Driving system, control method thereof and vehicle

Abstract

The invention belongs to the technical field of vehicles, and discloses a driving system, a control method thereof and a vehicle. The driving system comprises a first driving motor, a second driving motor, a PTO transmission system, a walking transmission system and a main joint assembly, the first driving shaft is in driving connection with the first driving motor, the second driving shaft is in driving connection with the second driving motor, and the second driving shaft and the first driving shaft are coaxially distributed; the PTO transmission system comprises a PTO joint piece and a PTO transmission assembly, and the first driving shaft is selectively connected with or disconnected from the PTO transmission assembly through the PTO joint piece; the walking transmission system comprises a walking joint assembly and a walking transmission assembly, and the second driving shaft is selectively connected with or disconnected from the walking transmission assembly through the walking joint assembly; the main joint assembly is connected with the first driving shaft and the second driving shaft so that the first driving shaft and the second driving shaft can be connected or disconnected. The first driving motor and the second driving motor are small in structural size, the needed arrangement space is small, and cost is low.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a drive system, a control method thereof, and a vehicle. Background Art

[0002] Traditional tractor engine flywheels are connected via a drive shaft through the hollow input shaft of the transmission to the PTO clutch, which then connects to a two-speed PTO gearbox. The PTO clutch controls PTO power output. Because the PTO input shaft is directly connected to the engine flywheel, PTO input power typically reaches over 85% of engine power. However, due to the connection between the PTO input shaft and the flywheel, PTO speed is coupled to engine speed. Changes in engine speed directly affect PTO output speed, making precise control impossible.

[0003] In some hybrid new energy tractors, the tractor's travel system is controlled by the drive motor, while the PTO drive is still controlled by the engine flywheel connected to the torsional vibration damper, drive shaft, PTO clutch, etc. This solution realizes the decoupling control of travel traction and PTO operation, but in order to meet the needs of large-load traction operations, the drive motor power of the travel system is selected and designed according to the maximum traction power. At the same time, the PTO speed drive control is still affected by the engine speed, and the engine speed fluctuation will still affect the PTO speed fluctuation, thereby affecting the quality of PTO precise operation. At the same time, in order to reduce energy consumption, the hybrid tractor engine is controlled to operate in the economic fuel consumption area. When the operating conditions require the PTO speed to change, the engine speed change will cause it to operate in the non-economic fuel consumption area, resulting in high fuel consumption. At the same time, the engine speed change is limited, and the PTO speed control range is limited.

[0004] In new energy tractors, for small-horsepower pure electric tractors, traveling is controlled by the traction motor, and PTO is controlled by a separate motor, realizing decoupling control of traction operation and PTO operation, which can meet the precise operation requirements of PTO. To meet the various working conditions of tractors, such as to meet the working conditions of large-load traction, the selection of traveling traction motor needs to be designed according to the maximum traction power requirement. At the same time, to meet the working conditions of PTO such as rotary tillage, power harrow and other heavy-load working conditions, the PTO design also needs to be designed according to the maximum power requirement under this type of working condition. This solution will cause the traction motor and PTO drive motor to be designed for full power, which on the one hand results in high cost. On the other hand, because both motors are designed for full power, the motor structure size is large, which has a great impact on the limited tractor space layout and cannot be better arranged. Summary of the Invention

[0005] An object of the present invention is to provide a drive system, a control method thereof, and a vehicle, wherein the first drive motor and the second drive motor have small structural dimensions, require small layout space, and have low cost.

[0006] To achieve the above object, the present application adopts the following technical solutions:

[0007] The driving system comprises:

[0008] a first driving motor and a first driving shaft connected with the first driving motor;

[0009] a second driving motor and a second driving shaft connected with the second driving motor, the second driving shaft being coaxially distributed with the first driving shaft;

[0010] a PTO transmission system comprising a PTO engaging member and a PTO transmission assembly, the first driving shaft being selectively engaged with or disconnected from the PTO transmission assembly through the PTO engaging member;

[0011] a traveling transmission system comprising a traveling engaging assembly and a traveling transmission assembly, the second driving shaft being selectively engaged with or disconnected from the traveling transmission assembly through the traveling engaging assembly;

[0012] a total engaging assembly connected with the first driving shaft and the second driving shaft to engage or disconnect the first driving shaft and the second driving shaft.

[0013] Preferably, the power of the first driving motor is A times the rated power of the agricultural machine, 0.5≤A<1; the power of the second driving motor is B times the rated power of the agricultural machine, 0.5≤B<1.

[0014] Preferably, 0.5≤A<0.75, 0.5≤B<0.75, and A and B are the same value.

[0015] Preferably, the traveling transmission system further comprises a traveling input gear, the traveling input gear being fixedly sleeved on the second driving shaft and located between the second driving motor and the total engaging assembly, the traveling input gear being selectively engaged with or disconnected from the traveling transmission assembly through the traveling engaging assembly.

[0016] Preferably, the number of the traveling input gears is two, the traveling transmission system further comprises two traveling output gears, the traveling transmission assembly comprises a first traveling output shaft, the two traveling output gears being rotatably sleeved on the first traveling output shaft, the traveling engaging assembly being arranged on the first traveling output shaft and located between the two traveling output gears, the traveling engaging assembly being capable of selectively engaging any one of the traveling output gears with the first traveling output shaft.

[0017] As preferred, the walking transmission assembly further comprises a second walking output shaft, an all-wheel drive input gear, an all-wheel drive output gear and an all-wheel drive clutch, the all-wheel drive input gear is fixedly sleeved on the first walking input shaft, the all-wheel drive output gear is connected with the second walking output shaft through the all-wheel drive clutch, and the all-wheel drive input gear is engaged with the all-wheel drive output gear.

[0018] As preferred, the driving system further comprises a power detection unit and a whole machine controller, the power detection unit is used for detecting the power of the first driving motor and the second driving motor, and the whole machine controller is used for controlling the engagement and disengagement of the total engagement assembly according to the detection result of the power detection unit.

[0019] The control method of the driving system is applied to the driving system as any one of the above solutions, and comprises:

[0020] During the operation of the first driving motor and / or the second driving motor, the power of the first driving motor and the second driving motor is detected in real time, and when the power of any one of the first driving motor and the second driving motor reaches the rated power and lasts for a first preset time, the total engagement assembly is controlled to engage the first driving shaft and the second driving shaft.

[0021] As preferred, after the total engagement assembly is controlled to engage the first driving shaft and the second driving shaft, the control method further comprises: within a preset time interval, when the power of any one of the first driving motor and the second driving motor reaches the rated power and lasts for a first preset time for a number of times greater than or equal to a first preset number of times, the total engagement assembly is controlled to maintain the engagement state.

[0022] As preferred, after the total engagement assembly is controlled to engage the first driving shaft and the second driving shaft, the control method further comprises: when the first driving motor and the second driving motor reach the rated power for a first preset time for a number of times less than or equal to a second preset number of times, and the power output by the first driving motor and the second driving motor together is less than or equal to C times of the rated power of the vehicle and lasts for a second preset time, the total engagement assembly is controlled to separate the first driving shaft and the second driving shaft; the second preset number of times is less than the first preset number of times, and C is less than 1.

[0023] The vehicle comprises the driving system as any one of the above solutions or adopts the control method of the driving system as any one of the above solutions.

[0024] The beneficial effects of the present application are as follows:

[0025] The driving system provided by the application can realize five working modes of the first driving motor driving the PTO transmission assembly alone, the first driving motor and the second driving motor driving the PTO transmission assembly together, the second driving motor driving the walking transmission assembly alone, the second driving motor and the first driving motor driving the walking transmission assembly together, and the second driving motor and the first driving motor driving the walking transmission assembly and the PTO transmission assembly together by controlling the total engagement assembly, the PTO engagement assembly and the walking engagement assembly. Therefore, the first driving motor and the second driving motor can be small-power motors smaller than the rated power of the vehicle, and when large-load operation is performed, the first driving motor and the second driving motor can jointly output to meet the working condition requirements of traction large-load operation and / or PTO large-load operation; when medium-load operation and the like are performed, the second driving motor and the first driving motor can separately drive the walking transmission system and the PTO transmission system respectively, so as to realize decoupled independent control of traction operation and PTO operation. The first driving motor and the second driving motor have small structural size, small required arrangement space and low cost. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1 is a principle schematic diagram of the driving system provided by the first embodiment of the application;

[0027] Figure 2 is a principle schematic diagram of the driving system provided by the second embodiment of the application;

[0028] Figure 3 is a principle schematic diagram of the driving system provided by the third embodiment of the application.

[0029] In the drawings:

[0030] 11, first driving motor; 111, first stator; 112, first rotor; 12, first driving shaft; 13, PTO input shaft; 14, PTO engagement assembly; 15, intermediate shaft; 16, PTO input gear; 17, PTO output gear; 18, PTO output shaft;

[0031] 21, second driving motor; 211, second stator; 212, second rotor; 22, second driving shaft; 231, first walking input gear; 232, second walking input gear; 241, first walking output gear; 242, second walking output gear; 25, walking engagement assembly; 26, first walking output shaft; 271, all-wheel drive input gear; 272, all-wheel drive output gear; 28, all-wheel drive clutch; 29, second walking output shaft;

[0032] 30, total engagement assembly; 31, engagement shift mechanism; 32, engagement sleeve;

[0033] 40, energy storage unit;

[0034] 50, engine;

[0035] 60. Generator; 61. Third stator; 62. Third rotor;

[0036] 70. Coupling. DETAILED DESCRIPTION

[0037] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0038] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0039] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0040] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0041] like Figures 1 to 3As shown, an embodiment of the present invention provides a drive system for a vehicle, the drive system comprising a first drive motor 11, a first drive shaft 12, a second drive motor 21, a second drive shaft 22, a PTO transmission system, a travel transmission system and a total joint assembly 30, wherein the first drive motor 11 comprises a first stator 111 and a first rotor 112, the first drive shaft 12 is connected to the first rotor 112, the second drive motor 21 comprises a second stator 211 and a second rotor 212, the second drive shaft 22 is connected to the second rotor 212, and the second drive shaft 22 is connected to the first drive shaft 1 2 coaxial distribution; the PTO transmission system includes a PTO coupling 14 and a PTO transmission assembly, and the first drive shaft 12 can be selectively engaged with or disconnected from the PTO transmission assembly through the PTO coupling 14. Optionally, the PTO coupling 14 is a clutch or a synchronizer; the travel transmission system includes a travel coupling assembly and a travel transmission assembly, and the second drive shaft 22 can be selectively engaged with or disconnected from the travel transmission assembly through the travel coupling assembly; the main coupling assembly 30 is connected to the first drive shaft 12 and the second drive shaft 22 to engage or disconnect the first drive shaft 12 and the second drive shaft 22.

[0042] When the total engagement assembly 30 disconnects the first drive shaft 12 and the second drive shaft 22, and the PTO engagement member 14 engages the first drive shaft 12 with the PTO transmission assembly, the first drive motor 11 drives the PTO transmission assembly independently; when the total engagement assembly 30 engages the first drive shaft 12 and the second drive shaft 22, and the PTO engagement member 14 engages the first drive shaft 12 with the PTO transmission assembly, the first drive motor 11 and the second drive motor 21 drive the PTO transmission assembly together; when the total engagement assembly 30 disconnects the first drive shaft 12 and the second drive shaft 22, and the travel engagement assembly engages the second drive shaft 22 with the travel transmission assembly, the second drive motor 11 and the second drive motor 21 drive the PTO transmission assembly together. The drive motor 21 independently drives the travel transmission assembly; when the total coupling assembly 30 couples the first drive shaft 12 and the second drive shaft 22, and the travel coupling assembly couples the second drive shaft 22 with the travel transmission assembly, the second drive motor 21 and the first drive motor 11 jointly drive the travel transmission assembly; when the total coupling assembly 30 couples the first drive shaft 12 and the second drive shaft 22, and the PTO coupling 14 couples the first drive shaft 12 with the PTO transmission assembly, and at the same time the travel coupling assembly couples the second drive shaft 22 with the travel transmission assembly, the second drive motor 21 and the first drive motor 11 jointly drive the travel transmission assembly and the PTO transmission assembly.

[0043] By controlling the main coupling assembly 30, the PTO coupling member 14, and the travel coupling assembly, five operating modes can be realized: the first drive motor 11 driving the PTO transmission assembly alone, the first drive motor 11 and the second drive motor 21 driving the PTO transmission assembly together, the second drive motor 21 driving the travel transmission assembly alone, the second drive motor 21 and the first drive motor 11 driving the travel transmission assembly together, and the second drive motor 21 and the first drive motor 11 driving the travel transmission assembly and the PTO transmission assembly together. Thus, the first drive motor 11 and the second drive motor 21 can be selected as low-power motors less than the rated power of the vehicle. When operating with a large load, the first drive motor 11 and the second drive motor 21 can jointly output to meet the requirements of traction of large loads and / or PTO large load operations. When operating with medium or lower loads, the second drive motor 21 and the first drive motor 11 can respectively drive the travel transmission system and the PTO transmission system, realizing decoupling and independent control of traction operations and PTO operations, meeting the requirements of precise PTO operation conditions. The first drive motor 11 and the second drive motor 21 have relatively small structural dimensions and are coaxially arranged via the first drive shaft 12 and the second drive shaft 22 , requiring relatively small arrangement space and having low costs.

[0044] In this embodiment, the power of the first drive motor 11 is A times the rated power of the vehicle, with 0.5 ≤ A < 1. The power of the second drive motor 21 is B times the rated power of the vehicle, with 0.5 ≤ B < 1. Furthermore, 0.5 ≤ A < 0.75, 0.5 ≤ B < 0.75, with A and B being the same value. Optionally, A and B are both 0.5, 0.6, 0.7, 0.72, or 0.74, etc. Preferably, A and B are both 0.6.

[0045] In this embodiment, the first drive motor 11 and the second drive motor 21 are both coaxially arranged with the first drive shaft 12, and the second drive shaft 22 is provided with an axially extending center hole, and the first drive shaft 12 is inserted into the center hole. The structural distribution is compact and reasonable, which can further reduce the overall size and reduce the required layout space. In other embodiments, the first drive shaft 12 and the second drive shaft 22 may not be arranged inside and outside, but may be coaxially spaced apart. For example, one end of the first drive shaft 12 is connected to one end of the second drive shaft 22 via the main coupling assembly 30, and the other end of the first drive shaft 12 is connected to the PTO transmission system.

[0046] Furthermore, the first drive motor 11 and the second drive motor 21 are arranged adjacent to each other along the axis of the first drive shaft 12, with the side of the first drive motor 11 away from the second drive motor 21 being the front, and the side of the second drive motor 21 away from the first drive motor 11 being the rear. At this time, the first drive motor 11 and the second drive motor 21 are arranged front to back, and the rear end of the first drive shaft 11 passes through the front end of the second drive shaft 22 and exits from the rear end of the second drive shaft 22.

[0047] In this embodiment, the overall engagement assembly 30 includes an engagement shift mechanism 31 and an engagement sleeve 32. The engagement shift mechanism 31 is disposed on one of the first drive shaft 12 and the second drive shaft 22, while the engagement sleeve 32 is disposed on the other of the first drive shaft 12 and the second drive shaft 22. The engagement shift mechanism 31 can engage or disengage with the engagement sleeve 32. When the engagement shift mechanism 31 and the engagement sleeve 32 are engaged, the first drive shaft 12 and the second drive shaft 22 are joined as one, thereby connecting the first rotor 112 and the second rotor 212 as one, enabling the first drive motor 11 and the second drive motor 21 to output a common output, meeting the power requirements of large-scale traction operations or large auxiliary equipment operations. When the engagement shift mechanism 31 and the engagement sleeve 32 are disengaged, the first drive shaft 12 and the second drive shaft 22 become independent of each other. Optionally, the engagement shift mechanism 31 is a synchronizer or a clutch.

[0048] In this embodiment, the travel transmission system also includes a travel input gear, which is fixedly mounted on the second drive shaft 22 and located between the second drive motor 21 and the overall coupling assembly 30. The travel input gear can be selectively engaged or disengaged with the travel transmission assembly via the travel coupling assembly 25. By placing the travel input gear between the second drive motor 21 and the overall coupling assembly 30, the compactness of the structure can be further improved. In other embodiments, the travel input gear can also be located between the first drive motor 11 and the second drive motor 21, and this embodiment is not limited thereto.

[0049] In this embodiment, the travel transmission system also includes a travel output gear. The travel transmission assembly includes a first travel output shaft 26. The travel output gear is rotatably mounted on the first travel output shaft 26. There are two travel input gears and two travel output gears, each meshing with a corresponding travel input gear 231 and a first travel output gear 241, and a second travel input gear 232 and a second travel output gear 242. The transmission ratio between the first travel input gear 231 and the first travel output gear 241 is different from the transmission ratio between the second travel input gear 232 and the second travel output gear 242. A travel coupling assembly 25 is disposed on the first travel output shaft 26 and located between the two travel output gears. The travel coupling assembly 25 can selectively engage either travel output gear with the first travel output shaft 26. In other embodiments, the number of travel input gears and travel output gears can be greater than two or one, depending on the requirements of the traction operation and is not limited to this embodiment.

[0050] In this embodiment, the travel transmission system also includes a second travel output shaft 29, an all-wheel drive input gear 271, an all-wheel drive output gear 272 and an all-wheel drive clutch 28. The all-wheel drive input gear 271 is fixedly mounted on the first travel output shaft 26, and the all-wheel drive output gear 272 is connected to the second travel output shaft 29 through the all-wheel drive clutch 28. The all-wheel drive input gear 271 is meshed with the all-wheel drive output gear 272. The first travel output shaft 26 is used to connect to the rear axle, and the second travel output shaft 29 is used to connect to the front axle. When the travel coupling assembly 25 engages the first travel output gear 241 with the first travel output shaft 26, the power of the second drive motor 21 is transmitted to the rear axle via the second drive shaft 22, the first travel input gear 231, the first travel output gear 241, and the first travel output shaft 26, achieving rear-wheel travel traction at the first speed ratio. When the travel coupling assembly 25 engages the second travel output gear 242 with the first travel output shaft 26, the power of the second drive motor 21 is transmitted to the rear axle via the second drive shaft 22, the second travel input gear 232, the second travel output gear 242, and the first travel output shaft 26, achieving rear-wheel travel traction at the second speed ratio. When the all-wheel drive clutch 28 engages the all-wheel drive output gear 272 with the second travel output shaft 29, the power of the first travel output shaft 26 is simultaneously transmitted to the front axle via the all-wheel drive input gear 271, the all-wheel drive output gear 272, the all-wheel drive clutch 28, and the second travel output shaft 29, achieving all-wheel drive traction. In other embodiments, the travel transmission system may also be a planetary structure, and is not limited to this embodiment.

[0051] Furthermore, the first speed ratio is greater than the second speed ratio. In this case, the first speed ratio is a large speed ratio and the second speed ratio is a small speed ratio. In other embodiments, the first speed ratio and the second speed ratio can be determined according to needs and are not limited to this embodiment.

[0052] In this embodiment, the travel engagement assembly 25 includes a travel shift mechanism, a first travel engagement sleeve, and a second travel engagement sleeve. The travel shift mechanism is disposed on the first travel output shaft 26, the first travel engagement sleeve is disposed on the first travel output gear 241, and the second travel engagement sleeve is disposed on the second travel output gear 242. The travel shift mechanism can engage or disengage with the first travel engagement sleeve and can also engage or disengage with the second travel engagement sleeve. Optionally, the travel shift mechanism is a synchronizer or a clutch.

[0053] In this embodiment, the PTO transmission system further includes a PTO input shaft 13 , which is connected to the first drive shaft 12 . The PTO input shaft 13 and the PTO transmission assembly are engaged or disconnected via a PTO engagement member 14 .

[0054] In some embodiments, reference Figure 1 and Figure 2The PTO input shaft 13, the PTO coupling member 14 and the PTO transmission component form a PTO assembly, and the PTO assembly is set as one.

[0055] In some embodiments, reference Figure 3 Two PTO assemblies are provided, one of which is located on the side of the second drive motor 21 facing away from the first drive motor 11, and the other is located on the side of the first drive motor 11 facing away from the second drive motor 21. The two PTO assemblies can be the rear PTO assembly and the front PTO assembly, respectively, to achieve power output from the rear PTO assembly and the front PTO assembly, while meeting the power requirements of the rear-mounted auxiliary tools and the front-mounted auxiliary tools. By controlling the two PTO couplings 14, three PTO power output modes can be achieved: independent output from the two PTO transmission assemblies and joint output from the two PTO transmission assemblies, to meet the operating requirements of different auxiliary tools and provide greater adaptability to working conditions.

[0056] The PTO transmission assembly includes an intermediate shaft 15, a PTO input gear 16, a PTO output gear 17, and a PTO output shaft 18. The intermediate shaft 15 engages or disengages with the PTO input shaft 13 via a PTO coupling 14. The PTO input gear 16 is fixedly mounted on the intermediate shaft 15, and the PTO output gear 17 is fixedly mounted on the PTO output shaft 18, meshing with the PTO input gear 16 and the PTO output gear 17. When the PTO coupling 14 engages the PTO input shaft 13 with the intermediate shaft 15, power from the first drive motor 11 is transmitted sequentially through the first drive shaft 12, the PTO input shaft 13, the PTO coupling 14, the intermediate shaft 15, the PTO input gear 16, and the PTO output gear 17 to the PTO output shaft 18, thereby driving the PTO operation. By adjusting the speed and torque of the first drive motor 11, the PTO speed and output power can be continuously adjusted.

[0057] In some embodiments, reference Figure 2 and Figure 3 The drive system also includes an energy storage unit 40, which is electrically connected to the first drive motor 11 and the second drive motor 21. The energy storage unit 40 is used to power the first drive motor 11 and the second drive motor 21. Optionally, the energy storage unit 40 is a power battery. At this time, the drive system is a pure electric drive system. The energy of the energy storage unit 40 is distributed to the first drive motor controller (abbreviated as: MCU1) and / or the second drive motor controller (abbreviated as: MCU2) via the power distribution unit (abbreviated as: PDU), thereby controlling the rotation of the first rotor 112 of the first drive motor 11 and / or the rotation of the second rotor 212 of the second drive motor 21.

[0058] In some embodiments, reference Figure 1The drive system also includes an engine 50, a generator 60, and an energy storage unit 40. The generator 60 is coaxially arranged with the first drive motor 11 and the second drive motor 21. The generator 60 includes a third stator 61 and a third rotor 62. The engine 50 is connected to the third rotor 62 via a coupling 70. The generator 60 is electrically connected to the energy storage unit 40, the first drive motor 11, and the second drive motor 21. This means that the generator 60 can directly drive the first drive motor 11 and the second drive motor 21 and can also store energy in the energy storage unit 40. In this case, the drive system is a hybrid drive system. The engine 50 can drive the third rotor 62 of the generator 60 via the coupling 70. The generator control unit (GCU) controls the generation of power, partially storing it in the energy storage unit 40, and the remaining power is distributed to the MCU1 and / or MCU2 via the power distribution unit (PDU), thereby controlling the rotation of the first rotor 112 of the first drive motor 11 and / or the second rotor 212 of the second drive motor 21.

[0059] The drive system of this embodiment also includes a power detection unit and a whole-machine controller. The power detection unit is used to detect the power of the first and second drive motors, and the whole-machine controller is used to control the engagement and disengagement of the main coupling assembly based on the detection results of the power detection unit. The whole-machine controller controls the main coupling assembly 30, the PTO coupling 14, the travel coupling assembly, the GCU, the PDU, the energy storage unit 40, the MCU1, and the MCU2, thereby realizing various operating modes.

[0060] An embodiment of the present invention also provides a control method for a drive system, wherein the power of the first drive motor 11 and / or the second drive motor 21 is detected in real time during operation. When the power of either the first drive motor 11 or the second drive motor 21 reaches the rated power and lasts for a first preset time, the main coupling assembly 30 is controlled to couple the first drive shaft 12 and the second drive shaft 22.

[0061] Specifically, when the vehicle simultaneously has a PTO output demand and a traction operation demand, the PTO coupling member 14 is controlled to engage the first drive shaft 12 with the PTO transmission assembly, and the travel coupling assembly 25 is controlled to engage the second drive shaft 22 with the travel transmission assembly. At this time, the first drive motor 11 independently drives the PTO transmission assembly, and the second drive motor 21 independently drives the travel transmission assembly, thereby achieving decoupling control of the travel traction operation and the PTO operation. The power of the first drive motor 11 is A times the rated power of the vehicle (0.5≤A<1), and the power of the second drive motor 21 is B times the rated power of the vehicle (0.5≤B<1). Therefore, when the traction load and the PTO load are both medium or below, the first drive motor 11 can independently drive the PTO transmission assembly, and the second drive motor 21 can independently drive the travel transmission assembly.

[0062] When encountering impact load or continuous heavy load, the power of the first drive motor 11 and the second drive motor 21 alone may not be able to meet the requirements of continuous heavy load operation. Therefore, it is necessary to detect the power of the first drive motor 11 and the second drive motor 21 in real time. When it is detected that the power of any drive motor reaches the rated power and lasts for a first preset time, it is determined that the working condition at this time is continuous heavy load operation. At this time, the whole machine controller uses the speed of the larger power drive motor as the target value and adjusts the speed of the other drive motor to reach or approach the speed of the larger power drive motor. When the speed difference is less than the set value (for example, 100 rpm), the control main coupling component 30 connects the first drive shaft 12 and the second drive shaft 22. The power of the first drive motor 11 and the second drive motor 21 is jointly output to the PTO transmission system and the travel transmission system. The PTO transmission system and the travel transmission system automatically distribute power according to their load conditions. At this time, the output power of the first drive motor 11 and the second drive motor 21 is greater than or equal to the rated power of the agricultural machinery, thereby meeting the power requirements of the impact load condition and the continuous heavy load condition.

[0063] When the vehicle only requires PTO output, the PTO coupling member 14 is controlled to engage the first drive shaft 12 with the PTO transmission assembly. At this time, the first drive motor 11 independently drives the PTO transmission assembly, and the second drive motor 21 does not output power to the travel transmission assembly. The power of the first drive motor 11 is detected in real time. When the power of the first drive motor 11 reaches the rated power and lasts for a first predetermined time, the main coupling assembly 30 is controlled to engage the first drive shaft 12 with the second drive shaft 22. At this time, the first drive motor 11 and the second drive motor 21 jointly drive the PTO transmission assembly.

[0064] When the vehicle requires only towing, the travel coupling assembly 25 is controlled to couple the second drive shaft 22 with the travel transmission assembly. At this point, the second drive motor 21 independently drives the travel transmission assembly, and the first drive motor 11 does not output power to the PTO transmission assembly. The power of the second drive motor 21 is monitored in real time. When the power of the second drive motor 21 reaches the rated power and remains at this level for a first predetermined time, the master coupling assembly 30 is controlled to couple the first drive shaft 12 with the second drive shaft 22. At this point, the travel transmission assembly is jointly driven by the first and second drive motors 11 and 21.

[0065] In this embodiment, the first preset time is 1 minute, but it is not limited thereto and is determined according to actual needs.

[0066] Furthermore, after controlling the main engagement component 30 to engage the first drive shaft 12 with the second drive shaft 22, the control method also includes: within a preset time interval, when the power of any one of the first drive motor 11 and the second drive motor 21 reaches the rated power and the number of times it occurs for a first preset time is greater than or equal to the first preset number of times, it is determined that the operating condition is a continuous high-load operation, and the main engagement component 30 is controlled to maintain the engagement state, thereby ensuring the power requirement under the continuous high-load condition.

[0067] In this embodiment, the preset time interval is 30 minutes, but it is not limited thereto and is determined according to actual needs.

[0068] Furthermore, after controlling the overall engagement component 30 to engage the first drive shaft 12 with the second drive shaft 22, the control method also includes: when the number of times that one of the first drive motor 11 and the second drive motor 21 reaches the rated power for a first preset time within a preset time interval is less than or equal to a second preset number of times, and the power output jointly by the first drive motor 11 and the second drive motor 21 is less than or equal to C times the rated power of the vehicle and the duration exceeds the second preset time, then controlling the overall engagement component 30 to separate the first drive shaft 12 from the second drive shaft 22, at which time the first drive motor 11 independently drives the PTO transmission system and the second drive motor 21 independently drives the travel transmission system.

[0069] The second preset number of times is smaller than the first preset number of times. In this embodiment, the first preset number of times is 2 times, and the second preset number of times is 1 time, but it is not limited thereto and is determined according to actual needs.

[0070] C is less than 1. In this embodiment, C is 0.6, but it is not limited thereto and is determined according to actual needs.

[0071] In this embodiment, the second preset time is 2 minutes, but is not limited thereto and is determined according to actual needs.

[0072] An embodiment of the present invention further provides a vehicle comprising the above drive system, or employing the control method of the above drive system. Optionally, the vehicle is an agricultural vehicle, a sanitation vehicle, or an engineering vehicle.

[0073] Preferably, the agricultural vehicle is a tractor, etc. The following takes a tractor as an example to illustrate the operating conditions of the tractor:

[0074] When the tractor is used for plowing, transporting, or other pulling operations, the auxiliary implements do not require PTO power output. At this time, the tractor controller controls the shift mechanism 31 to engage the clutch sleeve 32, integrally connecting the second drive shaft 22 with the first drive shaft 12, and further integrally connecting the first rotor 112 with the second rotor 212. This allows for the combined output of the first drive motor 11 and the second drive motor 21. Simultaneously, the tractor controller controls the PTO coupling 14 to be disengaged, resulting in no PTO power output.

[0075] In special operating conditions such as emergency drainage and rescue operations, or when an emergency power source is required, the tractor's PTO can be used as a power source, with an external water pump connected to achieve emergency drainage; or an external hydraulic pump or mechanical device can be connected to achieve emergency power output. In this situation, the tractor does not need to be driven or pulled; it is simply parked and the PTO is used as an external power source. The machine controller controls the engagement shift mechanism 31 to engage the engagement sleeve 32, integrally connecting the second drive shaft 22 to the first drive shaft 12, and further integrating the first rotor 112 with the second rotor 2112. Simultaneously, the machine controller controls the PTO engagement member 14 to engage and the travel engagement assembly to an intermediate position. The combined power of the first and second drive motors 11 and 21 is output via the PTO input shaft 13, PTO engagement member 14, intermediate shaft 15, PTO input gear 16, PTO output gear 17, and PTO output shaft 18, achieving power output from the emergency power source. Furthermore, by controlling the first and second drive motors 11 and 21, the PTO external emergency power source can achieve stepless speed and power regulation.

[0076] When the tractor requires both PTO output and traction, the first drive motor 11 independently drives the PTO transmission system, while the second drive motor 21 independently drives the travel transmission system. At this point, the tractor controller disengages the master coupling assembly 30. When encountering impact loads or sustained heavy loads, the power of the first and second drive motors 11, 21 alone may not be sufficient for sustained heavy load operations. The tractor controller then engages the first drive shaft 12 and the second drive shaft 22, coupling the power of the first and second drive motors 11, 21 to both the PTO transmission system and the travel transmission system.

[0077] During medium traction operations, the second drive motor 21 drives the travel transmission system; during large-load traction operations, the first drive motor 11 and the second drive motor 21 jointly drive the travel transmission system; during medium PTO output operations, the first drive motor 11 drives the PTO transmission system; during large-load PTO output operations, the second drive motor 21 and the first drive motor 11 jointly drive the PTO transmission system.

[0078] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A drive system, characterized in that include: A first drive motor (11) and a first drive shaft (12) connected to the first drive motor (11); a second drive motor (21) and a second drive shaft (22) connected to the second drive motor (21), wherein the second drive shaft (22) is coaxially distributed with the first drive shaft (12); A PTO transmission system includes a PTO coupling (14) and a PTO transmission assembly, wherein the first drive shaft (12) can be selectively engaged with or disengaged from the PTO transmission assembly via the PTO coupling (14); A travel transmission system comprises a travel engagement assembly (25) and a travel transmission assembly, wherein the second drive shaft (22) can be selectively engaged with or disconnected from the travel transmission assembly via the travel engagement assembly (25); A total engagement assembly (30) is connected to the first drive shaft (12) and the second drive shaft (22) to engage or disconnect the first drive shaft (12) and the second drive shaft (22).

2. The drive system according to claim 1, characterized in that The power of the first drive motor (11) is A times the rated power of the vehicle, 0.5≤A<1; the power of the second drive motor (21) is B times the rated power of the vehicle, 0.5≤B<1.

3. The drive system according to claim 2, characterized in that: 0.5≤A<0.75, 0.5≤B<0.75, A and B are the same value.

4. The drive system according to any one of claims 1 to 3, characterized in that: The travel transmission system further comprises a travel input gear, which is fixedly sleeved on the second drive shaft (22) and located between the second drive motor (21) and the total engagement assembly (30). The travel input gear can be selectively engaged with or disconnected from the travel transmission assembly via the travel engagement assembly (25).

5. The drive system according to claim 4, characterized in that: The number of the travel input gears is two, the travel transmission system further includes two travel output gears, the travel transmission assembly includes a first travel output shaft (26), the two travel output gears are rotatably sleeved on the first travel output shaft (26), the travel coupling assembly (25) is arranged on the first travel output shaft (26) and is located between the two travel output gears, and the travel coupling assembly (25) can selectively couple any one of the travel output gears with the first travel output shaft (26).

6. The drive system according to claim 5, characterized in that: The travel transmission assembly further comprises a second travel output shaft (29), an all-wheel drive input gear (271), an all-wheel drive output gear (272) and an all-wheel drive clutch (28); the all-wheel drive input gear (271) is fixedly sleeved on the first travel input shaft; the all-wheel drive output gear (272) is connected to the second travel output shaft (29) via the all-wheel drive clutch (28); and the all-wheel drive input gear (271) is meshed with the all-wheel drive output gear (272).

7. The drive system according to any one of claims 1 to 3, characterized in that: The drive system further comprises a power detection unit and a whole machine controller, wherein the power detection unit is used to detect the power of the first drive motor (11) and the second drive motor (21), and the whole machine controller is used to control the engagement and disconnection of the total engagement assembly (30) according to the detection result of the power detection unit.

8. A control method for a drive system, characterized in that: The drive system according to any one of claims 1 to 7 comprises: During operation, the first drive motor (11) and / or the second drive motor (21) detect the power of the first drive motor (11) and the second drive motor (21) in real time. When the power of any one of the first drive motor (11) and the second drive motor (21) reaches the rated power and lasts for a first preset time, the main coupling component (30) is controlled to couple the first drive shaft (12) and the second drive shaft (22).

9. The control method of the driving system according to claim 8, characterized in that: After controlling the overall engagement assembly (30) to engage the first drive shaft (12) with the second drive shaft (22), the control method further comprises: Within a preset time interval, when the power of any one of the first drive motor (11) and the second drive motor (21) reaches the rated power and the number of times this occurs for a first preset time is greater than or equal to the first preset number, the main engagement component (30) is controlled to maintain the engagement state.

10. The control method of the driving system according to claim 9, characterized in that: After controlling the overall engagement assembly (30) to engage the first drive shaft (12) with the second drive shaft (22), the control method further comprises: When the number of times that one of the first drive motor (11) and the second drive motor (21) reaches the rated power for a first preset time within the preset time interval is less than or equal to a second preset number of times, and the power outputted by the first drive motor (11) and the second drive motor (21) is less than or equal to C times the rated power of the vehicle and the duration exceeds the second preset time, the main coupling assembly (30) is controlled to separate the first drive shaft (12) from the second drive shaft (22); The second preset number is less than the first preset number, and C is less than 1.

11. A vehicle, characterized in that It comprises the drive system according to any one of claims 1 to 7, or adopts the control method of the drive system according to any one of claims 8 to 10.

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