CN117103984A - Multi-axle chassis transmission system and control method thereof - Google Patents
Multi-axle chassis transmission system and control method thereof Download PDFInfo
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- CN117103984A CN117103984A CN202311128989.XA CN202311128989A CN117103984A CN 117103984 A CN117103984 A CN 117103984A CN 202311128989 A CN202311128989 A CN 202311128989A CN 117103984 A CN117103984 A CN 117103984A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
- B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
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Abstract
The application discloses a multi-axle chassis transmission system and a control method thereof in the technical field of vehicle transmission, and aims to solve the problems of uneven multi-axle load distribution and insufficient power or fracture risk of a drive axle transmission system in the prior art. The device comprises a transfer case, a controller and a driving axle, wherein the driving axle comprises a main speed reducer, a torque limiter, an inter-wheel differential lock and two wheel edge assemblies; an inter-axle differential lock is connected in series between adjacent drive axles, a transfer case differential lock is connected in series between a transfer case and an adjacent drive axle, an ABS speed measuring sensor is arranged on a wheel edge assembly, a gradient acceleration sensor is arranged on a main speed reducer, and a strain gauge is arranged on a supporting shaft of the wheel edge assembly; the application is suitable for a crane, and can enable the torque limiter to be in sliding friction when the transmission torque is overloaded, so that the maximum transmission torque of the transmission system does not exceed the torque limiter torque limiting value, the transmission system is protected from being damaged after overload, and the transmission system is matched with the torque distribution characteristic of the differential lock, thereby ensuring the running driving force of the whole vehicle.
Description
Technical Field
The application relates to the technical field of vehicle transmission, in particular to a multi-axle chassis transmission system and a control method thereof.
Background
The all-terrain crane is a crane capable of being converted at a high speed, and the running stability of the crane is crucial to the running performance of a vehicle. In order to improve the running stability and safety of the whole crane, an independent suspension system is arranged on the whole ground crane, and a disconnected drive axle is arranged on the chassis transmission system in matching with the independent suspension system.
For example, chinese patent application No. CN103522865a, entitled independent suspension system and crane having the same, the system is an independent suspension system, and the power transmission is a disconnected drive axle. The disconnected drive axle comprises a main reducer fixed on the frame, two mutually independent wheel edges, and the universal transmission shaft is used for connecting the main reducer and the wheel edges, so that power transmission is realized.
With the development of the market, the loading capacity of all-terrain cranes is also continuously improved. In chassis arrangements, the vehicle reduces the load carried by a single disconnect drive axle by increasing the number of drive axles, subject to chassis space limitations. However, the problem with multi-axle chassis is that the length of the whole vehicle increases, and uneven distribution of multi-axle loads occurs on uneven road surfaces or under climbing conditions, with the risk of insufficient power or breakage of the drive axle transmission system.
Disclosure of Invention
The application aims to overcome the defects in the prior art, provides a multi-axle chassis transmission system and a control method thereof, and solves the problems of uneven multi-axle load distribution, insufficient power or fracture risk of a drive axle transmission system existing in the conventional multi-axle chassis transmission system.
In order to solve the technical problems, the application is realized by adopting the following technical scheme:
in a first aspect, the present application provides a multi-axle chassis drive system comprising: the transfer case and the controller are respectively and sequentially connected with two driving axles at two output ends of the transfer case, the driving axles comprise a main speed reducer, a torque limiter, an inter-wheel differential lock and two wheel assemblies, one side output end of the main speed reducer is connected with one wheel assembly through the torque limiter, and the other side output end is connected with the other wheel assembly through the inter-wheel differential lock;
an inter-axle differential lock is connected in series between adjacent drive axles, a transfer case differential lock is connected in series between the transfer case and an adjacent drive axle, an ABS speed measuring sensor is arranged on the wheel edge assembly, a gradient acceleration sensor is arranged on the main speed reducer, and a strain gauge is arranged on a supporting shaft of the wheel edge assembly;
the output end of the controller is electrically connected with the inter-wheel differential lock, the inter-axle differential lock, the transfer case differential lock and the transfer case respectively; the input end is respectively electrically connected with the ABS speed measuring sensor, the gradient acceleration sensor, the strain gauge and the torque limiter.
Further, the inter-wheel differential lock, the inter-axle differential lock and the transfer case differential lock are hydraulic differential locks.
In a second aspect, the present application provides a control method of a multi-axle chassis transmission system, which adopts the multi-axle chassis transmission system in the first aspect, and includes the following steps:
s1: setting an initial state in response to a received activation instruction, wherein the differential lock among the control wheels, the differential lock among the shafts and the differential lock of the transfer case are not in gear;
s2: judging whether the whole vehicle is in a driving state, if so, returning to the step S1, otherwise, controlling the transfer case to be in a low gear and executing the step S3;
s3: judging whether the whole vehicle is in a driving state, if so, returning to the step S1, and if not, executing the step S4;
s4: acquiring vehicle speed information, wheel side load and wheel side rotating speed, and calculating the load of each driving axle and the tire slip rate of each driving axle;
s5: based on the load of each driving axle and the tire slip rate of each driving axle, controlling the gear engagement of the inter-wheel differential lock, the inter-axle differential lock and the transfer case differential lock according to a preset differential lock control strategy, thereby realizing torque distribution;
s6: judging whether the whole vehicle is in a driving state, if so, executing a step S7, and if not, executing a step S8;
s7: acquiring transfer case gear information, judging whether the transfer case is in a high-speed gear or not, if so, returning to the step S1, and if not, returning to the step S6;
s8: acquiring a sliding signal of each torque limiter, judging whether the torque limiter slides, if yes, judging that the driving force is insufficient, sending a prompt of 'insufficient driving force and traction need', and if not, executing step S9;
s9: and calculating the driving force and the resistance of the whole vehicle, judging whether the driving force of the whole vehicle is larger than the resistance of the whole vehicle, if so, judging that the driving force is faulty, sending a prompt of 'abnormal driving force', and if not, judging that the driving force is insufficient, sending a prompt of 'insufficient driving force and traction requirement'.
Further, the method for judging whether the whole vehicle is in a driving state comprises the following steps:
acquiring vehicle speed information;
judging whether the vehicle speed information is larger than 0 or not;
if yes, judging that the vehicle is in a driving state, and if not, judging that the vehicle is in a parking state.
Further, the method for calculating the load of each drive axle comprises the following steps:
the load of each drive axle is calculated according to the following formula:
G d,n ＝g d,n,1 +g d,n,2 ；
G r,n ＝g r,n,1 +g r,n,2 ；
wherein G is d,n G represents the load of the nth drive axle positioned at the transfer case precursor d,n,1 Representing the load on the left wheel of the nth transaxle of the transfer case front drive g d,n,2 Representing the load on the right wheel side of the nth transaxle of the transfer case front drive, G r,n G represents the load of the nth drive axle positioned at the rear drive of the transfer case r,n,1 Representing the load on the left wheel of the nth transaxle of the transfer case front drive g r,n,2 Representing the load on the right wheel of the nth transaxle of the transfer case precursor.
Further, the method for calculating the tire slip rate of each drive axle comprises the following steps:
the tire slip ratio of each drive axle was calculated according to the following formula:
where δ represents the tire slip ratio of the transaxle, v represents the vehicle speed information, ω represents the rim rotation speed, and r represents the tire radius.
Further, the preset differential lock control strategy includes:
the gear engaging condition of the differential lock between the wheels is as follows:
in the method, in the process of the application,inter-wheel differential lock, delta, representing the nth drive axle located in transfer case front drive d,n,1 Representing tire slip rate, delta, on the left wheel side of the nth transaxle of the transfer case front drive d,n,2 Indicating the tire slip ratio on the right wheel side of the nth drive axle of the transfer case front drive +.>Inter-wheel differential lock, delta, for nth drive axle of transfer case rear drive r,n,1 Representing tire slip rate, delta, on the left wheel of the nth transaxle of the transfer case rear drive r,n,2 Representing tire slip ratio at right wheel of nth drive axle of transfer case rear drive, G e Representing the rated load of the drive axle, wherein X and Y are preset values, and the value range is 1-99;
the gear engaging condition of the inter-axle differential lock is as follows:
in the method, in the process of the application,indicating interaxle differential lock on transfer case front drive, G d,1 Representing the load of the first drive axle at the transfer case front, G d,2 Representing the load of the second drive axle located in the transfer case front drive, +.>Indicating interaxle differential lock located in transfer case rear drive, G r,1 Representing the load of the first drive axle at the transfer case rear drive, G r,2 Representing the load of a second drive axle positioned on the rear drive of the transfer case, wherein Z is a preset value, and the value range is 1-99;
the gear engaging condition of the transfer case differential lock is as follows:
C 3 ：|G d -G r |＞W％*G e ；
wherein C is 3 Representing differential lock of transfer case, G d Representing the sum of the loads of the two drive axles at the transfer case front drive, G r And representing the sum of the loads of the two drive axles positioned on the rear drive of the transfer case, wherein W is a preset value, and the value range is 1-99.
Further, the value of X is 10, the value of Y is 15, the value of Z is 10, and the value of W is 10.
Further, the method for calculating the driving force of the whole vehicle comprises the following steps:
the driving force of the whole vehicle is calculated according to the following formula:
T＝(T 1 ,T 2 ) min
wherein T represents the driving force of the whole vehicle, T 1 Represents torque output from the engine to the tire, T 2 Representing the torque of the ground attachment force acting on the tire;
calculating the torque T of the engine output to the tire according to the following formula 1 ：
T 1 ＝M*iT*iF*η1*iQ*η2
Wherein M represents the turbine output torque of the gearbox, iT represents the low gear speed ratio of the gearbox, iF represents the low gear speed ratio of the transfer case, eta 1 represents the transmission efficiency from the gearbox to the transfer case, iQ represents the speed ratio of the drive axle, eta 2 represents the transmission efficiency of the drive axle;
calculating torque T of ground attachment force acting on tire 2 The method of (1) comprises:
t1: calculating the torque of a single drive axle:
when |g d,n,1 -g d,n,2 |≥G tf1 When (1):
T d,n ＝2*φ*(G d,1 ,G d,2 ) min *r+T f1 *iL*η3
when |g d,n,1 -g d,n,2 |＜G tf1 When (1):
T d,n ＝φ*(G d,1 +G d,2 )*r
when |g r,n,1 -g r,n,2 |≥G tf1 When (1):
T r,n ＝2*φ*(G r,1 ,G r,2 ) min *r+T f1 *iL*η3
when |g r,n,1 -g r,n,2 |＜G tf1 When (1):
T r,n ＝φ*(G r,1 +G r,2 )*r
wherein,
wherein T is d,n Representing torque at nth drive axle of transfer case precursor, T r,n Representing torque at nth drive axle of transfer case rear drive, T f1 The locking moment of the differential lock between the wheels is represented, iL represents the wheel edge speed ratio, eta 3 represents the transmission efficiency of the wheel edge assembly, r represents the radius of the tire, and phi represents the adhesion coefficient of the tire;
t2: calculating driving force of front and rear drives of the transfer case:
when |T d,2 -T d,1 |＞T fq When (1):
T d ＝2*φ*(G d,1 ,G d,2 ) min *r+T fq *iQ*η2
when |T d,2 -T d,1 |＜T fq When (1):
T d ＝T d,1 +T d,2
when |T r,2 -T r,1 |＞T fr When (1):
T r ＝2*φ*(G r,1 ,G r,2 ) min *r+T fr *iQ*η2
when |T r,2 -T r,1 |＜T fr When (1):
T r ＝T r,1 +T r,2
wherein T is d T represents the driving force of the transfer case precursor r Driving force of transfer case rear drive, T fq Representing locking torque of differential lock between axles located at transfer case front drive, T fr Representing the locking moment of the inter-axle differential lock positioned at the rear drive of the transfer case;
t3: calculating torque T of ground attachment force acting on tire 2
When |T d -T r |≥T fz Time of day
T 2 ＝2*(T d ,T r ) min +T fz *iQ*η2
When |T d -T r |＜T fz Time of day
T 2 ＝T d +T r
Wherein T is fz Representing the locking moment of the transfer case differential lock.
Further, the method for calculating the resistance of the whole vehicle comprises the following steps:
the drag of the whole vehicle is calculated according to the following formula:
T z ＝Gz*sin(a)*r+u*Gz*r
wherein T is z The vehicle resistance is represented by Gz, the vehicle weight is represented by a climbing angle, u is represented by a rolling resistance coefficient, and r is represented by a tire radius.
Compared with the prior art, the application has the following beneficial effects:
1. according to the application, the torque limiter is arranged on the disconnected axle to play a role in transmitting power, and the transmitted torque value can be designed, when the transmitted torque is overloaded, the torque limiter is in sliding friction, so that the maximum transmitted torque of a transmission system is ensured not to exceed the torque limiter torque limiting value, the transmission system of a drive axle is protected from being damaged after overload, and the transmission system is matched with the torque distribution characteristic of a differential lock to ensure the running driving force of the whole vehicle;
2. according to the application, the driving force demand value can be calculated according to the working condition of the whole vehicle, and the torque control mode is selected, so that the hydraulic differential lock is controlled to carry out gear shifting and gear shifting, thereby completing the torque distribution control, increasing the driving force of the whole vehicle or the whole bridge, improving the trafficability and improving the driving smoothness;
3. the application can judge whether the driving force is sufficient or not, can prompt when the driving force is insufficient, and can avoid the situation that the single bridge is damaged and then still runs under severe working conditions, thereby causing the drive axle of the chassis system to be damaged one by one and causing great influence, thereby improving the actual use effect.
Drawings
The accompanying drawings are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate the application and together with the embodiments of the application, serve to explain the application. In the drawings:
FIG. 1 is a schematic diagram of a multi-axle chassis drive system according to an embodiment of the present application;
FIG. 2 is a schematic diagram of the connections of a controller in the multiple axle chassis drive system of FIG. 1;
FIG. 3 is a flow chart of a method of controlling a multi-axle chassis drive system provided by an embodiment of the present application;
in the figure: 1. a transfer case; 2. a controller; 3. a drive axle; 31. a main speed reducer; 32. a torque limiter; 33. differential lock between wheels; 34. a wheel rim assembly; 4. an inter-axle differential lock; 5. differential lock of transfer case; 6. an ABS speed measuring sensor; 7. a gradient acceleration sensor; 8. strain gage.
Detailed Description
The application is further described below with reference to the accompanying drawings. The following examples are only for more clearly illustrating the technical aspects of the present application, and are not intended to limit the scope of the present application.
In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art in a specific case.
Embodiment one:
as shown in fig. 1-2, the embodiment of the application provides a multi-axle chassis transmission system, which comprises a transfer case 1 and a controller 2, wherein two output ends of the transfer case 1 are respectively and sequentially connected with two driving axles 3 in series, each driving axle 3 comprises a main speed reducer 31, a torque limiter 32, an inter-wheel differential lock 33 and two wheel edge assemblies 34, one output end of the main speed reducer 31 is connected with one wheel edge assembly 34 through the torque limiter 32, and the other output end is connected with the other wheel edge assembly 34 through the inter-wheel differential lock 33.
It will be appreciated that the torque limiter 32 is mounted on a split axle and connects the final drive 31 and the wheel assembly 34, and functions to transmit the power of the final drive 31 to the wheel assembly 34, and the torque value transmitted can be designed, and the maximum value of the transmitted torque is the torque design value of the torque limiter 32. Namely, when the transmission torque is overloaded, the torque limiter 32 is internally slipped and internally consumed, so that the maximum transmission torque of the transmission system is ensured not to exceed the torque limiter torque limiting value, and the drive axle transmission system is protected from being damaged after overload. When in sliding friction, the friction plate is in dynamic friction, still can transmit, the transmission torque is slightly reduced, and the transmission torque is matched with the torque distribution characteristic of the differential lock, so that the running driving force of the whole vehicle is ensured.
It should be noted that the torque limiter is not limited to the clutch torque limiter in this embodiment. Other torque limiters, such as a closed clutch, a torque limiting coupling and the like, are arranged in the drive axle to drive, so that the drive axle can realize the running with a certain torque limiting limit, and after the torque limiting limit is exceeded, the drive axle slides and grinds, and when the torque is lower than the torque limiting limit, the drive axle can recover the drive axle, and the drive axle falls into the protection scope of the torque limiter 32.
An inter-axle differential lock 4 is connected in series between adjacent drive axles 3, a transfer case differential lock 5 is connected in series between the transfer case 1 and an adjacent drive axle 3, an ABS speed measuring sensor 6 is arranged on a wheel edge assembly 34, a gradient acceleration sensor 7 is arranged on a main speed reducer 31, and a strain gauge 8 is arranged on a supporting shaft of the wheel edge assembly 34.
The ABS speed sensor 6 is used to collect the wheel rotation speed of the wheel assembly 34, the gradient acceleration sensor 7 is used to collect the climbing angle of the vehicle, and the strain gauge 8 is used to collect the wheel load of the wheel assembly 34.
The output end of the controller 2 is respectively electrically connected with the inter-wheel differential lock 33, the inter-axle differential lock 4, the transfer case differential lock 5 and the transfer case 1; the input end is respectively electrically connected with the ABS speed measuring sensor 6, the gradient acceleration sensor 7, the strain gauge 8 and the torque limiter 32.
Under the condition that the torque difference between two sides is large, the differential lock is locked, the driving force of the whole vehicle or the whole bridge can be increased, and the passing performance is improved, but when the vehicle turns, the differential lock can increase the steering resistance, reduce the turning passing performance and increase the tire skid and abrasion. Therefore, the trafficability of the whole vehicle under various working conditions can be improved by controlling the differential lock to engage and disengage, and the safety of the whole vehicle running can be improved by adding the torque limiter 32.
Specifically, the controller 2 obtains the wheel rotation speed, the climbing angle and the load, and then controls the gear engagement of the inter-wheel differential lock 33, the inter-axle differential lock 4 and the transfer case differential lock 5 according to a preset differential lock control strategy, so that torque distribution is realized, and the chassis is ensured to have enough driving force.
In the present embodiment, the inter-wheel differential lock 33, the inter-axle differential lock 4, and the transfer case differential lock 5 are all hydraulic differential locks.
Specifically, the basic structure of the hydraulic differential lock is as follows: a friction plate is arranged between the differential case and the output shaft to provide a locking torque T f Thereby distributing torque to the two ends of the differential lock connection.
Embodiment two:
as shown in fig. 3, the present embodiment provides a control method of a multi-axle chassis transmission system, which adopts the multi-axle chassis transmission system according to the first embodiment, and includes the following steps:
s1: and setting an initial state in response to the received activation instruction, wherein the differential lock between the control wheels, the differential lock between the shafts and the differential lock of the transfer case are not in gear.
S2: and judging whether the whole vehicle is in a driving state, if so, returning to the step S1, and if not, controlling the transfer case to be in a low gear state and executing the step S3.
S3: and judging whether the whole vehicle is in a driving state, if so, returning to the step S1, and if not, executing the step S4.
S4: and acquiring vehicle speed information, wheel side load and wheel side rotating speed, and calculating the load of each driving axle and the tire slip rate of each driving axle.
Specifically, the method for calculating the load of each drive axle in step S4 includes:
the load of each drive axle is calculated according to the following formula:
G d,n ＝g d,n,1 +g d,n,2 ；
G r,n ＝g r,n,1 +g r,n,2 ；
wherein G is d,n G represents the load of the nth drive axle positioned at the transfer case precursor d,n,1 Representing the load on the left wheel of the nth transaxle of the transfer case front drive g d,n,2 Right wheel representing nth drive axle located in transfer case front driveEdge load, G r,n G represents the load of the nth drive axle positioned at the rear drive of the transfer case r,n,1 Representing the load on the left wheel of the nth transaxle of the transfer case front drive g r,n,2 Representing the load on the right wheel of the nth transaxle of the transfer case precursor.
Specifically, the method for calculating the tire slip ratio of each drive axle in step S4 includes:
the tire slip ratio of each drive axle was calculated according to the following formula:
where δ represents the tire slip ratio of the transaxle, v represents the vehicle speed information, ω represents the rim rotation speed, and r represents the tire radius.
S5: based on the load of each driving axle and the tire slip ratio of each driving axle, the gear engagement of the inter-wheel differential lock, the inter-axle differential lock and the transfer case differential lock is controlled according to a preset differential lock control strategy, so that torque distribution is realized.
Specifically, the preset differential lock control strategy in step S5 includes:
the gear engaging condition of the differential lock between the wheels is as follows:
in the method, in the process of the application,inter-wheel differential lock, delta, representing the nth drive axle located in transfer case front drive d,n,1 Representing tire slip rate, delta, on the left wheel side of the nth transaxle of the transfer case front drive d,n,2 Representing tire slip on the right wheel side of the nth transaxle of the transfer case front driveRate of->Inter-wheel differential lock, delta, for nth drive axle of transfer case rear drive r,n,1 Representing tire slip rate, delta, on the left wheel of the nth transaxle of the transfer case rear drive r,n,2 Representing tire slip ratio at right wheel of nth drive axle of transfer case rear drive, G e Representing the rated load of the drive axle, wherein X and Y are preset values, and the value range is 1-99;
the gear engaging condition of the inter-axle differential lock is as follows:
in the method, in the process of the application,indicating interaxle differential lock on transfer case front drive, G d,1 Representing the load of the first drive axle at the transfer case front, G d,2 Representing the load of the second drive axle located in the transfer case front drive, +.>Indicating interaxle differential lock located in transfer case rear drive, G r,1 Representing the load of the first drive axle at the transfer case rear drive, G r,2 Representing the load of a second drive axle positioned on the rear drive of the transfer case, wherein Z is a preset value, and the value range is 1-99;
the gear engaging condition of the transfer case differential lock is as follows:
C 3 ：|G d -G r |＞W％*G e ；
wherein C is 3 Representing differential lock of transfer case, G d Representing the sum of the loads of the two drive axles at the transfer case front drive, G r And representing the sum of the loads of the two drive axles positioned on the rear drive of the transfer case, wherein W is a preset value, and the value range is 1-99.
In this embodiment, the value of X is 10, the value of Y is 15, the value of Z is 10, and the value of W is 10.
S6: and judging whether the whole vehicle is in a driving state, if so, executing the step S7, and if not, executing the step S8.
S7: acquiring transfer case gear information, judging whether the transfer case is in a high gear or not, if so, returning to the step S1, and if not, returning to the step S6.
S8: and (3) acquiring a sliding signal of each torque limiter, judging whether the torque limiter slides, if so, judging that the driving force is insufficient, sending a prompt of 'insufficient driving force and traction need', and if not, executing step S9.
S9: and calculating the driving force and the resistance of the whole vehicle, judging whether the driving force of the whole vehicle is larger than the resistance of the whole vehicle, if so, judging that the driving force is faulty, sending a prompt of 'abnormal driving force', and if not, judging that the driving force is insufficient, sending a prompt of 'insufficient driving force and traction requirement'.
Specifically, the method for calculating the driving force of the whole vehicle in step S9 includes:
the driving force of the whole vehicle is calculated according to the following formula:
T＝(T 1 ,T 2 ) min
wherein T represents the driving force of the whole vehicle, T 1 Represents torque output from the engine to the tire, T 2 Representing the torque of the ground attachment force acting on the tire;
calculating the torque T of the engine output to the tire according to the following formula 1 ：
T 1 ＝M*iT*iF*η1*iQ*η2
Wherein M represents the turbine output torque of the gearbox, iT represents the low gear speed ratio of the gearbox, iF represents the low gear speed ratio of the transfer case, eta 1 represents the transmission efficiency from the gearbox to the transfer case, iQ represents the speed ratio of the drive axle, eta 2 represents the transmission efficiency of the drive axle;
calculating the ground adhesion forceTorque T acting on tyre 2 The method of (1) comprises:
t1: calculating the torque of a single drive axle:
when |g d,n,1 -g d,n,2 |≥G tf1 When (1):
T d,n ＝2*φ*(G d,1 ,G d,2 ) min *r+T f1 *iL*η3
when |g d,n,1 -g d,n,2 |＜G tf1 When (1):
T d,n ＝φ*(G d,1 +G d,2 )*r
when |g r,n,1 -g r,n,2 |≥G tf1 When (1):
T r,n ＝2*φ*(G r,1 ,G r,2 ) min *r+T f1 *iL*η3
when |g r,n,1 -g r,n,2 |＜G tf1 When (1):
T r,n ＝φ*(G r,1 +G r,2 )*r
wherein,
wherein T is d,n Representing torque at nth drive axle of transfer case precursor, T r,n Representing torque at nth drive axle of transfer case rear drive, T f1 The locking moment of the differential lock between the wheels is represented, iL represents the wheel edge speed ratio, eta 3 represents the transmission efficiency of the wheel edge assembly, r represents the radius of the tire, and phi represents the adhesion coefficient of the tire;
t2: calculating driving force of front and rear drives of the transfer case:
when |T d,2 -T d,1 |＞T fq When (1):
T d ＝2*φ*(G d,1 ,G d,2 ) min *r+T fq *iQ*η2
when |T d,2 -T d,1 |＜T fq When (1):
T d ＝T d,1 +T d,2
when |T r,2 -T r,1 |＞T fr When (1):
T r ＝2*φ*(G r,1 ,G r,2 ) min *r+T fr *iQ*η2
when |T r,2 -T r,1 |＜T fr When (1):
T r ＝T r,1 +T r,2
wherein T is d T represents the driving force of the transfer case precursor r Driving force of transfer case rear drive, T fq Representing locking torque of differential lock between axles located at transfer case front drive, T fr Representing the locking moment of the inter-axle differential lock positioned at the rear drive of the transfer case;
t3: calculating torque T of ground attachment force acting on tire 2 ：
When |T d -T r |≥T fz Time of day
T 2 ＝2*(T d ,T r ) min +T fz *iQ*η2
When |T d -T r |＜T fz Time of day
T 2 ＝T d +T r
Wherein T is fz Representing the locking moment of the transfer case differential lock.
In this embodiment, the method for determining whether the whole vehicle is in a driving state in steps S2, S3 and S6 includes:
a1: acquiring vehicle speed information;
a2: judging whether the vehicle speed information is larger than 0 or not;
if yes, judging that the vehicle is in a driving state, and if not, judging that the vehicle is in a parking state.
It should be noted that, the vehicle speed information may be provided by a vehicle-mounted GPS system, but not limited thereto, and may be provided by other speed measuring systems, which are not limited thereto and may be adjusted accordingly.
The foregoing is merely a preferred embodiment of the present application, and it should be noted that modifications and variations could be made by those skilled in the art without departing from the technical principles of the present application, and such modifications and variations should also be regarded as being within the scope of the application.
Claims (10)
1. A multi-axle chassis drive system, comprising: the transfer case and the controller are respectively and sequentially connected with two driving axles at two output ends of the transfer case, the driving axles comprise a main speed reducer, a torque limiter, an inter-wheel differential lock and two wheel assemblies, one side output end of the main speed reducer is connected with one wheel assembly through the torque limiter, and the other side output end is connected with the other wheel assembly through the inter-wheel differential lock;
an inter-axle differential lock is connected in series between adjacent drive axles, a transfer case differential lock is connected in series between the transfer case and an adjacent drive axle, an ABS speed measuring sensor is arranged on the wheel edge assembly, a gradient acceleration sensor is arranged on the main speed reducer, and a strain gauge is arranged on a supporting shaft of the wheel edge assembly;
the output end of the controller is electrically connected with the inter-wheel differential lock, the inter-axle differential lock, the transfer case differential lock and the transfer case respectively; the input end is respectively electrically connected with the ABS speed measuring sensor, the gradient acceleration sensor, the strain gauge and the torque limiter.
2. The multi-axle chassis drive system of claim 1, wherein the inter-wheel differential lock, the inter-axle differential lock, and the transfer case differential lock are all hydraulic differential locks.
3. A method of controlling a multi-axle chassis drive system according to claim 1 or 2, comprising the steps of:
s1: setting an initial state in response to a received activation instruction, wherein the differential lock among the control wheels, the differential lock among the shafts and the differential lock of the transfer case are not in gear;
s2: judging whether the whole vehicle is in a driving state, if so, returning to the step S1, otherwise, controlling the transfer case to be in a low gear and executing the step S3;
s3: judging whether the whole vehicle is in a driving state, if so, returning to the step S1, and if not, executing the step S4;
s4: acquiring vehicle speed information, wheel side load and wheel side rotating speed, and calculating the load of each driving axle and the tire slip rate of each driving axle;
s5: based on the load of each driving axle and the tire slip rate of each driving axle, controlling the gear engagement of the inter-wheel differential lock, the inter-axle differential lock and the transfer case differential lock according to a preset differential lock control strategy, thereby realizing torque distribution;
s6: judging whether the whole vehicle is in a driving state, if so, executing a step S7, and if not, executing a step S8;
s7: acquiring transfer case gear information, judging whether the transfer case is in a high-speed gear or not, if so, returning to the step S1, and if not, returning to the step S6;
s8: acquiring a sliding signal of each torque limiter, judging whether the torque limiter slides, if yes, judging that the driving force is insufficient, sending a prompt of 'insufficient driving force and traction need', and if not, executing step S9;
s9: and calculating the driving force and the resistance of the whole vehicle, judging whether the driving force of the whole vehicle is larger than the resistance of the whole vehicle, if so, judging that the driving force is faulty, sending a prompt of 'abnormal driving force', and if not, judging that the driving force is insufficient, sending a prompt of 'insufficient driving force and traction requirement'.
4. The control method of a multi-axle chassis transmission system according to claim 3, wherein the method for determining whether the whole vehicle is in a driving state comprises:
acquiring vehicle speed information;
judging whether the vehicle speed information is larger than 0 or not;
if yes, judging that the vehicle is in a driving state, and if not, judging that the vehicle is in a parking state.
5. A method of controlling a multi-axle chassis transmission according to claim 3, wherein the method of calculating the load of each drive axle comprises:
the load of each drive axle is calculated according to the following formula:
G d,n ＝g d,n,1 +g d,n,2 ；
G r,n ＝g r,n,1 +g r,n,2 ；
wherein G is d,n G represents the load of the nth drive axle positioned at the transfer case precursor d,n,1 Representing the load on the left wheel of the nth transaxle of the transfer case front drive g d,n,2 Representing the load on the right wheel side of the nth transaxle of the transfer case front drive, G r,n G represents the load of the nth drive axle positioned at the rear drive of the transfer case r,n,1 Representing the load on the left wheel of the nth transaxle of the transfer case front drive g r,n,2 Representing the load on the right wheel of the nth transaxle of the transfer case precursor.
6. The method of claim 5, wherein the method of calculating tire slip ratio for each drive axle comprises:
the tire slip ratio of each drive axle was calculated according to the following formula:
where δ represents the tire slip ratio of the transaxle, v represents the vehicle speed information, ω represents the rim rotation speed, and r represents the tire radius.
7. The method of claim 6, wherein the predetermined differential lock control strategy comprises:
the gear engaging condition of the differential lock between the wheels is as follows:
|g d,n,1 -g d,n,2 |＞X％*G e or (delta) d,n,1 ,δ d,n,2 ) min ＞Y％；
|g r,n,1 -g r,n,2 |＞X％*G e Or (delta) r,n,1 ,δ r,n,2 ) min ＞Y％；
In the method, in the process of the application,inter-wheel differential lock, delta, representing the nth drive axle located in transfer case front drive d,n,1 Representing tire slip rate, delta, on the left wheel side of the nth transaxle of the transfer case front drive d,n,2 Indicating the tire slip ratio on the right wheel side of the nth drive axle of the transfer case front drive +.>Inter-wheel differential lock, delta, for nth drive axle of transfer case rear drive r,n,1 Representing tire slip rate, delta, on the left wheel of the nth transaxle of the transfer case rear drive r,n,2 Representing tire slip ratio at right wheel of nth drive axle of transfer case rear drive, G e Representing the rated load of the drive axle, wherein X and Y are preset values, and the value range is 1-99;
the gear engaging condition of the inter-axle differential lock is as follows:
|G d,2 -G d,1 |＞Z％*G e ；
|G r,2 -G r,1 |＞Z％*G e ；
in the method, in the process of the application,indicating interaxle differential lock on transfer case front drive, G d,1 Representing the load of the first drive axle at the transfer case front, G d,2 Indicating bitLoad on the second drive axle of the transfer case front drive, +.>Indicating interaxle differential lock located in transfer case rear drive, G r,1 Representing the load of the first drive axle at the transfer case rear drive, G r,2 Representing the load of a second drive axle positioned on the rear drive of the transfer case, wherein Z is a preset value, and the value range is 1-99;
the gear engaging condition of the transfer case differential lock is as follows:
C 3 ：|G d -G r |＞W％*G e ；
wherein C is 3 Representing differential lock of transfer case, G d Representing the sum of the loads of the two drive axles at the transfer case front drive, G r And representing the sum of the loads of the two drive axles positioned on the rear drive of the transfer case, wherein W is a preset value, and the value range is 1-99.
8. The method of claim 7, wherein the value of X is 10, the value of Y is 15, the value of Z is 10, and the value of W is 10.
9. A control method of a multi-axle chassis transmission system according to claim 3, wherein the calculation method of the entire vehicle driving force includes:
the driving force of the whole vehicle is calculated according to the following formula:
T＝(T 1 ,T 2 ) min
wherein T represents the driving force of the whole vehicle, T 1 Represents torque output from the engine to the tire, T 2 Representing the torque of the ground attachment force acting on the tire;
calculating the torque T of the engine output to the tire according to the following formula 1 ：
T 1 ＝M*iT*iF*η1*iQ*η2
Wherein M represents the turbine output torque of the gearbox, iT represents the low gear speed ratio of the gearbox, iF represents the low gear speed ratio of the transfer case, eta 1 represents the transmission efficiency from the gearbox to the transfer case, iQ represents the speed ratio of the drive axle, eta 2 represents the transmission efficiency of the drive axle;
calculating torque T of ground attachment force acting on tire 2 The method of (1) comprises:
t1: calculating the torque of a single drive axle:
when |g d,n,1 -g d,n,2 |≥G tf1 When (1):
T d,n ＝2*φ*(G d,1 ,G d,2 ) min *r+T f1 *iL*η3
when |g d,n,1 -g d,n,2 |＜G tf1 When (1):
T d,n ＝φ*(G d,1 +G d,2 )*r
when |g r,n,1 -g r,n,2 |≥G tf1 When (1):
T r,n ＝2*φ*(G r,1 ,G r,2 ) min *r+T f1 *iL*η3
when |g r,n,1 -g r,n,2 |＜G tf1 When (1):
T r,n ＝φ*(G r,1 +G r,2 )*r
wherein,
wherein T is d,n Representing torque at nth drive axle of transfer case precursor, T r,n Representing torque at nth drive axle of transfer case rear drive, T f1 The locking moment of the differential lock between the wheels is represented, iL represents the wheel edge speed ratio, eta 3 represents the transmission efficiency of the wheel edge assembly, r represents the radius of the tire, and phi represents the adhesion coefficient of the tire;
t2: calculating driving force of front and rear drives of the transfer case:
when |T d,2 -T d,1 |＞T fq When (1):
T d ＝2*φ*(G d,1 ,G d,2 ) min *r+T fq *iQ*η2
when |T d,2 -T d,1 |＜T fq When (1):
T d ＝T d,1 +T d,2
when |T r,2 -T r,1 |＞T fr When (1):
T r ＝2*φ*(G r,1 ,G r,2 ) min *r+T fr *iQ*η2
when |T r,2 -T r,1 |＜T fr When (1):
T r ＝T r,1 +T r,2
wherein T is d T represents the driving force of the transfer case precursor r Driving force of transfer case rear drive, T fq Representing locking torque of differential lock between axles located at transfer case front drive, T fr Representing the locking moment of the inter-axle differential lock positioned at the rear drive of the transfer case;
t3: calculating torque T of ground attachment force acting on tire 2 ：
When |T d -T r |≥T fz Time of day
T 2 ＝2*(T d ,T r ) min +T fz *iQ*η2
When |T d -T r |＜T fz Time of day
T 2 ＝T d +T r
Wherein T is fz Representing the locking moment of the transfer case differential lock.
10. A control method of a multi-axle chassis transmission system according to claim 3, wherein the method for calculating the drag of the whole vehicle comprises:
the drag of the whole vehicle is calculated according to the following formula:
T z ＝Gz*sin(a)*r+u*Gz*r
wherein T is z The vehicle resistance is represented by Gz, the vehicle weight is represented by a climbing angle, u is represented by a rolling resistance coefficient, and r is represented by a tire radius.
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