Vehicle control method, controller, and vehicle

Abstract

A vehicle control method, a controller, and a vehicle. The control method comprises: when a locking instruction is received, first controlling a wheel-end decoupler of a differential of a vehicle to execute a coupling operation, and then controlling a differential lock of the differential to execute a locking operation. In this way, when a differential lock performs locking, a wheel-end decoupler has performed coupling in advance, such that the problem of a locking failure caused by executing a locking operation when a wheel end is in an uncoupled state is avoided.

Description

Vehicle control method, controller, and vehicle

[0001] This application claims priority to Chinese patent application number 202310692700.0, filed on June 12, 2023, entitled “Vehicle control method, controller and vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application belongs to the technical field of vehicle power systems and relates to a vehicle control method, a controller and a vehicle. Background Art

[0003] In related technologies, differentials equipped with electronic differential locks (EDLs) can achieve both differential and simultaneous wheel-end rotation by controlling the disengagement and engagement of the locking mechanism, meeting the requirements of various vehicle driving conditions. Therefore, preventing differential lock failure is a pressing technical issue.

[0004] Summary of the Invention

[0005] The present application provides a vehicle control method, a controller, and a vehicle to solve the problem in the prior art of locking failure when a locking operation is performed in an uncoupled wheel end state.

[0006] To solve the above technical problems, on the one hand, an embodiment of the present application provides a vehicle control method, including:

[0007] When a locking command is received, the wheel-end decoupler of the vehicle's differential is first controlled to perform a coupling operation, and then the differential lock of the differential is controlled to perform a locking operation.

[0008] Optionally, the step of first controlling a wheel-end decoupler of a vehicle differential to perform a coupling operation and then controlling a differential lock of the differential to perform a locking operation includes:

[0009] When the vehicle meets the locking enabling condition, the differential lock is controlled to perform a locking operation, wherein the locking enabling condition includes: the vehicle speed is less than the first target vehicle speed;

[0010] When the vehicle meets the forced coupling condition, the wheel end decoupler is controlled to perform a coupling operation, wherein the forced coupling condition includes: the vehicle speed is less than the second target vehicle speed;

[0011] The first target vehicle speed is less than the second target vehicle speed.

[0012] Optionally, the range of the first target vehicle speed is: (0, 5) km / h.

[0013] Optionally, the range of the second target vehicle speed is: [5, 10) km / h.

[0014] Optionally, when the vehicle meets an unlocking enabling condition, the differential lock is allowed to perform an unlocking operation, wherein the unlocking enabling condition includes: the vehicle speed is greater than a third target speed, and the third target speed is greater than the second target speed.

[0015] Optionally, the third target vehicle speed is in the range of (30, 50) km / h.

[0016] Optionally, the vehicle is a four-wheel drive vehicle, and the differential is an auxiliary drive differential of the four-wheel drive vehicle.

[0017] Optionally, it also includes:

[0018] When the vehicle satisfies a locking enabling condition, the differential lock is allowed to perform a locking operation, wherein the locking enabling condition includes: the vehicle speed is less than a first target vehicle speed, the speed difference between the connecting shafts at both ends of the wheel-end decoupler is less than a first target speed difference, and the output torque of the vehicle is less than a first target torque;

[0019] When the vehicle meets the coupling enable conditions, the wheel-end decoupler is allowed to perform the coupling operation, wherein the coupling enable conditions include: the speed difference between the connecting shafts at both ends of the wheel-end decoupler is less than the second target speed difference, and the output torque of the auxiliary drive is less than the first target torque, wherein the second target speed difference is less than the first target speed difference.

[0020] Optionally, the range of the first target rotational speed difference is: (30, 100) rpm.

[0021] Optionally, the range of the second target rotational speed difference is: (0, 30] rpm.

[0022] Optionally, when the auxiliary drive meets the forced coupling condition, the wheel end decoupler of the auxiliary drive is controlled to perform a coupling operation, wherein the forced coupling condition includes: the speed of the four-wheel drive vehicle is greater than the fourth target speed, wherein the fourth target speed is greater than the third target speed.

[0023] Optionally, the range of the fourth target vehicle speed is: (120, maximum allowed vehicle speed) km / h.

[0024] According to the vehicle control method of an embodiment of the present application, upon receiving a locking command, the wheel-end decouplers of the vehicle's differential are first controlled to perform a coupling operation, and then the differential lock of the differential is controlled to perform a locking operation. Thus, when the differential lock is locked, the wheel-end decouplers are already pre-coupled. This avoids the locking failure problem encountered in related technologies when the wheel-ends are locked while the wheels are uncoupled, ensuring the proper functioning of the differential lock.

[0025] On the other hand, an embodiment of the present application provides a controller, which operates according to the above-mentioned control method.

[0026] On the other hand, an embodiment of the present application provides a vehicle including the above-mentioned controller. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] FIG1 is a block diagram of a differential speed control method provided by an embodiment of the present application;

[0028] FIG2 is a schematic diagram of a powertrain of a vehicle provided in one embodiment of the present application;

[0029] FIG3 is a schematic diagram of a differential of a power system of a vehicle provided in an embodiment of the present application.

[0030] The figures in the specification are marked as follows: 10. Differential; 1. Differential body; 11. Housing; 12. Planetary gears; 13. Planetary gear shafts; 14. First half-shaft gear; 15. Second half-shaft gear; 2. Differential lock; 3. Wheel-end decoupler; 20. Drive motor; 30. First half-shaft; 40. First wheel; 50. Second half-shaft; 60. Second wheel; 70. Speed ​​reduction mechanism; 701. Primary speed reduction driving gear; 702. Primary speed reduction driven gear; 703. Secondary speed reduction driving gear; 704. Secondary speed reduction driven gear; 80. Controller. DETAILED DESCRIPTION

[0031] In order to make the technical problems, technical solutions and beneficial effects solved by this application more clearly understood, the present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application. In Figure 1, the direction perpendicular to the paper is the Y-axis direction, and the X-axis and Z-axis directions refer to the coordinates in Figure 2.

[0032] Referring to FIG1 , a vehicle control method provided in an embodiment of the present application includes:

[0033] When a locking command is received, the wheel-end decoupler of the vehicle's differential is first controlled to perform a coupling operation, and then the differential lock of the differential is controlled to perform a locking operation.

[0034] According to the vehicle control method of an embodiment of the present application, upon receiving a locking command, the wheel-end decouplers of the vehicle's differential are first controlled to perform a coupling operation, and then the differential lock of the differential is controlled to perform a locking operation. Thus, when the differential lock is locked, the wheel-end decouplers are already pre-coupled. This avoids the locking failure problem encountered in related technologies when the wheel-ends are locked while the wheels are uncoupled, ensuring the proper functioning of the differential lock.

[0035] In one embodiment, the steps of first controlling the wheel-end decoupler of the vehicle's differential to perform a coupling operation and then controlling the differential lock of the differential to perform a locking operation include:

[0036] When the vehicle satisfies a locking enabling condition, the differential lock is controlled to perform a locking operation, wherein the locking enabling condition includes: a vehicle speed being less than a first target vehicle speed.

[0037] When the vehicle meets a forced coupling condition, the wheel-end decoupler is controlled to perform a coupling operation, wherein the forced coupling condition includes: a vehicle speed is less than a second target vehicle speed.

[0038] The first target vehicle speed is less than the second target vehicle speed.

[0039] In one embodiment, the first target vehicle speed is in the range of (0, 5) km / h.

[0040] In one embodiment, the second target vehicle speed is in the range of [5, 10) km / h.

[0041] Through autonomous vehicle speed control: first, the wheel-end decoupler of the auxiliary drive of the differential of the four-wheel drive vehicle is controlled to perform a coupling operation, and then the differential lock of the auxiliary drive of the differential is controlled to perform a locking operation.

[0042] In one embodiment, when the vehicle meets an unlocking enabling condition, the differential lock is allowed to perform an unlocking operation, wherein the unlocking enabling condition includes: the vehicle speed is greater than a third target speed, and the third target speed is greater than the second target speed.

[0043] In the locked state, the vehicle is automatically unlocked when the unlocking enabling conditions are met. For example, after getting out of trouble, the auxiliary drive automatically enters the unlocked state.

[0044] In one embodiment, the third target vehicle speed is in the range of (30, 50) km / h.

[0045] In one embodiment, the vehicle is a four-wheel drive vehicle having a main drive and an auxiliary drive, and the differential is a differential of the auxiliary drive of the four-wheel drive vehicle. The main drive and the auxiliary drive each have their own drive motor and differential, and the differential includes a differential body (conventional differential), a differential lock, and a wheel-end decoupler.

[0046] In one embodiment, it further includes:

[0047] The differential lock is enabled when the vehicle meets the lock-enabling conditions. These conditions include: the vehicle speed is less than a first target speed, the speed difference between the connecting shafts at both ends of the wheel-end decoupler is less than a first target speed difference, and the vehicle's output torque is less than a first target torque. This includes the vehicle's output torque being less than the first target torque, ensuring smooth operation during differential lock and wheel-end decoupler engagement.

[0048] The locking of the differential lock corresponds to the vehicle's extreme conditions, such as skidding, off-road mode (bumpy areas), escape mode, etc.

[0049] When the vehicle meets the coupling enable conditions, the wheel-end decoupler is allowed to perform the coupling operation, wherein the coupling enable conditions include: the speed difference between the connecting shafts at both ends of the wheel-end decoupler is less than the second target speed difference, and the output torque of the auxiliary drive is less than the first target torque, wherein the second target speed difference is less than the first target speed difference.

[0050] The coupling of the wheel-end decoupler switches the vehicle from two-wheel drive to four-wheel drive. The smaller the speed difference of the connecting shafts at both ends of the wheel-end decoupler, the better the smoothness.

[0051] The differential lock operates when wheel slip creates a speed difference between the left and right wheels. The wheel-end decoupler operates in two-wheel drive mode, cutting off the auxiliary drive's drag torque and controlling the speed difference to be the speed difference between the connecting shafts at both ends of the wheel-end decoupler.

[0052] In one embodiment, the first target rotational speed difference is in the range of (30, 100) rpm.

[0053] In one embodiment, the second target rotational speed difference is in the range of (0, 30] rpm.

[0054] In one embodiment, when the auxiliary drive meets the forced coupling condition, the wheel-end decoupler of the auxiliary drive is controlled to perform a coupling operation, wherein the forced coupling condition includes: the speed of the four-wheel drive vehicle is greater than the fourth target speed, wherein the fourth target speed is greater than the third target speed.

[0055] When the vehicle is traveling at high speed, the wheel-end decoupler needs to be coupled regardless of whether the auxiliary drive motor is working to avoid damage to the differential.

[0056] In one embodiment, the fourth target speed range is (120, maximum permitted speed) km / h. The maximum permitted speed is the maximum speed specified by law. Setting the fourth target speed ensures differential reliability and vehicle stability at high speeds.

[0057] In one embodiment, the control method further includes:

[0058] Detecting vehicle speed; for example, by a vehicle speed sensor.

[0059] Detects the vehicle's output torque.

[0060] In addition, an embodiment of the present application provides a controller 10, which operates according to the control method of the above embodiment.

[0061] In addition, referring to Figures 2 and 3, an embodiment of the present application provides a vehicle, including a powertrain and a controller 80, the powertrain includes a main drive and an auxiliary drive, the main drive and the auxiliary drive each include their own drive motor 20 and a differential 10, the differential 10 includes a differential body 1, a differential lock 2 and a wheel-end decoupler 3.

[0062] The differential lock 2 is used to lock and unlock the differential; the wheel-end decoupler 3 is connected between one of the half-shaft gears of the differential body 1 and the half-shaft on the same side, and is used to couple and decouple the differential body 1 and the wheels connected to the half-shaft.

[0063] Specifically, referring to Figure 3 , the differential body 1 includes a housing 11, planetary gears 12, a planetary gear shaft 13, a first sideshaft gear 14, and a second sideshaft gear 15. Both ends of the planetary gear shaft 13 are connected to the housing 11 and are each mounted with a planetary gear 12. The planetary gears 12, the first sideshaft gear 14, and the second sideshaft gear 15 are all bevel gears. The planetary gears 12 mesh orthogonally with the first sideshaft gear 14, and the planetary gears 12 mesh orthogonally with the second sideshaft gear 15. The wheel-end decoupler 3 is connected between the first sideshaft gear 14 and the inner end of the first sideshaft 30. The outer end of the first sideshaft 30 is connected to the first wheel 40, and the second sideshaft gear 15 is connected to the second wheel 60 via the second sideshaft 50. The first sideshaft gear 14, the second sideshaft gear 15, the first sideshaft 30, and the second sideshaft 50 are coaxial. The differential lock 2 is connected between the housing 11 and the second sideshaft 50.

[0064] The connecting shafts at both ends of the wheel-end decoupler 3 are the output shafts of the first side shaft 30 and the first side shaft gear 14 respectively.

[0065] One of the first wheel 40 and the second wheel 60 is a left wheel, and the other is a right wheel.

[0066] The differential lock 2 is an electronic differential lock, such as an electromagnetic clutch, etc. The wheel end decoupler 3 is, for example, an electromagnetic clutch.

[0067] 2 , the controller 80 is respectively connected to the differential lock 2 , the wheel-end decoupler 3 and the drive motor 20 for signal control to control the locking and unlocking of the differential lock 2 , the coupling and decoupling of the wheel-end decoupler 3 and the operation of the drive motor 20 .

[0068] Differentials in the related art lack wheel-end decoupling. To reduce the drag torque of the drive motor to achieve energy conservation and consumption reduction, the vehicle powertrain must be equipped with a separate wheel-end decoupler. This results in differentials in the related art having the disadvantages of large layout space, low integration, and limited functionality. However, in one embodiment of the present invention, as shown in FIG3 , the differential lock 2 and wheel-end decoupler 3 are integrated into the differential body 1. Specifically, the differential body 1, differential lock 2, and wheel-end decoupler 3 are integrated into the same housing 11 to form an integrated differential 10, which offers the advantages of small layout space, high integration, and diverse functionality.

[0069] 2 , the vehicle further includes a reduction mechanism 70, which is connected between the drive motor 20 and the housing 11 of the differential 1. The reduction mechanism 70 can be a single-speed or multi-speed reduction mechanism.

[0070] For example, in the embodiment shown in FIG2 , the reduction mechanism 70 is a two-speed parallel axis gear reduction mechanism. Specifically, the reduction mechanism 70 includes a primary reduction driving gear 701, a primary reduction driven gear 702, a secondary reduction driving gear 703, and a secondary reduction driven gear 704. The primary reduction driving gear 701 is connected to the output shaft of the drive motor 20, the primary reduction driven gear 702 is coaxially connected to the secondary reduction driving gear 703, and the secondary reduction driven gear 704 is fixed to the outer periphery of the housing 11 of the differential 1. The primary reduction driving gear 701 meshes with the primary reduction driven gear 702, and the secondary reduction driving gear 703 meshes with the secondary reduction driven gear 704.

[0071] The vehicle has a normal mode, an escape mode, and an energy-saving mode. In each mode, the control of the drive motor 20, the differential lock 2, and the wheel-end decoupler 3 is as shown in Table 1:

[0072] Table 1

[0073] In normal mode, the wheel-end decoupler 3 is engaged and the differential lock 2 is disengaged. The torque of the drive motor 20 can eventually be transmitted normally to the left and right wheels through the differential 1 and the left and right half-shafts, realizing the vehicle's normal functions such as straight-line driving and cornering differential exercise.

[0074] In the escape mode, the wheel-end decoupler 3 is engaged and the differential lock 2 is locked. The differential lock 2 rigidly connects the second half-shaft gear 15 with the housing 11 of the differential 1, so that the left and right wheels are rigidly connected and transmit the output torque of the drive motor 20 at the same speed, thereby improving the vehicle's escape ability.

[0075] In energy-saving mode, the wheel-end decoupler 3 is disconnected, the differential lock 2 is disconnected, and the drive motor 20 does not work. The wheel on the side of the wheel-end decoupler 3 (the first wheel 40) is disconnected from the differential 1 and cannot transmit power. The wheel on the other side (the second wheel 60) drives the differential gear (the planetary gear 12, the first half-shaft gear 14 and the second half-shaft gear 15) to idle. The wheel cannot drive the housing 11 of the differential 1 to rotate, and thus cannot drive the drive motor 20 to rotate. The decoupling of the wheel and the drive motor 20 is achieved, and the drag torque between the reduction mechanism 70 and the drive motor 20 is eliminated, thereby reducing the drag torque of the vehicle and achieving the purpose of energy saving and consumption reduction.

[0076] In another embodiment not shown in the figures, the differential lock 2 may be integrated into the housing 11 of the differential 1 , and the wheel-end decoupler 3 may be arranged outside the housing 11 of the differential 1 .

[0077] In another embodiment not shown in the figures, the wheel end decoupler 3 may be integrated into the housing 11 of the differential 1 , and the differential lock 2 may be arranged outside the housing 11 of the differential 1 .

[0078] In another embodiment not shown in the figures, the differential lock 2 and the wheel-end decoupler 3 may both be arranged outside the housing 11 of the differential 1 .

[0079] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: When a locking instruction is received, the wheel end decoupler of the differential of the vehicle is first controlled to perform a coupling operation, and then the differential lock of the differential is controlled to perform a locking operation.

2. The control method according to claim 1, characterized in that: The step of first controlling the wheel end decoupler of the differential of the vehicle to perform a coupling operation and then controlling the differential lock of the differential to perform a locking operation comprises: When the vehicle meets a locking enabling condition, controlling the differential lock to perform a locking operation, wherein the locking enabling condition includes: a vehicle speed of the vehicle is less than a first target vehicle speed; When the vehicle meets the forced coupling condition, controlling the wheel end decoupler to perform a coupling operation, wherein the forced coupling condition includes: the vehicle speed is less than a second target vehicle speed; Wherein, the first target vehicle speed is less than the second target vehicle speed.

3. The control method according to claim 2, characterized in that: The range of the first target vehicle speed is: (0, 5) km / h.

4. The control method according to claim 2, characterized in that: The range of the second target vehicle speed is: [5, 10) km / h.

5. The control method according to claim 2, characterized in that: Also includes: When the vehicle meets an unlocking enabling condition, the differential lock is allowed to perform an unlocking operation, wherein the unlocking enabling condition includes: a vehicle speed of the vehicle is greater than a third target vehicle speed, and the third target vehicle speed is greater than the second target vehicle speed.

6. The control method according to claim 5, characterized in that: The range of the third target vehicle speed is: (30, 50) km / h.

7. The control method according to any one of claims 1 to 6, characterized in that: The vehicle is a four-wheel drive vehicle, and the differential is an auxiliary drive differential of the four-wheel drive vehicle.

8. The control method according to claim 7, characterized in that: Also includes: When the vehicle satisfies a locking enabling condition, the differential lock is allowed to perform a locking operation, wherein the locking enabling condition includes: the vehicle speed is less than a first target vehicle speed, the speed difference of the connecting shafts at both ends of the wheel end decoupler is less than a first target speed difference, and the output torque of the vehicle is less than a first target torque; When the vehicle meets the coupling enable condition, the wheel-end decoupler is allowed to perform a coupling operation, wherein the coupling enable condition includes: the speed difference between the connecting shafts at both ends of the wheel-end decoupler is less than the second target speed difference, and the output torque of the auxiliary drive is less than the first target torque, wherein the second target speed difference is less than the first target speed difference.

9. The control method according to claim 8, characterized in that: The range of the first target rotation speed difference is: (30, 100) rpm.

10. The control method according to claim 8, characterized in that: The range of the second target speed difference is: (0, 30] rpm.

11. The control method according to claim 8, characterized in that: Also includes: When the auxiliary drive meets the forced coupling condition, the wheel end decoupler of the auxiliary drive is controlled to perform a coupling operation, wherein the forced coupling condition includes: the vehicle speed of the four-wheel drive vehicle is greater than a fourth target vehicle speed, wherein the fourth target vehicle speed is greater than the third target vehicle speed.

12. The control method according to claim 11, characterized in that: The range of the fourth target vehicle speed is: (120, maximum allowed vehicle speed) km / h.

13. A controller, characterized in that: The controller operates according to the control method described in any one of claims 1-12.

14. A vehicle, characterized in that: Comprising the controller as claimed in claim 13.

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