Special vehicle coupling distributed driving system

Abstract

The invention discloses a special vehicle coupling distributed driving system, and belongs to the technical field of vehicle distributed driving, the special vehicle coupling distributed driving system comprises two sets of driving systems, and the two sets of driving systems are used for performing power input and control on a plurality of wheels on the left side and the right side of a vehicle respectively; the driving system comprises a plurality of driving units, any driving unit is arranged between every two adjacent wheels, the output end of each driving unit is connected with a differential mechanism, the output ends of the two sides of each differential mechanism are connected with the corresponding two adjacent wheels through transmission assemblies respectively, and each differential mechanism is provided with a differential lock. The left wheel and the right wheel independently control power output, more accurate power distribution and real-time regulation and control are achieved, the driving performance, the passing ability and the chassis space utilization rate of the vehicle are improved, and the hybrid power system is suitable for application scenes such as off-road vehicles and special vehicles with high requirements for the driving performance and the passing ability.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle distributed drive, and particularly to a coupled distributed drive system for special vehicles. Background Art

[0002] With the diversification of vehicle performance requirements, especially in the fields of off-road, heavy haulage, and special-purpose vehicles, the requirements for drive systems are increasing day by day. Traditional vehicle drive systems mostly adopt a unified power output mode, that is, power is transmitted from a single power source to the axle and then evenly distributed to each wheel.

[0003] Although this drive mode has a relatively simple structure and can meet the needs of ordinary road driving, the power output of the left and right wheels cannot be adjusted separately, and the power distribution is not flexible. When the vehicle is driving on a road surface with poor adhesion such as mud or ice and snow, some wheels slip. The traditional drive system will distribute more power to the slipping wheels, resulting in waste of power on the slipping wheels and affecting the drive performance and passability of the vehicle. The transmission shaft of the traditional drive system runs through the entire vehicle chassis, occupying a lot of space and resulting in low utilization rate of the chassis space.

[0004] Therefore, a coupled distributed drive system for special vehicles is proposed. Summary of the Invention

[0005] The object of the present invention is to provide a coupled distributed drive system for special vehicles, aiming to solve or improve at least one of the above technical problems.

[0006] To achieve the above object, the present invention provides the following solution: The present invention provides a coupled distributed drive system for special vehicles, including: two drive systems, and the two drive systems are used for respectively inputting power to and controlling a plurality of wheels on the left and right sides of the vehicle;

[0007] Each drive system includes a plurality of drive units. Any one of the drive units is arranged between two adjacent wheels. The output end of the drive unit is connected to a differential, and the two output ends of the differential are respectively connected to the two adjacent wheels through transmission components. The differential is provided with a differential lock.

[0008] Preferably, when the vehicle is going straight and the wheels adjacent to the differential do not slip, the differential lock on the differential is closed; when the vehicle is going straight and the wheels adjacent to the differential slip, the differential lock on the differential is opened.

[0009] Preferably, when the vehicle is going straight and the wheels adjacent to the differential do not slip, the differential lock on the differential is closed, the torques on both sides of the differential are equal, and the differential evenly distributes the power of the drive unit to the two adjacent wheels.

[0010] Preferably, when the vehicle is going straight and any one of the wheels adjacent to the differential slips, the differential lock on the differential is turned on, the torques on both sides of the differential are equal, and the differential evenly distributes the power of the drive unit to the two adjacent wheels.

[0011] Preferably, when the vehicle is going straight and the two wheels adjacent to the differential slip, the differential lock on the differential is turned on, the torques on both sides of the differential are equal, and the differential evenly distributes the power of the drive unit to the two adjacent wheels.

[0012] Preferably, when the vehicle is going straight, the rotational speeds of multiple wheels are equal.

[0013] Preferably, when the vehicle is turning, the differential lock on the differential is turned off, and the differential enables the two adjacent wheels to obtain different rotational speeds.

[0014] Preferably, the transmission assembly includes a commutator, and multiple commutators are respectively arranged in one-to-one correspondence with multiple wheels on the same side. The differential is located between two adjacent commutators, the output ends on both sides of the differential are respectively connected to the input ends of the two adjacent commutators, and the output end of the commutator is connected to the corresponding wheel.

[0015] Preferably, drive shafts are respectively fixedly connected to the output ends on both sides of the differential, a half shaft is fixedly connected to the wheel, the drive shafts on both sides of the differential are respectively connected to the input ends of the two adjacent commutators, and the output end of the commutator is connected to the half shaft on the corresponding wheel.

[0016] Preferably, the number of wheels on the same side is 4.

[0017] The present invention discloses the following technical effects:

[0018] 1. The present invention adopts the design of independently controlling the two-sided wheels respectively, which can accurately regulate the power distribution of the left and right wheels, and through the differential with a differential lock, it is ensured that under low adhesion or extreme road conditions, the power of the drive unit power-related to this axle is not all transmitted to the slipping wheel, and the power between the axles of the vehicle can be efficiently and evenly transmitted, improving the traction and passability of the vehicle.

[0019] 2. By independently controlling the left and right wheels, the traditional universal drive shaft is cancelled, significantly reducing the space occupied by the drive system in the chassis, improving the space utilization rate, providing more space for the layout of other key components, and thus solving the problems such as limited chassis space utilization of multi-axle vehicles under complex road conditions.

[0020] 3. This system has both the advantages of independent driving in distributed drive and the centralized installation of drive units in centralized drive, significantly improving the driving performance, passability, and chassis space utilization rate of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings forming a part of this application are used to provide a further understanding of this application. The schematic embodiments and descriptions thereof of this application are used to explain this application and do not constitute an improper limitation to this application. In the drawings:

[0022] Figure 1 It is a schematic structural diagram of the present invention.

[0023] In the figure: 1. First commutator; 2. First wheel; 3. First half shaft; 4. First transmission shaft; 5. First drive unit; 6. First differential; 7. Second wheel; 8. Second half shaft; 9. Second commutator; 10. Second transmission shaft; 11. Second drive unit; 12. Second differential; 13. Third wheel; 14. Third half shaft; 15. Third commutator; 16. Third transmission shaft; 17. Third drive unit; 18. Third differential; 19. Fourth transmission shaft; 20. Fourth half shaft; 21. Fourth wheel; 22. Fourth commutator. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0025] With the diversification of vehicle performance requirements, especially in the fields of off-road, heavy-duty transportation, and special-purpose vehicles, the requirements for drive systems are increasing day by day. Traditional vehicle drive systems mostly adopt a unified power output method, that is, power is transmitted from a single power source to the axle and then evenly distributed to each wheel. Although this drive method has a relatively simple structure and can meet the needs of ordinary road driving, obvious technical limitations have emerged in complex road conditions and extreme environments.

[0026] The power distribution mode of traditional drive systems is fixed, and the power output of the wheels cannot be flexibly adjusted according to actual road conditions and load requirements. For example, when the vehicle is driving on a road surface with poor adhesion such as mud or ice and snow, the traditional drive system is difficult to effectively distribute power, resulting in waste of power of some wheels of the vehicle and affecting the driving performance and passability of the vehicle. In addition, the power loss of the traditional system is relatively large and the response speed is relatively slow, and it cannot meet the requirements of high-efficiency power output in complex environments. In view of these limitations, distributed drive systems have gradually become a new technological trend.

[0027] The differential is an important device that divides the torque output by the engine in half. Its main function is to enable the left and right (or front and rear) drive wheels to rotate at different speeds. When the vehicle turns or travels on an uneven road surface, the differential can make the left and right wheels roll at different speeds, thus ensuring that the two drive wheels on both sides make pure rolling motions. The differential realizes the differential function of the wheels by adjusting the running resistance of the left and right half shafts, ensuring that the vehicle can drive smoothly when turning.

[0028] To make the above objects, features, and advantages of the present invention more obvious and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] Refer to Figure 1 , the present invention provides a special vehicle coupled distributed drive system, including: two drive systems, which are used to respectively input power to and control multiple wheels on the left and right sides of the vehicle;

[0030] The drive system includes multiple drive units. Any drive unit is arranged between two adjacent wheels. The output end of the drive unit is connected to a differential. The two output ends of the differential are respectively connected to the two adjacent wheels through transmission components. The differential is equipped with a differential lock.

[0031] In some optional embodiments, when the vehicle is going straight and the wheels adjacent to the differential do not slip, the differential lock on the differential is closed; when the vehicle is going straight and the wheels adjacent to the differential slip, the differential lock on the differential is opened.

[0032] In some optional embodiments, when the vehicle is going straight and the wheels adjacent to the differential do not slip, the differential lock on the differential is closed, the torques on both sides of the differential are equal, and the differential evenly distributes the power of the drive unit to the two adjacent wheels.

[0033] In some optional embodiments, when the vehicle is going straight and any one of the wheels adjacent to the differential slips, the differential lock on the differential is opened, the torques on both sides of the differential are equal, and the differential evenly distributes the power of the drive unit to the two adjacent wheels.

[0034] In some optional embodiments, when the vehicle is going straight and the two wheels adjacent to the differential slip, the differential lock on the differential is opened, the torques on both sides of the differential are equal, and the differential evenly distributes the power of the drive unit to the two adjacent wheels.

[0035] In some optional embodiments, when the vehicle is going straight, the rotational speeds of multiple wheels are equal.

[0036] In some optional embodiments, when the vehicle turns, the differential lock on the differential is closed, and the differential enables the two adjacent wheels to obtain different rotational speeds.

[0037] In some alternative embodiments, the transmission assembly includes a commutator. A plurality of commutators are respectively arranged in one-to-one correspondence with a plurality of wheels located on the same side. The differential is located between two adjacent commutators. The output ends on both sides of the differential are respectively connected to the input ends of two adjacent commutators, and the output end of the commutator is connected to the corresponding wheel.

[0038] In some alternative embodiments, transmission shafts are fixedly connected to the output ends on both sides of the differential, and half shafts are fixedly connected to the wheels. The transmission shafts on both sides of the differential are respectively connected to the input ends of two adjacent commutators, and the output end of the commutator is connected to the half shaft on the corresponding wheel.

[0039] In some alternative embodiments, the number of wheels located on the same side is four.

[0040] In this embodiment, the coupled distributed drive system is composed of:

[0041] The first wheel 2, the first half shaft 3, the first commutator 1, the first transmission shaft 4, the first drive unit 5, the first differential 6;

[0042] The second wheel 7, the second half shaft 8, the second commutator 9, the second transmission shaft 10, the second drive unit 11, the second differential 12;

[0043] The third wheel 13, the third half shaft 14, the third commutator 15, the third transmission shaft 16, the third drive unit 17, the third differential 18;

[0044] The fourth wheel 21, the fourth half shaft 20, the fourth commutator 22, the fourth transmission shaft 19;

[0045] When driving, it is divided into the following situations:

[0046] Situation 1:

[0047] When the vehicle is driving straight normally, the differential locks of the first differential 6, the second differential 12, and the third differential 18 are closed. There is no rotational speed difference between the transmission shafts on both sides of the differential, and the torques on both sides of the differential are equal. At this time, the differential distributes the power of the drive unit evenly to the transmission shafts on both sides. On the premise of not considering efficiency loss, the torque and rotational speed relationships of the various mechanisms of the coupled distributed drive system are as follows:

[0048]

[0049] Among them, i 0 is the differential ratio, i 1 is the commutator ratio, n 0 is the common output rotational speed of the first drive unit 5, the second drive unit 11, and the third drive unit 17, T 1 , T 2 , T3 are the output torques of the first drive unit 5, the second drive unit 11, and the third drive unit 17, respectively, n wheel1 , n wheel2 , n wheel3 , n wheel4 are the rotational speeds of the first wheel 2, the second wheel 7, the third wheel 13, and the fourth wheel 21, respectively, T axle1 , T axle2 , T axle3 , T axle4 are the torques on the first drive shaft 4, the second drive shaft 10, the third drive shaft 16, and the fourth drive shaft 19, respectively, T wheel1 , T wheel2 , T wheel3 , T wheel4 are the driving torques of the first wheel 2, the second wheel 7, the third wheel 13, and the fourth wheel 21, respectively.

[0050] Case 2:

[0051] When the vehicle is going straight and only the first wheel 2 slips, the differential lock of the first differential 6 is turned on, and the differential locks of the second differential 12 and the third differential 18 are turned off, so as to prevent all the power of the first drive unit 5 from being transmitted to the slipping first wheel 2. At this time, half of the power of the first drive unit 5 is transmitted to the first wheel 2 and the other half is transmitted to the second wheel 7.

[0052] Similarly, when the vehicle is going straight and only the fourth wheel 21 slips, the differential lock of the third differential 18 is turned on, and the differential locks of the first differential 6 and the second differential 12 are turned off, so as to prevent all the power of the third drive unit 17 from being transmitted to the slipping fourth wheel 21. At this time, half of the power of the third drive unit 17 is transmitted to the third wheel 13 and the other half is transmitted to the fourth wheel 21.

[0053] Case 3:

[0054] When the vehicle is going straight and only the second wheel 7 slips or the first wheel 2 and the second wheel 7 slip simultaneously, the differential locks of the first differential 6 and the second differential 12 are turned on, and the differential lock of the third differential 18 is turned off, so as to prevent all the power of the first drive unit 5 and the second drive unit 11 from being transmitted to the slipping wheels. At this time, half of the power of the first drive unit 5 is transmitted to the first wheel 2 and the other half is transmitted to the second wheel 7, and half of the power of the second drive unit 11 is transmitted to the second wheel 7 and the other half is transmitted to the third wheel 13.

[0055] Similarly, when the vehicle is going straight and only the third wheel 13 slips or the third wheel 13 and the fourth wheel 21 slip simultaneously, the differential locks of the second differential 12 and the third differential 18 are opened, and the differential lock of the first differential 6 is closed to prevent all the power of the second drive unit 11 and the third drive unit 17 from being transmitted to the slipping wheels. At this time, half of the power of the second drive unit 11 is transmitted to the second wheel 7 and the other half is transmitted to the third wheel 13, and half of the power of the third drive unit 17 is transmitted to the third wheel 13 and the other half is transmitted to the fourth wheel 21.

[0056] Similarly, when the vehicle is going straight and the first wheel 2 and the fourth wheel 21 slip simultaneously, the differential locks of the first differential 6 and the third differential 18 are opened, and the differential lock of the second differential 12 is closed to prevent all the power of the first drive unit 5 from being transmitted to the slipping first wheel 2 and at the same time prevent all the power of the third drive unit 17 from being transmitted to the slipping fourth wheel 21. At this time, half of the power of the first drive unit 5 is transmitted to the first wheel 2 and the other half is transmitted to the second wheel 7, and half of the power of the third drive unit 17 is transmitted to the third wheel 13 and the other half is transmitted to the fourth wheel 21.

[0057] Case 4:

[0058] When the vehicle is going straight and the first wheel 2 and the third wheel 13 slip simultaneously, or the second wheel 7 and the fourth wheel 21 slip simultaneously, or the second wheel 7 and the third wheel 13 slip simultaneously, the differential locks of the first differential 6, the second differential 12, and the third differential 18 are all opened, and the power distribution of each drive unit is the same as when going straight normally. Similarly, when any three or all of the first wheel 2, the second wheel 7, the third wheel 13, and the fourth wheel 21 slip, the differential locks of the first differential 6, the second differential 12, and the third differential 18 are all opened, and the power distribution of each drive unit is the same as when going straight normally.

[0059] The present invention has the following advantages:

[0060] 1. The present invention adopts a design of independently controlling the bilateral wheels, which can accurately regulate the power distribution of the left and right wheels. And through the differential with a differential lock, it is ensured that under low adhesion or extreme road conditions, the power of the drive unit associated with this axle is not all transmitted to the slipping wheels, and the power between the axles of the vehicle can be transmitted efficiently and evenly, improving the traction and passability of the vehicle.

[0061] 2. By independently controlling the left and right wheels, the traditional universal drive shaft is cancelled, significantly reducing the space occupied by the drive system in the chassis, improving the space utilization rate, providing more space for the layout of other key components, and thus solving the problem of limited chassis space utilization of multi-axle vehicles under complex road conditions.

[0062] 3. This system has both the advantages of independent driving in distributed drive and the centralized installation of drive units in centralized drive, significantly improving the driving performance, passability, and chassis space utilization rate of the vehicle.

[0063] Generally speaking, the coupled distributed drive system of the present invention can achieve precise control and real-time response of power. The power output of the left and right wheels can be adjusted independently, not only reducing the power loss when the wheels slip, but also improving the driving performance and passability of the vehicle under extreme working conditions. Secondly, the system supports flexible vehicle control modes, such as multi-wheel coordinated drive, multi-wheel cooperative steering and other functions, which enables the vehicle to turn more flexibly and significantly reduces the turning radius. In addition, the coupled distributed drive system can optimize the space utilization rate of the vehicle chassis. The drive shaft and half shaft of the traditional drive system run through the entire vehicle chassis, while the coupled distributed drive system can optimize the space utilization rate of the chassis by arranging a set of independent drive systems on both sides, providing more space for the layout of other key components, thus significantly improving the design efficiency of the whole vehicle. The structure of the present invention is compact, responds quickly, and has flexible power output to meet the needs of multi-axle vehicles in complex road conditions and special application scenarios.

[0064] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention, rather than indicating or implying 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 construed as a limitation to the present invention.

[0065] The embodiments described above are only used to describe the preferred mode of the present invention, and do not limit the scope of the present invention. Without departing from the design spirit of the present invention, various deformations and improvements made by those of ordinary skill in the art to the technical solution of the present invention shall fall within the protection scope determined by the claims of the present invention.

Claims

1. A special vehicle coupled distributed drive system, characterized in that: include: Two sets of drive systems, the two sets of drive systems are used to input power and control multiple wheels on the left and right sides of the vehicle respectively; The drive system includes multiple drive units, any one of the drive units is arranged between two adjacent wheels, the output end of the drive unit is connected to a differential, the output ends on both sides of the differential are respectively connected to the two adjacent wheels through a transmission assembly, and the differential is provided with a differential lock.

2. The special vehicle coupled distributed drive system according to claim 1, characterized in that: When the vehicle is traveling straight and the wheels adjacent to the differential are not slipping, the differential lock on the differential is closed; when the vehicle is traveling straight and the wheels adjacent to the differential are slipping, the differential lock on the differential is opened.

3. The special vehicle coupled distributed drive system according to claim 2, characterized in that: When the vehicle is traveling straight and the wheels adjacent to the differential are not slipping, the differential lock on the differential is closed, the torques on both sides of the differential are equal, and the differential evenly distributes the power of the drive unit to the two adjacent wheels.

4. The special vehicle coupled distributed drive system according to claim 2, characterized in that: When the vehicle is traveling straight and any of the wheels adjacent to the differential slips, the differential lock on the differential is opened, the torques on both sides of the differential are equal, and the differential evenly distributes the power of the drive unit to the two adjacent wheels.

5. The special vehicle coupled distributed drive system according to claim 2, characterized in that: When the vehicle is traveling straight and the two wheels adjacent to the differential slip, the differential lock on the differential is opened, the torques on both sides of the differential are equal, and the differential evenly distributes the power of the drive unit to the two adjacent wheels.

6. The special vehicle coupled distributed drive system according to claim 1, characterized in that: When the vehicle is moving straight, the rotation speeds of the multiple wheels are equal.

7. The special vehicle coupled distributed drive system according to claim 1, characterized in that: When the vehicle turns, the differential lock on the differential is closed, and the two adjacent wheels obtain different rotation speeds through the differential.

8. The special vehicle coupled distributed drive system according to claim 1, characterized in that: The transmission assembly includes a commutator, and a plurality of the commutators are respectively arranged in one-to-one correspondence with a plurality of the wheels located on the same side. The differential is located between two adjacent commutators, and the output ends on both sides of the differential are respectively connected to the input ends of the two adjacent commutators, and the output ends of the commutator are connected to the corresponding wheels.

9. The special vehicle coupled distributed drive system according to claim 8, characterized in that: The output ends on both sides of the differential are respectively fixedly connected with transmission shafts, and the wheels are fixedly connected with half shafts. The transmission shafts on both sides of the differential are respectively connected to the input ends of two adjacent commutators, and the output ends of the commutators are connected to the half shafts on the corresponding wheels.

10. The special vehicle coupled distributed drive system according to claim 1, characterized in that: The number of wheels located on the same side is 4.

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