Multi-mode power system of triphibian automobile and control method of multi-mode power system

Abstract

The invention discloses a water-land-air triphibian automobile multimode power system and a control method thereof.The multimode power system comprises a water-land driving part and an air driving part, and the water-land driving part is used for driving the whole automobile in a land / waterway mode and providing backup power for air flight when a rotor system fails; the air driving part realizes opposite rotating directions of two adjacent rotor systems, keeps stable flight, and receives backup power of the land and water driving part when the rotor systems fail. According to the control method, the maximum output power of the first motor and the maximum output power of the turboshaft engine are compared with the current required power, the electric quantity of the battery is compared with the charging limit and the charging electric quantity early warning value of the battery, and whether the rotor motors fail or not and the failure number are judged. Therefore, it is determined that the multi-mode power system enters a land / waterway hybrid drive and engine direct drive mode, a land / waterway charging and pure electric mode, an air range extending and pure electric mode, a single or double-motor failure redundancy mode and a forced landing mode.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft power systems, and in particular relates to a multi-mode power system for an amphibious vehicle and a control method thereof. Background Art

[0002] Rapid population growth has posed significant challenges to urban mobility. Upgrading transportation infrastructure and vehicles is the primary solution to this challenge. Amphibious vehicles, as a new type of vehicle, promise to achieve efficient, integrated transportation across land, water, and air, and are a strategic emerging direction for future technological development in the automotive industry.

[0003] As the world's energy crisis and environmental pollution have seriously affected the human living environment, in order to reduce oil consumption, it is necessary to achieve the transformation from combustion vehicles to electric vehicles. At present, the energy density of batteries limits the application of pure electric multi-purpose vehicles in heavy-load and long-range scenarios. The hybrid system can effectively alleviate the problems of short range and high cost by integrating the advantages of electric drive and fuel engine. By rationally allocating the power of the dual power sources, the system can achieve efficient engine operation while also having the low emission characteristics of the pure electric system, which can significantly improve the vehicle's power and fuel economy. However, the existing hybrid system has problems such as a single mode, low motor utilization, and complex structure. There is an urgent need for a more efficient and precise control solution to achieve optimal power distribution under multiple working conditions, thereby reducing fuel consumption and emissions.

[0004] At the same time, the power system of an amphibious vehicle must simultaneously meet the multi-mode requirements of land propulsion, surface navigation, and air flight. Its safety and reliability have become the main technical bottlenecks hindering the large-scale application of amphibious vehicles. Failures in the power system will directly impact the safe operation of amphibious vehicles. Currently, domestic amphibious vehicle flight modes primarily utilize a single-motor direct-drive rotor solution. This solution controls the vehicle's attitude by varying the motor speed. This solution offers fast dynamic response and high control precision, significantly improving flight maneuverability. However, amphibious vehicle power systems face reliability issues such as rotor motor failure. If the rotor motor fails during flight, the lack of an effective fault-tolerance mechanism could result in loss of control, posing a serious threat to occupant safety. Summary of the Invention

[0005] In response to the shortcomings of the existing technology, the present invention provides a multi-mode power system for amphibious vehicles and a control method thereof. Through the coordinated control of multiple motors and turboshaft engines, redundant backup of the rotor motors is achieved to ensure stable rotor speed in the event of failure. At the same time, the system can support multi-mode drive / power generation and is suitable for various complex working conditions.

[0006] The present invention achieves the above technical objectives through the following technical means.

[0007] A multi-mode power system for an amphibious vehicle, comprising:

[0008] The amphibious drive section includes a turboshaft engine, a first motor, and a planetary gear arranged on the same side of the system with different axes; the turboshaft engine is connected to the gearbox, the first clutch, and the sun gear in sequence; the first motor's sixth clutch, the fifth meshing gear, the fifth clutch, and the fourth meshing gear are connected in sequence, the fifth meshing gear and the fourth meshing gear are respectively meshed with the first gear and the second gear in the gearbox and meshed with the external gear set outside the ring gear in the planetary gear; the planet carrier in the planetary gear is coaxial with the second meshing gear; the second meshing gear is connected to the third clutch and the second bevel gear in sequence, the second meshing gear is respectively meshed with the first reducer and the second reducer gear, and the second bevel gear is meshed with the first bevel gear; the first reducer, the second clutch, and the first meshing gear are connected in sequence, and the first meshing gear is also connected to the underwater propulsion propeller; the second reducer is connected to the fourth clutch and the third meshing gear in sequence, the third meshing gear is connected to the differential, and the differential is connected to the wheels;

[0009] The aerial drive section includes rotor system 1, rotor system 2, rotor system 3, rotor system 4, and a redundant system. The rotor system 1 and rotor system 4 have the same structure, and the rotor system 2 and rotor system 3 have the same structure.

[0010] The No. 1 rotor system is specifically as follows: the No. 1 hollow shaft is loosely sleeved on the No. 2 transmission shaft, and the output ends of both are connected to the No. 4 bevel gear; the No. 4 bevel gear is meshed with the No. 3 bevel gear, and the No. 3 bevel gear is connected to the No. 1 rotor through the No. 7 transmission shaft; the No. 4 hollow shaft is loosely sleeved on the No. 7 transmission shaft, and the No. 1 rotor motor is connected to the No. 1 rotor through the No. 4 hollow shaft;

[0011] The No. 2 rotor system is specifically as follows: the No. 2 hollow shaft is loosely sleeved on the No. 3 transmission shaft, and the output ends of both are connected to the No. 6 bevel gear; the No. 6 bevel gear is meshed with the No. 5 bevel gear, and the No. 5 bevel gear is connected to the No. 2 rotor via the No. 6 transmission shaft; the No. 3 hollow shaft is loosely sleeved on the No. 6 transmission shaft, and the No. 2 rotor motor is connected to the No. 2 rotor via the No. 3 hollow shaft;

[0012] The redundant system is specifically as follows: the output end of the second motor is connected to the input end of the eighth bevel gear, the eighth bevel gear is respectively meshed with the seventh bevel gear, the ninth bevel gear, the tenth bevel gear, and the eleventh bevel gear, the seventh bevel gear is connected to the input end of the second transmission shaft, and the ninth bevel gear is connected to the input end of the third transmission shaft; the face gear is respectively meshed with the first driven gear, the second driven gear, the third driven gear, and the fourth driven gear, and the four driven gears are respectively connected to the first, second, third, and fourth rotor systems through hollow shafts;

[0013] The input end of the face gear is connected to the output end of the fourth transmission shaft through a number one universal joint, and the fourth transmission shaft is connected to the number one bevel gear through a number two universal joint.

[0014] A control method for a multi-mode power system of an amphibious vehicle:

[0015] Step 1), the VCU performs scene detection based on the driving status signal read. If it is on land / water, it proceeds to step 2), if it is flying in the air, it proceeds to step 10);

[0016] Step 2) The VCU calculates the required speed and torque based on the read vehicle speed and pedal signal, and determines whether the maximum output power of the first motor meets P under the current speed / torque condition by comparing the motor external characteristic curve. req <P Mmax If yes, go to step 4), otherwise go to step 3); where P req is the current required power, P Mmax is the maximum output power of the first motor under the current speed condition;

[0017] Step 3) The VCU calculates the required speed and torque based on the read vehicle speed and pedal signal, and compares the turboshaft engine's external characteristic curve to determine whether the turboshaft engine's maximum output power meets P under the current speed / torque conditions. req <P Emax If yes, go to step 5), otherwise go to step 6); where P Emax is the maximum output power of the turboshaft engine under the current speed condition;

[0018] Step 4), BMS determines whether the battery power meets SOC>SOC L If yes, go to step 9), otherwise go to step 8); where SOC L The charging limit of the battery;

[0019] Step 5) BMS determines whether the battery power satisfies SOC>SOC H If yes, go to step 7), otherwise go to step 8); where SOC H It is the preset battery charging power warning value;

[0020] Step 6), enter the land / water hybrid driving mode, and simultaneously enter step 20);

[0021] Step 7), enter the land / water engine direct drive mode, and simultaneously enter step 20);

[0022] Step 8), enter land / water charging mode, and simultaneously enter step 20);

[0023] Step 9), enter the land / water pure electric mode, and simultaneously proceed to step 20);

[0024] Step 10), the VCU determines whether the rotor motor fails based on the read working status information of the rotor system. If yes, it proceeds to step 13), otherwise it proceeds to step 11);

[0025] Step 11), BMS determines whether the battery capacity meets the SOC <SOC L If yes, go to step 15), otherwise go to step 12);

[0026] Step 12), BMS determines whether the battery power satisfies SOC>SOC H If yes, go to step 16), otherwise go to step 15);

[0027] Step 13), the VCU determines whether the number of rotor motor failures ≤ 2 is satisfied based on the read working status information of the rotor system. If so, the process proceeds to step 14), otherwise, the process proceeds to step 19);

[0028] Step 14), the VCU determines whether the number of rotor motor failures is equal to 1 based on the read working status information of the rotor system. If so, the process proceeds to step 17), otherwise, the process proceeds to step 18);

[0029] Step 15), enter the air extended range mode, and simultaneously enter step 20);

[0030] Step 16), enter the pure electric mode in the air, and simultaneously enter step 20);

[0031] Step 17), enter single motor failure redundancy mode, and simultaneously enter step 20);

[0032] Step 18), enter the dual motor failure redundancy mode, and simultaneously enter step 20);

[0033] Step 19), enter forced landing mode and simultaneously enter step 20);

[0034] Step 20) Feedback the working mode to the VCU to form a closed-loop control.

[0035] Furthermore, the land / water hybrid driving mode includes the following four gears:

[0036] Hybrid drive mode, first gear: the lock is disengaged, clutch No. 6 is engaged, clutch No. 5 is disengaged, first gear and second gear are separated from meshing gear No. 5 and meshing gear No. 4 respectively, the power output of the turboshaft engine is transmitted to the planetary gears through the gearbox, clutch No. 1, sun gear, and the power output of the first motor is transmitted to the planetary gears through clutch No. 6, meshing gear No. 5, external gear set, and ring gear. After power coupling, it is output to the planetary gears by the planetary carrier to the meshing gear No. 2;

[0037] Hybrid drive mode 2nd gear, at this time the lock is disengaged, clutch No. 6 is engaged, clutch No. 5 is engaged, first gear and second gear are separated from meshing gear No. 5 and meshing gear No. 4 respectively, the power output of the turboshaft engine is transmitted to the planetary gear through the gearbox, clutch No. 1, sun gear, and the power output of the first motor is transmitted to the planetary gear through clutch No. 6, meshing gear No. 5, clutch No. 5, meshing gear No. 4, external gear set, and ring gear. After power coupling, it is output to the planetary gear by the planetary carrier to the meshing gear No. 2;

[0038] Hybrid drive mode 3rd gear: the lock is disengaged, clutch No. 6 is engaged, clutch No. 5 is disengaged, first gear is engaged with gear No. 5, second gear is disengaged with gear No. 4, the power output of the turboshaft engine passes through the gearbox to gear No. 5, the power output of the first motor passes through clutch No. 6 to gear No. 5, the power is coupled to gear No. 5, and then transmitted to the planetary gear through the external gear set and ring gear, and output from the planetary carrier to gear No. 2;

[0039] In hybrid drive mode, the lock is disengaged, clutches 5 and 6 are engaged, first gear is disengaged from gear 5, and second gear is engaged from gear 4. The power from the turboshaft engine passes through the gearbox to gear 4, and the power from the first motor passes through clutch 6, gear 5, and clutch 5 to gear 4. The power is coupled to gear 4, transmitted to the planetary gears through the external gear set and ring gear, and output from the planetary carrier to gear 2.

[0040] When the VCU determines that the vehicle is traveling on land, the No. 2 and No. 3 clutches are disconnected, and the power is transmitted to the wheels through the No. 2 meshing gear, realizing the land hybrid drive mode 1, 2, 3, and 4 gears; when the VCU determines that the vehicle is traveling on water, the No. 3 and No. 4 clutches are disconnected, and the power is transmitted to the underwater propulsion propeller through the No. 2 meshing gear, realizing the water hybrid drive mode 1, 2, 3, and 4 gears; when the VCU identifies that the rotor motor has failed, the No. 2 and No. 4 clutches are disconnected, and the power is transmitted to the No. 1 universal joint through the No. 2 meshing gear, and distributed to the faulty rotor system by the face gear, realizing the single motor failure redundancy mode and the forced landing mode, and cooperating with the second motor to realize the dual motor failure redundancy mode.

[0041] Furthermore, the land / water engine direct drive mode includes the following three gears:

[0042] In the engine direct drive mode, the first gear, clutch No. 5 and clutch No. 6 release lockers are locked, the first gear and second gear are separated from the fifth meshing gear and the fourth meshing gear respectively, and the power output of the turboshaft engine is transmitted to the sun gear through the gearbox and clutch No. 1. The sun gear transmits the power to the planetary gears, and the planetary carrier outputs the power to the second meshing gear;

[0043] In the engine direct drive mode, the 2nd gear, the 5th and 6th clutches are disengaged, the lock is released, the 1st gear is engaged with the 5th gear, the 2nd gear is disengaged with the 4th gear, and the power output of the turboshaft engine is transmitted to the planetary gear through the gearbox, the 5th gear, the external gear set, and the ring gear, and then outputted from the planetary carrier to the 2nd gear.

[0044] In the third gear of the engine direct drive mode, the fifth and sixth clutches are disengaged, the lock is released, the first gear is disengaged from the fifth gear, and the second gear is engaged with the fourth gear. The power output of the turboshaft engine is transmitted to the planetary gear through the gearbox, the fourth gear, the external gear set, and the ring gear, and then output from the planetary carrier to the second gear.

[0045] When the VCU determines that the vehicle is traveling on land, the No. 2 and No. 3 clutches are disconnected, and the power is transmitted to the wheels through the No. 2 meshing gear, realizing the land engine direct drive mode 1, 2, and 3 gears; when the VCU determines that the vehicle is traveling on water, the No. 3 and No. 4 clutches are disconnected, and the power is transmitted to the underwater propulsion propeller through the No. 2 meshing gear, realizing the water engine direct drive mode 1, 2, and 3 gears; when the VCU identifies that the rotor motor has failed, the No. 2 and No. 4 clutches are disconnected, and the power is transmitted to the No. 1 universal joint through the No. 2 meshing gear, and distributed to the faulty rotor system by the face gear, realizing the single motor failure redundancy mode, and cooperating with the second motor to realize the dual motor failure redundancy mode.

[0046] Furthermore, the land / water charging mode includes the following four gears:

[0047] In charging mode, gear 1, the lock is disengaged, clutches 5 and 6 are engaged, and first and second gears are disengaged from meshing gear 5 and 4, respectively. The power output by the turboshaft engine is transmitted to the sun gear through the gearbox and clutch 1. The sun gear transmits excess power through the planetary gears, ring gear, external gear set, meshing gear 4, clutch 5, and meshing gear 5 to clutch 6 to drive the first motor to charge the battery. The sun gear transmits the power required to meet the vehicle's driving needs to the planetary gears, which are then output by the planetary carrier to meshing gear 2.

[0048] In charging mode, gear 2, the lock is disengaged, clutch 6 is engaged, clutch 5 is disengaged, and first and second gears are separated from gear 5 and gear 4, respectively. The power output of the turboshaft engine is transmitted to the sun gear through the gearbox and clutch 1. The sun gear transmits excess power through the planetary gears, ring gear, external gear set, and gear 5 to clutch 6 to drive the first motor to charge the battery. The sun gear transmits the power required to meet the vehicle's driving needs to the planetary gears, and the planetary carrier outputs the power to gear 2.

[0049] In charging mode, gear 3, the lock is disengaged, clutch 6 is engaged, clutch 5 is disengaged, first gear is engaged with gear 5, and second gear is disengaged with gear 4. The power output of the turboshaft engine is transmitted through the gearbox to gear 5, which then drives the first motor to charge the battery via clutch 6. The power required to meet the vehicle's driving needs is then transmitted from the fifth gear to the planetary carrier via the external gear set, ring gear, and planetary gears, and then to gear 2.

[0050] In charging mode, gear 4, the lock is disengaged, clutches 5 and 6 are engaged, first gear is disengaged from gear 5, and second gear is engaged with gear 4. The power output of the turboshaft engine is transmitted through the gearbox to gear 4, which then transmits excess power to clutch 6 via clutch 5 and clutch 5 to drive the first motor to charge the battery. The fourth gear transmits the power required to meet the vehicle's driving needs through the external gear set, ring gear, and planetary gears, and then outputs it from the planetary carrier to gear 2.

[0051] When the VCU determines that the vehicle is traveling on land, the No. 2 and No. 3 clutches are disconnected, and the power is transmitted to the wheels through the No. 2 meshing gear, realizing the land charging mode 1, 2, 3, and 4 gears; when the VCU determines that the vehicle is traveling on water, the No. 3 and No. 4 clutches are disconnected, and the power is transmitted to the underwater propulsion propeller through the No. 2 meshing gear, realizing the water charging mode 1, 2, 3, and 4 gears.

[0052] Furthermore, the land / water pure electric mode includes the following two gears:

[0053] In pure electric mode, in first gear, the lock is disengaged, clutch No. 6 is engaged, clutch No. 5 is disengaged, and first and second gears are separated from meshing gear No. 5 and meshing gear No. 4, respectively. The power output of the first motor is transmitted to the planetary gears through clutch No. 6, meshing gear No. 5, external gear set, and ring gear, and then output from the planetary carrier to meshing gear No. 2.

[0054] In pure electric mode, in gear 2, the lock is disengaged, clutches 5 and 6 are engaged, and the first and second gears are disengaged from the fifth and fourth gears, respectively. The power from the first motor is transmitted to the planetary gears through clutch 6, fifth gear, clutch 5, fourth gear, external gear set, and ring gear, and then output from the planetary carrier to the second gear.

[0055] When the VCU determines that the vehicle is traveling on land, the No. 2 and No. 3 clutches are disconnected, and the power is transmitted to the wheels through the No. 2 meshing gear, realizing the land pure electric mode 1 and 2 gears; when the VCU determines that the vehicle is sailing on water, the No. 3 and No. 4 clutches are disconnected, and the power is transmitted to the underwater propulsion propeller through the No. 2 meshing gear, realizing the water pure electric mode 1 and 2 gears; when the VCU identifies that the rotor motor has failed, the No. 2 and No. 4 clutches are disconnected, and the power is transmitted to the No. 1 universal joint through the No. 2 meshing gear, and distributed to the faulty rotor system by the face gear, realizing the single motor failure redundancy mode, and cooperating with the second motor to realize the dual motor failure redundancy mode;

[0056] The pure electric mode in the air is specifically as follows: the turboshaft engine and the second motor are both inoperative, the battery directly provides power to the four rotor motors, and the rotor motor speed is adjusted in real time to drive the car to fly.

[0057] Furthermore, the air extended range mode includes the following four gears:

[0058] In the first gear of the air extended range mode, clutch No. 1 is engaged, clutch No. 2, clutch No. 3, and clutch No. 4 are disengaged, the lock is disengaged, clutch No. 6 and clutch No. 5 are engaged, and the first gear and second gear are separated from the fifth meshing gear and the fourth meshing gear respectively. The power output by the turboshaft engine is transmitted to the sun gear through the gearbox and clutch No. 1. The sun gear transmits the power through the planetary gear, ring gear, external gear set, fourth meshing gear, clutch No. 5, and fifth meshing gear to clutch No. 6 to drive the first motor to charge the battery. The battery provides power to the four rotor motors to drive the car to fly.

[0059] In the second gear of the air extended range mode, clutch No. 1 is engaged, clutch No. 2, clutch No. 3, clutch No. 4, and clutch No. 5 are disengaged, the lock is disengaged, clutch No. 6 is engaged, and the first gear and second gear are separated from the fifth and fourth meshing gears respectively. The power output of the turboshaft engine is transmitted to the sun gear through the gearbox and clutch No. 1. The sun gear transmits the power through the planetary gear, ring gear, external gear set, and fifth meshing gear to clutch No. 6 to drive the first motor to charge the battery. The battery provides power to the four rotor motors to drive the car in flight.

[0060] In the third gear of the air extended range mode, clutches 1, 2, 3, 4, and 5 are disengaged, the lock is disengaged, clutch 6 is engaged, first gear is engaged with fifth gear, second gear is disengaged with fourth gear, and the power output of the turboshaft engine is transmitted to fifth gear through the gearbox. The fifth gear drives the first motor through clutch 6 to charge the battery. The battery provides power to the four rotor motors to drive the car into flight.

[0061] In the air range extension mode, in gear 4, clutches 1, 2, 3 and 4 are disengaged, the locker is disengaged, clutches 5 and 6 are engaged, the 1st gear is disengaged from the 5th meshing gear, and the 2nd gear is engaged from the 4th meshing gear. The power output by the turboshaft engine is transmitted to the 4th meshing gear through the gearbox, and the 4th meshing gear transmits the power to the 6th clutch through the 5th clutch and the 5th meshing gear to drive the first motor to charge the battery. The battery provides power to the four rotor motors to drive the car to fly.

[0062] Furthermore, the single motor failure redundancy mode includes the following two driving modes:

[0063] In single-motor failure redundancy mode 1, the face gear transmits power to rotor No. 1 via driven gear No. 1, hollow shaft No. 1, bevel gear No. 4, bevel gear No. 3, and finally to drive shaft No. 6. The speed of rotor No. 1 is controllable, achieving single-motor failure redundancy.

[0064] In single motor failure redundancy mode 2, the battery provides power to the second motor, which transmits power to the No. 1 rotor through the No. 8 bevel gear, No. 7 bevel gear, No. 2 drive shaft, No. 4 bevel gear, No. 3 bevel gear, and No. 6 drive shaft. The speed of the No. 1 rotor is controllable, achieving single motor failure redundancy.

[0065] Furthermore, the dual-motor failure redundancy mode is specifically as follows: the face gear transmits power to the No. 2 rotor through the No. 2 driven wheel, the No. 2 hollow shaft, the No. 6 bevel gear, the No. 5 bevel gear, and the No. 6 transmission shaft. At the same time, the battery provides electrical energy to the second motor, and the second motor transmits power to the No. 1 rotor through the No. 8 bevel gear, the No. 7 bevel gear, the No. 3 transmission shaft, the No. 4 bevel gear, and the No. 3 bevel gear, and the No. 7 transmission shaft. At this time, the speeds of the No. 1 and No. 2 rotors can still be controlled, realizing dual-motor failure redundancy.

[0066] Furthermore, the forced landing mode is specifically as follows: the number of failed rotor motors is greater than 2. At this time, in the hybrid drive mode, the face gear distributes power to the failed rotor system. At the same time, the battery provides electrical energy to the second motor, and the second motor distributes power to the failed rotor system through the eighth bevel gear. The power transmitted by the face gear and the eighth bevel gear is coupled through the rotor bevel gear. By adjusting the speed / torque of the turboshaft engine, the first motor, the second motor and the gear position of the hybrid drive mode, the speed of the faulty rotor is adjusted to complete a safe forced landing in the air.

[0067] The beneficial effects of the present invention include: providing a multi-mode power system and control method for an amphibious vehicle. Through coordinated control of multiple motors and turboshaft engines, the system provides multiple redundant backups for the rotor motors. This system maintains stable rotor speed without degradation even in the event of a dual-rotor motor failure, effectively improving the operational reliability and safety of the amphibious vehicle. Furthermore, by precisely controlling the various actuators in the hybrid system, the present invention enables multi-mode drive and power generation, fully leveraging the performance advantages of different power sources, adapting to complex operating conditions, and significantly improving vehicle power and fuel economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] Figure 1(a) is a schematic diagram of the water and land drive portion of the present invention;

[0069] Figure 1(b) is a schematic diagram of the aerial drive portion of the present invention;

[0070] FIG1( c ) is a side view of the transmission mode from the waterway drive system to the aerial drive system according to the present invention;

[0071] FIG1( d ) is a side view of the rotor system No. 1 according to the present invention;

[0072] FIG1(e) is a side view of the second rotor system according to the present invention;

[0073] Figure 2 This is a flow chart of the control method of the present invention;

[0074] FIG3( a ) is a schematic diagram of energy flow in the first gear of the engine direct drive mode according to the present invention;

[0075] FIG3( b ) is a schematic diagram of energy flow in the second gear of the engine direct drive mode according to the present invention;

[0076] FIG3( c ) is a schematic diagram of energy flow in the third gear of the engine direct drive mode according to the present invention;

[0077] FIG4( a ) is a schematic diagram of energy flow in the first gear of the pure electric mode according to the present invention;

[0078] FIG4( b ) is a schematic diagram of energy flow in the second gear of the pure electric mode according to the present invention;

[0079] FIG5( a ) is a schematic diagram of energy flow in the first gear of the hybrid drive mode according to the present invention;

[0080] FIG5( b ) is a schematic diagram of energy flow in the second gear of the hybrid drive mode according to the present invention;

[0081] FIG5( c ) is a schematic diagram of energy flow in the third gear of the hybrid drive mode according to the present invention;

[0082] FIG5( d ) is a schematic diagram of energy flow in the fourth gear of the hybrid drive mode according to the present invention;

[0083] FIG6( a ) is a schematic diagram of energy flow in charging mode 1 according to the present invention;

[0084] FIG6( b ) is a schematic diagram of energy flow in the second gear of the charging mode according to the present invention;

[0085] FIG6( c ) is a schematic diagram of energy flow in the third gear of the charging mode according to the present invention;

[0086] FIG6( d ) is a schematic diagram of energy flow in the four-speed charging mode of the present invention;

[0087] FIG7( a ) is a schematic diagram of energy flow in redundant mode 1 of the first rotor motor failure according to the present invention;

[0088] FIG7( b ) is a schematic diagram of energy flow in redundant mode 2 of the first rotor motor failure according to the present invention;

[0089] Figure 8 This is a schematic diagram of redundant energy flow in the event of failure of the No. 1 rotor motor and the No. 2 rotor motor as described in the present invention. DETAILED DESCRIPTION

[0090] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but the protection scope of the present invention is not limited thereto.

[0091] Figure 1(a) shows the amphibious drive section of the multi-mode power system for an amphibious vehicle. It includes a turboshaft engine 1, a first motor 2, a gearbox 3, a clutch 4, an external gear set 5, a ring gear 6, a first meshing gear 7, an underwater propeller 8, a clutch 9, a first reducer 10, a lock 11, a planetary carrier 12, a sun gear 13, a clutch 14, a first bevel gear 15, a second bevel gear 16, a second meshing gear 17, a second reducer 18, an axle 19, a clutch 20, a differential 21, a wheel 22, a third meshing gear 23, a first drive shaft 24, a fourth meshing gear 25, a clutch 26, a fifth meshing gear 27, and a clutch 28. The output of the turboshaft engine 1 is connected to the input of the gearbox 3, which is in turn connected to the driving plate of the clutch 4. The driven plate of the clutch 4 is connected to the sun gear 13 via the first drive shaft 24. The turboshaft engine 1 and the first motor 2 are arranged on the same side of the system with different axes. The output end of the first motor 2 is connected to the fifth meshing gear 27 through the sixth clutch 28. The fifth meshing gear 27 is connected to the driving plate of the fifth clutch 26. The driven plate of the fifth clutch 26 is connected to the fourth meshing gear 25. The fifth meshing gear 27 and the fourth meshing gear 25 are respectively externally meshed with the first gear 301 and the second gear 302, and internally meshed with the external gear set 5 outside the ring gear 6. The ring gear 6, the sun gear 13, the planetary carrier 12, and the locker 11 constitute a planetary device. One end of the locker 11 is connected to the ring gear 6, and the other end is fixedly mounted on the housing. The No. 1 planetary gear 1201 and the No. 2 planetary gear 1202 are both meshed with the inner part of the ring gear 6, and are also meshed with the outer part of the sun gear 13. The planetary carrier 12 is located on the output side of the No. 1 planetary gear 1201 and the No. 2 planetary gear 1202. The planetary carrier 12 is coaxial with the No. 2 meshing gear 17. The No. 2 meshing gear 17 is respectively meshed with the outer gears of the No. 1 reducer 10 and the No. 2 reducer 18. The output end of the No. 2 meshing gear 17 is connected to the active disk of the No. 3 clutch 14. The driven disk of the No. 3 clutch 14 is connected to the input end of the No. 2 bevel gear 16. The No. 2 bevel gear 16 is meshed with the No. 1 bevel gear 15. The output of the first speed reducer 10 is connected to the driving plate of the second clutch 9, and the input of the first meshing gear 7 is connected to the driven plate of the second clutch 9. The first meshing gear 7 transmits torque to the underwater propeller 8. The output of the second speed reducer 18 is connected to the driving plate of the fourth clutch 20, and the driven plate of the fourth clutch 20 is connected to the input of the third meshing gear 23. The third meshing gear 23 is connected to the differential 21, which is connected to the wheels 22 via the axle 19.

[0092] Figure 1(b) shows the air drive portion of the multi-mode propulsion system for an amphibious vehicle. It includes rotor systems 1, 2, 3, 4, and a redundant system. Rotor systems 1 and 4 share the same structure, while rotor systems 2 and 3 have the same structure. These two adjacent rotor systems can rotate in opposite directions, offsetting counter-torque and maintaining flight stability. Rotor systems 1 and 2 are described in detail below.

[0093] Specifically, referring to the side view of the No. 1 rotor system of the multi-mode power system for an amphibious vehicle shown in FIG1(d), the No. 1 rotor system comprises the No. 1 rotor 29, the No. 3 bevel gear 30, the No. 1 rotor motor 31, the No. 4 bevel gear 32, the No. 1 hollow shaft 33, the No. 2 transmission shaft 34, the No. 4 hollow shaft 51, and the No. 6 transmission shaft 52. The No. 1 hollow shaft 33 is loosely mounted on the No. 2 transmission shaft 34. The input end of the No. 4 bevel gear 32 is connected to the No. 1 hollow shaft 33 and the output end of the No. 2 transmission shaft 34. The No. 4 bevel gear 32 meshes with the No. 3 bevel gear 30, which is connected to the No. 1 rotor 29 via the No. 6 transmission shaft 52. The No. 4 hollow shaft 51 is loosely mounted on the No. 6 transmission shaft 52, and the No. 1 rotor motor 31 is connected to the No. 1 rotor 29 via the No. 4 hollow shaft 51.

[0094] Specifically, referring to the side view of the No. 2 rotor system of the multi-mode power system for an amphibious vehicle shown in FIG1(e), the No. 2 rotor system comprises the No. 2 rotor 35, the No. 5 bevel gear 36, the No. 2 rotor motor 37, the No. 6 bevel gear 38, the No. 2 hollow shaft 39, the No. 3 transmission shaft 40, the No. 3 hollow shaft 49, and the No. 5 transmission shaft 50. The No. 2 hollow shaft 39 is loosely mounted on the No. 3 transmission shaft 40. The input end of the No. 6 bevel gear 38 is connected to the No. 2 hollow shaft 39 and the output end of the No. 3 transmission shaft 40. The No. 6 bevel gear 38 meshes with the No. 5 bevel gear 36. The No. 5 bevel gear 36 is connected to the No. 2 rotor 35 via the No. 5 transmission shaft 50. The No. 3 hollow shaft 49 is loosely mounted on the No. 5 transmission shaft 50. The No. 2 rotor motor 37 is connected to the No. 2 rotor 35 via the No. 3 hollow shaft 49.

[0095] The redundant system is composed of a seventh bevel gear 41 , a first driven wheel 42 , a face gear 43 , a second motor 44 , an eighth bevel gear 45 , a ninth bevel gear 53 , a second driven wheel 54 , a third driven wheel 55 , a tenth bevel gear 56 , a fourth driven wheel 57 , and an eleventh bevel gear 58 . The output end of the second motor 44 is connected to the input end of the eighth bevel gear 45, and the eighth bevel gear 45 is respectively meshed with the seventh bevel gear 41, the ninth bevel gear 53, the tenth bevel gear 56, and the eleventh bevel gear 58. The seventh bevel gear 41 is connected to the input end of the second transmission shaft 34, the ninth bevel gear 53 is connected to the input end of the third transmission shaft 40, the eleventh bevel gear 58 is connected to the input end of the eighth transmission shaft 59, and the tenth bevel gear 56 is connected through the input end of the ninth transmission shaft 61; the seventh bevel gear 41 transmits the power of the second motor 44 to the first rotor system through the second transmission shaft 34, the ninth bevel gear 53 transmits the power of the second motor 44 to the second rotor system through the third transmission shaft 40, the eleventh bevel gear 58 transmits the power of the second motor 44 to the third rotor system through the eighth transmission shaft 59, and the tenth bevel gear 56 transmits the power of the second motor 44 to the fourth rotor system through the ninth transmission shaft 61. The face gear 43 is respectively engaged with the No. 1 driven wheel 42, the No. 2 driven wheel 54, the No. 3 driven wheel 55, and the No. 4 driven wheel 57. The No. 1 driven wheel 42 is connected to the No. 1 rotor system through the No. 1 hollow shaft 33, the No. 2 driven wheel 54 is connected to the No. 2 rotor system through the No. 2 hollow shaft 39, the No. 4 driven wheel 57 is connected to the No. 3 rotor system through the No. 5 hollow shaft 60, and the No. 3 driven wheel 55 is connected to the No. 4 rotor system through the No. 6 hollow shaft 62. The power of the face gear 43 comes from the amphibious drive part of the multi-mode power system of the amphibious vehicle.

[0096] Specifically, referring to Figure 1(c), a side view of the transmission system from the water drive system to the air drive system of the amphibious vehicle multi-mode power system, this section includes face gear 43, number one universal joint 46, number four transmission shaft 47, number two universal joint 48, and number one bevel gear 15. The output end of number one bevel gear 15 is connected to number four transmission shaft 47 via number two universal joint 48, and the output end of number four transmission shaft 47 is connected to the input end of face gear 43 via number one universal joint 46.

[0097] The amphibious vehicle is equipped with VCU, BMS and power battery.

[0098] Figure 2 The figure shows a flow chart of a control method for a multi-mode power system of an amphibious vehicle. The specific control process is as follows:

[0099] Step 1), the VCU receives vehicle speed, motor current feedback signal, pedal signal, driving status signal, mode switching signal, and operating status of the rotor system;

[0100] Step 2), the VCU performs scene detection based on the read driving status signal. If it is on land / water, it proceeds to step 3), if it is in the air, it proceeds to step 11);

[0101] Step 3), VCU calculates the required speed and torque based on the read vehicle speed and pedal signal, and determines whether the maximum output power of the first motor 2 meets P under the current speed / torque condition by comparing the motor external characteristic curve. req <P Mmax (P req is the current required power, P Mmax is the maximum output power of the first motor 2 under the current speed condition), if yes, proceed to step 5), otherwise proceed to step 4);

[0102] Step 4), the VCU calculates the required speed and torque based on the read vehicle speed and pedal signal, and compares the external characteristic curve of the turboshaft engine 1 to determine whether the maximum output power of the turboshaft engine 1 meets P under the current speed / torque condition. req <P Emax (P Emax is the maximum output power of the turboshaft engine 1 under the current speed condition), if yes, proceed to step 6), otherwise proceed to step 7);

[0103] Step 5), BMS determines whether the battery power meets SOC>SOC L (SOC L is the charging limit of the battery, that is, when the battery power is lower than the charging threshold, the turboshaft engine 1 is started and the battery is charged by the first motor 2). If so, proceed to step 10), otherwise proceed to step 9);

[0104] Step 6) BMS determines whether the battery capacity satisfies SOC>SOC H (SOC H is the preset battery charge power warning value), if yes, proceed to step 8), otherwise proceed to step 9);

[0105] Step 7), enter the land / water hybrid driving mode, and simultaneously enter step 21);

[0106] Step 8), enter the land / water engine direct drive mode, and simultaneously enter step 21);

[0107] Step 9), enter land / water charging mode, and simultaneously enter step 21);

[0108] Step 10), enter the land / water pure electric mode, and simultaneously enter step 21);

[0109] Step 11), the VCU determines whether the rotor motor fails based on the working status information of the rotor system read. If yes, it proceeds to step 14), otherwise it proceeds to step 12);

[0110] Step 12), BMS determines whether the battery capacity meets the SOC <SOC L If yes, go to step 16), otherwise go to step 13);

[0111] Step 13), BMS determines whether the battery power satisfies SOC>SOC H If yes, go to step 17), otherwise go to step 16);

[0112] Step 14), the VCU determines whether the number of rotor motor failures ≤ 2 is satisfied based on the read working status information of the rotor system. If so, the process proceeds to step 15), otherwise, the process proceeds to step 20);

[0113] Step 15), the VCU determines whether the number of rotor motor failures is equal to 1 based on the read working status information of the rotor system. If so, the process proceeds to step 18), otherwise, the process proceeds to step 19);

[0114] Step 16), enter the air extended range mode, and simultaneously enter step 21);

[0115] Step 17), enter the pure electric mode in the air, and simultaneously enter step 21);

[0116] Step 18), enter single motor failure redundancy mode, and simultaneously enter step 21);

[0117] Step 19), enter the dual motor failure redundancy mode, and simultaneously enter step 21);

[0118] Step 20), enter forced landing mode and simultaneously enter step 21);

[0119] Step 21) Feedback the working status information to the VCU to form a closed-loop control.

[0120] Figure 3-8 shows a control method for a multi-mode power system of an amphibious vehicle. The specific control process is as follows:

[0121] Mode 1), engine direct drive mode, the VCU receives driving status information for scene detection. When the VCU determines that the vehicle is traveling on land or water, the VCU calculates the required speed and torque based on the read vehicle speed and pedal signal. By comparing the motor and engine external characteristic curves, it is determined that under the current speed / torque conditions, the maximum output power of the first motor 2 is less than the required power, the maximum output power of the turboshaft engine 1 is greater than the required power, and the current battery SOC value is greater than the preset battery charge warning value. The VCU sends a control signal to the turboshaft engine 1. At this time, the turboshaft engine 1 is working and the first motor 2 is not working. There are three gears in this mode, and the specific gear changes with the driver's needs.

[0122] In the engine direct drive mode, gear 1, as shown in FIG3 (a), the sixth clutch 28 is disengaged, the fifth clutch 26 is disengaged, the lock 11 is locked, the first gear 301 and the second gear 302 are respectively separated from the fifth meshing gear 27 and the fourth meshing gear 25, and the power output by the turboshaft engine 1 is transmitted to the sun gear 13 through the gearbox 3 and the first clutch 4. The sun gear 13 transmits the power to the first planetary gear 1201 and the second planetary gear 1202, and the power is output to the second meshing gear 17 by the planetary carrier 12. When the VCU determines that the vehicle is driving on land, the second clutch 9 and the third clutch 4 are engaged. The No. 1 clutch 14 is disconnected, and the power passes through the No. 2 meshing gear 17, the No. 2 reducer 18, the No. 4 clutch 20, the No. 3 meshing gear 23, the differential 21, and the axle 19, and is finally transmitted to the wheel 22, realizing the land engine direct drive mode 1st gear. The power transmission path of this part is also applicable to: land engine direct drive mode 2nd and 3rd gears, land pure electric mode 1st and 2nd gears, land hybrid drive mode 1st, 2nd, 3rd and 4th gears, land charging mode 1st, 2nd, 3rd and 4th gears; when the VCU determines that it is sailing on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power passes through the No. 2 meshing gear 17, the No. 2 reducer 18, the No. 4 clutch 20, the No. 3 meshing gear 23, the differential 21, and the axle 19, and finally is transmitted to the wheel 22, realizing the land engine direct drive mode 1st gear. The power transmission path of this part is also applicable to: land engine direct drive mode 2nd and 3rd gears, land pure electric mode 1st and 2nd gears, land hybrid drive mode 1st, 2nd, 3rd and 4th gears, land charging mode 1st, 2nd, 3rd and 4th gears; when the VCU determines that it is sailing on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power passes through the No. 2 meshing gear 17, the No. 2 reducer 18, the No. 4 clutch 20, and the No. 3 meshing gear 23, the No. 3 differential 21, and the axle 19, and finally is transmitted to the wheel 22, realizing The second meshing gear 17, the first reducer 10, the second clutch 9, the first meshing gear 7, and finally the power is transmitted to the underwater propulsion propeller 8 to realize the first gear of the waterway engine direct drive mode. The power transmission path of this part is also applicable to: the second and third gears of the waterway engine direct drive mode, the first and second gears of the waterway pure electric mode, the first and second gears of the waterway hybrid drive mode, the first and second gears of the waterway charging mode; when the VCU recognizes that the rotor motor fails, the second clutch 9 and the fourth clutch 20 are disconnected, and the power passes through the second meshing gear 17, the third clutch 14, the second bevel gear 16, No. 1 bevel gear 15, No. 2 universal joint 48, No. 4 drive shaft 47, No. 1 universal joint 46. The power transmission path of this part is also applicable to: the failure of the rotor motor in the 2nd and 3rd gears of the engine direct drive mode, the failure of the rotor motor in the 1st and 2nd gears of the electric mode, the failure of the rotor motor in the 1st, 2nd, 3rd and 4th gears of the hybrid drive mode, and the failure of the rotor motor in the 1st, 2nd, 3rd and 4th gears of the charging mode; the power is distributed to the faulty rotor system by the face gear 43 to realize the single motor failure redundancy mode, and cooperates with the second motor 44 to realize the dual motor failure redundancy mode.

[0123] In the engine direct drive mode, the second gear is as shown in FIG3( b ). At this time, the sixth clutch 28 is disengaged, the fifth clutch 26 is disengaged, the lock 11 is disengaged, the first gear 301 is engaged with the fifth meshing gear 27, and the second gear 302 is disengaged from the fourth meshing gear 25. The power output by the turboshaft engine 1 is transmitted to the first planetary gear 1201 and the second planetary gear 1202 through the gearbox 3, the fifth meshing gear 27, the external gear set 5, and the ring gear 6, and is output from the planetary carrier 12 to the second meshing gear 17. When the VCU determines that the vehicle is driving on land, the second clutch 9 and the third clutch 14 are disconnected, and the power is transmitted through the second gear 1201 and the second gear 1202. The power is transmitted to the wheel 22 through the No. 1 meshing gear 17, realizing the second gear of the land engine direct drive mode; when the VCU determines that it is sailing on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the No. 2 meshing gear, realizing the second gear of the water engine direct drive mode; when the VCU identifies that the rotor motor fails, the No. 2 clutch 9 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the face gear 43 through the No. 2 meshing gear 17, and distributed to the faulty rotor system by the face gear 43, realizing the single motor failure redundancy mode, and cooperating with the second motor 44 to realize the dual motor failure redundancy mode.

[0124] In the third gear of the engine direct drive mode, as shown in FIG3(c), the sixth clutch 28 is disengaged, the fifth clutch 26 is disengaged, the lock 11 is disengaged, the first gear 301 is disengaged from the fifth meshing gear 27, and the second gear 302 is meshed with the fourth meshing gear 25. The power output by the turboshaft engine 1 is transmitted to the first planetary gear 1201 and the second planetary gear 1202 through the gearbox 3, the fourth meshing gear 25, the external gear set 5, and the ring gear 6, and is output from the planetary carrier 12 to the second meshing gear 17. When the VCU determines that the vehicle is driving on land, the second clutch 9 and the third clutch 14 are disconnected, and the power is transmitted through the second meshing gear 25. 17 is transmitted to the wheel 22, realizing the third gear of the land engine direct drive mode; when the VCU determines that it is sailing in water, the third clutch 14 and the fourth clutch 20 are disconnected, the locker 11 is locked, and the power is transmitted to the underwater propulsion propeller 8 through the second meshing gear 17, realizing the third gear of the water engine direct drive mode; when the VCU identifies that the rotor motor fails, the second clutch 9 and the fourth clutch 20 are disconnected, and the power is transmitted to the face gear 43 through the second meshing gear 17, and distributed to the faulty rotor system by the face gear 43, realizing the single motor failure redundancy mode, and cooperating with the second motor 44 to realize the dual motor failure redundancy mode.

[0125] Mode 2), pure electric mode, the VCU receives driving status information for scene detection. When the VCU determines that the vehicle is traveling on land / water, the VCU calculates the required speed and torque based on the read vehicle speed and pedal signal. By comparing the motor's external characteristic curve, it is determined that under the current speed / torque condition, the maximum output power of the first motor 2 is greater than the required power, and the current battery SOC value is greater than the battery charging limit. The VCU sends a control signal to the first motor 2. At this time, the turboshaft engine 1 does not work, and the first motor 2 works. There are two gears in this mode, and the specific gear changes with the driver's needs.

[0126] In pure electric mode 1, as shown in Figure 4(a), the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is disengaged, the first gear 301 and the second gear 302 are separated from the fifth meshing gear 27 and the fourth meshing gear 25 respectively, and the power output by the first motor 2 is transmitted to the first planetary gear 1201 and the second planetary gear 1202 through the sixth clutch 28, the fifth meshing gear 27, the external gear set 5, and the ring gear 6, and is output from the planetary carrier 12 to the second meshing gear 17; when the VCU determines that it is driving on land, the second clutch 9 and the third clutch 14 are disconnected, and the power is transmitted to the second gear 17 through the sixth clutch 28, the fifth meshing gear 27, the external gear set 5, and the ring gear 6. The power is transmitted to the wheel 22 through the second meshing gear 17, realizing the first gear of the pure electric mode on land; when the VCU determines that it is sailing on water, the third clutch 14 and the fourth clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the second meshing gear 17, realizing the first gear of the pure electric mode on water; when the VCU identifies that the rotor motor fails, the second clutch 9 and the fourth clutch 20 are disconnected, and the power is transmitted to the face gear 43 through the second meshing gear 17, and distributed by the face gear 43 to the faulty rotor system, realizing the single motor failure redundancy mode, and cooperating with the second motor 44 to realize the dual motor failure redundancy mode.

[0127] In pure electric mode 2, as shown in FIG4( b ), the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is engaged, the first gear 301 and the second gear 302 are separated from the fifth meshing gear 27 and the fourth meshing gear 25 respectively, and the power output by the first motor 2 is transmitted to the first planetary gear 1201 and the second planetary gear 1202 through the sixth clutch 28, the fifth meshing gear 27, the fifth clutch 26, the fourth meshing gear 25, the external gear set 5, and the ring gear 6, and is output from the planetary carrier 12 to the second meshing gear 17; when the VCU determines that it is driving on land, the second clutch 9 and the third clutch are engaged. 14 is disconnected, and power is transmitted to the wheel 22 through the second meshing gear 17, realizing the second gear of the land pure electric mode; when the VCU determines that it is sailing in water, the third clutch 14 and the fourth clutch 20 are disconnected, and power is transmitted to the underwater propulsion propeller 8 through the second meshing gear 17, realizing the second gear of the water pure electric mode; when the VCU identifies that the rotor motor fails, the second clutch 9 and the fourth clutch 20 are disconnected, and power is transmitted to the face gear 43 through the second meshing gear 17, and distributed by the face gear 43 to the faulty rotor system, realizing the single motor failure redundancy mode, and cooperating with the second motor 44 to realize the dual motor failure redundancy mode.

[0128] Mode 3), hybrid drive mode, the VCU receives driving status information for scene detection. When the VCU determines that the vehicle is traveling on land / water, the VCU calculates the required speed and torque based on the read vehicle speed and pedal signal. By comparing the external characteristic curves of the motor and the engine, it is determined that under the current speed / torque conditions, the maximum output power of the first motor 2 is less than the required power, and the maximum output power of the turboshaft engine 1 is less than the required power. The VCU sends a control signal to the turboshaft engine 1 and the second motor 2. At this time, the turboshaft engine 1 and the second motor 2 are both working. There are four gears in this mode, and the specific gear changes with the driver's needs.

[0129] In the hybrid drive mode 1st gear, as shown in FIG5(a), the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is disengaged, the first gear 301 and the second gear 302 are separated from the fifth meshing gear 27 and the fourth meshing gear 25 respectively, and the power output by the turboshaft engine 1 is transmitted to the first planetary gear 1201 and the second planetary gear 1202 via the gearbox 3, the first clutch 4, and the sun gear 13. The power output by the first motor 2 is transmitted to the first planetary gear 1201 and the second planetary gear 1202 via the sixth clutch 28, the fifth meshing gear 27, the external gear set 5, and the ring gear 6. After the power is coupled, it is transmitted to the second meshing gear 17 by the planet carrier 12 through the first planetary gear 1201 and the second planetary gear 1202. When the VCU determines that the vehicle is traveling on land, the No. 2 clutch 9 and the No. 3 clutch 14 are disconnected, and the power is transmitted to the wheel 22 through the No. 2 meshing gear 17, realizing the first gear of the land hybrid drive mode; when the VCU determines that the vehicle is traveling on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the No. 2 meshing gear 17, realizing the first gear of the water hybrid drive mode; when the VCU identifies that the rotor motor has failed, the No. 2 clutch 9 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the face gear 43 through the No. 2 meshing gear 17, and distributed to the faulty rotor system by the face gear 43, realizing the single motor failure redundancy mode and the forced landing mode, and cooperating with the second motor 44 to realize the dual motor failure redundancy mode.

[0130] In the hybrid drive mode 2, as shown in FIG5( b ), the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is engaged, the first gear 301 and the second gear 302 are separated from the fifth meshing gear 27 and the fourth meshing gear 25 respectively, and the power output by the turboshaft engine 1 is transmitted to the first planetary gear 1201 and the second planetary gear 1202 via the gearbox 3, the first clutch 4, and the sun gear 13. The power output by the first motor 2 is transmitted to the first planetary gear 1201 and the second planetary gear 1202 via the sixth clutch 28, the fifth meshing gear 27, the fifth clutch 26, the fourth meshing gear 25, the external gear set 5, and the ring gear 6. After the power is coupled, it is transmitted to the first planetary gear 1201 and the second planetary gear 1202 by the planet carrier 12. Meshing gear 17; when the VCU determines that it is driving on land, the No. 2 clutch 9 and the No. 3 clutch 14 are disconnected, and the power is transmitted to the wheel 22 through the No. 2 meshing gear 17, realizing the land hybrid drive mode 2 gear; when the VCU determines that it is sailing on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the No. 2 meshing gear 17, realizing the water hybrid drive mode 2 gear; when the VCU identifies that the rotor motor has failed, the No. 2 clutch 9 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the face gear 43 through the No. 2 meshing gear 17, and distributed by the face gear 43 to the faulty rotor system, realizing the single motor failure redundancy mode and the forced landing mode, and cooperating with the second motor 44 to realize the dual motor failure redundancy mode.

[0131] Hybrid drive mode 3, as shown in Figure 5 (c), at this time, the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is disengaged, the first gear 301 is engaged with the fifth meshing gear 27, the second gear 302 is disengaged with the fourth meshing gear 25, the power output by the turboshaft engine 1 passes through the gearbox 3 to the fifth meshing gear 27, the power output by the first motor 2 passes through the sixth clutch 28 to the fifth meshing gear 27, the power is coupled to the fifth meshing gear 27, and is transmitted to the first planetary gear 1201 and the second planetary gear 1202 through the external gear set 5 and the ring gear 6, and is output by the planetary carrier 12 to the second meshing gear 17; when the VCU determines that it is driving on land, the second clutch is engaged. The clutch 9 and the third clutch 14 are disconnected, and the power is transmitted to the wheel 22 through the second meshing gear 17, realizing the third gear of the land hybrid drive mode; when the VCU determines that it is sailing in water, the clutch 14 and the fourth clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the second meshing gear 17, realizing the third gear of the water hybrid drive mode; when the VCU identifies that the rotor motor has failed, the clutch 9 and the fourth clutch 20 are disconnected, and the power is transmitted to the face gear 43 through the second meshing gear 17, and distributed to the faulty rotor system by the face gear 43, realizing the single motor failure redundancy mode and the forced landing mode, and cooperating with the second motor 44 to realize the dual motor failure redundancy mode.

[0132] Hybrid drive mode 4th gear, as shown in Figure 5 (d), at this time, the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is engaged, the first gear 301 is disengaged from the fifth meshing gear 27, the second gear 302 is engaged with the fourth meshing gear 25, the power output by the turboshaft engine 1 passes through the gearbox 3 to the fourth meshing gear 25, the power output by the first motor 2 passes through the sixth clutch 28, the fifth meshing gear 27, and the fifth clutch 26 to the fourth meshing gear 25, the power is coupled to the fourth meshing gear 25, and is transmitted to the first planetary gear 1201 and the second planetary gear 1202 through the external gear set 5 and the ring gear 6, and is output by the planetary carrier 12 to the second meshing gear 17; when the VCU determines that it is land driving When the vehicle is driving, the No. 2 clutch 9 and the No. 3 clutch 14 are disconnected, and the power is transmitted to the wheel 22 through the No. 2 meshing gear 17, realizing the 4th gear of the land hybrid drive mode; when the VCU determines that it is sailing on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the No. 2 meshing gear 17, realizing the 4th gear of the water hybrid drive mode; when the VCU identifies that the rotor motor has failed, the No. 2 clutch 9 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the face gear 43 through the No. 2 meshing gear 17, and distributed to the faulty rotor system by the face gear 43, realizing the single motor failure redundancy mode and the forced landing mode, and cooperating with the second motor 44 to realize the dual motor failure redundancy mode.

[0133] Mode 4), charging mode, the VCU receives driving status information to perform scene detection and determine whether it is land / water driving. The VCU calculates the required speed and required torque based on the read vehicle speed and pedal signal, and determines the relationship between the maximum output power of the first motor 2 and the required power under the current speed / torque condition by comparing the motor and engine external characteristic curves. There are two conditions for starting this mode. When the maximum output power of the first motor 2 is less than the required power and the maximum output power of the turboshaft engine 1 is greater than the required power, the VCU reads the battery remaining power SOC signal and determines that the current SOC is less than the preset battery charging power warning value, and the battery can be charged; when the maximum output power of the first motor 2 is greater than the required power, the VCU reads the battery remaining power SOC signal and determines that the current SOC is less than the battery charging limit, and the battery needs to be charged. Under the above two conditions, the VCU sends a control signal to the turboshaft engine 1 and the second motor 2. At this time, the turboshaft engine 1 works and the second motor 2 works as a generator, and the system enters the charging mode. There are four gears in this mode, and the specific gear changes with the driver's needs.

[0134] In charging mode 1, as shown in FIG6( a ), the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is engaged, the first gear 301 and the second gear 302 are separated from the fifth meshing gear 27 and the fourth meshing gear 25 respectively, and the power output by the turboshaft engine 1 is transmitted to the sun gear 13 through the gearbox 3 and the first clutch 4. The sun gear 13 transmits the excess power to the sixth clutch 28 through the first planetary gear 1201 and the second planetary gear 1202, the ring gear 6, the external gear set 5, the fourth meshing gear 25, the fifth clutch 26, and the fifth meshing gear 27 to drive the sixth gear. A motor 2 charges the battery; the sun gear 13 transmits the power required to meet the vehicle's driving needs to the No. 1 planetary gear 1201 and the No. 2 planetary gear 1202, and is output by the planetary carrier 12 to the No. 2 meshing gear 17. When the VCU determines that it is driving on land, the No. 2 clutch 9 and the No. 3 clutch 14 are disconnected, and the power is transmitted to the wheel 22 through the No. 2 meshing gear 17, realizing the first gear of the land charging mode; when the VCU determines that it is sailing on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the No. 2 meshing gear 17, realizing the first gear of the water charging mode.

[0135] In charging mode 2, as shown in FIG6( b ), the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is disengaged, the first gear 301 and the second gear 302 are separated from the fifth meshing gear 27 and the fourth meshing gear 25 respectively, and the power output by the turboshaft engine 1 is transmitted to the sun gear 13 through the gearbox 3 and the first clutch 4. The sun gear 13 transmits the excess power to the sixth clutch 28 through the first planetary gear 1201 and the second planetary gear 1202, the ring gear 6, the external gear set 5, and the fifth meshing gear 27 to drive the first motor 2 to charge the battery. ,; The sun gear 13 transmits the power required to meet the vehicle's driving needs to the No. 1 planetary gear 1201 and the No. 2 planetary gear 1202, and the power is output by the planetary carrier 12 to the No. 2 meshing gear 17. When the VCU determines that the vehicle is driving on land, the No. 2 clutch 9 and the No. 3 clutch 14 are disconnected, and the power is transmitted to the wheel 22 through the No. 2 meshing gear 17, realizing the second gear of the land charging mode; when the VCU determines that the vehicle is sailing on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the No. 2 meshing gear 17, realizing the second gear of the water charging mode.

[0136] In charging mode 3, as shown in FIG6(c), the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is disengaged, the first gear 301 is engaged with the fifth meshing gear 27, and the second gear 302 is disengaged from the fourth meshing gear 25. The power output by the turboshaft engine 1 is transmitted to the fifth meshing gear 27 through the gearbox 3. The fifth meshing gear 27 transmits the excess power to the first motor 2 through the sixth clutch 28 to charge the battery; the fifth meshing gear 27 transmits the power required for driving the vehicle through the external gear set. 5, the ring gear 6, the No. 1 planetary gear 1201 and the No. 2 planetary gear 1202 are output by the planetary carrier 12 to the No. 2 meshing gear 17. When the VCU determines that it is driving on land, the No. 2 clutch 9 and the No. 3 clutch 14 are disconnected, and the power is transmitted to the wheel 22 through the No. 2 meshing gear 17, realizing the third gear of the land charging mode; when the VCU determines that it is sailing on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the No. 2 meshing gear 17, realizing the third gear of the water charging mode.

[0137] In the charging mode 4, as shown in FIG6(d), the lock 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is engaged, the first gear 301 is disengaged from the fifth meshing gear 27, and the second gear 302 is engaged with the fourth meshing gear 25. The power output by the turboshaft engine 1 is transmitted to the fourth meshing gear 25 through the gearbox 3. The fourth meshing gear 25 transmits the excess power to the sixth clutch 28 through the fifth clutch 26 and the fifth meshing gear 27 to drive the first motor 2 to charge the battery; the fourth meshing gear 25 will meet the driving needs of the car. The required power is output from the planet carrier 12 to the No. 2 meshing gear 17 through the external gear set 5, the ring gear 6, the No. 1 planetary gear 1201 and the No. 2 planetary gear 1202. When the VCU determines that it is driving on land, the No. 2 clutch 9 and the No. 3 clutch 14 are disconnected, and the power is transmitted to the wheel 22 through the No. 2 meshing gear 17, realizing the 4th gear of the land charging mode; when the VCU determines that it is sailing on water, the No. 3 clutch 14 and the No. 4 clutch 20 are disconnected, and the power is transmitted to the underwater propulsion propeller 8 through the No. 2 meshing gear 17, realizing the 4th gear of the water charging mode.

[0138] Mode 5), air extended range mode, the VCU receives driving status information and rotor motor current feedback signal, and determines that the vehicle is in air flight and the rotor is fault-free. The VCU reads the remaining battery capacity SOC and compares the SOC with the battery charging limit. There are two conditions for starting this mode. When the SOC is less than the battery charging limit, the battery needs to be charged; when the SOC is greater than the battery charging limit but less than the preset battery charging capacity warning value, the battery can be charged. Under the above two conditions, the VCU sends a control signal to the turboshaft engine 1 and the second motor 2. At this time, the turboshaft engine 1 works and the second motor 2 works as a generator. The system enters the charging mode. There are four gears in this mode, and the specific gear changes with the driver's needs.

[0139] In the first gear of the air range extender mode, clutch No. 1 is engaged, clutch No. 2, clutch No. 3, clutch No. 14, and clutch No. 4, clutch No. 20 are disengaged, the locker 11 is disengaged, clutch No. 6, clutch No. 28 is engaged, clutch No. 5, clutch No. 26 is engaged, and the first gear 301 and the second gear 302 are disengaged from the fifth meshing gear 27 and the fourth meshing gear 25, respectively. The power output by the turboshaft engine 1 is transmitted to the sun gear 13 through the gearbox 3 and the first clutch 4. The sun gear 13 transmits the power through the first planetary gear 1201 and the second planetary gear 1202, the ring gear 6, the external gear set 5, the fourth meshing gear 25, the fifth clutch 26, and the fifth meshing gear 27 to the sixth clutch 28 to drive the first motor 2 to charge the battery. The battery provides power to the four rotor motors to drive the car to fly, achieving the first gear of the air range extender mode.

[0140] In the second gear of the air range extension mode, clutch No. 1 is engaged, clutch No. 2, clutch No. 3, clutch No. 14, and clutch No. 4, clutch No. 20 are disengaged, the locker 11 is disengaged, clutch No. 6, clutch No. 28 is engaged, clutch No. 5, clutch No. 26 is disengaged, and the first gear 301 and the second gear 302 are disengaged from the fifth meshing gear 27 and the fourth meshing gear 25 respectively. The power output by the turboshaft engine 1 is transmitted to the sun gear 13 through the gearbox 3 and the first clutch 4. The sun gear 13 transmits the power through the first planetary gear 1201 and the second planetary gear 1202, the ring gear 6, the external gear set 5, and the fifth meshing gear 27 to the sixth clutch 28 to drive the first motor 2 to charge the battery. The battery provides electrical energy for the four rotor motors to drive the car to fly, realizing the second gear of the air range extension mode.

[0141] In the third gear of the air range extension mode, the first clutch 4, the second clutch 9, the third clutch 14, and the fourth clutch 20 are disengaged, the locker 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is disengaged, the first gear 301 is engaged with the fifth meshing gear 27, and the second gear 302 is disengaged with the fourth meshing gear 25. The power output by the turboshaft engine 1 is transmitted to the fifth meshing gear 27 through the gearbox 3. The fifth meshing gear 27 drives the first motor 2 through the sixth clutch 28 to charge the battery. The battery provides electrical energy to the four rotor motors to drive the car to fly, realizing the third gear of the air range extension mode.

[0142] In the fourth gear of the air range extension mode, the first clutch 4, the second clutch 9, the third clutch 14, and the fourth clutch 20 are disengaged, the locker 11 is disengaged, the sixth clutch 28 is engaged, the fifth clutch 26 is engaged, the first gear 301 and the fifth meshing gear 27 are disengaged, and the second gear 302 and the fourth meshing gear 25 are engaged. The power output by the turboshaft engine 1 is transmitted to the fourth meshing gear 25 through the gearbox 3. The fourth meshing gear 25 transmits the power to the sixth clutch 28 through the fifth clutch 26 and the fifth meshing gear 27 to drive the first motor 2 to charge the battery. The battery provides electrical energy for the four rotor motors to drive the car to fly, realizing the fourth gear of the air range extension mode.

[0143] Mode 6), pure electric mode in the air, the VCU receives driving status information and rotor motor current feedback signals, and determines that the vehicle is in the air and the rotor is in good condition. The VCU reads the remaining battery capacity SOC and determines that the SOC is greater than the preset battery charge warning value, and the battery does not need to be charged. The VCU sends a control signal to the turboshaft engine 1 and the second motor 2. At this time, the turboshaft engine 1 and the second motor 2 are not working, and the battery directly provides power to the four rotor motors. By adjusting the rotor motor speed in real time, the vehicle is driven to fly, realizing pure electric mode in the air.

[0144] Mode 7) Single motor failure redundancy mode: The VCU receives driving status information and rotor motor current feedback signals, determines that the vehicle is in mid-air, identifies and locates the failed rotor motor, and determines that the number of rotor motor failures is equal to one. The system enters single motor failure redundancy mode. This mode has two drive modes, and the specific drive mode is determined according to the driving conditions.

[0145] In single-motor failure redundancy mode 1, taking the failure of rotor motor 31 as an example, the power provided by the land / water drive system passes through meshing gear 17, clutch 14, bevel gear 16, bevel gear 15, universal joint 48, transmission shaft 47, universal joint 46, and then face gear 43, which transmits the power through driven gear 42, hollow shaft 33, bevel gear 32, bevel gear 30, and finally transmission shaft 52 to rotor 29. At this point, the speed of rotor 29 is controllable, achieving single-motor failure redundancy. See Figure 7(a).

[0146] In single-motor failure redundancy mode 2, taking the failure of rotor motor 31 as an example, the battery provides power to motor 44. Motor 44 transmits power to rotor 29 via bevel gear 45 (number eight), bevel gear 41 (number seven), transmission shaft 34 (number two), bevel gear 32 (number four), bevel gear 30 (number three), and transmission shaft 52 (number six). At this point, rotor 29's speed remains controllable, achieving single-motor redundancy. See Figure 7(b).

[0147] Mode 8) Dual motor failure redundancy mode, the VCU identifies and locates the failed rotor motor. Taking the failure of rotor motor 31 and rotor motor 37 as an example, the power provided by the land / water drive system passes through the second meshing gear 17, the third clutch 14, the second bevel gear 16, the first bevel gear 15, the second universal joint 48, the fourth transmission shaft 47, the first universal joint 46, and the face gear 43 transfers the power to the second driven gear 54 and the second hollow shaft. 39, the sixth bevel gear 38, and the fifth bevel gear 36 are transmitted to the second rotor 35 via the fifth transmission shaft 50. At the same time, the battery provides power to the second motor 44, which transmits the power to the first rotor 29 via the eighth bevel gear 45, the seventh bevel gear 41, the second transmission shaft 34, the fourth bevel gear 32, and the third bevel gear 30 via the sixth transmission shaft 52. At this time, the speed of the first rotor 29 and the second rotor 35 can still be controlled, achieving dual motor failure redundancy. Figure 8 .

[0148] Mode 9), forced landing mode, the VCU identifies that the number of rotor motor failures is greater than 2. At this time, in the hybrid drive mode, the power provided by the land / water drive system passes through the second meshing gear 17, the third clutch 14, the second bevel gear 16, the first bevel gear 15, the second universal joint 48, the fourth transmission shaft 47, and the first universal joint 46, and is distributed to the failed rotor system by the face gear 43. At the same time, the battery provides electrical energy to the second motor 44, and the second motor 44 distributes the power to the failed rotor system through the eighth bevel gear 45. The power transmitted by the face gear 43 and the eighth bevel gear 45 is coupled through the rotor bevel gear. The VCU adjusts the speed / torque of the turboshaft engine 1, the first motor 2, and the second motor 44, as well as the gear position of the hybrid drive mode, to achieve speed regulation of the faulty rotor and complete a safe forced landing in mid-air.

[0149] The embodiments described are preferred implementations of the present invention, but the present invention is not limited to the above implementations. Any obvious improvements, substitutions or modifications that can be made by those skilled in the art without departing from the essence of the present invention are within the scope of protection of the present invention.

Claims

1. A multi-mode power system for amphibious vehicles, characterized in that: include: The amphibious driving part includes a turboshaft engine (1), a first motor (2), and a planetary device arranged on the same side of the system with different shafts; The turboshaft engine (1) is connected to the gearbox (3), the first clutch (4), and the sun gear (13) in sequence; the first motor (2) is connected to the sixth clutch (28), the fifth meshing gear (27), the fifth clutch (26), and the fourth meshing gear (25) in sequence, and the fifth meshing gear (27) and the fourth meshing gear (25) are respectively meshed with the first gear (301) and the second gear (302) in the gearbox (3) and meshed with the external gear set (5) outside the ring gear (6) in the planetary device; the planet carrier (12) in the planetary device is coaxial with the second meshing gear (17); the second meshing gear (17) is meshed with the third clutch (14) and the second bevel gear (16) are connected in sequence, the second meshing gear (17) is respectively meshed with the first reducer (10) and the second reducer (18) gear, and the second bevel gear (16) is meshed with the first bevel gear (15); the first reducer (10), the second clutch (9), and the first meshing gear (7) are connected in sequence, and the first meshing gear (7) is also connected to the underwater propulsion propeller (8); the second reducer (18) is connected with the fourth clutch (20) and the third meshing gear (23) in sequence, and the third meshing gear (23) is connected to the differential (21), and the differential (21) is connected to the wheel (22); The aerial drive section includes rotor system 1, rotor system 2, rotor system 3, rotor system 4, and a redundant system. The rotor system 1 and rotor system 4 have the same structure, and the rotor system 2 and rotor system 3 have the same structure. The No. 1 rotor system is specifically as follows: the No. 1 hollow shaft (33) is loosely sleeved on the No. 2 transmission shaft (34), and the output ends of both are connected to the No. 4 bevel gear (32); the No. 4 bevel gear (32) is meshed with the No. 3 bevel gear (30), and the No. 3 bevel gear (30) is connected to the No. 1 rotor (29) through the No. 7 transmission shaft (52); the No. 4 hollow shaft (51) is loosely sleeved on the No. 7 transmission shaft (52), and the No. 1 rotor motor (31) is connected to the No. 1 rotor (29) through the No. 4 hollow shaft (51); The second rotor system is specifically as follows: the second hollow shaft (39) is loosely sleeved on the third transmission shaft (40), and the output ends of both are connected to the sixth bevel gear (38); the sixth bevel gear (38) is meshed with the fifth bevel gear (36), and the fifth bevel gear (36) is connected to the second rotor (35) through the sixth transmission shaft (50); the third hollow shaft (49) is loosely sleeved on the sixth transmission shaft (50), and the second rotor motor (37) is connected to the second rotor (35) through the third hollow shaft (49); The redundant system is specifically as follows: the output end of the second motor (44) is connected to the input end of the eighth bevel gear (45), the eighth bevel gear (45) is respectively engaged with the seventh bevel gear (41), the ninth bevel gear (53), the tenth bevel gear (56), and the eleventh bevel gear (58), the seventh bevel gear (41) is connected to the input end of the second transmission shaft (34), and the ninth bevel gear (53) is connected to the input end of the third transmission shaft (40); the face gear (43) is respectively engaged with the first driven wheel (42), the second driven wheel (54), the third driven wheel (55), and the fourth driven wheel (57), and the four driven wheels are respectively connected to the first, second, third, and fourth rotor systems through hollow shafts; The input end of the face gear (43) is connected to the output end of the fourth transmission shaft (47) through a first universal joint (46), and the fourth transmission shaft (47) is connected to the first bevel gear (15) through a second universal joint (48).

2. A control method for the multi-mode power system of an amphibious vehicle according to claim 1, characterized in that: Step 1), the VCU performs scene detection based on the driving status signal read. If it is on land / water, it proceeds to step 2), if it is flying in the air, it proceeds to step 10); Step 2) The VCU calculates the required speed and torque based on the read vehicle speed and pedal signal, and determines whether the maximum output power of the first motor meets P under the current speed / torque condition by comparing the motor external characteristic curve. req <P Mmax If yes, go to step 4), otherwise go to step 3); where P req is the current required power, P Mmax is the maximum output power of the first motor under the current speed condition; Step 3) The VCU calculates the required speed and torque based on the read vehicle speed and pedal signal, and compares the turboshaft engine's external characteristic curve to determine whether the turboshaft engine's maximum output power meets P under the current speed / torque conditions. req <P Emax If yes, go to step 5), otherwise go to step 6); where P Emax is the maximum output power of the turboshaft engine under the current speed condition; Step 4), BMS determines whether the battery power meets SOC>SOC L If yes, go to step 9), otherwise go to step 8); where SOC L The charging limit of the battery; Step 5) BMS determines whether the battery power satisfies SOC>SOC H If yes, go to step 7), otherwise go to step 8); where SOC H It is the preset battery charging power warning value; Step 6), enter the land / water hybrid driving mode, and simultaneously enter step 20); Step 7), enter the land / water engine direct drive mode, and simultaneously enter step 20); Step 8), enter land / water charging mode, and simultaneously enter step 20); Step 9), enter the land / water pure electric mode, and simultaneously proceed to step 20); Step 10), the VCU determines whether the rotor motor fails based on the read working status information of the rotor system. If yes, it proceeds to step 13), otherwise it proceeds to step 11); Step 11), BMS determines whether the battery capacity meets the SOC <SOC L If yes, go to step 15), otherwise go to step 12); Step 12), BMS determines whether the battery power satisfies SOC>SOC H If yes, go to step 16), otherwise go to step 15); Step 13), the VCU determines whether the number of rotor motor failures ≤ 2 is satisfied based on the read working status information of the rotor system. If so, the process proceeds to step 14), otherwise, the process proceeds to step 19); Step 14), the VCU determines whether the number of rotor motor failures is equal to 1 based on the read working status information of the rotor system. If so, the process proceeds to step 17), otherwise, the process proceeds to step 18); Step 15), enter the air extended range mode, and simultaneously enter step 20); Step 16), enter the pure electric mode in the air, and simultaneously enter step 20); Step 17), enter single motor failure redundancy mode, and simultaneously enter step 20); Step 18), enter the dual motor failure redundancy mode, and simultaneously enter step 20); Step 19), enter forced landing mode and simultaneously enter step 20); Step 20) Feedback the working mode to the VCU to form a closed-loop control.

3. The control method of the multi-mode power system of the amphibious vehicle according to claim 2, characterized in that: The land / water hybrid driving mode includes the following four gears: Hybrid drive mode 1st gear, at this time, the lock (11) is disengaged, the sixth clutch (28) is engaged, the fifth clutch (26) is disengaged, the first gear (301) and the second gear (302) are separated from the fifth meshing gear (27) and the fourth meshing gear (25) respectively, the power output by the turboshaft engine (1) is transmitted to the planetary gear through the gearbox (3), the first clutch (4), and the sun gear (13), and the power output by the first motor (2) is transmitted to the planetary gear through the sixth clutch (28), the fifth meshing gear (27), the external gear set (5), and the ring gear (6), and after the power is coupled, it is output to the second meshing gear (17) by the planetary carrier (12) through the planetary gear; In the hybrid drive mode, the lock (11) is disengaged, the fifth clutch (26) and the sixth clutch (28) are engaged, the first gear (301) and the second gear (302) are separated from the fifth meshing gear (27) and the fourth meshing gear (25) respectively, the power output by the turboshaft engine (1) is transmitted to the planetary gear via the gearbox (3), the first clutch (4), and the sun gear (13), and the power output by the first motor (2) is transmitted to the planetary gear via the sixth clutch (28), the fifth meshing gear (27), the fifth clutch (26), the fourth meshing gear (25), the external gear set (5), and the ring gear (6). After the power is coupled, it is transmitted to the second meshing gear (17) by the planetary carrier (12) through the planetary gear. In the hybrid drive mode, the lock (11) is disengaged, the sixth clutch (28) is engaged, the fifth clutch (26) is disengaged, the first gear (301) is engaged with the fifth meshing gear (27), the second gear (302) is disengaged from the fourth meshing gear (25), the power outputted by the turboshaft engine (1) is transferred to the fifth meshing gear (27) via the gearbox (3), the power outputted by the first motor (2) is transferred to the fifth meshing gear (27) via the sixth clutch (28), the power is coupled to the fifth meshing gear (27), and is transferred to the planetary gear via the external gear set (5) and the ring gear (6), and is outputted to the second meshing gear (17) by the planetary carrier (12); In the hybrid drive mode, the lock (11) is disengaged, the fifth clutch (26) and the sixth clutch (28) are engaged, the first gear (301) is disengaged from the fifth meshing gear (27), the second gear (302) is engaged with the fourth meshing gear (25), the power output by the turboshaft engine (1) passes through the gearbox (3) to the fourth meshing gear (25), the power output by the first motor (2) passes through the sixth clutch (28), the fifth meshing gear (27), and the fifth clutch (26) to the fourth meshing gear (25), the power is coupled to the fourth meshing gear (25), and is transmitted to the planetary gear through the external gear set (5) and the ring gear (6), and is output to the second meshing gear (17) by the planetary carrier (12); When the VCU determines that the vehicle is traveling on land, the No. 2 clutch (9) and the No. 3 clutch (14) are disconnected, and the power is transmitted to the wheel (22) through the No. 2 meshing gear (17), realizing the land hybrid drive mode 1, 2, 3, and 4 gears; when the VCU determines that the vehicle is traveling on water, the No. 3 clutch (14) and the No. 4 clutch (20) are disconnected, and the power is transmitted to the underwater propulsion propeller (8) through the No. 2 meshing gear (17), realizing the water hybrid drive mode 1, 2, 3, and 4 gears; when the VCU identifies that the rotor motor fails, the No. 2 clutch (9) and the No. 4 clutch (20) are disconnected, and the power is transmitted to the No. 1 universal joint (46) through the No. 2 meshing gear (17), and distributed to the faulty rotor system by the face gear (43), realizing the single motor failure redundancy mode and the forced landing mode, and realizing the dual motor failure redundancy mode in conjunction with the second motor (44).

4. The control method of the multi-mode power system of an amphibious vehicle according to claim 2, characterized in that: The land / water engine direct drive mode includes the following three gears: In the engine direct drive mode, the fifth clutch (26) and the sixth clutch (28) are disengaged, the lock (11) is locked, the first gear (301) and the second gear (302) are separated from the fifth meshing gear (27) and the fourth meshing gear (25), respectively, and the power output by the turboshaft engine (1) is transmitted to the sun gear (13) through the gearbox (3) and the first clutch (4), and the sun gear (13) transmits the power to the planetary gear, which is output to the second meshing gear (17) by the planetary carrier (12); In the engine direct drive mode, the fifth clutch (26) and the sixth clutch (28) are disengaged, the lock (11) is disengaged, the first gear (301) is engaged with the fifth meshing gear (27), the second gear (302) is disengaged from the fourth meshing gear (25), and the power output by the turboshaft engine (1) is transmitted to the planetary gears through the gearbox (3), the fifth meshing gear (27), the external gear set (5), and the ring gear (6), and is output to the second meshing gear (17) by the planetary carrier (12); In the engine direct drive mode, the fifth clutch (26) and the sixth clutch (28) are disengaged, the lock (11) is disengaged, the first gear (301) is disengaged from the fifth meshing gear (27), the second gear (302) is meshed with the fourth meshing gear (25), and the power output by the turboshaft engine (1) is transmitted to the planetary gears through the gearbox (3), the fourth meshing gear (25), the external gear set (5), and the ring gear (6), and is output to the second meshing gear (17) by the planetary carrier (12); When the VCU determines that the vehicle is traveling on land, the No. 2 clutch (9) and the No. 3 clutch (14) are disconnected, and the power is transmitted to the wheel (22) through the No. 2 meshing gear (17), realizing the land engine direct drive mode 1, 2, and 3 gears; when the VCU determines that the vehicle is traveling on water, the No. 3 clutch (14) and the No. 4 clutch (20) are disconnected, and the power is transmitted to the underwater propulsion propeller (8) through the No. 2 meshing gear (17), realizing the water engine direct drive mode 1, 2, and 3 gears; when the VCU identifies that the rotor motor fails, the No. 2 clutch (9) and the No. 4 clutch (20) are disconnected, and the power is transmitted to the No. 1 universal joint (46) through the No. 2 meshing gear (17), and distributed to the faulty rotor system by the face gear (43), realizing the single motor failure redundancy mode, and cooperating with the second motor (44) to realize the dual motor failure redundancy mode.

5. The control method of the multi-mode power system of the amphibious vehicle according to claim 2, characterized in that: The land / water charging mode includes the following four gears: In the charging mode, the lock (11) is disengaged, the fifth clutch (26) and the sixth clutch (28) are engaged, the first gear (301) and the second gear (302) are separated from the fifth meshing gear (27) and the fourth meshing gear (25) respectively, and the power output by the turboshaft engine (1) is transmitted to the sun gear (13) through the gearbox (3) and the first clutch (4). The sun gear (13) transmits the excess power to the sixth clutch (28) through the planetary gear, the ring gear (6), the external gear set (5), the fourth meshing gear (25), the fifth clutch (26), and the fifth meshing gear (27) to drive the first motor (2) to charge the battery; the sun gear (13) transmits the power required to meet the driving needs of the vehicle to the planetary gear, and the planetary carrier (12) outputs the power to the second meshing gear (17); In the charging mode, the lock (11) is disengaged, the sixth clutch (28) is engaged, the fifth clutch (26) is disengaged, the first gear (301) and the second gear (302) are respectively separated from the fifth meshing gear (27) and the fourth meshing gear (25), and the power output by the turboshaft engine (1) is transmitted to the sun gear (13) through the gearbox (3) and the first clutch (4). The sun gear (13) transmits the excess power to the sixth clutch (28) through the planetary gear, the ring gear (6), the external gear set (5), and the fifth meshing gear (27) to drive the first motor (2) to charge the battery; the sun gear (13) transmits the power required to meet the driving needs of the vehicle to the planetary gear, and the planetary carrier (12) outputs the power to the second meshing gear (17); In the charging mode, the lock (11) is disengaged, the sixth clutch (28) is engaged, the fifth clutch (26) is disengaged, the first gear (301) is engaged with the fifth meshing gear (27), the second gear (302) is disengaged from the fourth meshing gear (25), the power output by the turboshaft engine (1) is transmitted to the fifth meshing gear (27) through the gearbox (3), and the fifth meshing gear (27) transmits the excess power to the first motor (2) through the sixth clutch (28) to charge the battery; the fifth meshing gear (27) transmits the power required for the vehicle to travel through the external gear set (5), the ring gear (6), and the planetary gear, and outputs it to the second meshing gear (17) through the planetary carrier (12); In the charging mode, the lock (11) is disengaged, the fifth clutch (26) and the sixth clutch (28) are engaged, the first gear (301) is disengaged from the fifth meshing gear (27), the second gear (302) is engaged with the fourth meshing gear (25), the power output by the turboshaft engine (1) is transmitted to the fourth meshing gear (25) through the gearbox (3), and the fourth meshing gear (25) transmits the excess power to the sixth clutch (28) through the fifth clutch (26) and the fifth meshing gear (27) to drive the first motor (2) to charge the battery; the fourth meshing gear (25) transmits the power required for the vehicle to travel through the external gear set (5), the ring gear (6), and the planetary gear, and outputs it to the second meshing gear (17) by the planetary carrier (12); When the VCU determines that the vehicle is traveling on land, the No. 2 clutch (9) and the No. 3 clutch (14) are disconnected, and the power is transmitted to the wheels (22) through the No. 2 meshing gear (17), thereby realizing the land charging mode 1, 2, 3, and 4 gears; when the VCU determines that the vehicle is traveling on water, the No. 3 clutch (14) and the No. 4 clutch (20) are disconnected, and the power is transmitted to the underwater propulsion propeller (8) through the No. 2 meshing gear (17), thereby realizing the water charging mode 1, 2, 3, and 4 gears.

6. The control method of the multi-mode power system of the amphibious vehicle according to claim 2, characterized in that: The land / water pure electric mode includes the following two gears: In the pure electric mode, the first gear is disengaged, the sixth clutch is engaged, the fifth clutch is disengaged, the first gear (301) and the second gear (302) are separated from the fifth meshing gear (27) and the fourth meshing gear (25), respectively. The power output by the first motor (2) is transmitted to the planetary gear through the sixth clutch (28), the fifth meshing gear (27), the external gear set (5), and the ring gear (6), and is output to the second meshing gear (17) by the planetary carrier (12); In the pure electric mode, the second gear is disengaged, the fifth clutch (26) and the sixth clutch (28) are engaged, the first gear (301) and the second gear (302) are separated from the fifth meshing gear (27) and the fourth meshing gear (25) respectively, and the power output by the first motor (2) is transmitted to the planetary gear through the sixth clutch (28), the fifth meshing gear (27), the fifth clutch (26), the fourth meshing gear (25), the external gear set (5), and the ring gear (6), and is output to the second meshing gear (17) by the planetary carrier (12); When the VCU determines that the vehicle is traveling on land, the No. 2 clutch (9) and the No. 3 clutch (14) are disconnected, and the power is transmitted to the wheels (22) through the No. 2 meshing gear (17), realizing the land pure electric mode 1 and 2 gears; when the VCU determines that the vehicle is traveling on water, the No. 3 clutch (14) and the No. 4 clutch (20) are disconnected, and the power is transmitted to the underwater propulsion propeller (8) through the No. 2 meshing gear (17), realizing the water pure electric mode 1 and 2 gears; when the VCU identifies that the rotor motor fails, the No. 2 clutch (9) and the No. 4 clutch (20) are disconnected, and the power is transmitted to the No. 1 universal joint (46) through the No. 2 meshing gear (17), and distributed to the faulty rotor system by the face gear (43), realizing the single motor failure redundancy mode, and cooperating with the second motor (44) to realize the dual motor failure redundancy mode; The pure electric mode in the air is specifically as follows: the turboshaft engine (1) and the second motor (2) are both inoperative, the battery directly provides power to the four rotor motors, and the rotation speed of the rotor motors is adjusted in real time to drive the vehicle to fly.

7. The control method of the multi-mode power system of an amphibious vehicle according to claim 2, characterized in that: The air extended range mode includes the following four gears: In the air range extension mode, the first gear is engaged, the second gear is engaged, the third gear is engaged, and the fourth gear is engaged. The locker is disengaged, the sixth gear is engaged, and the fifth gear is engaged. The first gear is engaged, and the second gear is engaged, and the fifth gear is engaged. The power output by the turboshaft engine is transmitted to the sun gear through the gearbox (3) and the first gear (4). The sun gear (13) transmits the power to the sixth gear through the planetary gear, the ring gear (6), the external gear set (5), the fourth gear (25), the fifth gear (26), and the fifth gear (27). The first motor (2) is driven to charge the battery. The battery provides power to the four rotor motors to drive the car to fly. In the air range extension mode, the first clutch (4) is engaged, the second clutch (9), the third clutch (14), the fourth clutch (20), and the fifth clutch (26) are disengaged, the lock (11) is disengaged, the sixth clutch (28) is engaged, the first gear (301) and the second gear (302) are separated from the fifth meshing gear (27) and the fourth meshing gear (25) respectively, and the power output by the turboshaft engine (1) is transmitted to the sun gear (13) through the gearbox (3) and the first clutch (4), and the sun gear (13) transmits the power to the sixth clutch (28) through the planetary gear, the ring gear (6), the external gear set (5), and the fifth meshing gear (27) to drive the first motor (2) to charge the battery, and the battery provides power to the four rotor motors to drive the car to fly; In the air range extension mode, the first clutch (4), the second clutch (9), the third clutch (14), the fourth clutch (20), and the fifth clutch (26) are disengaged, the lock (11) is disengaged, the sixth clutch (28) is engaged, the first gear (301) is engaged with the fifth meshing gear (27), the second gear (302) is disengaged with the fourth meshing gear (25), the power output by the turboshaft engine (1) is transmitted to the fifth meshing gear (27) through the gearbox (3), the fifth meshing gear (27) transmits the power through the sixth clutch (28) to drive the first motor (2) to charge the battery, and the battery provides electrical energy to the four rotor motors to drive the car to fly; In the air range extension mode, the first clutch (4), the second clutch (9), the third clutch (14), and the fourth clutch (20) are disengaged, the lock (11) is disengaged, the fifth clutch (26) and the sixth clutch (28) are engaged, the first gear (301) is disengaged from the fifth meshing gear (27), the second gear (302) is engaged with the fourth meshing gear (25), the power output by the turboshaft engine (1) is transmitted to the fourth meshing gear (25) through the gearbox (3), and the fourth meshing gear (25) transmits the power to the sixth clutch (28) through the fifth clutch (26) and the fifth meshing gear (27) to drive the first motor (2) to charge the battery, and the battery provides electrical energy to the four rotor motors to drive the car to fly.

8. The control method of the multi-mode power system of an amphibious vehicle according to claim 3, characterized in that: The single motor failure redundancy mode includes the following two driving modes: Single motor failure redundancy mode 1, the face gear (43) transmits power to the No. 1 rotor (29) through the No. 1 driven wheel (42), the No. 1 hollow shaft (33), the No. 4 bevel gear (32), the No. 3 bevel gear (30), and the No. 6 transmission shaft (52). The speed of the No. 1 rotor (29) is controllable, realizing single motor failure redundancy; Single motor failure redundancy mode 2, the battery provides electric energy to the second motor (44), the second motor (44) transmits the power to the No. 1 rotor (29) through the No. 8 bevel gear (45), the No. 7 bevel gear (41), the No. 2 transmission shaft (34), the No. 4 bevel gear (32), the No. 3 bevel gear (30), and the No. 6 transmission shaft (52), the No. 1 rotor (29) is controllable in speed, and single motor failure redundancy is achieved.

9. The control method of the multi-mode power system of an amphibious vehicle according to claim 3, characterized in that: The dual-motor failure redundancy mode is specifically as follows: the face gear (43) transmits power to the second rotor (35) through the second driven wheel (54), the second hollow shaft (39), the sixth bevel gear (38), the fifth bevel gear (36), and the sixth transmission shaft (50); at the same time, the battery provides electric energy for the second motor (44); the second motor (44) transmits power to the first rotor (29) through the eighth bevel gear (45), the seventh bevel gear (41), the third transmission shaft (34), the fourth bevel gear (32), the third bevel gear (30), and the seventh transmission shaft (52); at this time, the rotation speeds of the first rotor (29) and the second rotor (35) are still controllable, thereby realizing dual-motor failure redundancy.

10. The control method of the multi-mode power system of an amphibious vehicle according to claim 3, characterized in that: The forced landing mode is specifically as follows: when the number of failed rotor motors is greater than 2, in this case, in the hybrid drive mode, the face gear (43) distributes power to the failed rotor system, and at the same time, the battery provides electric energy to the second motor (44), and the second motor (44) distributes power to the failed rotor system via the eighth bevel gear (45). The power transmitted by the face gear (43) and the eighth bevel gear (45) is coupled via the rotor bevel gear, and the speed of the failed rotor is adjusted by adjusting the speed / torque of the turboshaft engine (1), the first motor (2), and the second motor (44) as well as the gear position of the hybrid drive mode, thereby completing a safe forced landing in the air.

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