阅读说明：本技术 车辆运动状态控制方法及车辆 (Vehicle motion state control method and vehicle ) 是由 王占彬 郑灏 陈志恒 邓世林 谢富科 于 2018-06-08 设计创作，主要内容包括：本发明涉及一种车辆运动状态控制方法及车辆。车辆运动状态控制方法即根据车辆的运行工况,通过控制向车辆左、右半轴上分别串接有的磁流变传动结构输入电流的大小,进而控制左、右半轴输出端的扭矩：在整车处于转向工况时,根据转向和转角大小,协调控制左、右半轴上的磁流变传动机构的输入电流的大小；在整车处于制动工况时,控制向左、右半轴上的磁流变传动机构输入最大电流；在整车处于滑行工况时,控制切断向左、右半轴上的磁流变传动机构的电流输入；仅通过控制左、右半轴上串接的磁流变传动结构的电流的大小,就可以适配车辆各种运行工况,控制方法简单有效。(The invention relates to a vehicle motion state control method and a vehicle. The vehicle motion state control method is that according to the running condition of the vehicle, the magnitude of the current input to the magnetorheological transmission structures respectively connected in series on the left half shaft and the right half shaft of the vehicle is controlled, and then the torque of the output ends of the left half shaft and the right half shaft is controlled: when the whole vehicle is in a steering working condition, the magnitude of the input current of the magneto-rheological transmission mechanisms on the left half shaft and the right half shaft is coordinately controlled according to the magnitude of steering and turning angles; when the whole vehicle is in a braking working condition, controlling the magnetorheological transmission mechanisms on the left half shaft and the right half shaft to input maximum current; when the whole vehicle is in a sliding working condition, controlling and cutting off the current input of the magneto-rheological transmission mechanisms on the left half shaft and the right half shaft; the current of the magnetorheological transmission structure connected in series on the left half shaft and the right half shaft is controlled to adapt to various running conditions of the vehicle, and the control method is simple and effective.)

1. A vehicle motion state control method characterized by: according to the operating condition of the vehicle, the magnitude of the input current of the magnetorheological transmission structure respectively connected in series to the left half shaft and the right half shaft of the vehicle is controlled, so that the torque of the output ends of the left half shaft and the right half shaft is controlled:

(1) When the whole vehicle is in a steering working condition, the input current of the magnetorheological transmission mechanisms on the left half shaft and the right half shaft is coordinately controlled according to the steering and turning angle;

(2) When the whole vehicle is in a braking working condition, controlling the magnetorheological transmission mechanisms on the left and right half shafts to input maximum current;

(3) When the whole vehicle is in a sliding working condition, controlling and cutting off the current input of the magneto-rheological transmission mechanisms on the left half shaft and the right half shaft;

(4) The driving device of the whole vehicle outputs power outwards, and when the whole vehicle is in a deceleration or uniform speed or acceleration running working condition, the input current of the magneto-rheological transmission mechanisms on the left half shaft and the right half shaft is adjusted in a positive proportion according to the opening degree of the accelerator pedal.

2. the vehicle motion state control method according to claim 1, characterized in that: and when the rotating angle of the steering wheel of the vehicle is larger than a set rotating angle value, judging that the whole vehicle is in a steering working condition.

3. The vehicle motion state control method according to claim 1, characterized in that: when the brake pedal has a brake signal and the accelerator pedal has the minimum opening degree, the whole vehicle is judged to be in a brake working condition.

4. The vehicle motion state control method according to claim 1, characterized in that: and when the brake pedal has no brake signal and the accelerator pedal has the minimum opening degree, judging that the whole vehicle is in a sliding working condition.

5. The vehicle motion state control method according to claim 1, characterized in that: when the brake pedal has no brake signal and the opening degree of the accelerator pedal is greater than the minimum opening degree, judging that the driving device of the whole vehicle outputs power outwards, and the whole vehicle is in a speed reduction or uniform speed or acceleration running working condition.

6. The vehicle, including automobile body and actuating system, actuating system includes drive arrangement, transmission structure and control system, and transmission structure is including the left and right semi-axis of being connected the left and right wheel of vehicle and drive arrangement transmission respectively, its characterized in that: the left half shaft and the right half shaft are respectively connected with a left magneto-rheological transmission structure and a right magneto-rheological transmission structure in series, the control system comprises a controller and a detection device for detecting the running state of a vehicle, the controller is in communication connection with the detection device and controls and changes the current magnitude on the left magneto-rheological transmission structure and the right magneto-rheological transmission structure according to the feedback signal of the detection device, so that the torque of the output ends of the left half shaft and the right half shaft is changed, and the connection and disconnection of the left wheel and the right wheel with the driving device and the change of the rotating speed of the left.

Technical Field

the invention relates to a vehicle motion state control method and a vehicle.

background

The existing vehicle driving system generally comprises a driving device and a transmission structure connected with the driving device, the structure of the transmission structure is shown in figure 1 and comprises a main speed reducer 1, a differential 2, a left half shaft 3 and a right half shaft 4, the output end of the main speed reducer 1 is connected with the differential 2, two output ends of the differential 2 are respectively connected with the left half shaft and the right half shaft, and the left half shaft and the right half shaft are respectively connected with a left wheel and a right wheel of the vehicle. The disadvantages of the structure in the practical use process are: firstly, when the vehicle does not need power traction in the running process, for example, when the vehicle slides, a large amount of energy can be consumed due to the fact that all the traction and the non-effective linkage parts cannot be cut off, and the oil consumption of the whole vehicle is increased; secondly, the main speed reducer, the differential mechanism, the half shafts and other components are rigidly connected in the direction of a torque transmission path, so that impact excitation of the road surface is transmitted to the left half shaft and the right half shaft through the tires and is transmitted to the differential mechanism and the main speed reducer through the left half shaft and the right half shaft, and the problem of large meshing noise of the main speed reducer is caused when the impact excitation of the uneven road surface acts on the meshing process of the main speed reducer.

to solve the above problem, a chinese patent with application publication No. CN101780766A entitled axle half-shaft clutch discloses an axle structure, in which a half-shaft clutch is mounted on a half-shaft of an axle, and the disconnection and connection of the half-shaft of the axle are controlled by disconnection and connection of the half-shaft clutch, so as to solve the problem that a large amount of energy is consumed due to the fact that all the trailing and non-effective linkage elements cannot be cut off when a vehicle slides.

disclosure of Invention

The invention aims to provide a vehicle, the transmission structure of the vehicle can cut off all dragging and non-effective linkage parts when the vehicle slides, and the structure is simple; the invention also aims to provide a vehicle motion state control method for controlling the vehicle.

In order to achieve the above object, the vehicle of the present invention has the technical scheme that: the vehicle comprises a vehicle body and a driving system, wherein the driving system comprises a driving device, a transmission structure and a control system, the transmission structure comprises a left half shaft and a right half shaft which are respectively in transmission connection with a left wheel and a right wheel of the vehicle and the driving device, the left half shaft and the right half shaft are respectively connected in series with a left magneto-rheological transmission structure and a right magneto-rheological transmission structure, the control system comprises a controller and a detection device which is used for detecting the running state of the vehicle, the controller is in communication connection with the detection device and controls and changes the current magnitude on the left magneto-rheological transmission structure and the right magneto-rheological transmission structure according to a feedback signal of the detection device, so that the torque of the output ends of the left half shaft and the right half shaft is changed, and the connection.

The magnetorheological transmission structure is connected on the left half shaft and the right half shaft of the vehicle in series, and the current on the left magnetorheological transmission structure and the right magnetorheological transmission structure is changed only by controlling, so that the magnetorheological transmission structure can be adapted to various running working conditions of the vehicle.

In order to achieve the above object, the technical solution of the vehicle motion state control method of the present invention is: a vehicle motion state control method characterized by: according to the operating condition of the vehicle, the magnitude of the input current of the magnetorheological transmission structure respectively connected in series to the left half shaft and the right half shaft of the vehicle is controlled, so that the torque of the output ends of the left half shaft and the right half shaft is controlled:

(1) When the whole vehicle is in a steering working condition, the input current of the magnetorheological transmission mechanisms on the left half shaft and the right half shaft is coordinately controlled according to the steering and turning angle;

(2) When the whole vehicle is in a braking working condition, controlling the magnetorheological transmission mechanisms on the left and right half shafts to input maximum current;

(3) When the whole vehicle is in a sliding working condition, controlling and cutting off the current input of the magneto-rheological transmission mechanisms on the left half shaft and the right half shaft;

(4) The driving device of the whole vehicle outputs power outwards, and when the whole vehicle is in a deceleration or uniform speed or acceleration running working condition, the input current of the magneto-rheological transmission mechanisms on the left half shaft and the right half shaft is adjusted in a positive proportion according to the opening degree of the accelerator pedal. The differential speed of the left wheel and the right wheel of the vehicle and the connection and disconnection between the left wheel and the right wheel and the driving device can be realized only by controlling the current on the left magneto-rheological transmission structure and the right magneto-rheological transmission structure to release the urine, and the control mode is simple and convenient.

And when the rotating angle of the steering wheel of the vehicle is larger than a set rotating angle value, judging that the whole vehicle is in a steering working condition.

When the brake pedal has a brake signal and the accelerator pedal has the minimum opening degree, the whole vehicle is judged to be in a brake working condition.

And when the brake pedal has no brake signal and the accelerator pedal has the minimum opening degree, judging that the whole vehicle is in a sliding working condition.

when the brake pedal has no brake signal and the opening degree of the accelerator pedal is greater than the minimum opening degree, the whole vehicle is judged to be in a constant speed or acceleration running working condition.

Drawings

FIG. 1 is a schematic structural diagram of a transmission structure in the prior art;

FIG. 2 is a schematic view of a drive axle structure in the embodiment 1 of the vehicle according to the present invention;

FIG. 3 is a structural view of a transaxle in embodiment 1 of a vehicle according to the present invention;

FIG. 4 is an enlarged view of the junction of the upstream and downstream half shafts of the right half shaft of FIG. 3;

FIG. 5 is a block diagram of the upstream axle shaft of FIG. 4;

FIG. 6 is a block diagram of the downstream axle shaft of FIG. 4;

FIG. 7 is a radial cross-sectional view of the junction of the upstream and downstream axle shafts of FIG. 4;

FIG. 8 is a flowchart of a method of controlling a motion state of a vehicle according to the present invention;

FIG. 9 is a view showing a first coupling structure of an upstream half shaft and a downstream half shaft in a vehicle embodiment 3 of the invention;

FIG. 10 is a diagram showing a second coupling structure of an upstream half shaft and a downstream half shaft in the vehicle embodiment 3 of the invention;

In fig. 1: 1. a main reducer; 2. a differential mechanism; 3. a left half shaft; 4. a right half shaft; 5. a hub;

In fig. 2 to 9: 1. a main reducer; 11. inputting the conical teeth; 12. an output conical tooth; 2. a left half-shaft assembly; 3. a right half shaft assembly; 31. an upstream half shaft; 311. a plug; 312. a bearing inner seat; 313. a blade; 32. a downstream half shaft; 321. a jack; 322. a bearing outer seat; 323. an annular baffle table; 324. an annular groove; 325. a blade; 33. sealing the chamber; 34. an electromagnetic coil; 35. a controller; 36. a bearing; 37. a power source; 5. a hub; 6. a support bearing; 8. an axle housing; 9. a connecting sleeve; 10. a blade; 101. an annular connecting cylinder.

Detailed Description

The following further describes embodiments of the present invention with reference to the drawings.

the specific embodiment 1 of the vehicle comprises a vehicle body, wherein a driving system is arranged on the vehicle body, the driving system comprises a transmission shaft and a driving axle connected with the transmission shaft, the output ends of the two ends of the driving axle are connected with hubs 5 of two wheels, the specific structure of the driving axle is shown in fig. 2 to 7 and comprises an axle housing 8, a main reducer 1 is arranged in the middle of the inner side of the axle housing, a left half shaft assembly 2 and a right half shaft assembly 3 are respectively arranged on the left side and the right side of the main reducer, and supporting bearings 6 are respectively arranged on the left half shaft assembly and the right half shaft assembly. The main speed reducer 1 comprises a pair of conical teeth, namely an input conical tooth 11 and an output conical tooth 12, the input conical tooth 11 is connected with a main input shaft of a drive axle, an output end of the output conical tooth 12 is connected with a left half shaft assembly and a right half shaft assembly through splines, and the two conical teeth are mainly used for changing the transmission direction of torque and reducing speed and increasing torque.

the left half shaft assembly 2 and the right half shaft assembly 3 are identical in structure and symmetrically arranged, taking the right half shaft assembly 3 as an example, the left half shaft assembly 2 and the right half shaft assembly 3 comprise an upstream half shaft 31 and a downstream half shaft 32 which are coaxially arranged, opposite ends of the upstream half shaft and the downstream half shaft are in transmission connection through a magneto-rheological transmission structure, one end of the upstream half shaft departing from the magneto-rheological transmission structure is connected with the output end of a main speed reducer, one end of the downstream half shaft departing from the magneto-rheological transmission structure is connected with a wheel hub, and the magneto-: the end of the upstream half shaft 31 close to the downstream half shaft is provided with a plug 311, the outer diameter of the end of the downstream half shaft 32 close to the plug is increased, the end of the large-diameter section is provided with a jack 321, the root of the outer side surface of the plug 311 is provided with a bearing inner seat 312, the opening of the inner wall surface of the jack 321 is provided with a bearing outer seat 322, the plug 311 is rotatably assembled in the jack 321 through a bearing 36 arranged between the bearing inner seat 312 and the bearing outer seat 322, so that the upstream half shaft 31 and the downstream half shaft 32 are axially connected and circumferentially connected together, the opening of the gap between the jack and the plug is provided with a sealing structure for sealing the gap outlet, so as to form a sealing chamber 33 between the plug and the jack, the bearing is positioned outside the sealing chamber, the sealing structure comprises an annular baffle 323 arranged on the inner wall surface of the jack, and the end of, a sealing ring which is in sliding sealing fit with the outer side surface of the plug is embedded in the annular groove 324.

The sealing chamber 33 is filled with magnetorheological solution, the position, corresponding to the sealing chamber, on the outer side surface of the plug 311 is provided with a blade 313 which is in contact with the magnetorheological solution and further pushes the magnetorheological solution to rotate, the blade surface of the blade 313 is provided with a driving surface, the driving surface is in contact with the magnetorheological solution and further pushed to rotate by the magnetorheological solution, the wall surface of the insertion hole 321 is provided with a blade 325, the driving surface is in contact with the magnetorheological solution and further pushed to rotate by the magnetorheological solution, and the blade surface of the blade 325 is provided with a driving surface, the inner. And an electromagnetic device for changing the magnetic field environment of the magnetorheological solution is arranged outside the sealed chamber 33, and the electromagnetic device comprises an electromagnetic coil 34 and a controller 35 for controlling the current of the electromagnetic coil, wherein the electromagnetic coil is distributed uniformly along the circumferential direction of the sealed chamber. The solenoid 34 and the controller 35 are both disposed on the axle housing, and the controller 35 is connected to a power source 37 via a cable.

In the actual use process of the vehicle, when the whole vehicle runs, the torque of the driving device is transmitted to the upstream half shafts of the left half shaft assembly and the right half shaft assembly through the main speed reducer, the upstream half shafts rotate and stir magnetorheological solutions through the blades to rotate, the blades drive the downstream half shafts to rotate, and the power torque is transmitted in the process and drives the hub to run. In the process, the controller adjusts the strength of the magnetic induction line generated by the electromagnetic coil by controlling the current according to the running working condition of the whole vehicle, so as to control the damping size of the magnetorheological solution, realize the disconnection of the torque between the upstream half shaft and the downstream half shaft and the combination of different degrees, further realize the differential function of the half shafts under the condition of realizing the disconnection of the torque, thus canceling the differential mechanism, effectively reducing the weight, the volume and the temperature rise during the running of the drive axle, and simultaneously improving the noise performance of the drive axle body due to the reduction of the meshing number of the gear pairs.

in the actual use process of the vehicle, the motion state control method of the vehicle is shown in fig. 8, and the basic principle is that the controller controls the current of the electromagnetic coil according to input signals of all states when the whole vehicle runs, so as to control the magnetic field intensity generated by the electromagnetic coil, and further realize the adjustment of the damping value of the magnetorheological solution. For example: when the whole vehicle turns, the controller reads the turning angle of the steering wheel, based on the turning angle, the controllers on the left half shaft assembly and the right half shaft assembly respectively output different current values to enable the electromagnetic coils on the left half shaft assembly and the right half shaft assembly to generate different magnetic field strengths, so that magnetorheological solutions on the left half shaft assembly and the right half shaft assembly present different damping values, so that the downstream half shafts of the left half shaft assembly and the right half shaft assembly present different rotating speeds (if the rotating speed of the upstream half shaft of the left half shaft assembly is 100%, the rotating speed is transmitted to the downstream half shaft by controlling the damping value alpha of the magnetorheological solutions on the left half shaft assembly to reach 99.7%, and at the moment, the rotating speed of the upstream half shaft of the right half shaft assembly is also 100%, and if alpha is greater than beta, the rotating speed of the downstream half shaft of the right half shaft assembly is less than 99.7%, the downstream half shafts of the right half shaft assembly have different rotating speeds), and the differential function is realized. When the whole vehicle brakes, the controller outputs the maximum current to the electromagnetic coil through the wire harness, so that the upstream half shaft and the downstream half shaft are in a strong connection state, and at the moment, the hub is required to drag the transmission system, the gearbox and other transmission system upstream parts through the half shafts, so as to ensure the braking performance of the whole vehicle (on one hand, the braking performance is improved through the rotational inertia of the upstream parts, and on the other hand, the braking performance can be ensured by installing a retarder on part of vehicles); when the whole vehicle slides, the controller cuts off the current, the electromagnetic coil does not generate a magnetic field, the damping value of the magnetorheological fluid is extremely small, the upper half shaft and the lower half shaft have no acting force in the torsion direction, the rotation of the hub is disconnected, the main speed reducer, the transmission shaft at the upstream of the drive axle, the gear of the gearbox, the flywheel and other components do not rotate along with the hub, the energy consumption of the drive device and the friction loss of the transmission shaft, the gearbox and other follow-up components under the condition of no work are avoided, the sliding resistance and the braking resistance are reduced, the sliding distance is prolonged, the energy-saving effect is obvious, and the; when the whole vehicle outputs power to the outside, and the whole vehicle runs at a deceleration or constant speed and acceleration, the controller controls the current, so that the damping value of the magnetorheological solution is adaptive to the resistance of the whole vehicle during running, at the moment, the upstream half shaft and the downstream half shaft are connected with each other through nonlinear damping force and transmit torque, random impact excitation on the road surface is attenuated through the damping value of the solution, the impact amplitude acting on the main reducing gear can be effectively restrained, the vibration damping effect of the road surface impact excitation is realized, the running working condition of the main reducing gear is improved, the gear noise is reduced, and the comfort of the whole vehicle is improved.

Embodiment 2 of the vehicle of the invention differs from embodiment 1 in that: the upstream half shaft and the downstream half shaft can be provided with no blade, and the upstream half shaft and the downstream half shaft can realize torque transmission through the friction force of the magnetorheological solution, the inner wall surface of the jack and the outer side surface of the plug. Or one of them is provided with blades and the other is not provided with blades, etc.

embodiment 3 of the vehicle of the invention differs from embodiment 1 in that: instead of the upstream half shaft and the downstream half shaft, as shown in fig. 9, the sealing chamber may be formed by a connecting sleeve 9 disposed between the upstream half shaft and the downstream half shaft, the upstream half shaft and the downstream half shaft respectively extend into the connecting sleeve 9 from both ends and are axially connected to the connecting sleeve 9 in a circumferentially rotatable manner, the inner cavity of the connecting sleeve forms the sealing chamber, and the extending sections of the upstream half shaft and the downstream half shaft are respectively provided with the driving blade and the driven blade.

Or, as shown in fig. 10, the connection structure and the driving structure of the upstream half shaft and the downstream half shaft are separately arranged, the rotating shafts of the upstream half shaft and the downstream half shaft are axially connected in a circumferential direction and can rotate relatively, the outer peripheries of the upstream half shaft and the downstream half shaft are both provided with blades 10 in a surrounding manner, an annular connecting cylinder 101 which is used for arranging the blade sealing cover on the upstream half shaft and the downstream half shaft in a sleeving manner is arranged between the upstream half shaft and the downstream half shaft, the upstream half shaft and the downstream half shaft are both in sliding sealing fit with the.

Embodiment 4 of the vehicle of the invention differs from embodiment 1 in that: a plug may be provided on the downstream half-shaft and a socket on the upstream half-shaft.

embodiment 5 of the vehicle of the invention differs from embodiment 1 in that: the plug can be not in running fit with the jack through a bearing, but an annular boss is arranged on the inner wall surface of the jack, and the upper end surface of the annular boss is in sliding seal fit with the outer side surface of the plug. In this case, a sealing structure for sealing the outlet of the sealing chamber is not required to be provided between the plug and the inner wall of the socket.

Embodiment 6 of the vehicle of the invention differs from embodiment 1 in that: the bearing may be disposed inside the sealed chamber.

embodiment 7 of the vehicle of the invention differs from embodiment 1 in that: the sealing structure between the plug and the inner wall surface of the jack can also be replaced, for example, an annular baffle table and a sealing ring are arranged on the outer side surface of the plug, and the sealing ring is in sliding sealing fit with the inner wall surface of the jack.

embodiment 8 of the vehicle of the invention differs from embodiment 1 in that: the electromagnetic coil may also be replaced by an annular coil disposed along the outer periphery of the sealed chamber.

in addition, the electromagnetic coil is not arranged along the periphery of the sealed chamber, but is only arranged on one side of the sealed chamber, as long as the magnetic field generated by the electromagnetic coil can cover the magnetorheological solution.

Embodiment 9 of the vehicle of the invention differs from embodiment 1 in that: in a corresponding use environment, the drive axle is not provided with a main speed reducer, and at the moment, when the axis of the main input shaft is parallel to the axes of the left half shaft assembly and the right half shaft assembly, the main input shaft of the drive axle can be directly connected with the left half shaft assembly and the right half shaft assembly; when the axis of the main input shaft is not parallel to the axes of the left and right axle assemblies, the main input shaft may be connected to the left and right axle assemblies through a pair of reversing gears.

The specific embodiment of the vehicle motion state control method of the present invention is the same as the vehicle motion state control method described above, and details are not repeated here.