Vehicle steering drive system, control method, and vehicle

Abstract

The application discloses a vehicle steering driving system, a control method and a vehicle in the technical field of vehicle control. According to the embodiment of the application, by independently configuring a wheel speed detection device and a brake device on each target wheel, the controller can accurately determine the idling state of each target wheel according to the wheel speed of each target wheel, and only the brake resistance is applied to the idling wheel, so as to avoid the power loss of the non-idling wheel, realize the accurate identification and targeted braking of the idling wheel, and create conditions for torque redistribution through braking resistance. Through the power distribution device, the torque transfer amount corresponding to the brake resistance is accurately distributed to the non-idling wheel, the traction of the non-idling wheel is improved, which is beneficial to improve the escape ability of the vehicle in complex road conditions, and further improve the work efficiency and driving safety.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and in particular relates to a vehicle steering drive system, control method and vehicle. Background Technology

[0002] When a vehicle is traveling on muddy, slippery, and uneven roads, the drive wheels are prone to spinning due to insufficient traction.

[0003] However, traditional vehicle steering drive systems are not adaptable to complex working conditions. When a wheel spins freely, the wheels on the same side brake simultaneously, causing a loss of power to the non-spinning wheels on the same side. This results in insufficient effective traction output, making it difficult for the vehicle to get out of trouble after slipping, which seriously affects the operational efficiency and driving safety of mining area transportation. Summary of the Invention

[0004] This application provides a vehicle steering drive system, control method, and vehicle, which achieves accurate identification and targeted braking of spinning wheels, and improves the vehicle's ability to get out of trouble in complex road conditions through power redistribution.

[0005] In a first aspect, embodiments of this application provide a vehicle steering drive system, including:

[0006] Wheel speed detection devices are installed on each target wheel of the vehicle to detect the rotational speed of each target wheel, which includes at least the vehicle's drive wheels;

[0007] Braking devices are installed on each target wheel;

[0008] The controller is connected to the wheel speed detection device and the braking device respectively. It is used to determine whether each target wheel is spinning freely based on the rotation speed of each target wheel. If it is determined that at least one target wheel is spinning freely, the controller controls the braking device corresponding to the spinning wheel to apply braking resistance to the spinning wheel.

[0009] A power distribution device is used to distribute the torque transfer amount corresponding to the braking resistance to the wheels that are not spinning.

[0010] In some embodiments, the braking device includes a control valve and a braking actuator, wherein the control valve and the braking actuator are connected in a one-to-one correspondence, and the braking actuators are respectively disposed on each target wheel;

[0011] The control valve is electrically connected to the controller. The control valve is used to change the downstream pressure by adjusting the valve opening according to the control signal from the controller, so as to control the braking resistance applied to the target wheel by the corresponding braking actuator.

[0012] Secondly, embodiments of this application also provide a control method for a vehicle steering drive system, including:

[0013] The rotational speed of each target wheel is obtained. The target wheels include at least the drive wheels of the vehicle. Each target wheel is equipped with a wheel speed detection device and a braking device.

[0014] Based on the rotational speed of each target wheel, determine whether each target wheel is spinning freely;

[0015] If it is determined that at least one target wheel is spinning freely, the braking device corresponding to the spinning wheel is controlled to apply braking resistance to the spinning wheel.

[0016] The torque transfer amount corresponding to the braking resistance is distributed to the wheels that are not spinning by the power distribution device.

[0017] In some embodiments, the torque transfer amount corresponding to the braking resistance is distributed to the wheels that are not spinning via a power distribution device, including:

[0018] Based on the wheel idling condition, the torque transfer amount is distributed to the corresponding non-idling wheels through the power distribution device.

[0019] In some embodiments, the power distribution device includes an inter-wheel power distribution mechanism, wherein, according to the wheel idling condition, the power distribution device is controlled to distribute torque transfer to the corresponding non-idling wheels, including:

[0020] When only one target wheel on any drive axle of the vehicle is spinning freely, the torque transfer amount is distributed to the non-spinning wheel on the other side of the drive axle through the wheel-to-wheel power distribution mechanism of that drive axle.

[0021] In some embodiments, when only one target wheel on any drive axle of the vehicle is spinning freely, after the torque transfer amount is distributed to the non-spinning wheel on the other side of the drive axle via the inter-wheel power distribution mechanism of the drive axle, the control method further includes:

[0022] Real-time detection of the first slip ratio of the spinning wheel;

[0023] When the first slip ratio meets the braking disengagement condition, the braking device corresponding to the idling wheel is controlled to linearly reduce the braking resistance until the braking is completely disengaged.

[0024] The braking exit conditions include: a first slip ratio less than or equal to a first set threshold, and a duration greater than or equal to a first time threshold.

[0025] In some embodiments, the power distribution device includes an inter-axle power distribution mechanism, which controls the power distribution device to distribute torque transfer to the corresponding non-spinning wheels according to wheel idling conditions, including:

[0026] When the target wheels on both sides of either drive axle of the vehicle are spinning freely, the torque transfer amount is transferred from the spinning drive axle to the first drive axle through the inter-axle power distribution mechanism, and the torque transfer amount is distributed to the non-spinning wheels of the first drive axle by the inter-wheel power distribution mechanism of the first drive axle.

[0027] The first drive axle includes all drive axles in the vehicle except for the idle drive axle, and the first drive axle includes at least one wheel that is not idle.

[0028] In some embodiments, when the target wheels on both sides of either drive axle of the vehicle are spinning freely, the torque transfer amount is transferred from the spinning drive axle to the first drive axle by the inter-axle power distribution mechanism, and the torque transfer amount is distributed to the non-spinning wheels of the first drive axle by the inter-wheel power distribution mechanism of the first drive axle, the control method further includes:

[0029] Real-time detection of the first slip ratio of the spinning wheel;

[0030] According to the order in which the first slip ratio of each idling wheel meets the braking exit condition, the corresponding braking device is controlled to linearly reduce the braking resistance until the braking is completely exited.

[0031] After all the braking devices corresponding to the spinning wheels have been disengaged, the inter-axle power distribution mechanism is reset, restoring the normal torque distribution of each drive axle.

[0032] The braking exit conditions include: a first slip ratio less than or equal to a first set threshold, and a duration greater than or equal to a first time threshold.

[0033] In some embodiments, determining whether each target wheel is spinning freely based on its rotational speed includes:

[0034] Calculate the second slip ratio of each target wheel based on its rotational speed;

[0035] The target wheel with a second slip ratio greater than the second set threshold is identified as spinning freely.

[0036] In some embodiments, before determining that idling has occurred, the method further includes:

[0037] Calculate the difference between the wheel speed of each target wheel and the minimum wheel speed among all target wheels to obtain the wheel speed difference of each target wheel;

[0038] The target wheel is identified as having a second slip ratio greater than a second set threshold and a wheel speed difference greater than a third set threshold, and is found to be spinning freely.

[0039] In some embodiments, controlling the braking device corresponding to the spinning wheel to apply braking resistance to the spinning wheel includes:

[0040] The initial braking resistance is determined based on the third slip ratio of the spinning wheel and the preset relationship between slip ratio and braking resistance.

[0041] Based on the vehicle's operating parameters and current road conditions, the initial braking resistance is corrected to obtain the corrected braking resistance.

[0042] When the corrected braking resistance is within the first preset range, the braking device corresponding to the spinning wheel is controlled to apply corrected braking resistance to the spinning wheel.

[0043] If the corrected braking resistance exceeds the first preset range, the corrected braking resistance is adjusted to the first preset range, and the braking device corresponding to the spinning wheel is controlled to apply the adjusted braking resistance to the spinning wheel.

[0044] In some embodiments, during the process of the braking device corresponding to the spinning wheel applying braking resistance to the spinning wheel, the control method further includes:

[0045] Real-time detection of the fourth slip ratio of idling wheels, the traction force of non-idling wheels, and the wear of the braking device;

[0046] When the fourth slip ratio of the spinning wheel exceeds the second preset range, the braking device corresponding to the spinning wheel is controlled to linearly adjust the braking resistance so that the fourth slip ratio of the spinning wheel is within the second preset range.

[0047] When the wheel that is not spinning does not generate effective traction, the braking device corresponding to the wheel that is spinning linearly increases the braking resistance. The increased braking resistance is less than the maximum limit of braking resistance and less than the lock-up braking resistance of the wheel that is spinning.

[0048] When the wear of the braking device exceeds the fourth set threshold, the braking resistance is compensated and corrected, and the braking device corresponding to the idling wheel is controlled to apply the compensated and corrected braking resistance to the idling wheel.

[0049] In some embodiments, before acquiring the rotational speed of each target wheel, the control method further includes:

[0050] Check the working status of each wheel speed detection device;

[0051] If any wheel speed detection device is found to be malfunctioning, an alarm will be triggered, and the speed signal collected by the malfunctioning wheel speed detection device will be filtered out.

[0052] Thirdly, embodiments of this application also provide a vehicle, including: any of the above-described vehicle steering drive systems and wheels.

[0053] The vehicle steering drive system, control method, and vehicle provided in this application embodiment, by independently configuring wheel speed detection devices and braking devices on each target wheel, allow the controller to accurately determine the idling state of each target wheel based on its wheel speed. Braking resistance is applied only to the idling wheels, avoiding power loss to the non-idling wheels. This achieves accurate identification and targeted braking of idling wheels. Simultaneously, the braking creates conditions for torque redistribution, and the power distribution device accurately distributes the torque transfer amount corresponding to the braking resistance to the non-idling wheels, improving the traction of the non-idling wheels. This enhances the vehicle's ability to escape from difficult road conditions, thereby improving operational efficiency and driving safety. Attached Figure Description

[0054] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0055] Figure 1 This is a schematic diagram of the structure of a vehicle steering drive system provided in one embodiment of this application;

[0056] Figure 2 This is a schematic diagram of the braking device provided in one embodiment of this application;

[0057] Figure 3 This is a flowchart illustrating a control method for a vehicle steering drive system according to an embodiment of this application;

[0058] Figure 4 yes Figure 3 A detailed flowchart of S120 in the control method of the vehicle steering drive system is shown.

[0059] Figure 5 yes Figure 3 A detailed flowchart of S130 in the control method of the vehicle steering drive system is shown.

[0060] Figure 6 This is a flowchart illustrating a control method for a vehicle steering drive system according to another embodiment of this application. Detailed Implementation

[0061] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0062] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0063] In related technologies, the main structure of a traditional mining truck steering drive system includes a drive axle, a traditional differential, a same-side wheel linkage control module, and a single brake switch. The drive axle connects the two drive wheels, and power distribution is achieved through the traditional differential. The system only has a unified control module for the same-side wheels and lacks independent single-wheel speed detection components. The braking system uses a same-side integrated braking mode, with a single control switch controlling the braking state of the two drive wheels on the same side. Its working principle is as follows: engine power is transmitted to the traditional differential via the drive axle, and the differential distributes power to the two drive wheels on both sides to enable vehicle movement. When slippage occurs during vehicle movement, the driver applies braking force to both drive wheels on the same side simultaneously by operating the brake switch to attempt to alleviate the slippage.

[0064] Traditional mining truck steering drive systems have significant drawbacks when used in complex road conditions (such as muddy, slippery, or uneven terrain), as detailed below:

[0065] Single-wheel status detection is missing: The wheel speed is indirectly determined by the overall vehicle's running posture, which cannot accurately identify the slippage or spinning state of a single drive wheel, resulting in delayed and inaccurate slippage detection.

[0066] Insufficient braking control precision: The same-side wheel integral braking mode is adopted. When the mine car is traveling in a muddy area and there is a situation where one wheel on both sides is slipping and spinning at the same time, braking the spinning wheel and the non-spinning wheel on the same side at the same time can easily cause power loss and insufficient traction of the non-spinning wheel, making it more difficult for the vehicle to get out of trouble and further reducing the vehicle's passability. There are spinning wheels on both sides of the mine car. That is, braking all four wheels on both sides of the drive axle at the same time results in poor vehicle driving stability, serious power waste, and even the risk of loss of vehicle control.

[0067] To address the aforementioned technical problems, this application provides a vehicle steering drive system, control method, and vehicle. By independently configuring a wheel speed detection device and a braking device on each target wheel, the controller can accurately determine the spinning state of each target wheel based on its wheel speed. Braking resistance is applied only to the spinning wheels, avoiding power loss on the non-spinning wheels. This achieves accurate identification and targeted braking of spinning wheels. Simultaneously, the braking resistance creates conditions for torque redistribution. The power distribution device accurately distributes the torque transfer amount corresponding to the braking resistance to the non-spinning wheels, improving the traction of the non-spinning wheels. This enhances the vehicle's ability to get out of trouble in complex road conditions, thereby improving operational efficiency and driving safety.

[0068] The vehicle steering drive system provided in the embodiments of this application will be described first below.

[0069] Figure 1 A schematic diagram of the structure of a vehicle steering drive system according to an embodiment of this application is shown. Figure 1 As shown, the vehicle steering drive system 20 may include: a wheel speed detection device 21, a braking device 22, a controller 23, and a power distribution device 24. The wheel speed detection device 21 is respectively installed on each target wheel 10 of the vehicle and is used to detect the rotational speed of each target wheel 10. Each target wheel 10 includes at least the vehicle's drive wheels. The braking device 22 is respectively installed on each target wheel 10 and can individually control braking at the corresponding target wheel 10. The controller 23 is connected to both the wheel speed detection device 21 and the braking device 22, and is used to determine whether each target wheel 10 is spinning freely based on its rotational speed; if at least one target wheel 10 is determined to be spinning freely, the controller controls the braking device 22 corresponding to the spinning wheel to apply braking resistance to the spinning wheel. The power distribution device 24 is used to distribute the torque transfer amount corresponding to the braking resistance to the wheels that are not spinning freely.

[0070] The wheel speed detection device 21 may include any device capable of acquiring wheel rotation speed that is known to those skilled in the art, such as a wheel speed sensor, which is not limited herein. The wheel speed detection device 21 may be fixedly connected to the hub of the target wheel 10, and is used to acquire the rotation speed signal of the corresponding target wheel 10 in real time and transmit the wheel speed signal to the controller 23.

[0071] As an example, the wheel speed detection device 21 may include a Hall effect wheel speed sensor. The housing of the wheel speed sensor is made of 304 stainless steel, and the probe is made of ceramic. It is fixed to the inside of the wheel hub of the target wheel and welded to the vehicle frame via an L-shaped Q235 steel bracket. The gap between the wheel speed sensor and the signal gear ring is approximately 0.5mm to 1.0mm, and the wiring harness is protected by a corrugated pipe.

[0072] For example, such as Figure 1 As shown, taking a mining car as an example, the mining car includes a front axle, a middle axle, and a rear axle, with two wheels on each side of each axle; the middle axle and the rear axle are drive axles, and the wheels on their sides are drive wheels; the front axle can be just a steering axle, and the two wheels on its sides are steering wheels. Figure 1 The diagram shows that wheel speed detection devices 21 and braking devices 22 are installed on all wheels of the mine car, meaning the target wheels 10 include both the drive wheels and steering wheels of the mine car. If wheel speed detection devices 21 and braking devices 22 are only installed on the drive wheels on both sides of the middle and rear axles, then the target wheels include only the drive wheels of the mine car.

[0073] In other embodiments, the front axle may also be a steering drive axle, with the wheels on both sides serving as both steering wheels and drive wheels.

[0074] Multiple braking devices 22 operate independently of each other and are controlled by the controller 23 to precisely brake their corresponding target wheels 10. The braking actuator of each braking device 22 can be mounted on the hub of each target wheel 10.

[0075] The controller 23 can be any type of controller known to those skilled in the art, such as an Electronic Control Unit (ECU), and is not limited thereto. The controller 23 can establish communication connections with all wheel speed detection devices 21 and braking devices 22 via a CAN bus. It has built-in idle wheel detection logic and braking control logic, which can determine whether the target wheel 10 is spinning freely based on the rotational speed signal transmitted by the wheel speed detection device 21, and send braking commands to the corresponding braking device 22 according to the determination result, thereby achieving accurate identification and targeted braking of the spinning wheel.

[0076] As an example, the controller 23 may include an ECU, which includes an STM32 series microcontroller with an operating speed of ≥100MHz; the ECU has an IP67 protection rating and can be installed in a mounting box with a buffer pad under the dashboard in the cab. It is connected to the wheel speed detection device 21 and the braking device 22 via a CAN bus, and the wiring harness is fixed along the inside of the vehicle frame.

[0077] The power distribution device 24 may include an inter-wheel power distribution mechanism 241 and an inter-axle power distribution mechanism 242. The inter-wheel power distribution mechanism 241 may be disposed between two half-shafts of the same drive axle. The inter-axle power distribution mechanism 242 may be disposed on the drive shaft between two adjacent drive axles.

[0078] As an example, the wheel-to-wheel power distribution mechanism 241 may include an inter-wheel differential.

[0079] As an example, the inter-bridge power distribution mechanism 242 may include an inter-bridge differential and an inter-bridge differential switch.

[0080] The amount of torque transfer is equivalent to the amount of torque corresponding to the braking resistance.

[0081] The power distribution device 24 of this application utilizes the torque distribution principle unique to the differential: no matter how large the wheel speed difference is between the two wheels, the torque input to the differential is always evenly distributed to the two drive wheels (or drive axles), and the output torque of the two wheels is always equal, that is, the left half-shaft torque = the right half-shaft torque = the total input torque / 2.

[0082] When one wheel of the vehicle spins freely, the ground adhesion of that wheel approaches zero, requiring only a tiny amount of torque to spin at high speed. The effective power output of the entire vehicle is significantly limited due to the torque distribution rule. The wheel with traction on the other side receives only a tiny amount of torque equal to that of the spinning wheel, far insufficient to overcome the resistance of the mining car. Therefore, the vehicle cannot move forward, exhibiting the behavior of "spinning wheel spinning at high speed, traction wheel stationary." Applying braking resistance to the spinning wheel via braking device 22 changes the force on the spinning wheel, increasing its driving torque from "total input torque / 2" to "total input torque / 2 + torque corresponding to braking resistance." Power distribution device 24 transfers this "torque corresponding to braking resistance" equally to the non-spinning wheel, increasing its driving torque until it equals the driving torque of the spinning wheel after applying braking resistance. The increased traction of the non-spinning wheel allows the vehicle to escape when the required traction is reached, improving its ability to get out of trouble.

[0083] The vehicle steering drive system 20 provided in this application embodiment, by independently configuring a wheel speed detection device 21 and a braking device 22 on each target wheel 10, allows the controller 23 to accurately determine the idling state of each target wheel 10 based on its wheel speed. Braking resistance is applied only to the idling wheels to avoid power loss of the non-idling wheels, thus achieving accurate identification and targeted braking of the idling wheels. At the same time, the braking resistance creates conditions for torque redistribution, and the power distribution device 24 accurately distributes the torque transfer amount corresponding to the braking resistance to the non-idling wheels, improving the traction of the non-idling wheels. This is beneficial to improving the vehicle's ability to get out of trouble in complex road conditions, thereby improving work efficiency and driving safety.

[0084] In one embodiment, such as Figure 2 As shown, the braking device 22 includes a control valve 221 and a braking actuator 222. The control valve 221 and the braking actuator 222 are connected in a one-to-one correspondence. The braking actuators 222 are respectively installed on each target wheel 10. The control valve 221 is electrically connected to the controller 23. The control valve 221 is used to change the pressure after the valve by adjusting the valve opening according to the control signal of the controller 23, so as to control the braking resistance applied to the target wheel by the corresponding braking actuator.

[0085] The control valve 221 may be any control valve capable of linear regulation known to those skilled in the art, such as a solenoid control valve or a hydraulic control valve, and is not limited herein.

[0086] An independent control valve 221 is provided on the brake actuator 222 of each target wheel. The control valve 221 is mechanically connected to the brake actuator 222 and electrically connected to the controller 23. The control valve 221 receives the control signal from the controller 23 and independently controls the braking opening and closing and the braking force of the corresponding target wheel 10.

[0087] The opening degree of control valve 221 directly affects the magnitude of braking resistance. The larger the opening degree, the greater the braking resistance; the smaller the opening degree, the smaller the braking resistance.

[0088] As an example, control valve 221 may include a solenoid control valve with a valve body made of HT250 cast iron and a valve core made of 40Cr alloy steel. It is fixed above the brake caliper by flange bolts and connected to a high-pressure oil-resistant rubber hose with a pressure resistance of ≥25MPa.

[0089] In this embodiment, the braking device 22 includes a control valve 221 and a braking actuator 222, which are connected one-to-one. The controller 23 can change the pressure after the valve by controlling the opening of the control valve 221, thereby achieving precise control of the braking resistance applied to the braking actuator 222. This avoids the problem of excessive braking resistance causing wheel lock-up due to idling, or insufficient braking resistance failing to effectively suppress idling. It further improves the accuracy and stability of braking control, provides reliable braking guarantee for the smooth realization of torque transfer, and meets the complex idling conditions required by the vehicle.

[0090] The vehicle steering drive system provided in this application embodiment includes all structures known to those skilled in the art, such as the drive axle. Figure 1 The example shown illustrates a vehicle comprising two drive axles, but this does not constitute a limitation on the vehicle steering drive system provided in the embodiments of this application. In other embodiments, the number of drive axles may be one, two, three, or more, and is not limited herein.

[0091] Based on the vehicle steering drive system provided in the above embodiments, this application also provides a control method for the vehicle steering drive system, which can be applied to any of the above vehicle steering drive systems.

[0092] Please refer to the following examples.

[0093] In one embodiment, such as Figure 3 As shown, the control method of the vehicle steering drive system may include the following steps: S110~S140.

[0094] S110, Obtain the rotational speed of each target wheel.

[0095] Combination Figure 1 The target wheel 10 includes at least the drive wheel of the vehicle, and each target wheel 10 is equipped with a wheel speed detection device 21 and a braking device 22. Each wheel speed detection device 21 and each braking device 22 are connected to the controller 23.

[0096] In this step, the rotational speed of the corresponding target wheel 10 is collected by the wheel speed detection device 21.

[0097] S120. Determine whether each target wheel is spinning freely based on its rotational speed.

[0098] In this step, based on the rotational speed of each target wheel, it is determined whether each target wheel is spinning freely. Specifically, this may include the following steps: S121~S122, such as... Figure 4 As shown.

[0099] S121. Calculate the second slip ratio of each target wheel according to the rotational speed of each target wheel.

[0100] In this step, the second slip ratio of each target vehicle is calculated based on the rotational speed of each target wheel and the vehicle speed.

[0101] As an example, the second slip ratio of the target wheel can be calculated using formula (1):

[0102] (1)

[0103] in, Indicates slip ratio, Indicates reference speed or real-time speed. This represents the angular velocity corresponding to the rotational speed of the target wheel. This indicates the radius of the target wheel.

[0104] S122. Determine that the target wheel has a second slip ratio greater than the second set threshold and that it is spinning freely.

[0105] The second set threshold ranges from 20% to 30%. As an example, the second set threshold is equal to 20%.

[0106] This step compares the second slip ratio of each target wheel with the second set threshold. If the second slip ratio of a target wheel is greater than the second set threshold, it can be determined that the target wheel is spinning freely.

[0107] In this embodiment, a second slip ratio is calculated based on the rotational speed of each target wheel, and the slip ratio being greater than a second set threshold is used as the idling judgment condition. This replaces the single wheel speed judgment method, which can more accurately identify the wheel idling state and avoid misjudgments caused by non-idling conditions such as road bumps or slight wheel slippage. This provides a reliable judgment basis for subsequent targeted braking and torque transfer, and improves the accuracy and reliability of the entire system control.

[0108] In one embodiment, before determining that idling has occurred, the control method may further include the following steps:

[0109] Calculate the difference between the wheel speed of each target wheel and the minimum wheel speed among all target wheels to obtain the wheel speed difference of each target wheel;

[0110] The target wheel is identified as having a second slip ratio greater than a second set threshold and a wheel speed difference greater than a third set threshold, and is found to be spinning freely.

[0111] In this embodiment, the wheel speed difference of each target wheel is obtained by subtracting the minimum wheel speed from the wheel speed of each target wheel. For example, if the vehicle has four target wheels with wheel speeds of 126 rpm, 143 rpm, 222 rpm, and 115 rpm, and the minimum wheel speed of all target wheels is 115 rpm, then the wheel speed differences of the four target wheels are obtained by subtracting 115 rpm from the wheel speeds of the four target wheels, resulting in wheel speed differences of 11 rpm, 28 rpm, 107 rpm, and 0 rpm, respectively.

[0112] While comparing the second slip ratio of each target wheel with the second set threshold, the wheel speed difference of each target wheel is also compared with the third set threshold. If the second slip ratio is greater than the second set threshold and the wheel speed difference is greater than the third set threshold, it can be determined that the target wheel is spinning freely.

[0113] The vehicle steering drive system control method provided in this application adds a wheel speed difference judgment condition during the idling judgment process. It combines the second slip ratio and wheel speed difference (the difference between the wheel speed and the minimum wheel speed) to determine idling, further improving the accuracy of idling identification, preventing misjudgment or missed judgment, effectively eliminating misjudgment caused by abnormal speed of a single wheel (non-idling), ensuring that only wheels that are actually idling will be identified and braked, avoiding power loss and brake component wear caused by ineffective braking, and optimizing the system control effect.

[0114] S130. When it is determined that at least one target wheel is spinning freely, the braking device corresponding to the spinning wheel is controlled to apply braking resistance to the spinning wheel.

[0115] In this step, if it is determined that at least one target wheel of the vehicle is spinning freely, the controller sends a control signal to the braking device corresponding to the spinning wheel, which applies braking resistance to the spinning wheel that matches the control signal.

[0116] The magnitude of braking resistance is determined based on the spinning state of the wheel, the vehicle's operating parameters, and the current road conditions. During the process of controlling the braking device corresponding to the spinning wheel to apply braking resistance, the braking force is dynamically adjusted according to the degree of wheel spin to balance the braking effect with the risk of wheel lockup, thereby improving vehicle stability.

[0117] S140: The torque transfer amount corresponding to the braking resistance is distributed to the wheels that are not spinning by the power distribution device.

[0118] In this step, while the braking device applies braking resistance to the spinning wheel, the force on the spinning wheel changes, increasing its driving torque from "total input torque / 2" to "total input torque / 2 + torque corresponding to the braking resistance." The power distribution device then transfers an equal amount of this "torque corresponding to the braking resistance" to the non-spinning wheel, increasing its driving torque as well. This increased driving torque on the non-spinning wheel becomes equal to the driving torque on the spinning wheel after applying braking resistance. The increased traction of the non-spinning wheel allows the vehicle to escape when the required traction is reached, thus improving its ability to get out of trouble.

[0119] The vehicle steering drive system control method provided in this application obtains the rotational speed of each target wheel and determines the idling state. It applies braking resistance only to the idling wheels and then distributes the torque transfer amount to the non-idling wheels through the power distribution device. The steps are clear and the logic is coherent. It realizes closed-loop control of idling identification, targeted braking and torque redistribution, avoids power waste of non-idling wheels, effectively improves the traction of non-idling wheels, helps the vehicle get out of trouble smoothly in complex road conditions, and ensures work efficiency and driving safety.

[0120] In one embodiment, S140 may include the following steps:

[0121] Based on the wheel idling condition, the torque transfer amount is distributed to the corresponding non-idling wheels through the power distribution device.

[0122] Among them, the wheel idling condition may include: only one target wheel on the drive axle idling, the power distribution device transfers the torque transfer amount to the non-idling wheel on the other side of the drive axle, and the torque transfer amount is transferred between the two wheels of the same drive axle.

[0123] The wheel idling condition may also include: both target wheels on both sides of the drive axle are idling, i.e. the drive axle is idling, and the power distribution device transfers the torque transfer amount from the idling drive axle to the drive axles in the vehicle other than the idling drive axle. The drive axle receiving the torque transfer amount may include one or two idling wheels, and the torque transfer amount is transferred between the two drive axles.

[0124] In this embodiment, the torque transfer amount is allocated according to the wheel idling condition. Different torque distribution modes are adopted for different idling conditions, breaking the limitations of a single torque distribution mode. The torque distribution strategy can be flexibly adjusted for different idling conditions (such as single wheel idling or whole axle idling), so that the torque transfer amount can accurately match the traction demand of the non-idling wheel, further optimizing the torque distribution effect, improving the vehicle's adaptability to different complex working conditions, and enhancing the reliability of getting out of trouble.

[0125] In one embodiment, the power distribution device includes an inter-wheel power distribution mechanism. The inter-wheel power distribution mechanism is used to transfer torque transfer between the two wheels of the same drive axle.

[0126] Accordingly, "controlling the power distribution device to distribute torque transfer to the corresponding non-spinning wheels according to the wheel idling condition" may include the following steps:

[0127] When only one target wheel on any drive axle of the vehicle is spinning freely, the torque transfer amount is distributed to the non-spinning wheel on the other side of the drive axle through the wheel-to-wheel power distribution mechanism of that drive axle.

[0128] The condition where one target wheel spins freely means that only one target wheel on one drive axle spins freely, while the wheels on the other drive axles do not spin freely. For example, if the left wheel of the rear axle spins freely, while the right wheel of the rear axle and both wheels of the middle axle do not spin freely, the torque transfer is distributed to the right wheel of the rear axle through the inter-wheel power distribution mechanism, and no torque transfer occurs between the two drive axles.

[0129] This scenario involves two target wheels spinning freely, and these two spinning wheels are located on different drive axles; that is, each drive axle has one target wheel spinning freely. For example, the left wheel of the rear axle and the left wheel of the middle axle are stuck in mud and both are spinning freely, while the right wheel of the rear axle and the right wheel of the middle axle are not spinning freely. The corresponding torque transfer amount is distributed to the right wheel of the rear axle through the wheel-to-wheel power distribution mechanism, and the corresponding torque transfer amount is distributed to the wheel of the middle axle through the wheel-to-wheel power distribution mechanism of the middle axle. There is no torque transfer between the two drive axles.

[0130] This application embodiment addresses the scenario where only one wheel on any drive axle of a vehicle is spinning freely. By using the inter-wheel power distribution mechanism of that drive axle, the torque transfer amount is distributed to the non-spinning wheel on the other side of the drive axle. This precisely focuses on the torque redistribution within a single axle, eliminating the need for inter-axle mechanisms, reducing power transmission losses, and ensuring that torque can be quickly and accurately transferred to the wheel with effective traction. This improves the efficiency of getting out of trouble under single-wheel spinning conditions and avoids the increased control complexity caused by inter-axle linkage.

[0131] In one embodiment, after "when only one target wheel on any drive axle of the vehicle is spinning freely, the torque transfer amount is distributed to the non-spinning wheel on the other side of the drive axle through the inter-wheel power distribution mechanism of the drive axle", the control method may further include the following steps:

[0132] Real-time detection of the first slip ratio of the spinning wheel;

[0133] When the first slip ratio meets the braking disengagement condition, the braking device corresponding to the idling wheel is controlled to linearly reduce the braking resistance until the braking is completely disengaged.

[0134] The braking exit conditions include: a first slip ratio less than or equal to a first set threshold, and a duration greater than or equal to a first time threshold.

[0135] In this embodiment, after the torque transfer amount is distributed to the non-spinning wheels through the inter-wheel power distribution mechanism, the slip rate of the spinning wheels is monitored. When the first slip rate of the spinning wheels is detected to be less than or equal to the first set threshold, it indicates that the spinning state of the spinning wheels has been controlled, that is, the wheels no longer slip and spin. Further adding a duration condition helps to improve the accuracy of the judgment and prevent errors caused by data fluctuations.

[0136] When the idling wheel meets the braking disengagement conditions, the braking device corresponding to the idling wheel is controlled to gradually reduce the braking resistance until the braking resistance is 0, at which point the braking device completely disengages from braking.

[0137] The vehicle steering drive system control method provided in this application, after the torque transfer of a single-axle, single-side idling is completed, detects the first slip ratio of the idling wheel in real time and combines the dual braking exit conditions of "slip ratio threshold + duration" to control the braking device of the idling wheel to linearly reduce drag until it is completely disengaged. This avoids sudden torque changes, wheel lock-up or vehicle sideslip caused by sudden brake disengagement, ensures a smooth braking exit process, and prevents premature brake disengagement from causing idling recurrence, further improving the stability and safety of vehicle driving.

[0138] In one embodiment, the power distribution device includes an inter-bridge power distribution mechanism.

[0139] Accordingly, "controlling the power distribution device to distribute torque transfer to the corresponding non-spinning wheels according to the wheel idling condition" may include the following steps:

[0140] When the target wheels on both sides of either drive axle of the vehicle are spinning freely, the torque transfer amount is transferred from the spinning drive axle to the first drive axle through the inter-axle power distribution mechanism, and the torque transfer amount is distributed to the non-spinning wheels of the first drive axle by the inter-wheel power distribution mechanism of the first drive axle.

[0141] The first drive axle includes all drive axles in the vehicle except for the idle drive axle, and the first drive axle includes at least one non-idling wheel. The first drive axle may include one or two non-idling wheels.

[0142] This scenario involves two target wheels spinning freely, and both spinning wheels are located on the same drive axle. Specifically, both target wheels on one drive axle are spinning freely, while the wheels on the other drive axles are not spinning. For example, if both wheels on the rear axle are spinning freely, but both wheels on the middle axle are not spinning, the torque transfer from the rear axle is distributed to the middle axle via the inter-axle power distribution mechanism between the middle and rear axles. The middle axle's inter-wheel power distribution mechanism then distributes the torque transfer to the wheels on both sides of the middle axle. Thus, torque transfer occurs between the two drive axles and between the two wheels on the middle axle.

[0143] This scenario involves three target wheels spinning freely, with two spinning wheels located on the same drive axle and the third spinning wheel located on another drive axle. In other words, only one target wheel on each of the two drive axles is not spinning freely. For example, if both wheels on the rear axle and the left wheel on the middle axle are spinning freely, while the right wheel on the middle axle is not spinning, the torque transfer from the rear axle is distributed to the middle axle via the inter-axle power distribution mechanism between the middle and rear axles. Then, the torque transfer from the rear axle is distributed to the right wheel on the middle axle via the inter-wheel power distribution mechanism. Thus, torque transfer occurs between the two drive axles and between the two wheels on the middle axle.

[0144] For example, torque transfer between two drive axles is achieved through an inter-axle power distribution mechanism. Specific operations may include: opening the inter-axle differential switch, whereby the inter-axle differential has the function of transferring torque between the two axles.

[0145] The vehicle steering drive system control method provided in this application embodiment, for the working condition where both wheels on either side of any drive axle are spinning freely, transfers the torque transfer amount from the spinning drive axle to the other non-spinning first drive axle through the inter-axle power distribution mechanism, and then distributes it to the non-spinning wheels through the wheel-to-wheel power distribution mechanism of the first drive axle. This achieves coordinated torque distribution between the axles and between the wheels, effectively solving the problem of no effective traction when the entire axle is spinning freely, accurately transferring torque to the wheels with effective grip, and significantly improving the vehicle's ability to get out of trouble when the entire axle is spinning freely.

[0146] In one embodiment, after "when the target wheels on both sides of either drive axle of the vehicle are spinning freely, the torque transfer amount is transferred from the spinning drive axle to the first drive axle through the inter-axle power distribution mechanism, and the torque transfer amount is distributed to the non-spinning wheels of the first drive axle by the inter-wheel power distribution mechanism of the first drive axle", the control method may further include the following steps:

[0147] Real-time detection of the first slip ratio of the spinning wheel;

[0148] According to the order in which the first slip ratio of each idling wheel meets the braking exit condition, the corresponding braking device is controlled to linearly reduce the braking resistance until the braking is completely exited.

[0149] After all the braking devices corresponding to the spinning wheels have been disengaged, the inter-axle power distribution mechanism is reset, restoring the normal torque distribution to each drive axle.

[0150] The braking exit conditions include: a first slip ratio less than or equal to a first set threshold, and a duration greater than or equal to a first time threshold.

[0151] In this embodiment, after the torque transfer amount is distributed through the power distribution device, the slip ratio of all idling wheels is monitored. When the first slip ratio of the idling wheel is detected to meet the braking exit condition, it indicates that the idling state of the idling wheel has been controlled, that is, the wheel no longer slips and spins, and the braking resistance can be stopped from being applied to the idling wheel.

[0152] According to the order in which each spinning wheel meets the braking disengagement condition, the corresponding braking device is controlled sequentially to gradually reduce the braking resistance until the braking resistance is 0, at which point the braking device completely disengages.

[0153] Only after all the braking devices corresponding to the spinning wheels have completely disengaged are the inter-axle power distribution mechanism reset, for example, by closing the inter-axle differential switch. The inter-axle differential no longer has the function of transferring torque between the axles, thus restoring the normal torque distribution of each drive axle.

[0154] It should be noted that the first slip ratio in the embodiments of this application can also be calculated using formula (1).

[0155] In this embodiment, after the torque transfer during the idling of the entire axle is completed, the brakes are disengaged linearly in sequence according to the order in which the slip ratios of each idling wheel reach the target. This satisfies the characteristic of asynchronous slip ratios of the idling wheels on both sides in actual working conditions and avoids torque disturbance caused by synchronous brake disengagement. At the same time, the inter-axle power distribution mechanism is reset only after all brakes are completely disengaged to prevent overload of transmission components caused by uneven torque load between the axles. This ensures a smooth braking disengagement and torque recovery process, further protecting vehicle driving safety and the lifespan of the transmission system.

[0156] In one embodiment, "controlling the braking device corresponding to the spinning wheel to apply braking resistance to the spinning wheel" may include the following steps: S131~S134, such as... Figure 5 As shown.

[0157] S131. Determine the initial braking resistance based on the third slip ratio of the spinning wheel and the preset relationship between slip ratio and braking resistance.

[0158] In this step, the third slip ratio of the idling wheel can be calculated using formula (1) based on the real-time collected rotational speed of the idling wheel. A preset relationship between slip ratio and braking resistance is established in advance. After determining the third slip ratio of the idling wheel, the preset relationship between slip ratio and braking resistance can be directly called to determine the initial and final resistance.

[0159] For example, assuming the mine car has a dual-drive axle (including a middle axle and a rear axle) and is traveling on a muddy section of the mining area, the left wheel of the rear axle spins freely. Through the wheel speed detection devices on the left wheel of the rear axle and other target wheels, the real-time rotational speed of the left wheel of the rear axle is collected as 180 rpm, the wheel radius is 0.6 m, and the reference speed of the mine car is 30 km / h. Using formula (1), the third slip ratio of the left wheel of the rear axle is calculated to be approximately 32%. The preset relationship between slip ratio and braking resistance is invoked. For example, a slip ratio of 30%~40% corresponds to an initial braking resistance of 55% of the maximum braking capacity of the braking device. The initial braking resistance of the left wheel of the rear axle is determined to be 55% of the maximum braking capacity.

[0160] S132. Based on the vehicle's operating parameters and current road conditions, the initial braking resistance is corrected to obtain the corrected braking resistance.

[0161] The number of vehicles in operation can include at least one of the current load, driving speed, and actual output torque of the drive axle. The current road conditions can include flat road conditions, bumpy road conditions, muddy road conditions, and sloping road conditions, with each road condition corresponding to a calibration coefficient.

[0162] For example, taking a mining truck as an example, the current load of the mining truck is 80t, the driving speed is 30km / h, and the torque output value of the drive axle is 1200N·m. Combined with the current muddy road conditions, the preset calibration coefficient of 1.1 is called to correct the initial braking resistance. After correction, the braking resistance is 60.5% of the maximum braking capacity.

[0163] S133. When the corrected braking resistance is within the first preset range, control the braking device corresponding to the spinning wheel to apply corrected braking resistance to the spinning wheel.

[0164] The first preset range includes an upper limit and a lower limit. The braking resistance is corrected to be greater than or equal to the lower limit of the first preset range to prevent insufficient braking resistance; simultaneously, the braking resistance is corrected to be less than or equal to the upper limit of the first preset range to prevent wheel lock-up.

[0165] For example, the upper limit of the first preset range is 85%, the lower limit of the first preset range is 30%, and the corrected braking resistance is 60.5% of the maximum braking capacity, which is within the first preset range. The braking device corresponding to the left wheel of the rear axle is controlled to apply the braking resistance, thereby suppressing idling and triggering torque transfer.

[0166] S134. If the corrected braking resistance exceeds the first preset range, adjust the corrected braking resistance to the first preset range and control the braking device corresponding to the idling wheel to apply the adjusted braking resistance to the idling wheel.

[0167] In this step, if the corrected braking resistance is greater than the upper limit of the first preset range, the corrected braking resistance needs to be reduced so that the reduced braking resistance is less than or equal to the upper limit of the first preset range. Then, the braking device corresponding to the spinning wheel is controlled to apply the reduced braking resistance to the spinning wheel.

[0168] If the corrected braking force is less than the lower limit of the first preset range, the corrected braking resistance needs to be increased so that the increased braking resistance is greater than or equal to the lower limit of the first preset range. Then, the braking device corresponding to the spinning wheel is controlled to apply the increased braking resistance to the spinning wheel.

[0169] In this embodiment, the initial braking resistance is determined by the slip ratio, corrected by combining vehicle operating parameters and road conditions, and then the braking resistance is limited by the first preset range. This achieves accurate and reasonable determination of the braking resistance, ensuring that the braking resistance can effectively suppress wheel spin and trigger torque transfer, while avoiding excessive braking resistance that could cause wheel lock-up or insufficient braking effect. It also meets different operating conditions and road conditions, improving the adaptability and reliability of braking control.

[0170] In one embodiment, during the process of the braking device corresponding to the spinning wheel applying braking resistance to the spinning wheel, the control method further includes the following steps: steps a to d.

[0171] Step a: Real-time detection of the fourth slip ratio of the idling wheel, the traction force of the non-idling wheel, and the wear of the braking device.

[0172] This step involves applying braking resistance to the spinning wheels using the braking device, and then monitoring the slip ratio of the spinning wheels, the traction force of the non-spinning wheels, and the wear of the braking device in real time. Based on the real-time monitoring results, the braking resistance applied to the spinning wheels is dynamically adjusted.

[0173] Step b: When the fourth slip ratio of the spinning wheel exceeds the second preset range, control the braking device corresponding to the spinning wheel to linearly adjust the braking resistance so that the fourth slip ratio of the spinning wheel is within the second preset range.

[0174] In this step, if the slip ratio of the spinning wheel is detected to be less than the lower limit of the second preset range, it indicates that the current braking resistance is too high, which could easily lead to wheel lockup. The braking resistance is linearly reduced to bring the slip ratio of the spinning wheel within the second preset range, effectively suppressing spinning without locking the wheel. If the slip ratio of the spinning wheel is detected to be greater than the upper limit of the second preset range, it indicates that the current braking resistance is insufficient to effectively suppress spinning. The braking resistance is linearly increased to bring the slip ratio of the spinning wheel back to the second preset range. If the slip ratio of the spinning wheel is detected to be within the second preset range, no adjustment of the braking resistance is required.

[0175] For example, taking the second preset range as [5%, 20%], after applying braking resistance of 60% of the maximum braking capacity to the left wheel of the mine car's rear axle, the dynamic adjustment stage begins: the slip ratio of the left wheel of the rear axle is detected in real time. If the slip ratio drops to 18%, which is within the second preset range, no adjustment of the braking resistance is needed. If the slip ratio subsequently rises to 22%, it indicates that the current braking resistance is insufficient and cannot effectively suppress wheel spin. The braking resistance is then increased to 63% of the maximum braking capacity, causing the slip ratio to return to 19%. If the slip ratio drops to 3%, it indicates that the current braking resistance is too high and may cause wheel lock-up. The braking resistance is then reduced to 55%, which effectively suppresses wheel spin and prevents wheel lock-up.

[0176] Step c: When the wheel that is not spinning does not generate effective traction, control the braking device corresponding to the spinning wheel to linearly increase the braking resistance. The increased braking resistance is less than the maximum limit of braking resistance and less than the lock-up braking resistance of the spinning wheel.

[0177] In this step, provided that the braking resistance does not exceed the maximum limit of braking resistance and the wheels do not lock up, the braking resistance applied to the spinning wheels is increased to increase the torque transfer, thereby increasing the traction force of the non-spinning wheels. When the traction force is large enough, the vehicle can move and get out of trouble.

[0178] For example, during the detection of the traction force of the non-spinning wheels (two wheels on the middle axle or the right wheel on the rear axle), if it is found that the mine car has not yet produced effective displacement (not freed), it is determined that the traction force of the non-spinning wheels is insufficient. Under the premise that the braking resistance does not exceed 85% of the maximum braking capacity, the braking resistance of the left wheel on the rear axle is increased by 1% at preset intervals (e.g., 200ms) until the braking resistance is increased to 75%. At this time, the traction force of the non-spinning wheels is improved, and the mine car begins to produce continuous displacement, thus achieving freedness.

[0179] Step d: When the wear of the braking device exceeds the fourth set threshold, the braking resistance is compensated and corrected, and the braking device corresponding to the spinning wheel is controlled to apply the compensated and corrected braking resistance to the spinning wheel.

[0180] Over time, wear inevitably occurs in the components of the braking system that come into contact with the wheels (such as brake pads). This step involves real-time monitoring of the wear condition of the braking system. When severe wear is detected, meaning the degree of wear (or amount of wear) exceeds a fourth preset threshold, resulting in insufficient braking pressure applied to the spinning wheels, the braking force is supplemented and corrected to ensure that the actual applied braking resistance meets the preset requirements, thus preventing brake effect degradation.

[0181] For example, when the brake pad wear exceeds the preset value and the braking pressure is insufficient, the compensation coefficient of 1.05 is immediately applied to correct the current braking resistance from 65% of the maximum braking capacity to 68.25%, so that the actual applied braking resistance reaches the preset requirement and prevents the braking effect from fading.

[0182] The vehicle steering drive system control method provided in this application embodiment detects the slip ratio, traction force of the non-spinning wheels, and wear degree of the braking device in real time during the application of braking resistance. It dynamically adjusts the braking resistance for different abnormal situations to ensure that the slip ratio is within a reasonable range and that the non-spinning wheels obtain sufficient traction. At the same time, it compensates for the worn braking device to avoid braking effect attenuation, realizes dynamic optimization of braking resistance, and further improves the vehicle's ability to get out of trouble and the stability and durability of the braking system.

[0183] In one embodiment, prior to S110, the control method may further include the following steps: S150~S160, such as... Figure 6 As shown.

[0184] S150. Detect the working status of each wheel speed detection device.

[0185] S160. If any wheel speed detection device is found to be faulty, an abnormal alarm will be triggered, and the speed signal collected by the faulty wheel speed detection device will be filtered out.

[0186] For example, a malfunction of the wheel speed detection device may manifest as no signal output or signal fluctuations.

[0187] The vehicle steering drive system control method provided in this application first detects the working status of the wheel speed detection device before acquiring the wheel speed, alarms the faulty device and filters the signals it collects, so as to avoid problems such as misjudgment of wheel spin and loss of braking control caused by faulty wheel speed signals, and ensure the accuracy and reliability of wheel speed detection data. This provides reliable data support for subsequent wheel spin judgment, braking control and torque transfer, improves the stability and fault tolerance of the entire system, and ensures vehicle driving safety.

[0188] Based on the above embodiments, this application also provides a vehicle, which includes any of the above-described vehicle steering drive systems and wheels, and has corresponding beneficial effects. To avoid repetition, these will not be repeated here.

[0189] This embodiment does not limit the type of vehicle and may include all vehicle types known to those skilled in the art, such as commercial vehicles and passenger vehicles. Commercial vehicles may include mining trucks and logistics vehicles, and passenger vehicles may include private cars.

[0190] The vehicle steering drive system, control method, and vehicle provided in this application have the following beneficial effects:

[0191] Improve the accuracy of wheel spin detection. By equipping each drive wheel (or wheel) with an independent wheel speed detection device, and combining the dual threshold judgment conditions of "slip rate + wheel speed difference", the accuracy of spin detection can reach over 98%, avoiding false positives and false negatives.

[0192] The braking control is highly targeted. Through an independent control valve, it achieves precise control of "braking only the wheel that is spinning freely," applying brakes only to the spinning wheels while maintaining normal power output to the non-spinning wheels, reducing power loss by more than 40%.

[0193] The ability to adapt to complex working conditions has been greatly enhanced. In the case of simultaneous slippage and spinning of single wheels on both sides, the wheels on both sides can be braked simultaneously, guiding the power distribution device (inter-wheel differential and inter-axle differential) to distribute power evenly, thereby increasing the passability of the mine car in muddy areas by more than 50%.

[0194] Enhanced driving stability. Braking response time is ≤0.5 seconds, and braking force can be dynamically adjusted according to the degree of wheel spin, avoiding wheel lock-up or insufficient braking. Compared with related technologies, the attitude stability of the mining truck during driving is improved by 60%, reducing the risk of loss of control.

[0195] The technology is low-cost and highly compatible. It does not require modification of core transmission components such as the differential of the mining car; it can be implemented simply by adding wheel speed sensors and independent control valves and optimizing the control logic. It has good compatibility with existing mining car chassis structures, is easy to modify, and is convenient for large-scale promotion and application.

[0196] It should be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0197] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0198] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A vehicle steering drive system, characterized in that, include: A wheel speed detection device is installed on each target wheel of the vehicle to detect the rotational speed of each target wheel, wherein the target wheel includes at least the drive wheel of the vehicle; Braking devices are respectively installed on each of the target wheels; The controller is connected to the wheel speed detection device and the braking device respectively, and is used to determine whether each target wheel is spinning freely based on the rotational speed of each target wheel; If it is determined that at least one of the target wheels is spinning freely, the braking device corresponding to the spinning wheel is controlled to apply braking resistance to the spinning wheel. A power distribution device is used to distribute the torque transfer amount corresponding to the braking resistance to the wheels that are not spinning. The controller is specifically used for: The initial braking resistance is determined based on the third slip ratio of the idle wheel and the preset relationship between the slip ratio and the braking resistance. Based on the vehicle's operating parameters and current road conditions, the initial braking resistance is corrected to obtain the corrected braking resistance. When the corrected braking resistance is within the first preset range, the braking device corresponding to the idle wheel is controlled to apply the corrected braking resistance to the idle wheel. If the corrected braking resistance exceeds the first preset range, the corrected braking resistance is adjusted to the first preset range, and the braking device corresponding to the idling wheel is controlled to apply the adjusted braking resistance to the idling wheel.

2. A control method for a vehicle steering drive system, characterized in that, include: The rotational speed of each target wheel is obtained, wherein the target wheel includes at least the drive wheel of the vehicle, and each target wheel is equipped with a wheel speed detection device and a braking device; Based on the rotational speed of each target wheel, determine whether each target wheel is spinning freely; If it is determined that at least one of the target wheels is spinning freely, the braking device corresponding to the spinning wheel is controlled to apply braking resistance to the spinning wheel. The torque transfer amount corresponding to the braking resistance is distributed to the wheels that are not spinning freely through the power distribution device; The braking device corresponding to the wheel that controls the spinning wheel applies braking resistance to the spinning wheel, including: The initial braking resistance is determined based on the third slip ratio of the idle wheel and the preset relationship between the slip ratio and the braking resistance. Based on the vehicle's operating parameters and current road conditions, the initial braking resistance is corrected to obtain the corrected braking resistance. When the corrected braking resistance is within the first preset range, the braking device corresponding to the idle wheel is controlled to apply the corrected braking resistance to the idle wheel. If the corrected braking resistance exceeds the first preset range, the corrected braking resistance is adjusted to the first preset range, and the braking device corresponding to the idling wheel is controlled to apply the adjusted braking resistance to the idling wheel.

3. The control method according to claim 2, characterized in that, The process of distributing the torque transfer amount corresponding to the braking resistance to the wheels that are not spinning through the power distribution device includes: Based on the wheel idling condition, the torque transfer amount is distributed to the corresponding non-idling wheels through the power distribution device.

4. The control method according to claim 3, characterized in that, The power distribution device includes an inter-wheel power distribution mechanism. Accordingly, controlling the power distribution device to distribute the torque transfer amount to the corresponding non-idling wheels based on the wheel idling condition includes: When only one target wheel on any drive axle of the vehicle is spinning freely, the torque transfer amount is distributed to the non-spinning wheel on the other side of the drive axle through the wheel-to-wheel power distribution mechanism of that drive axle.

5. The control method according to claim 4, characterized in that, When only one target wheel on any drive axle of the vehicle is spinning freely, after the torque transfer amount is distributed to the non-spinning wheel on the other side of the drive axle through the inter-wheel power distribution mechanism of that drive axle, the control method further includes: Real-time detection of the first slip ratio of the idling wheel; When the first slip ratio meets the braking disengagement condition, the braking device corresponding to the idling wheel is controlled to linearly reduce the braking resistance until the braking is completely disengaged. The braking exit condition includes: a first slip ratio less than or equal to a first set threshold, and a duration greater than or equal to a first time threshold.

6. The control method according to claim 3, characterized in that, The power distribution device includes an inter-axle power distribution mechanism. The step of controlling the power distribution device to distribute the torque transfer amount to the corresponding non-spinning wheels based on wheel idling conditions includes: When the target wheels on both sides of any drive axle of the vehicle are spinning freely, the torque transfer amount is transferred from the spinning drive axle to the first drive axle through the inter-axle power distribution mechanism, and the torque transfer amount is distributed to the non-spinning wheels of the first drive axle by the wheel power distribution mechanism of the first drive axle. The first drive axle includes all drive axles in the vehicle other than the idle drive axle, and the first drive axle includes at least one wheel that is not idle.

7. The control method according to claim 6, characterized in that, When the target wheels on both sides of either drive axle of the vehicle are spinning freely, the torque transfer amount is transferred from the spinning drive axle to the first drive axle by the inter-axle power distribution mechanism. After the torque transfer amount is distributed to the non-spinning wheels of the first drive axle by the inter-wheel power distribution mechanism of the first drive axle, the control method further includes: Real-time detection of the first slip ratio of the idling wheel; According to the order in which the first slip ratio of each of the aforementioned idle wheels meets the braking exit condition, the corresponding braking devices are controlled sequentially to linearly reduce the braking resistance until the braking is completely exited. After all the braking devices corresponding to the idle wheels have been disengaged, the inter-axle power distribution mechanism is reset to restore the normal torque distribution of each drive axle. The braking exit condition includes: a first slip ratio less than or equal to a first set threshold, and a duration greater than or equal to a first time threshold.

8. The control method according to claim 2, characterized in that, During the process of the braking device corresponding to the spinning wheel applying braking resistance to the spinning wheel, the control method further includes: The fourth slip ratio of the idling wheel, the traction force of the non-idling wheel, and the wear degree of the braking device are detected in real time. When the fourth slip ratio of the idling wheel exceeds the second preset range, the braking device corresponding to the idling wheel is controlled to linearly adjust the braking resistance so that the fourth slip ratio of the idling wheel is within the second preset range. When the wheel that is not spinning does not generate effective traction, the braking device corresponding to the spinning wheel is controlled to linearly increase the braking resistance. The increased braking resistance is less than the maximum limit of braking resistance and less than the lock-up braking resistance of the spinning wheel. When the wear of the braking device exceeds a fourth preset threshold, the braking resistance is compensated and corrected, and the braking device corresponding to the idling wheel is controlled to apply the compensated and corrected braking resistance to the idling wheel.

9. A vehicle, characterized in that, include: The vehicle steering drive system and wheels as described in claim 1.

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