassis of two adjacent independent driving modules or the main vehicle and the independent driving module are flexibly connected by a traction rod or only by the automatic following function of the three-mode controller.

6. A decentralized multi-purpose vehicle according to any one of claims 1 to 5, characterized in that: The three-mode control system includes a three-mode controller, an inverter variable frequency power supply, and a grid-connected controller. The decentralized multifunctional carrier adopts a splicing scheme of a grid-connected power generation mode. The inverter variable frequency power supply is connected to the load in parallel and is also connected to the grid-connected controller in parallel. A switch is also provided between the grid-connected controller and the load. The grid-connected controller is used to control the timing of connecting to the grid / closing the output power of the power generation system that needs to be connected to the grid.

7. The decentralized multifunctional carrier according to claim 6, characterized in that: The three-mode controller and the inverter variable frequency power supply are arranged on the front side above the vehicle frame (1), and the power battery pack (4) is arranged on the rear side above the vehicle frame (1).

8. The decentralized multifunctional vehicle according to claim 6, characterized in that: The three-mode control system also integrates a wheel motor (6) control system.

9. A decentralized multi-purpose vehicle according to any one of claims 1 to 5, characterized in that: The hybrid power assembly support frame (2) is fixed at the middle position of the front and rear axles of the chassis in a hoisting manner through elastic connection.

10. A decentralized multi-purpose vehicle according to any one of claims 1 to 5, characterized in that: The engine (51) is a small diesel engine, and a power take-off port is arranged on the flywheel housing of the engine (51).

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