CN107965569B - Control method of electronic shift-by-wire actuator - Google Patents
Control method of electronic shift-by-wire actuator Download PDFInfo
- Publication number
- CN107965569B CN107965569B CN201711022336.8A CN201711022336A CN107965569B CN 107965569 B CN107965569 B CN 107965569B CN 201711022336 A CN201711022336 A CN 201711022336A CN 107965569 B CN107965569 B CN 107965569B
- Authority
- CN
- China
- Prior art keywords
- gear
- received
- signal
- less
- vehicle speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
- F16H2061/0078—Linear control, e.g. PID, state feedback or Kalman
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1232—Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
Abstract
The invention provides a control method of an electronic shift-by-wire actuator, which mainly comprises the steps of obtaining and processing shift information on the basis of realizing an actuator control logic architecture based on a CAN bus, wherein the method comprises the steps of switching, fault diagnosis and safety processing of four shift positions of a driving automobile transmission P, R, N, D (a parking gear, a reverse gear, a neutral gear and a forward gear); on the basis of simplifying the traditional gear shifting mechanical structure, the invention utilizes the electronic information transmission and processing technology to reasonably plan the control flow, improves the response speed of gear shifting, improves the flexibility and the safety and reliability of gear control, and provides a reference basis for the development of automatic unmanned ADAS.
Description
Technical Field
The invention relates to the technical field of automobile electronics, in particular to a control method of an electronic shift-by-wire actuator.
Background
The continuous development of automotive electronics and the integration of automotive systems have led to the gradual replacement of traditional mechanical mechanisms for transmitting control signals by electronic means. The electronic means is an electronic drive-By-Wire technology X-By-Wire, and the Shift-By-Wire is the electronic drive-By-Wire Shift technology; at present, the technology is adopted by some novel gearboxes and TCU control units; however, for a conventional Automatic (AT) transmission, an electronic shift-by-wire actuator is required in conjunction with the transmission TCU control unit and the shift-by-wire to implement this technique.
Compared with the traditional mechanical gear shifting and automatic gear shifting system, the shift-by-wire gear shifter is arranged on the traditional automatic gearbox, replaces a gear shifting inhaul cable mechanical structure, eliminates the constraint of linkage of partial traditional gear shifting mechanical parts and the transmission, can very conveniently share the electronic information of the whole vehicle as becoming a subsystem of a whole vehicle bus network system, and can respond to the gear shifting request of the shift-by-wire gear shifter in real time in the process of transmitting and feeding back bus signals to realize the gear shifting and information processing of the transmission; high efficiency and quick response. On the other hand, the performance integration, intellectualization and control automation level of the whole vehicle driving are also improved.
However, if the control method of the actuator-by-wire is not considered thoroughly, the method may not respond to the driving intention of the driver in time, or even diagnose and process various fault problems in time and feed them back to the whole vehicle, thereby causing hidden troubles in the aspects of maneuverability, stability, safety and the like of vehicle driving.
Disclosure of Invention
The invention aims to provide a control method of an electronic shift-by-wire actuator with gear switching, fault diagnosis and safety processing functions.
In order to achieve the purpose, the technical scheme of the invention is as follows:
a control method of an electronic shift-by-wire actuator, the control method comprising the steps of:
(1) initializing a system, wherein before an automobile ignition key is not turned ON and started, a shift-by-wire actuator is always in a sleep standby state;
(2) if the ignition key is in the ON state and not in the ON state, returning to the step (1) to be in the sleep standby state; if the state is ON, the next step is carried out;
(3) whether the working conditions of working voltage, current and temperature of the shift-by-wire actuator meet the requirements or not and if not, entering diagnosis processing; if yes, entering the next step;
(4) if the DTC diagnosis error code exists, if so, entering a safety mode, and submitting the test verification of the ECU of the whole vehicle; if not, entering the next step;
(5) if the gear is in the P gear position, the gear is not operated, and the next step is carried out; if the CAN signal is received within 5 seconds, the operation is not carried out, and the next step is carried out; if the CAN signal is not received within 5 seconds, returning to the step (1) until the gear is in the P gear position;
(6) whether a gear shifting signal request exists or not is judged, if yes, the next step is carried out; if not, returning to the step (2) until a gear shifting signal is requested;
(7) if the vehicle speed is 0 km/h, if yes, the next step is carried out; if not, returning to the step (2) until the vehicle speed is 0 km/h;
(8) if the brake information exists, if the brake information does not exist, the gear shifting from the P cannot be performed, and the step (2) needs to be returned until the brake information exists; if yes, entering a P gear shifting mode;
(9) if the steps do not meet the requirements of various conditions, diagnosis processing is carried out, if diagnosis error information is detected, the safety mode is entered, and if errors are cleared, the normal working mode is entered.
In an embodiment of the present invention, the control method further includes a step of switching from the P range to the RND range, specifically:
(1) checking whether the vehicle speed is less than or equal to 3 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 3 kilometers per hour and the brake signal is received, judging a gear signal;
(2) if the received signal is judged to be an R gear signal, executing a command of switching to an R gear, judging whether the gear is accurate or not, if not, giving an alarm, and performing diagnosis safety processing; if the gear is accurate, feeding back the in-place information, and enabling the gear to be in the R gear position;
(3) if the received signal is judged to be an N-gear signal, executing a command of switching to the N gear, judging whether the gear is accurate or not, if not, sending out a warning, and carrying out diagnosis safety processing; if the gear is accurate, feeding back in-place information, and enabling the gear to be in an N gear position;
(4) if the received signal is judged to be a D-gear signal, executing a D-gear switching command, judging whether the gear is accurate or not, if not, giving an alarm, and performing diagnosis safety processing; and if the position information is accurate, feeding back the position information, and enabling the gear to be in the D gear position.
In an embodiment of the present invention, the control method further includes P, R, N, D a switching step between gears, specifically:
(1) when the gear is in the R gear, if a D gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 km/h, and if the vehicle speed is less than or equal to 5 km/h, switching the gear to the D gear; otherwise, sending out an alarm signal and entering a diagnosis and safety processing mode;
(2) when the gear is in the D gear, if an R gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 km/h, and if the vehicle speed is less than or equal to 5 km/h, switching the gear to the R gear; otherwise, sending out an alarm signal and entering a diagnosis and safety processing mode;
(3) when the gear is in the N gear, if an R gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 km/h, and if the vehicle speed is less than or equal to 5 km/h, switching the gear to the R gear; otherwise, sending out an alarm signal and entering a diagnosis and safety processing mode;
(4) when the gear is in the R gear, if a P gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 5 kilometers per hour and the brake signal is received at the same time, shifting the gear to the P gear; if the speed is not less than 5 km/h or the brake signal can not be received, sending an alarm signal and entering a diagnosis and safety processing mode;
(5) when the gear is in the D gear, if a P gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 5 kilometers per hour and the brake signal is received at the same time, shifting the gear to the P gear; if the speed is not less than 5 km/h or the brake signal can not be received, sending an alarm signal and entering a diagnosis and safety processing mode;
(6) when the gear is in the N gear, if a P gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 5 kilometers per hour and the brake signal is received at the same time, shifting the gear to the P gear; if the speed is not less than 5 km/h or the brake signal can not be received, an alarm signal is sent out and a diagnosis and safety processing mode is entered.
In one embodiment of the invention, the working voltage of the shift-by-wire actuator is 9-16V, the quiescent current is less than or equal to 100 muA, the working current is less than or equal to 100mA when the motor is not started, and the working temperature is-40-125 ℃.
Through the technical scheme, the invention has the beneficial effects that:
the invention improves the accuracy and response speed of gear switching, improves the flexibility and safety and reliability of gear control, and provides a reference basis for the development of automatic unmanned driving.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a partial flow chart of the present invention;
FIG. 2 is a flowchart illustrating the operation of the P-range shifting to the RND-range according to the present invention;
FIG. 3 is a flowchart illustrating operation of the present invention P, R, N, D for shifting between gears;
FIG. 4 is a block diagram of an operating environment for a by-wire actuator of the present invention;
fig. 5 is an electromechanical structural block diagram of the actuator-by-wire of the present invention.
Detailed Description
In order to make the technical means, the creation characteristics, the achievement purposes and the effects of the invention easy to understand, the invention is further explained below by combining the specific drawings.
Referring to fig. 1 to 5, the present invention discloses a control method of an electronic shift-by-wire actuator, comprising the steps of:
(1) initializing a system, wherein before an automobile ignition key is not turned ON and started, a shift-by-wire actuator is always in a sleep standby state;
(2) if the ignition key is in the ON state and not in the ON state, returning to the step (1) to be in the sleep standby state; if the state is ON, the next step is carried out;
(3) whether the working conditions of working voltage, current and temperature of the shift-by-wire actuator meet the requirements or not is judged, the working voltage is 9-16V, the quiescent current is less than or equal to 100 muA, the working current is less than or equal to 100mA when the motor is not started, and the working temperature is-40-125 ℃; if not, entering diagnosis treatment; if yes, entering the next step;
(4) if the DTC diagnosis error code exists, if so, entering a safety mode, and submitting the test verification of the ECU of the whole vehicle; if not, entering the next step;
(5) if the gear is in the P gear position, the gear is not operated, and the next step is carried out; if the CAN signal is received within 5 seconds, the operation is not carried out, and the next step is carried out; if the CAN signal is not received within 5 seconds, returning to the step (1) until the gear is in the P gear position;
(6) whether a gear shifting signal request exists or not is judged, if yes, the next step is carried out; if not, returning to the step (2) until a gear shifting signal is requested;
(7) if the vehicle speed is 0 km/h, if yes, the next step is carried out; if not, returning to the step (2) until the vehicle speed is 0 km/h;
(8) if the brake information exists, if the brake information does not exist, the gear shifting from the P cannot be performed, and the step (2) needs to be returned until the brake information exists; if yes, entering a P gear shifting mode;
(9) if the steps do not meet the requirements of various conditions, diagnosis processing is carried out, if diagnosis error information is detected, the safety mode is entered, and if errors are cleared, the normal working mode is entered.
The method also comprises the step of switching from the P gear to the RND gear, and specifically comprises the following steps:
(1) checking whether the vehicle speed is less than or equal to 3 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 3 kilometers per hour and the brake signal is received, judging a gear signal;
(2) if the received signal is judged to be an R gear signal, executing a command of switching to an R gear, judging whether the gear is accurate or not, if not, giving an alarm, and performing diagnosis safety processing; if the gear is accurate, feeding back the in-place information, and enabling the gear to be in the R gear position;
(3) if the received signal is judged to be an N-gear signal, executing a command of switching to the N gear, judging whether the gear is accurate or not, if not, sending out a warning, and carrying out diagnosis safety processing; if the gear is accurate, feeding back in-place information, and enabling the gear to be in an N gear position;
(4) if the received signal is judged to be a D-gear signal, executing a D-gear switching command, judging whether the gear is accurate or not, if not, giving an alarm, and performing diagnosis safety processing; and if the position information is accurate, feeding back the position information, and enabling the gear to be in the D gear position.
The control method also comprises P, R, N, D switching steps among gears, which are specifically as follows:
(1) when the gear is in the R gear, if a D gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 km/h, and if the vehicle speed is less than or equal to 5 km/h, switching the gear to the D gear; otherwise, sending out an alarm signal and entering a diagnosis and safety processing mode;
(2) when the gear is in the D gear, if an R gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 km/h, and if the vehicle speed is less than or equal to 5 km/h, switching the gear to the R gear; otherwise, sending out an alarm signal and entering a diagnosis and safety processing mode;
(3) when the gear is in the N gear, if an R gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 km/h, and if the vehicle speed is less than or equal to 5 km/h, switching the gear to the R gear; otherwise, sending out an alarm signal and entering a diagnosis and safety processing mode;
(4) when the gear is in the R gear, if a P gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 5 kilometers per hour and the brake signal is received at the same time, shifting the gear to the P gear; if the speed is not less than 5 km/h or the brake signal can not be received, sending an alarm signal and entering a diagnosis and safety processing mode;
(5) when the gear is in the D gear, if a P gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 5 kilometers per hour and the brake signal is received at the same time, shifting the gear to the P gear; if the speed is not less than 5 km/h or the brake signal can not be received, sending an alarm signal and entering a diagnosis and safety processing mode;
(6) when the gear is in the N gear, if a P gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 5 kilometers per hour and the brake signal is received at the same time, shifting the gear to the P gear; if the speed is not less than 5 km/h or the brake signal can not be received, an alarm signal is sent out and a diagnosis and safety processing mode is entered.
The two signals of the vehicle speed and the brake are from a CAN bus, and an ECU of the wire control actuator carries out real-time monitoring analysis; the voltage, the current and the temperature are checked, and the ECU of the actuator by wire control samples the internal sensitive devices to obtain signals; the accuracy of the gear position is checked by acquiring information through a 2-axis Hall sensor, and the final information is processed and fed back to a Transmission Control Unit (TCU) and a vehicle control unit through a CAN bus.
The electronic shift-by-wire actuator used in the control method of the invention is connected with a gearbox control unit (TCU), a shift-by-wire actuator and a vehicle control unit through a high-speed CAN bus for information transmission, and the electronic shift-by-wire actuator drives an automatic gearbox for gear switching through a mechanical mechanism.
The electronic shift-by-wire actuator adopts an electromechanical integrated structure established on an electronic logic architecture of one-way CAN bus communication, and the logic architecture comprises an electronic control unit ECU, a brush direct current motor and a group of gear structures, wherein the electronic control unit ECU takes a single chip microcomputer as a core and comprises a low-dropout linear voltage regulator, a watchdog circuit, a safe basic chip and a drive axle of a CAN transceiver, and a 2D Hall sensor as an auxiliary circuit.
The invention writes C language codes for the ECU according to international standards such as ISO 11898, ISO 14229-1, ISO 15765 and ISO 26262 and the specification requirements of the whole automobile factory so as to complete the acquisition and processing of gear shifting information and drive the switching, fault diagnosis and safety processing of four gear shifting positions of an automobile transmission P, R, N, D (a parking gear, a reverse gear, a neutral gear and a forward gear).
The method for realizing diagnosis and safety treatment comprises the following steps:
1. compilation of Diagnostic Trouble Codes (DTCs).
2. Monitoring points are set in the control flow, and vehicle speed, brake signals and gear position signals are monitored in real time.
3. And setting an abnormal fault interrupt processing program, and starting an external fracture of the single chip microcomputer so that the single chip microcomputer responds to interrupt in real time, such as temperature abnormality, accidental opening of a vehicle door and the like, and immediately gives an alarm to prompt and requests for braking and decelerating. After the driving motor returns to the P gear, the output of the motor driving control signal can be finally forbidden so as to avoid the misoperation of the motor.
4. By utilizing the real-time monitoring of the safety basic chip on the working voltage and the working current, when the safety basic chip monitors that the working voltage or the working current is abnormal, the safety pin is started to output a control level, and the power supply of the motor drive bridge circuit is cut off through the hardware circuit, so that the motor action is stopped.
5. The built-in watchdog circuit of the safety basic chip can monitor the work of the single chip software of the actuator in real time. The forced reset is implemented when the software runs away.
The foregoing shows and describes the general principles and broad features of the present invention and advantages thereof. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (2)
1. A control method of an electronic shift-by-wire actuator, comprising the steps of:
(1) initializing a system, wherein before an automobile ignition key is not turned ON and started, a shift-by-wire actuator is always in a sleep standby state;
(2) if the ignition key is in the ON state and not in the ON state, returning to the step (1) to be in the sleep standby state; if the state is ON, the next step is carried out;
(3) whether the working conditions of working voltage, current and temperature of the shift-by-wire actuator meet the requirements or not and if not, entering diagnosis processing; if yes, entering the next step;
(4) if the DTC diagnosis error code exists, if so, entering a safety mode, and submitting the test verification of the ECU of the whole vehicle; if not, entering the next step;
(5) if the gear is in the P gear position, the gear is not operated, and the next step is carried out; if the CAN signal is received within 5 seconds, the operation is not carried out, and the next step is carried out; if the CAN signal is not received within 5 seconds, returning to the step (1) until the gear is in the P gear position;
(6) whether a gear shifting signal request exists or not is judged, if yes, the next step is carried out; if not, returning to the step (2) until a gear shifting signal is requested;
(7) if the vehicle speed is 0 km/h, if yes, the next step is carried out; if not, returning to the step (2) until the vehicle speed is 0 km/h;
(8) if the brake information exists, if the brake information does not exist, the gear shifting from the P cannot be performed, and the step (2) needs to be returned until the brake information exists; if yes, entering a P gear shifting mode;
(9) when the steps do not meet the requirements of various conditions, diagnosis processing is carried out, if diagnosis error information is detected, a safety mode is entered, and if errors are cleared, a normal working mode is entered;
the control method further comprises the step of switching from the P gear to the RND gear, and specifically comprises the following steps:
(1) checking whether the vehicle speed is less than or equal to 3 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 3 kilometers per hour and the brake signal is received, judging a gear signal;
(2) if the received signal is judged to be an R gear signal, executing a command of switching to an R gear, judging whether the gear is accurate or not, if not, giving an alarm, and performing diagnosis safety processing; if the gear is accurate, feeding back the in-place information, and enabling the gear to be in the R gear position;
(3) if the received signal is judged to be an N-gear signal, executing a command of switching to the N gear, judging whether the gear is accurate or not, if not, sending out a warning, and carrying out diagnosis safety processing; if the gear is accurate, feeding back in-place information, and enabling the gear to be in an N gear position;
(4) if the received signal is judged to be a D-gear signal, executing a D-gear switching command, judging whether the gear is accurate or not, if not, giving an alarm, and performing diagnosis safety processing; if the gear is accurate, feeding back in-place information, and enabling the gear to be in a D gear position;
the control method further comprises P, R, N, D switching among gears, specifically:
(1) when the gear is in the R gear, if a D gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 km/h, and if the vehicle speed is less than or equal to 5 km/h, switching the gear to the D gear; otherwise, sending out an alarm signal and entering a diagnosis and safety processing mode;
(2) when the gear is in the D gear, if an R gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 km/h, and if the vehicle speed is less than or equal to 5 km/h, switching the gear to the R gear; otherwise, sending out an alarm signal and entering a diagnosis and safety processing mode;
(3) when the gear is in the N gear, if an R gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 km/h, and if the vehicle speed is less than or equal to 5 km/h, switching the gear to the R gear; otherwise, sending out an alarm signal and entering a diagnosis and safety processing mode;
(4) when the gear is in the R gear, if a P gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 5 kilometers per hour and the brake signal is received at the same time, shifting the gear to the P gear; if the speed is not less than 5 km/h or the brake signal can not be received, sending an alarm signal and entering a diagnosis and safety processing mode;
(5) when the gear is in the D gear, if a P gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 5 kilometers per hour and the brake signal is received at the same time, shifting the gear to the P gear; if the speed is not less than 5 km/h or the brake signal can not be received, sending an alarm signal and entering a diagnosis and safety processing mode;
(6) when the gear is in the N gear, if a P gear shifting request is received, checking whether the vehicle speed is less than or equal to 5 kilometers per hour and whether a brake signal is received, and if the vehicle speed is less than or equal to 5 kilometers per hour and the brake signal is received at the same time, shifting the gear to the P gear; if the speed is not less than 5 km/h or the brake signal can not be received, an alarm signal is sent out and a diagnosis and safety processing mode is entered.
2. The method as claimed in claim 1, wherein the shift-by-wire actuator has an operating voltage of 9-16V, a quiescent current of 100 μ A or less, an operating current of 100mA or less when the motor is not started, and an operating temperature of-40 ℃ to 125 ℃.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711022336.8A CN107965569B (en) | 2017-10-27 | 2017-10-27 | Control method of electronic shift-by-wire actuator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711022336.8A CN107965569B (en) | 2017-10-27 | 2017-10-27 | Control method of electronic shift-by-wire actuator |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107965569A CN107965569A (en) | 2018-04-27 |
| CN107965569B true CN107965569B (en) | 2020-05-05 |
Family
ID=61999668
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201711022336.8A Active CN107965569B (en) | 2017-10-27 | 2017-10-27 | Control method of electronic shift-by-wire actuator |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN107965569B (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109296747B (en) * | 2018-11-05 | 2020-09-01 | 湖北达峰汽车智能控制系统有限公司 | Failure solution method and system for electronic gear shifter |
| CN109296743B (en) * | 2018-12-10 | 2021-02-02 | 安徽江淮汽车集团股份有限公司 | Control method of shift-by-wire device |
| CN110126809B (en) * | 2019-05-28 | 2020-07-24 | 江苏盛海智能科技有限公司 | Diesel drive-by-wire control method of unmanned vehicle and unmanned vehicle |
| CN112145673B (en) * | 2020-08-26 | 2021-11-30 | 东风汽车集团有限公司 | Monostable electronic shifter control method and device |
| CN113483095B (en) * | 2021-06-29 | 2023-02-28 | 重庆长安汽车股份有限公司 | Automatic gear shifter control method, automatic gear shifter and automobile |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2498553B (en) * | 2012-01-20 | 2015-07-01 | Jaguar Land Rover Ltd | Improvements in controlling internal combustion engine emissions |
| JP5910762B2 (en) * | 2013-01-29 | 2016-04-27 | アイシン・エィ・ダブリュ株式会社 | Vehicle transmission |
| CN103600667B (en) * | 2013-11-25 | 2016-04-27 | 北京中瑞蓝科电动汽车技术有限公司 | A kind of method of pure electric bus safe starting time sequence control logic |
| CN104149788B (en) * | 2014-07-25 | 2016-06-01 | 湖南大学 | A kind of electromobile prevents the method for officer's mishandle |
| CN104527545A (en) * | 2015-01-04 | 2015-04-22 | 中通客车控股股份有限公司 | Electric vehicle safety starting method and system |
| CN106557082B (en) * | 2015-09-26 | 2019-01-29 | 广州汽车集团股份有限公司 | Error code detection and recording method and the vehicle electrically controlling unit of vehicle electrically controlling unit |
-
2017
- 2017-10-27 CN CN201711022336.8A patent/CN107965569B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN107965569A (en) | 2018-04-27 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107965569B (en) | Control method of electronic shift-by-wire actuator | |
| CN110174885B (en) | Rapid diagnosis method and terminal for unmanned vehicle | |
| CN101947939B (en) | Method for diagnosing and processing faults of accelerator pedal of medium hybrid electric vehicle | |
| US10614639B2 (en) | In-vehicle control device and in-vehicle recording system | |
| JP6714611B2 (en) | Method and apparatus for providing redundancy in a vehicle electronic control system | |
| DE3910162A1 (en) | DIAGNOSTIC SYSTEM FOR A MOTOR VEHICLE | |
| US9453785B2 (en) | Method and method for troubleshooting a body work function pertaining to vehicles | |
| CN105083001A (en) | Gear shifting prompting device based on self-correction gear shifting point | |
| CN108973771A (en) | A kind of electric car adaptive cruise method jointly controlled based on motor and ESC | |
| CN202863150U (en) | Automobile control device capable of preventing acceleration pedal from being mistakenly stepped | |
| CN102009655B (en) | A kind of diagnostic method of clutch switch signal | |
| CN105752000B (en) | Automobile general control system | |
| WO2003015331A2 (en) | Digital transmission and control system for vehicles | |
| KR101039926B1 (en) | Control system for fault diagnosis in vehicle | |
| EP4310616A1 (en) | Vehicle remote diagnosis system and method | |
| CN115111359B (en) | Control method and device for new energy vehicle gearbox, vehicle and storage medium | |
| CN115610434A (en) | Safety control method and device for vehicle, electronic equipment and storage medium | |
| US11573568B2 (en) | Function-oriented electronics architecture | |
| Skruch | An educational tool for teaching vehicle electronic system architecture | |
| JPH0330882B2 (en) | ||
| CN210912592U (en) | Novel redundant electric power-assisted steering system of L3-grade automatic driving vehicle | |
| JP2003040054A (en) | Vehicle specification identifying device | |
| CN106774036B (en) | Vehicle body control system and method | |
| CN111376892A (en) | Vehicle, and vehicle rotating hub test control method and device | |
| CN111976736A (en) | Automatic driving control system and method for vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |