Vector control system and vehicle

Abstract

The utility model provides a vector control system and a vehicle. The vector control system comprises a transmission system and a torque vector control system, the torque vector control system comprises a clutch group; the clutch group comprises a first clutch and a second clutch; the transmission system is connected with a right wheel through a first clutch; the transmission system is connected with a left wheel through a second clutch; the transmission system is in transmission with at least one of the pair of wheels through the clutch set. Traditional complex mechanisms such as a differential mechanism and a bilateral speed reducer are omitted, and clutches are only arranged at the left wheel end and the right wheel end respectively. By means of the design, the number of parts is remarkably reduced, and the overall weight of the system is reduced. The simplified structure directly reduces the production cost, and provides convenience for subsequent maintenance. Through mutual switching control of the clutches, the rotating speed difference between the left half shaft and the right half shaft can be rapidly adjusted, and therefore accurate distribution of torque is achieved.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle technology, and in particular relates to a vector control system and a vehicle. Background Technology

[0002] In the field of traditional torque vector control systems, differential and clutch control systems and dual-motor and reducer bilateral control systems have long held a dominant position. While the differential and clutch control system has a basic structure, achieving torque vector control requires adding complex clutch sets, hydraulic control lines, and multiple sensors to the differential. The dual-motor and reducer bilateral control system relies even more heavily on two complete motor drive units, reducer assemblies, and independent electronic control modules, resulting in extremely high system complexity and occupying significant space in the vehicle chassis. Utility Model Content

[0003] In view of this, the present invention provides a vector control system and a vehicle, which aims to solve the problem of high complexity in the existing torque vector control system.

[0004] A first aspect of this utility model provides a vector control system, comprising:

[0005] Transmission system and torque vector control system;

[0006] The torque vector control system includes a clutch assembly; the clutch assembly includes a first clutch and a second clutch;

[0007] The transmission system is connected to the right wheel of a pair of wheels via a first clutch; the transmission system is connected to the left wheel of a pair of wheels via a second clutch; the transmission system drives at least one wheel of a pair of wheels via a clutch assembly.

[0008] This invention eliminates the complex mechanisms of traditional differentials and dual-sided reducers, instead featuring clutches only at the left and right wheel ends. This design significantly reduces the number of parts and the overall weight of the system. The simplified structure directly lowers production costs and also facilitates subsequent maintenance and upkeep. By controlling the switching between clutches, the speed difference between the left and right half-shafts can be quickly adjusted, achieving precise torque distribution. This rapid response characteristic helps improve the vehicle's dynamic performance under various operating conditions. The torque vectoring function can significantly optimize the vehicle's driving force output, especially when cornering, effectively reducing understeer or oversteer by controlling the speed difference between the inner and outer half-shafts. In off-road or complex road conditions, the system can dynamically adjust the power output of the left and right wheels according to real-time road conditions, thereby improving the vehicle's passability and stability.

[0009] In one possible implementation, when both the first and second clutches are engaged, the transmission system drives a pair of wheels via the clutch assembly.

[0010] When the first clutch slips and the second clutch is disengaged, the transmission system drives the right wheel through the first clutch.

[0011] When the first clutch is engaged and the second clutch is slipping, the transmission system drives the left wheel through the second clutch.

[0012] This invention achieves speed difference control between two wheels by slipping one clutch and engaging the other clutch. The clutch slipping speed is the speed difference between the left and right wheels, which can be achieved through simple clutch slipping and engaging logic. It does not require complex mechanical structures or additional power sources, making control simple. It actively adjusts the speed difference between the left and right wheels, thereby achieving precise power distribution on the left and right half-shafts.

[0013] In one possible implementation, the torque vectoring control system also includes a planetary gear set; the planetary gear set is connected to the right wheel and the left wheel;

[0014] The transmission system drives at least one wheel in a pair of wheels via a clutch assembly and at most one wheel in a pair of wheels via a planetary gear set; the clutch assembly and the planetary gear set do not drive the same wheel simultaneously.

[0015] This invention employs a combined design of a planetary gear set and a clutch control system, which can significantly improve the vehicle's power distribution efficiency, handling performance, and system stability. It not only simplifies the mechanical structure to reduce space requirements and costs but also achieves higher control precision, while optimizing clutch slippage and improving response speed and system stability.

[0016] In one possible implementation, when both the first and second clutches are engaged, the transmission system drives a pair of wheels via the clutch assembly.

[0017] When the first clutch slips and the second clutch is disengaged, the transmission system drives the right wheel through the first clutch and the left wheel through the planetary gear set.

[0018] When the first clutch is engaged and the second clutch is slipping, the transmission system drives the left wheel through the second clutch and the right wheel through the planetary gear set.

[0019] This invention directly transmits the power of the transmission system to one wheel through a planetary gear set, and then transmits the power of the transmission system to the other wheel through a clutch via friction. By utilizing the difference in transmission efficiency between direct transmission and friction transmission, the speed difference between the left and right wheels is adjusted, which effectively improves control accuracy, reduces response time, and reduces clutch heat generation.

[0020] In one possible implementation, the planetary gear set includes a power input, a first non-power input, and a second non-power input;

[0021] The transmission system is simultaneously connected to the first clutch drive end, the second clutch drive end, and the power input component; the first non-power input component is connected to the right wheel, and the second non-power input component is connected to the left wheel;

[0022] The driven end of the first clutch is connected to both the first non-power input component and the right wheel; the driven end of the second clutch is connected to both the second non-power input component and the left wheel.

[0023] The two clutches of this invention are respectively connected to two different non-power input parts of the planetary gear set. The linkage between the two clutches and the planetary gear set enables the vehicle to achieve diverse torque distribution modes. When one clutch is closed and the other is open, the transmission structure and speed ratio of the planetary gear set change, thereby altering the torque output of the left and right wheels.

[0024] In one possible implementation, when the first clutch is open, the first non-power input component is a power output component; when the first clutch is slipping or closed, the first non-power input component is a fixed component; when the second clutch is open, the second non-power input component is a power output component; when the second clutch is slipping or closed, the second non-power input component is a fixed component.

[0025] This invention changes the working mode of the planetary gear set by rapidly controlling the state changes of the clutch. Because the clutch has a fast response speed and is closely linked to the planetary gear set, it enables real-time dynamic fine-tuning of torque. Furthermore, the clutch can be gradually closed or opened, allowing the planetary gear set to smoothly change its transmission state, avoiding excessive impact on gears, shafts, and other mechanical components due to sudden power changes.

[0026] In one possible implementation, the power input is a planetary carrier; the first non-power input is a ring gear; and the second non-power input is a sun gear.

[0027] This invention derives the relationship between the clutch slippage speed and the speed difference between the two wheels simply by adjusting the tooth ratio of the planetary gear ring and the sun gear, achieving precise control without the need for complex sensor arrays and algorithms. Furthermore, by adjusting the tooth parameters of the planetary gear ring and the sun gear according to the vehicle model, it can adapt to different power requirements and driving conditions.

[0028] In one possible implementation, the transmission system is either a single-motor single-gear control system or a multi-power-source multi-gear transmission system.

[0029] This invention does not require large-scale modifications to the vehicle's existing power system, can meet the needs of different power systems, and does not require the development of different vector control systems for different vehicles and power systems. It can achieve torque vector control function simply by installing a clutch at the wheel end and connecting it to the vehicle's electronic control system.

[0030] A second aspect of this utility model provides a vehicle, including a signal acquisition system, an electronic control system, and a vector control system as described in the first aspect above; the signal acquisition system is connected to the electronic control system; the electronic control system is connected to the vector control system.

[0031] In one possible implementation, the signal acquisition system includes at least two wheel speed sensors disposed at the wheel ends and at least two pressure sensors disposed within the clutch assembly.

[0032] Compared with traditional torque vector control systems, this invention reduces the number of sensors, lowers the programming complexity of the electronic control module, and reduces the development cost of the control system.

[0033] The vector control system and vehicle provided in this embodiment include a transmission system and a torque vector control system. The torque vector control system includes a clutch assembly, which includes a first clutch and a second clutch. The transmission system is connected to the right wheel via the first clutch and to the left wheel via the second clutch. The transmission system drives at least one wheel in a pair of wheels via the clutch assembly. This invention eliminates the complex mechanisms of traditional differentials and dual-sided reducers, providing clutches only at the left and right wheel ends. This design significantly reduces the number of parts and the overall weight of the system. The simplified structure directly reduces production costs and also facilitates subsequent maintenance. By controlling the switching between clutches, the speed difference between the left and right half-shafts can be quickly adjusted, thereby achieving precise torque distribution. This rapid response characteristic helps improve the dynamic performance of the vehicle under different operating conditions. The torque vector distribution function can significantly optimize the vehicle's driving force output, especially when cornering. By controlling the speed difference between the inner and outer half-shafts, understeer or oversteer can be effectively reduced. Under off-road or complex road conditions, the system can dynamically adjust the power output of the left and right wheels according to real-time road conditions, thereby improving the vehicle's passability and stability. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the structure of a vector control system provided in one embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of the structure of a vector control system provided in another embodiment of the present invention;

[0037] Figure 3 This is a schematic diagram of the structure of a vector control system provided in another embodiment of the present invention;

[0038] Figure 4 This is a structural schematic diagram of the vehicle provided in an embodiment of the present utility model. Detailed Implementation

[0039] In the following description, specific details such as particular system structures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the present invention. However, those skilled in the art will understand that the present invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.

[0040] Figure 1 This is a schematic diagram of the structure of a vector control system provided in one embodiment of the present invention. Figure 1 As shown, in some embodiments, the vector control system includes:

[0041] The transmission system 1 and the torque vector control system 2 are provided. The torque vector control system 2 includes a clutch assembly. The clutch assembly includes a first clutch C1 and a second clutch C2. The transmission system 1 is connected to the right wheel 31 of a pair of wheels via the first clutch C1. The transmission system 1 is connected to the left wheel 32 of a pair of wheels via the second clutch C2. The transmission system 1 is driven by at least one wheel of the pair of wheels via the clutch assembly.

[0042] In this embodiment of the invention, the speed difference between the left and right half-wheels can be quickly achieved by switching between two clutches, thus realizing torque vector distribution. Alternatively, the speed difference between the left and right half-wheels can be quickly achieved by switching between two clutches and a planetary gear set. Specifically, the engagement structure between the clutches and the planetary gear set can be designed so that the planetary gear set can also engage when the clutches are in operation. Alternatively, the vehicle's electronic control system can separately switch between the clutches and the planetary gear set to achieve this linkage.

[0043] This invention eliminates the complex mechanisms of traditional differentials and dual-sided reducers, instead featuring clutches only at the left and right wheel ends. This design significantly reduces the number of parts and the overall weight of the system. The simplified structure directly lowers production costs and also facilitates subsequent maintenance and upkeep. By controlling the switching between clutches, the speed difference between the left and right half-shafts can be quickly adjusted, achieving precise torque distribution. This rapid response characteristic helps improve the vehicle's dynamic performance under various operating conditions. The torque vectoring function can significantly optimize the vehicle's driving force output, especially when cornering, effectively reducing understeer or oversteer by controlling the speed difference between the inner and outer half-shafts. In off-road or complex road conditions, the system can dynamically adjust the power output of the left and right wheels according to real-time road conditions, thereby improving the vehicle's passability and stability.

[0044] Figure 2 This is a schematic diagram of the structure of a vector control system provided in another embodiment of this utility model. (See diagram below.) Figure 2 As shown, Figure 2 The transmission system 1 shown is a single-motor, single-gear control system, including a drive motor 11, a driving gear 12, and a driven gear 13. This structure is an example of the present invention, which can be adapted to various different power systems. The present invention does not require large-scale modifications to the existing vehicle power system, can meet the needs of different power systems, and does not require the development of different vector control systems for different vehicles and power systems. It only requires installing clutches at the wheel ends and connecting them to the vehicle's electronic control system to achieve torque vector control. In some embodiments, the transmission system 1 is a single-motor, single-gear control system or a multi-power-source, multi-gear transmission system.

[0045] In some embodiments, when both the first clutch C1 and the second clutch C2 are closed, the transmission system 1 drives a pair of wheels through the clutch assembly; when the first clutch C1 slips and the second clutch C2 is open, the transmission system 1 drives the right wheel 31 through the first clutch C1; when the first clutch C1 is open and the second clutch C2 slips, the transmission system 1 drives the left wheel 32 through the second clutch C2.

[0046] In this embodiment of the utility model, the first clutch and the second clutch are directly connected to the left wheel and the right wheel respectively. At this time, the clutch slip speed is the difference between the speeds of the left wheel and the right wheel.

[0047] When driving straight, both the first and second clutches are engaged, and power can be directly transmitted from the transmission system to the left and right wheels, at which point the left and right wheels rotate at the same speed.

[0048] When turning left, the first clutch engages in slip control, the second clutch disengages, and the power to the right wheel is transmitted to the right wheel through the slip control of the first clutch, ensuring that the speed of the left wheel is lower than that of the right wheel.

[0049] When turning right, the second clutch engages in slip control, and the first clutch disengages. At this time, the power to the left wheel is transmitted to the left wheel through the slip control of the second clutch, ensuring that the speed of the left wheel is higher than that of the right wheel.

[0050] This invention controls the speed difference between the two wheels by using one clutch to slip while the other clutch is engaged. The clutch slip speed is the speed difference between the left and right wheels, which can be achieved through simple clutch slip and engagement logic. It requires no complex mechanical structure or additional power source, making control simple. It actively adjusts the speed difference between the left and right wheels, thereby achieving precise power distribution on the left and right half-shafts, improving the vehicle's cornering performance and stability. It can quickly respond to driver input under dynamic conditions, enhancing the overall handling of the vehicle. During straight-line acceleration or hill climbing, the driving force can be actively distributed by adjusting the clutch slip speed difference. This dynamic control method can flexibly adjust the power output ratio of the left and right wheels according to different road conditions, avoiding drive wheel slippage or power waste. By actively adjusting the speed difference between the left and right wheels, it can effectively reduce vehicle vibration or torque steer caused by uneven driving force. For example, during start-up or acceleration, the driver will not feel a significant torque difference, thus improving driving smoothness and comfort. In complex road conditions, the system can reduce vehicle vibration and impact by dynamically adjusting the speed difference, further enhancing the driving experience.

[0051] In some embodiments, the torque vector control system further includes a planetary gear set; the planetary gear set is connected to the right wheel 31 and the left wheel 32; the transmission system 1 drives at least one wheel of a pair of wheels via a clutch assembly and drives at most one wheel of a pair of wheels via the planetary gear set; the clutch assembly and the planetary gear set do not drive the same wheel simultaneously.

[0052] In this embodiment of the invention, the application of a planetary gear set can replace traditional complex mechanical devices (such as multi-clutch combinations, differentials, etc.), thereby reducing the number of system components. Using a planetary gear set to achieve power distribution simplifies the overall layout and reduces machining and assembly costs. Simultaneously, it reduces maintenance costs caused by complex structures. The planetary gear set has precise power distribution capabilities; by adjusting the speed ratio between the sun gear, planetary gears, and ring gears, it can achieve precise control of the power output to the left and right wheels. Combined with clutch slippage, the system can dynamically adjust the speed difference range, thereby responding more accurately to the driver's operational needs. For example, when driving in a curve, it can precisely control the driving force distribution ratio between the inner and outer wheels, avoiding understeer or oversteer caused by uneven power distribution.

[0053] In traditional clutch slippage designs, a large speed difference is required to regulate power output. However, excessive slippage speeds lead to increased clutch wear, higher energy consumption, and decreased system stability. Optimizing the speed ratios of a planetary gear set can significantly reduce the speed range required for clutch slippage. For example, by utilizing the deceleration or acceleration characteristics of a planetary gear set, the same power output regulation effect can be achieved with a smaller speed difference, thereby reducing clutch working pressure and wear. The efficient power transmission path of the planetary gear set can improve system response speed. Through the meshing transmission between the planetary gears and the sun gear, power distribution adjustments can be quickly completed. Combined with real-time monitoring and adjustment of the clutch status by the electronic control unit, precise control of the speed difference can be achieved, thereby improving the vehicle's responsiveness under dynamic operating conditions.

[0054] In complex driving conditions (such as frequent starts and stops or cornering), the system can more precisely adjust power output, thereby improving overall energy efficiency and better adapting to various driving scenarios. In cornering situations, by adjusting the power distribution ratio between the inner and outer wheels, it improves vehicle stability and handling. When climbing hills, it utilizes the planetary gear set's ratio characteristics to output high torque at low speeds, enhancing vehicle traction. In complex road conditions, it prevents slippage or loss of control by adjusting the drive force distribution in real time.

[0055] In some embodiments, when both the first clutch C1 and the second clutch C2 are closed, the transmission system 1 drives a pair of wheels through the clutch assembly; when the first clutch C1 slips and the second clutch C2 is open, the transmission system 1 drives the right wheel 31 through the first clutch C1 and drives the left wheel 32 through the planetary gear set; when the first clutch C1 is open and the second clutch C2 slips, the transmission system 1 drives the left wheel 32 through the second clutch C2 and drives the right wheel 31 through the planetary gear set.

[0056] In this embodiment of the utility model, in the straight-line state, both the first clutch and the second clutch are closed. At this time, the sun gear, planet carrier and ring gear are locked, and the power transmission can be directly transmitted from the transmission system to the left and right wheels. At this time, the left wheel and the right wheel rotate at the same speed.

[0057] When turning right, the first clutch engages during slippage control, and the second clutch disengages. At this time, the power to the left wheel is transmitted from the planetary carrier to the sun gear, and then to the left wheel. The power to the right wheel is transmitted to the right wheel through the slippage control of the first clutch, ensuring that the speed of the left wheel is higher than that of the right wheel.

[0058] When turning left, the second clutch engages in slip control, and the first clutch disengages. At this time, the power to the left wheel is transmitted to the left wheel through the slip control of the second clutch, while the power to the right wheel is transmitted from the planetary carrier to the ring gear and then to the right wheel, ensuring that the speed of the left wheel is lower than that of the right wheel.

[0059] In this embodiment of the invention, the planetary gear set direct drive possesses high efficiency and stability, enabling precise transmission of power from the transmission system to the wheels at a fixed gear ratio, ensuring reliable power output. Meanwhile, the clutch slip transmission allows for flexible adjustment of the magnitude and speed of power transmission by regulating the degree of engagement. The two transmission methods work together to provide precise torque control for the vehicle under different operating conditions. This invention optimizes the clutch's operating mode, preventing the clutch from being in a high-load slip state for extended periods. Under normal driving conditions, the planetary gear set undertakes the primary power transmission task, and the clutch only engages in moderate slippage when adjusting speed differences, with the slippage time and degree precisely controlled according to actual needs.

[0060] In some embodiments, the planetary gear set includes a power input, a first non-power input, and a second non-power input; the transmission system 1 is simultaneously connected to the driving end of the first clutch C1, the driving end of the second clutch C2, and the power input; the first non-power input is connected to the right wheel 31, and the second non-power input is connected to the left wheel 32; the driven end of the first clutch C1 is simultaneously connected to the first non-power input and the right wheel 31; the driven end of the second clutch C2 is simultaneously connected to the second non-power input and the left wheel 32.

[0061] In this embodiment of the invention, the planetary gear set consists of three components: a sun gear, a planet carrier, and a ring gear. During the operation of the planetary gear set, one component is typically required as a power input component, one component as a power output component, and one component as a stationary component. In this invention, due to the linkage between the clutch and the planetary gear set, the properties of the components in the planetary gear set will change. When the clutch is closed, the component connected to the clutch will act as a stationary component, and when the clutch is open, the component connected to the clutch will act as a power output component.

[0062] The two clutches of this invention are respectively connected to two different non-power input parts of the planetary gear set. The linkage between the two clutches and the planetary gear set enables the vehicle to achieve diverse torque distribution modes. When one clutch is closed and the other is open, the transmission structure and speed ratio of the planetary gear set change, thereby altering the torque output of the left and right wheels.

[0063] In some embodiments, when the first clutch C1 is open, the first non-power input component is a power output component; when the first clutch C1 is in a slipping or closed state, the first non-power input component is a fixed component; when the second clutch C2 is open, the second non-power input component is a power output component; when the second clutch C2 is in a slipping or closed state, the second non-power input component is a fixed component.

[0064] In this embodiment of the utility model, in the straight-line state, the first clutch and the second clutch are engaged, at which time the sun gear, planet carrier and ring gear are locked, and power can be directly transmitted from the transmission system to the left and right wheels, at which time the left wheel and the right wheel rotate at the same speed.

[0065] When turning right, the first clutch engages in slip control, and the second clutch disengages. At this time, the second non-power input component connected to the second clutch becomes the power output component, which is then transmitted to the left wheel. The first non-power input component connected to the first clutch acts as a fixed component. Power to the right wheel is transmitted to the right wheel through slip control of the first clutch, ensuring that the speed of the left wheel is higher than that of the right wheel.

[0066] When turning left, the second clutch engages in slip control, and the first clutch disengages. At this time, the second non-power input component connected to the second clutch is a fixed component. Power to the left wheel is transmitted to the left wheel through slip control of the second clutch. The first non-power input component connected to the first clutch acts as a power output component, transmitting power to the gear ring and then to the right wheel, ensuring that the speed of the left wheel is lower than that of the right wheel.

[0067] In this embodiment of the invention, the working mode of the planetary gear set is changed by rapidly controlling the state change of the clutch. Because the clutch has a fast response speed and is closely linked to the planetary gear set, real-time dynamic fine-tuning of torque can be achieved. Furthermore, the clutch can be gradually closed or opened, allowing the planetary gear set to smoothly change its transmission state, avoiding excessive impact on gears, shafts, and other mechanical components due to sudden power changes.

[0068] In this embodiment of the invention, the relationship between the wheel speed difference between the two wheels and the clutch slippage speed depends on the gear ratio of the two non-power input components. An embodiment is given below to illustrate this relationship, but it is not intended to be limiting.

[0069] Figure 3 This is a schematic diagram of the structure of a vector control system provided in another embodiment of this utility model. (See diagram below.) Figure 3 As shown, in some embodiments, in planetary gear 4, the power input component is planet carrier 42; the first non-power input component is ring gear 41; and the second non-power input component is sun gear 43.

[0070] In this embodiment of the invention, the slip friction speed control method of the first clutch is as follows:

[0071] The first clutch slippage speed control method is as follows:

[0072]

[0073] Where n1(t)' is the slip friction speed of the first clutch at time t, n 左 (t) represents the rotational speed of the left wheel at time t, and n 右(t) represents the rotational speed of the right wheel at time t, and α represents the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear.

[0074] The first clutch slippage speed control method is to control the first clutch engagement pressure. Based on the current torque transmission requirement, the first clutch pressure is opened until the speeds of the first clutch driving end and driven end reach the first clutch slippage speed requirement, and then the first clutch pressure is stabilized at this time.

[0075] When the speed requirement of the left wheel is lower than that of the right wheel, the second clutch slips and the first clutch disengages.

[0076] The second clutch slippage speed control method is as follows:

[0077]

[0078] Where n2(t)' is the slip friction speed of the second clutch at time t, n 左 (t) represents the rotational speed of the left wheel at time t, and n 右 (t) represents the rotational speed of the right wheel at time t, and α represents the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear.

[0079] The second clutch slippage speed control method is to control the second clutch engagement pressure. Based on the current torque transmission requirement, the second clutch pressure is opened until the speeds of the driving and driven ends of the second clutch reach the slippage speed requirement of the second clutch, and then the second clutch pressure is stabilized at this time.

[0080] In this embodiment of the invention, the relationship between the clutch slippage speed and the speed difference between the two wheels can be obtained by the tooth ratio of the planetary gear ring and the sun gear, achieving precise control without the need for complex sensor arrays and algorithms. Furthermore, by simply adjusting the tooth parameters of the planetary gear ring and the sun gear according to the vehicle model characteristics, different power requirements and driving conditions can be adapted.

[0081] Figure 4 This is a structural schematic diagram of the vehicle provided in an embodiment of this utility model. Figure 4 As shown, the vehicle includes a signal acquisition system 5, an electronic control system 6, and a vector control system 7 as described in any of the above embodiments; the signal acquisition system 5 is connected to the electronic control system 6; the electronic control system 6 is connected to the vector control system 7. The signal acquisition system includes at least two wheel speed sensors 51 disposed at the wheel ends and at least two pressure sensors 52 disposed within the clutch assembly.

[0082] In this embodiment of the invention, the electronic control system 6 monitors the vehicle's driving status through the wheel speed sensor 51 and pressure sensor 52 of the signal acquisition system 5, and determines whether the difference between the speed demand of the left wheel and the right wheel exceeds a first threshold. Based on the speed demands of the left and right wheels, it confirms the clutch engagement status and slippage demand. Monitoring the vehicle's driving status mainly includes signals such as the speed of the left wheel, the speed of the right wheel, the pressure of the first clutch, and the pressure of the second clutch during vehicle operation. Whether the difference between the speed demands of the left and right wheels exceeds the first threshold is used to determine whether the vehicle has started the torque vector control system. When the speed demands of the two wheels do not exceed the first threshold, the vehicle is determined to be driving straight, and the vector control system is turned off, i.e., the first clutch and the second clutch are closed. When they exceed the first threshold, clutch control is performed. Based on the speed demands of the left and right wheels, the clutch engagement status and slippage demand are confirmed. That is, when the speed demand of the left wheel is higher than that of the right wheel, the first clutch slips and the second clutch is open.

[0083] Compared with traditional torque vector control systems, this invention reduces the number of sensors, lowers the programming complexity of the electronic control module, and reduces the development cost of the control system.

[0084] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0085] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this invention.

[0086] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model, and should all be included within the protection scope of this utility model.

Claims

1. A vector control system characterized by, The application relates to a transmission system and a torque vectoring control system. The torque vectoring control system comprises a clutch group; the clutch group comprises a first clutch and a second clutch. The transmission system is connected with a right wheel of a pair of wheels through the first clutch; the transmission system is connected with a left wheel of the pair of wheels through the second clutch; the transmission system is connected with at least one wheel of the pair of wheels through the clutch group. When the first clutch and the second clutch are both closed, the transmission system is connected with the pair of wheels through the clutch group.

2. The vector control system of claim 1, wherein, When the first clutch is slipping and the second clutch is opened, the transmission system is connected with the right wheel through the first clutch. When the first clutch is opened and the second clutch is slipping, the transmission system is connected with the left wheel through the second clutch. The torque vectoring control system further comprises a planetary gear set; the planetary gear set is connected with the right wheel and the left wheel.

3. The vector control system of claim 1, wherein, The transmission system is connected with at most one wheel of the pair of wheels through the planetary gear set; the clutch group and the planetary gear set are not simultaneously connected with the same wheel. When the first clutch and the second clutch are both closed, the transmission system is connected with the pair of wheels through the clutch group.

4. The vector control system of claim 3, wherein, When the first clutch is slipping and the second clutch is opened, the transmission system is connected with the right wheel through the first clutch and the left wheel through the planetary gear set. When the first clutch is opened and the second clutch is slipping, the transmission system is connected with the left wheel through the second clutch and the right wheel through the planetary gear set. The planetary gear set comprises a power input, a first non-power input and a second non-power input.

5. The vector control system of claim 3, wherein, The transmission system is simultaneously connected with a driving end of the first clutch, a driving end of the second clutch and the power input; the first non-power input is connected with the right wheel and the second non-power input is connected with the left wheel. A driven end of the first clutch is connected with the right wheel through the first non-power input; a driven end of the second clutch is connected with the left wheel through the second non-power input. When the first clutch is opened, the first non-power input is a power output; when the first clutch is slipping or closed, the first non-power input is a fixed part; when the second clutch is opened, the second non-power input is a power output; when the second clutch is slipping or closed, the second non-power input is a fixed part.

6. The vector control system of claim 5, wherein, The power input is a planet carrier; the first non-power input is a ring gear; and the second non-power input is a sun gear.

7. The vector control system of claim 5, wherein, The transmission system is a single-motor single-gear control system or a multi-power-source multi-gear transmission system.

8. The vector control system according to any one of claims 1 to 7, characterized by, The application further relates to a signal acquisition system, an electronic control system and the vectoring control system as claimed in any one of claims 1 to 8; the signal acquisition system is connected with the electronic control system; and the electronic control system is connected with the vectoring control system.

9. A vehicle characterized by comprising: ​ 10. The vehicle of claim 9, wherein, The signal acquisition system includes at least two wheel speed sensors disposed at wheel ends and at least two pressure sensors disposed within a clutch pack.

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