CN110886838A - Gear shifting method based on two-gear AMT electric vehicle - Google Patents

Gear shifting method based on two-gear AMT electric vehicle Download PDF

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Publication number
CN110886838A
CN110886838A CN201911199758.1A CN201911199758A CN110886838A CN 110886838 A CN110886838 A CN 110886838A CN 201911199758 A CN201911199758 A CN 201911199758A CN 110886838 A CN110886838 A CN 110886838A
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gear
value
learning
torque
vehicle
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CN201911199758.1A
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CN110886838B (en
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陈湘晖
李晓林
袁涛
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Bozhi Xinyuan Beijing Technology Co ltd
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Hunan Haibo Reed Electric Intelligent Control Technology Co Ltd
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    • 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
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1284—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a sensor

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The application relates to a gear shifting method based on a two-gear AMT electric vehicle. The method comprises the following steps: the control transmission of the vehicle judges the gear shifting time according to at least one of brake, vehicle speed and accelerator information, and acquires a current gear and a target gear; and then carrying out torque reduction, gear picking, speed regulation, gear engaging, torque increasing and gear shifting operations, wherein the speed regulation operation comprises the steps of collecting a current vehicle speed value through a vehicle speed sensor, calculating the rotating speed of an output shaft of the two-gear AMT according to the current vehicle speed value, calculating the rotating speed value of a motor required for engaging to a target gear according to the rotating speed of the output shaft of the two-gear AMT, and sending the rotating speed value of the motor to the vehicle control unit, so that the vehicle control unit switches a rotating speed mode and adjusts the rotating speed of the motor to reach the rotating speed value of the motor. The method can meet higher requirements on climbing gradient and acceleration performance.

Description

Gear shifting method based on two-gear AMT electric vehicle
Technical Field
The application relates to the technical field of machinery, in particular to a gear shifting method based on a two-gear AMT electric vehicle.
Background
The traditional electric vehicle is only provided with a one-level speed reducer, so that the rotating speed of the motor is high when the electric vehicle is high-speed, the requirement on the performance of the motor is high, the required cost of the motor is high, and meanwhile, in order to adapt to a high-speed section, the low-speed climbing performance is limited, and the higher requirements on the climbing gradient and the acceleration performance cannot be met.
Disclosure of Invention
Based on the above, it is necessary to provide a two-gear-based AMT electric vehicle gear shifting method capable of meeting higher requirements of grade climbing and acceleration performance in view of the above technical problems.
A two-gear AMT electric vehicle-based gear shifting method comprises the following steps:
the control transmission of the vehicle judges the gear shifting time according to at least one of brake, vehicle speed and accelerator information, and acquires a current gear and a target gear;
the control transmission and the vehicle control unit interact to execute torque reduction operation;
after the control speed changer determines that torque reduction is successful according to the torque reduction result, the control speed changer controls the gear shifting motor to drive the shifting fork to be shifted;
after the control transmission judges that gear shifting is finished, acquiring a current vehicle speed value through a vehicle speed sensor, calculating to obtain the rotating speed of an output shaft of the two-gear AMT according to the current vehicle speed value, calculating a motor rotating speed value required for shifting to a target gear according to the rotating speed of the output shaft of the two-gear AMT, and sending the motor rotating speed value to the vehicle control unit, so that the vehicle control unit switches a rotating speed mode and adjusts the rotating speed of the motor to reach the motor rotating speed value;
when the control speed changer judges that the rotating speed of the motor reaches the rotating speed value of the motor, the control speed changer controls a gear shifting motor to drive a shifting fork to engage;
after the control transmission determines that the gear is completely engaged, the control transmission and the whole vehicle controller interact to execute torque increasing operation, and a torque increasing result is fed back to the control transmission;
and after the control transmission determines that torque increase is successful according to the torque increase result, the target gear is assigned to the current gear to complete gear shifting.
In one embodiment, the calculating the output shaft speed of the two-gear AMT according to the current vehicle speed value includes:
calculating the rotation speed of the output shaft of the two-gear AMT according to the following formula:
n1＝(V*1000*i0)/(2*π*60*r)
wherein n1 is the rotation speed of the two-gear AMT output shaft and the unit rpm; v is a vehicle speed value and has a unit Km/h; i.e. i0Is a vehicle final reduction ratio; r is the vehicle wheel radius in m.
In one embodiment, the calculating the value of the motor speed required to engage the target gear according to the output shaft speed of the two-gear AMT includes:
controlling the transmission to calculate a motor rotating speed value required for engaging the gear to the target gear according to the following formula:
nreq＝n1*ix
wherein ixThe speed ratio value corresponding to the target gear position x is 1 or 2.
In one embodiment, the controlling the transmission and the vehicle control unit to interact to perform torque reduction operations includes:
controlling a transmission to send a first required torque to a finished vehicle controller; the finished vehicle controller responds to the first required torque, and controls the transmission to reduce the first required torque to a preset torque according to gradient control, so that the finished vehicle controller responds to the preset torque; or
And the control transmission sends a torque reduction command to the vehicle control unit, the vehicle control unit reduces the torque to a preset torque according to the gradient of the current torque condition, and sends a torque reduction completion result to the control transmission.
In one embodiment, after the control transmission determines that the gear engagement is completed, the control transmission and the vehicle control unit interact to perform a torque increasing operation, and a torque increasing result is fed back to the control transmission, including:
after the control transmission determines that the gear engagement is finished, a second required torque is sent to the whole vehicle controller; the finished vehicle controller responds to the second required torque, and controls the transmission to increase the current torque to the second required torque according to gradient control, so that the finished vehicle controller responds to the second required torque; or
And after the control transmission determines that the gear is completely engaged, the control transmission sends a torque increasing instruction to the vehicle control unit, the vehicle control unit increases the torque to a second required torque according to the gradient of the current torque condition, and a torque increasing result is sent to the control transmission.
In one embodiment, before the controlling the transmission determines that the gear-shifting is completed, the controlling further includes:
and controlling the speed changer to acquire the position of the shifting fork through the gear shifting sensor, and when the position of the shifting fork is located in the range of N gears, controlling the speed changer to judge that the gear picking is finished.
In one embodiment, the method further comprises:
controlling the transmission to judge whether to enter a two-gear AMT position self-learning state;
when the transmission is controlled to judge to enter a two-gear AMT position self-learning state, whether a gear shifting position sensor is in fault or not is detected;
when the gear shifting position sensor has no fault, driving a gear shifting motor to learn a 1-gear limit position, acquiring a first adduction value corresponding to the 1 gear, and obtaining the 1-gear position according to the first adduction value and the learned 1-gear limit value;
and driving the gear shifting motor to learn a 2-gear limit position, acquiring a second adduction value corresponding to the 2 gear, and acquiring a 2-gear position according to the second adduction value and the learned 2-gear limit value.
In one embodiment, the driving the shift motor to learn the 1 st gear limit position includes:
calculating a first preset position according to the following formula, and driving a shift motor to allow a shift fork to reach the first preset position:
shf_pos＝(shf_bas-v_min)/(v_max-v_min)
wherein shf _ pos is a normalized quantity obtained from the position sensor and the learning limit value; shf _ bas is a digital quantity acquired by the position sensor, and the range is 0-4096; v _ min is a minimum limit value obtained by position self-learning, wherein the minimum limit value is randomly preset before learning; v _ max is a maximum limit value self-learned by the position, wherein the maximum limit value is randomly preset before learning;
and driving the gear shifting motor in a 1-gear direction by certain pulse width modulation until the change value of the normalization quantity is smaller than a first threshold value, and reading the value of the position sensor to serve as a 1-gear limit position.
In one embodiment, the driving the shift motor to learn the 2 nd gear limit position includes: :
calculating a second preset position according to the following formula, and driving a shift motor to allow the shift fork to reach the second preset position:
shf_pos＝(shf_bas-v_min)/(v_max-v_min)
wherein shf _ pos is a normalized quantity obtained from the position sensor and the learning limit value; shf _ bas is a digital quantity acquired by the position sensor, and the range is 0-4096; v _ min is a minimum limit value obtained by position self-learning, wherein the minimum limit value is randomly preset before learning; v _ max is a maximum limit value self-learned by the position, wherein the maximum limit value is randomly preset before learning;
and driving the gear shifting motor in a 2-gear direction by certain pulse width modulation until the change value of the normalization quantity is smaller than a second threshold value, and reading the value of the position sensor to serve as a 2-gear limit position.
In one embodiment, the obtaining the 1 st gear position according to the first adduction value and the learned 1 st gear limit value includes:
acquiring a historical 1-gear learning position, wherein the historical 1-gear learning position is calculated according to the last 1-gear learning position and the average value of the 1-gear learning positions before the last 1-gear learning position;
calculating the current learned learning position of the 1 st gear according to the first adduction value and the learned limit value of the 1 st gear;
calculating to obtain a 1-gear position according to the historical 1-gear learning position and the current 1-gear learning position;
the obtaining of the 2-gear position from the second adduction value and the learned 2-gear limit value includes:
acquiring a historical 2-gear learning position, wherein the historical 2-gear learning position is calculated according to the last 2-gear learning position and the average value of 2-gear learning positions before the last 2-gear learning position;
calculating the learned current 2-gear learning position according to the second adduction value and the learned 2-gear limit value;
and calculating to obtain the 2 nd gear position according to the historical 2 nd gear learning position and the current 2 nd gear learning position.
According to the gear shifting method based on the two-gear AMT electric vehicle, the transmission is controlled to control the gear shifting time and the gear shifting process, a control instruction is sent to the vehicle control unit, the vehicle control unit controls the motor to achieve and returns a completion instruction, and the transmission is controlled to perform coordination of actions such as gear picking and gear shifting. The control process comprises the processes of torque reduction, gear picking, speed regulation, gear engaging, torque increasing and the like, the whole gear shifting time is maintained within 500ms, the speed is fast and stable, the smoothness is good, and the performance requirement of the electric vehicle is met.
Drawings
FIG. 1 is a block diagram of a two speed transmission system according to one embodiment;
FIG. 2 is a two speed transmission gear layout according to one embodiment;
FIG. 3 is a schematic flow chart of a two-gear AMT electric vehicle gear shifting method in one embodiment;
FIG. 4 is a schematic illustration of a torque down and torque up process for a two-gear AMT shift in one embodiment;
FIG. 5 is a schematic diagram of a gear shifting process of the two-gear AMT in one embodiment;
FIG. 6 is a schematic diagram of a two-gear AMT shift process in an embodiment;
FIG. 7 is a flowchart illustrating a method for location self-learning in one embodiment.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
Referring to fig. 1 and 2, fig. 1 is a structural diagram of a two-speed transmission system according to an embodiment; FIG. 2 is a two speed transmission gear layout according to one embodiment; wherein two keep off parts such as gearbox system two keep off derailleur assembly (two keep off AMT), control derailleur (TCU), vehicle control unit (MCU), driving motor, pencil constitute, two keep off the speed change assembly and include reduction gear group, synchronous ware, shift fork, shift motor and shift position sensor and constitute, shift the fork through control shift motor drive and switch the gear, judge drive PWM and the condition of targetting in place according to shift position sensor. The gears of the two-gear gearbox comprise a gear 1, a gear N and a gear 2. The control transmission can analyze the driving intention of a driver through the acquisition of an accelerator pedal and a brake signal, acquire the vehicle speed change through a vehicle speed sensor, and send an instruction request to the vehicle control unit when the vehicle speed change is combined with an accelerator to set a gear shifting vehicle speed; and after the vehicle control unit finishes the command request of the control transmission, feeding back a finishing flag bit to the control transmission for gear shifting. When the control transmission detects that gear shifting is finished, the control transmission sends an action request to the whole vehicle controller again; and after the vehicle control unit finishes the command request of controlling the transmission, feeding back a finishing mark to the controlling transmission to finish gear shifting. When the transmission is controlled to complete gear shifting, the transmission is controlled to send an action request to the vehicle control unit again; and after the vehicle control unit finishes the command request of the transmission control, the flag bit is fed back to the transmission control unit to finish the gear shifting operation. The vehicle control unit needs to respond to the required torque or command information sent by the control transmission, such as a torque reduction command, a speed regulation target rotating speed, a torque increase command and the like. The driving motor does not need to use a high-speed motor, so that the cost can be reduced.
The clutch-free gear shifting scheme is adopted, the hardware is simplified, and the torque reduction and the torque increase operation in the gear shifting process are realized through a complex software algorithm and calibration. The cost can be saved for the customer while the product performance is improved.
With continued reference to fig. 3, the present application provides a two-gear AMT-based electric vehicle gear shifting method, comprising:
s100: and the control transmission of the vehicle judges the gear shifting time according to at least one of the brake information, the vehicle speed information and the accelerator information, and acquires the current gear and the target gear.
Specifically, the step is a gear shifting judgment step, the transmission TCU is controlled to judge a gear shifting timing according to at least one of information such as brake, vehicle speed and accelerator, a target gear (N is neutral, and 1 and 2 are hill climbing and high-speed gear, respectively) is determined, and a gear shifting process is started when a gear change is detected.
S200: the control transmission and the vehicle control unit interact to perform a torque reduction operation.
Specifically, the step is a torque reduction step and mainly functions to remove the driving torque on the input shaft of the two-gear AMT, so that the gear can be normally disengaged, and therefore, the process is the process of outputting the torque of the MCU to be 0. Specifically, the control transmission and the vehicle control unit interact to perform a torque reduction operation, comprising: controlling a transmission to send a first required torque to a finished vehicle controller; the finished vehicle controller responds to the first required torque, and controls the transmission to reduce the first required torque to a preset torque according to gradient control, so that the finished vehicle controller responds to the preset torque; or the transmission is controlled to send a torque reduction command to the vehicle control unit, the vehicle control unit reduces the torque to a preset torque according to the gradient of the current torque condition, and a torque reduction completion result is sent to the control transmission.
That is, there are two specific implementation methods for the torque reduction process, which can be specifically described with reference to fig. 4:
one is to control the transmission TCU to directly send a torque request to the vehicle controller MCU, where 1 in fig. 4 is a torque start point and 2 is a torque reduction completion point, and at this time, the phase i is to control the required torque (gradient filtering) sent by the transmission TCU to be sent to the vehicle controller MCU, and the vehicle controller MCU responds to the torque, and the required torque sent by the transmission TCU is controlled to be reduced to 0 through the gradient, and then the vehicle controller MCU responds to 0, so as to achieve the torque reduction effect; and III is the torque required by the whole vehicle, which is analyzed by the TCU according to the information such as the accelerator and the like.
And the other is that the TCU directly sends a torque reduction command to the vehicle control unit MCU, the vehicle control unit MCU reduces the torque to 0 according to the torque condition gradient, and then returns a torque reduction completion flag bit or an actual torque value to the TCU for controlling the transmission.
S300: and after the control speed changer determines that the torque reduction is successful according to the torque reduction result, the control speed changer controls the gear shifting motor to drive the shifting fork to be shifted.
Specifically, the step is a gear-off step, and when the control speed changer TCU receives a torque reduction completion flag bit or the actual torque of the motor is smaller than a calibrated value, the torque reduction is judged to be completed, and the next stage is started.
A gear-off process, which is directly controlled by a control transmission unit (TCU) at the stage, mainly controls PWM and direction of a gear-shifting motor, drives a shifting fork to change gears, and has the main gear-off function as shown in figure 5, for example, the shifting fork at the gear (1 or 2) is shifted to an N gear position in figure 5, so that the motor is in a free state, a speed regulation process can be performed, and when data collected by a gear-shifting sensor reaches the range of the N gear, the gear-off is judged to be finished, and the next stage is started; however, when the shift motor cannot reach the N-range timeout after being driven for a long time, the shift motor needs to return to the start of shifting again to perform the process as the fault treatment.
S400: after the control transmission judges that gear shifting is completed, a current vehicle speed value is acquired through a vehicle speed sensor, the rotating speed of an output shaft of the two-gear AMT is calculated according to the current vehicle speed value, the rotating speed value of a motor required for shifting to a target gear is calculated according to the rotating speed of the output shaft of the two-gear AMT, and the rotating speed value of the motor is sent to the vehicle control unit, so that the vehicle control unit can switch rotating speed modes and adjust the rotating speed of the motor to reach the rotating speed value of the motor.
Specifically, the step is a speed regulation step, after gear shifting and gear picking, the motor is in a free state, a speed regulation process is started, the control transmission TCU sends a speed regulation flag bit and a speed regulation target rotating speed value to the vehicle control unit MCU, the vehicle control unit MCU needs to switch to a rotating speed mode and responds to the speed regulation target rotating speed value sent by the control transmission TCU, and when the rotating speed of the motor reaches a certain range of the speed regulation target rotating speed value, the speed regulation completion flag bit is returned to the control transmission TCU, and the next stage is started.
Specifically, the calculation process of the speed regulation target value mainly comprises the following steps:
firstly, the calculating according to the current vehicle speed value to obtain the output shaft rotating speed of the two-gear AMT includes:
calculating the rotation speed of the output shaft of the two-gear AMT according to the following formula:
n1＝(V*1000*i0)/(2*π*60*r) (1)
wherein n1 is the rotation speed of the two-gear AMT output shaft and the unit rpm; v is a vehicle speed value and has a unit Km/h; i.e. i0Is a vehicle final reduction ratio; r is the vehicle wheel radius in m.
Secondly, the calculating of the motor rotating speed value required for engaging to the target gear according to the rotating speed of the output shaft of the two-gear AMT comprises the following steps:
controlling the transmission to calculate a motor rotating speed value required for engaging the gear to the target gear according to the following formula:
nreq＝n1*ix(2)
wherein ixThe speed ratio value corresponding to the target gear position x is 1 or 2.
S500: and when the control transmission determines that the rotating speed of the motor reaches the rotating speed value of the motor, the control transmission controls the gear shifting motor to drive the shifting fork to engage.
Specifically, the step is a gear engaging step, a gear engaging process, and the step is directly controlled by a TCU, mainly controlling the PWM and direction of a gear shifting motor, driving a shift fork to change a gear, and a main gear engaging function can be described with reference to fig. 6, where, as shown in fig. 6, a gear engaging position is determined according to a target gear, the shift fork at an N-gear position is shifted to a gear (1 or 2), and when data collected by a gear shifting sensor reaches a certain range of the gear engaging position, it is determined that gear engaging is completed, and a next stage is entered; however, when the shift motor cannot reach the shift position range overtime due to long-time driving, the process needs to be performed again as fault processing when the shift is started again.
S600: and after the control transmission determines that the gear is completely engaged, the control transmission and the whole vehicle controller interact to execute torque increasing operation, and a torque increasing result is fed back to the control transmission.
Specifically, the step is a torque increasing step, which can be understood by referring to fig. 4, and the main function is to complete the gear shifting of the two-gear AMT, which requires the normal torque of the controller MCU to normally respond to the accelerator, so that the process is the process from 0 to the torque required by the vehicle by the normal torque output of the controller MCU. Specifically, after the control transmission determines that the gear engagement is completed, the control transmission and the vehicle control unit interact to execute a torque increasing operation, and a torque increasing result is fed back to the control transmission, including: after the control transmission determines that the gear engagement is finished, a second required torque is sent to the whole vehicle controller; the finished vehicle controller responds to the second required torque, and controls the transmission to increase the current torque to the second required torque according to gradient control, so that the finished vehicle controller responds to the second required torque; or after the control transmission determines that the gear is completely engaged, the control transmission sends a torque increasing instruction to the vehicle control unit, the vehicle control unit increases the torque to a second required torque according to the gradient of the current torque condition, and a torque increasing result is sent to the control transmission.
That is to say, there are two specific implementation methods for the torque increasing process:
one is to control the transmission TCU to directly send a torque request to the vehicle controller MCU, as shown in fig. 4, 3 in fig. 4 is a torque increasing starting point, 4 is a torque increasing completion point, and at this time, the phase ii is to control the required torque (gradient filtering) sent by the transmission TCU to be sent to the vehicle controller MCU, the vehicle controller MCU responds to the torque, the required torque sent by the transmission TCU is controlled to reach the vehicle required torque from 0 through the gradient, and then the vehicle controller MCU responds to the vehicle required torque, so as to achieve the torque increasing effect; and III is the torque required by the whole vehicle, which is analyzed by the TCU according to the information such as the accelerator and the like.
And the other method is that the transmission TCU is controlled to directly send a torque increasing instruction to the vehicle controller MCU, the vehicle controller MCU increases the torque required by the vehicle according to the torque condition gradient, and then returns a torque increasing completion flag bit or an actual torque value to the transmission TCU.
S700: and after the control transmission determines that torque increase is successful according to the torque increase result, the target gear is assigned to the current gear to complete gear shifting.
Specifically, the step is a gear shifting step, namely, when the TCU receives a torque increasing completion flag bit or the difference between the actual torque of the motor and the required torque of the whole vehicle is smaller than a calibrated value, the torque reduction is judged to be completed, and the next stage is started. When the gear shifting is completed, the target gear is assigned to the current gear, and the gear shifting is completed.
According to the gear shifting method based on the two-gear AMT electric vehicle, the transmission is controlled to control the gear shifting time and the gear shifting process, a control instruction is sent to the vehicle control unit, the vehicle control unit controls the motor to achieve and returns a completion instruction, and the transmission is controlled to perform coordination of actions such as gear picking and gear shifting. The control process comprises the processes of torque reduction, gear picking, speed regulation, gear engaging, torque increasing and the like, the whole gear shifting time is maintained within 500ms, the speed is fast and stable, the smoothness is good, and the performance requirement of the electric vehicle is met.
In one embodiment, as shown in fig. 7, the method further involves a position self-learning method, that is, before the above-mentioned shifting step, the position self-learning method may be executed, that is, after the TCU is controlled to be powered on, the self-checking method may be executed, after the self-checking is completed, it is determined whether the TCU has performed self-learning, if the self-learning has not been performed, the first position self-learning may be started, and after the learning is completed or failed, the TCU may return to the normal mode for driving, and if the position self-learning is triggered by conditions such as actions in the normal mode, the position self-learning mode may be re-entered. The self-learning conditions of the trigger positions include two conditions, one is self-learning of the trigger positions of the fault diagnosis instrument (maintenance in a 4S shop), and the other is triggering through circulation switching of all gears of the gear shifting handle and matching action of an accelerator.
The method for the position self-learning method comprises the following steps: controlling the transmission to judge whether to enter a two-gear AMT position self-learning state; when the transmission is controlled to judge to enter a two-gear AMT position self-learning state, whether a gear shifting position sensor is in fault or not is detected; when the gear shifting position sensor has no fault, driving a gear shifting motor to learn a 1-gear limit position, acquiring a first adduction value corresponding to the 1 gear, and obtaining the 1-gear position according to the first adduction value and the learned 1-gear limit value; and driving the gear shifting motor to learn a 2-gear limit position, acquiring a second adduction value corresponding to the 2 gear, and acquiring a 2-gear position according to the second adduction value and the learned 2-gear limit value.
In one embodiment, the driving the shift motor to learn the 1 st gear limit position includes: calculating a first preset position according to the following formula, and driving a shift motor to allow a shift fork to reach the first preset position:
shf_pos＝(shf_bas-v_min)/(v_max-v_min)
wherein shf _ pos is a normalized quantity obtained from the position sensor and the learning limit value; shf _ bas is a digital quantity acquired by the position sensor, and the range is 0-4096; v _ min is a minimum limit value obtained by position self-learning, wherein the minimum limit value is randomly preset before learning; v _ max is a maximum limit value self-learned by the position, wherein the maximum limit value is randomly preset before learning; and driving the gear shifting motor in a 1-gear direction by certain pulse width modulation until the change value of the normalization quantity is smaller than a first threshold value, and reading the value of the position sensor to serve as a 1-gear limit position.
In one embodiment, the driving the shift motor to learn the 2 nd gear limit position includes: calculating a second preset position according to the following formula, and driving a shift motor to allow the shift fork to reach the second preset position:
shf_pos＝(shf_bas-v_min)/(v_max-v_min)
wherein shf _ pos is a normalized quantity obtained from the position sensor and the learning limit value; shf _ bas is a digital quantity acquired by the position sensor, and the range is 0-4096; v _ min is a minimum limit value obtained by position self-learning, wherein the minimum limit value is randomly preset before learning; v _ max is a maximum limit value self-learned by the position, wherein the maximum limit value is randomly preset before learning; and driving the gear shifting motor in a 2-gear direction by certain pulse width modulation until the change value of the normalization quantity is smaller than a second threshold value, and reading the value of the position sensor to serve as a 2-gear limit position.
In one embodiment, the obtaining the 1 st gear position according to the first adduction value and the learned 1 st gear limit value includes: acquiring a historical 1-gear learning position, wherein the historical 1-gear learning position is calculated according to the last 1-gear learning position and the average value of the 1-gear learning positions before the last 1-gear learning position; calculating the current learned learning position of the 1 st gear according to the first adduction value and the learned limit value of the 1 st gear; and calculating the 1-gear position according to the historical 1-gear learning position and the current 1-gear learning position. The obtaining of the 2-gear position from the second adduction value and the learned 2-gear limit value includes: acquiring a historical 2-gear learning position, wherein the historical 2-gear learning position is calculated according to the last 2-gear learning position and the average value of 2-gear learning positions before the last 2-gear learning position; calculating the learned current 2-gear learning position according to the second adduction value and the learned 2-gear limit value; and calculating to obtain the 2 nd gear position according to the historical 2 nd gear learning position and the current 2 nd gear learning position.
The position self-learning starts to detect whether a gear shifting position sensor fails or not, and if the gear shifting position sensor fails, the gear shifting position sensor directly enters learning failure and exits learning; if no fault exists, the self-learning of the 1 st gear limit position is entered.
After the start of the self-learning of the gear 1 limit position, the drive is first carried out to a position according to the predetermined limit value, which is calculated as follows:
shf_pos＝(shf_bas-v_min)/(v_max-v_min) (3)
as in the above equation, shf _ pos is a normalized amount obtained from the position sensor and the learning limit value; shf _ bas is a position sensor for collecting digital quantity, 0-4096; v _ min is the minimum limit value (preset value before being learnt) obtained by position self-learning; v _ max is the maximum limit value self-learned by the position (preset value before not learning).
The 1 st gear corresponds normalization value position shf _ pos and is 0, therefore when beginning to learn, when the motor of preceding gear shift reaches position shf _ pos and is 0.1, then drive the motor with certain PWM to 0 direction, real-time supervision position change, after the absolute value of the variation of shf _ pos is less than 0.03 in a certain time, judge that the shift fork that shifts reaches the extreme position that 1 st gear corresponds, adduction a definite value, as follows:
v_min＝shf_bas+v_add (4)
as in the above equation, v _ add is an adduction value for preventing an impact due to an over-limit position; the learning minimum limit value v _ min calculated according to the above equation is used for the next learning process.
Entering 2-gear limit position self-learning after learning is finished according to the method; if the time is determined to be out of time for a period of time when the drive motor cannot bring the position shf _ pos to around 0.1, learning fails and is exited.
The 2 nd gear corresponds to the normalized value position shf _ pos as 1, so when beginning to learn, when the motor of preceding gear shift reaches position shf _ pos and is 0.9, then drive the motor with certain PWM to 1 direction, monitor the position change in real time, after the absolute value of the variation of shf _ pos is less than 0.03 in certain time, judge that the shift fork reaches the extreme position that 2 nd gear corresponds, adduction certain value, calculate as follows:
v_max＝shf_bas-v_sub (5)
as in the above equation, v _ sub is an adduction value for preventing an impact due to an excessive position; the learning maximum limit value v _ max calculated according to the above equation is used for the next learning process.
Entering a judging module after learning is finished according to the method; if the time is determined to be out of time for a period of time when the drive motor cannot bring the position shf _ pos to around 0.9, learning fails and is exited.
After the limit learning of the gear 1 and the gear 2 is completed by one cycle, whether the cycle learning is continued or not is judged, if the cycle is not exceeded for 3 times, the limit learning of the gear 1 and the gear 2 is continuously repeated, but the learned limit value calculation formula is changed as follows:
v_min＝(v_minold+(shf_bas+v_add))/2 (6)
v_max＝(v_maxold+(shf_bas-v_sub))/2 (7)
in the above formula, v _ minold is the minimum limit value of the last learning; v _ maxold is the maximum limit for the last learning.
When the number of times of cyclic learning exceeds 3 times, the calculation of a limit value is carried out, the previously obtained limit value and the last stored limit position are averaged, and the calculation is as follows:
v_min_ada＝(v_min_ada old+v_min)/2(8)
v_max_ada＝(v_max_ada old+v_max)/2(9)
in the above formula, v _ min _ ada is the minimum limit value for self-learning of the final position; v _ max _ ada is the maximum limit value of the final position self-learning; v _ min _ ada old is a self-learning minimum limit value or a preset minimum limit value of the last stored position; v _ max _ ada old is a self-learning maximum limit value or a preset maximum limit value of the last stored position; after the calculation is completed, the position self-learning is completed, and then the gear shifting method is executed, so that the accuracy of gear shifting can still be ensured.
The position self-learning method can obtain the accurate position of each gear of the two-gear AMT, so that the PWM can be accurately controlled according to the position, the noise and the mechanism impact are reduced, and the service life of the two-gear AMT is prolonged.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. A two-gear AMT electric vehicle-based gear shifting method comprises the following steps:
the control transmission of the vehicle judges the gear shifting time according to at least one of brake, vehicle speed and accelerator information, and acquires a current gear and a target gear;
the control transmission and the vehicle control unit interact to execute torque reduction operation;
after the control speed changer determines that torque reduction is successful according to the torque reduction result, the control speed changer controls the gear shifting motor to drive the shifting fork to be shifted;
after the control transmission judges that gear shifting is finished, acquiring a current vehicle speed value through a vehicle speed sensor, calculating to obtain the rotating speed of an output shaft of the two-gear AMT according to the current vehicle speed value, calculating a motor rotating speed value required for shifting to a target gear according to the rotating speed of the output shaft of the two-gear AMT, and sending the motor rotating speed value to the vehicle control unit, so that the vehicle control unit switches a rotating speed mode and adjusts the rotating speed of the motor to reach the motor rotating speed value;
when the control speed changer judges that the rotating speed of the motor reaches the rotating speed value of the motor, the control speed changer controls a gear shifting motor to drive a shifting fork to engage;
after the control transmission determines that the gear is completely engaged, the control transmission and the whole vehicle controller interact to execute torque increasing operation, and a torque increasing result is fed back to the control transmission;
and after the control transmission determines that torque increase is successful according to the torque increase result, the target gear is assigned to the current gear to complete gear shifting.
2. The method according to claim 1, wherein said calculating an output shaft speed of a two-gear AMT from said current vehicle speed value comprises:
calculating the rotation speed of the output shaft of the two-gear AMT according to the following formula:
n1＝(V*1000*i0)/(2*π*60*r)
wherein n1 is the rotation speed of the two-gear AMT output shaft and the unit rpm; v is a vehicle speed value and has a unit Km/h; i.e. i0Is a vehicle final reduction ratio; r is the vehicle wheel radius in m.
3. The method according to claim 2, wherein calculating the value of the motor speed required to engage the target gear from the output shaft speed of the two-gear AMT comprises:
controlling the transmission to calculate a motor rotating speed value required for engaging the gear to the target gear according to the following formula:
nreq＝n1*ix
wherein ixThe speed ratio value corresponding to the target gear position x is 1 or 2.
4. The method of claim 2, wherein the controlling the transmission and the vehicle control unit to interact to perform torque reduction operations comprises:
controlling a transmission to send a first required torque to a finished vehicle controller; the finished vehicle controller responds to the first required torque, and controls the transmission to reduce the first required torque to a preset torque according to gradient control, so that the finished vehicle controller responds to the preset torque; or
And the control transmission sends a torque reduction command to the vehicle control unit, the vehicle control unit reduces the torque to a preset torque according to the gradient of the current torque condition, and sends a torque reduction completion result to the control transmission.
5. The method of claim 1, wherein after the control transmission determines that the gear engagement is completed, the control transmission and a vehicle control unit interact to perform a torque increasing operation and feed back a torque increasing result to the control transmission, and the method comprises the following steps:
after the control transmission determines that the gear engagement is finished, a second required torque is sent to the whole vehicle controller; the finished vehicle controller responds to the second required torque, and controls the transmission to increase the current torque to the second required torque according to gradient control, so that the finished vehicle controller responds to the second required torque; or
And after the control transmission determines that the gear is completely engaged, the control transmission sends a torque increasing instruction to the vehicle control unit, the vehicle control unit increases the torque to a second required torque according to the gradient of the current torque condition, and a torque increasing result is sent to the control transmission.
6. The method according to any one of claims 1 to 5, wherein the controlling the transmission before determining completion of the gear shifting further comprises:
and controlling the speed changer to acquire the position of the shifting fork through the gear shifting sensor, and when the position of the shifting fork is located in the range of N gears, controlling the speed changer to judge that the gear picking is finished.
7. The method according to any one of claims 1 to 5, further comprising:
controlling the transmission to judge whether to enter a two-gear AMT position self-learning state;
when the transmission is controlled to judge to enter a two-gear AMT position self-learning state, whether a gear shifting position sensor is in fault or not is detected;
when the gear shifting position sensor has no fault, driving a gear shifting motor to learn a 1-gear limit position, acquiring a first adduction value corresponding to the 1 gear, and obtaining the 1-gear position according to the first adduction value and the learned 1-gear limit value;
and driving the gear shifting motor to learn a 2-gear limit position, acquiring a second adduction value corresponding to the 2 gear, and acquiring a 2-gear position according to the second adduction value and the learned 2-gear limit value.
8. The method of claim 7, wherein driving the shift motor to learn the 1 st gear limit position comprises:
calculating a first preset position according to the following formula, and driving a shift motor to allow a shift fork to reach the first preset position:
shf_pos＝(shf_bas-v_min)/(v_max-v_min)
wherein shf _ pos is a normalized quantity obtained from the position sensor and the learning limit value; shf _ bas is a digital quantity acquired by the position sensor, and the range is 0-4096; v _ min is a minimum limit value obtained by position self-learning, wherein the minimum limit value is randomly preset before learning; v _ max is a maximum limit value self-learned by the position, wherein the maximum limit value is randomly preset before learning;
and driving the gear shifting motor in a 1-gear direction by certain pulse width modulation until the change value of the normalization quantity is smaller than a first threshold value, and reading the value of the position sensor to serve as a 1-gear limit position.
9. The method of claim 8, wherein said driving the shift motor to learn a 2 nd gear limit position comprises:
calculating a second preset position according to the following formula, and driving a shift motor to allow the shift fork to reach the second preset position:
shf_pos＝(shf_bas-v_min)/(v_max-v_min)
wherein shf _ pos is a normalized quantity obtained from the position sensor and the learning limit value; shf _ bas is a digital quantity acquired by the position sensor, and the range is 0-4096; v _ min is a minimum limit value obtained by position self-learning, wherein the minimum limit value is randomly preset before learning; v _ max is a maximum limit value self-learned by the position, wherein the maximum limit value is randomly preset before learning;
and driving the gear shifting motor in a 2-gear direction by certain pulse width modulation until the change value of the normalization quantity is smaller than a second threshold value, and reading the value of the position sensor to serve as a 2-gear limit position.
10. The method according to claim 9, wherein deriving a gear 1 position from the first adduction value and the learned gear 1 limit value comprises:
acquiring a historical 1-gear learning position, wherein the historical 1-gear learning position is calculated according to the last 1-gear learning position and the average value of the 1-gear learning positions before the last 1-gear learning position;
calculating the current learned learning position of the 1 st gear according to the first adduction value and the learned limit value of the 1 st gear;
calculating to obtain a 1-gear position according to the historical 1-gear learning position and the current 1-gear learning position;
the obtaining of the 2-gear position from the second adduction value and the learned 2-gear limit value includes:
acquiring a historical 2-gear learning position, wherein the historical 2-gear learning position is calculated according to the last 2-gear learning position and the average value of 2-gear learning positions before the last 2-gear learning position;
calculating the learned current 2-gear learning position according to the second adduction value and the learned 2-gear limit value;
and calculating to obtain the 2 nd gear position according to the historical 2 nd gear learning position and the current 2 nd gear learning position.
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