CN111059229A

CN111059229A - Intelligent automatic transmission of new energy automobile and control method

Info

Publication number: CN111059229A
Application number: CN201911349450.0A
Authority: CN
Inventors: 杨振军; 张炳力; 倪少勇; 郑诗程; 胡菲菲; 杨永林; 陈丙谭; 何晶
Original assignee: Nanjing Juji Automobile Electronics Co Ltd
Current assignee: Nanjing Juji Automobile Electronics Co Ltd
Priority date: 2019-12-24
Filing date: 2019-12-24
Publication date: 2020-04-24

Abstract

The utility model provides a new energy automobile intelligence derailleur which characterized in that: the control system comprises an electronic control part and a mechanical transmission variable control part, wherein the electronic control part comprises a CPU (Central processing Unit), a CAN (controller area network) bus, a first motor drive, a second motor drive, motor current detection, a Hall sensor input module, a first motor rotating speed sensor, a second motor rotating speed sensor, transmission output shaft rotating speed sensors K1 and K2; because the intelligent automatic transmission adopts a full-electric control and operation mode, the speed change adopts helical gear electric control operation speed change or synchronizer electric control operation speed change, and no clutch is arranged; the intelligent automatic transmission controls the speed change of a transmission gear or the speed change of a transmission synchronizer through software through an electric operating mechanism, and the software controls the speed regulation of a main driving motor to be matched with the rotating speed of an output shaft to complete the speed change operation; the intelligent electronic control full-automatic transmission increases the dynamic property of the new energy automobile, reduces the power consumption, improves the efficiency and increases the endurance mileage of the new energy automobile.

Description

Intelligent automatic transmission of new energy automobile and control method

Technical Field

The invention relates to the field of automobile intelligent automatic transmissions, in particular to an intelligent automatic transmission of a new energy automobile and a control method.

Background

At present, new energy automobiles are divided into pure electric automobiles, plug-in hybrid electric automobiles, series hybrid electric automobiles (extended range hybrid electric automobiles), parallel hybrid electric automobiles, fuel cell electric automobiles and other types of structures, wherein power sources of the automobiles are all provided with motors; the whole power configuration structure comprises a motor, a speed reducer, a differential mechanism and two driving wheels, and the driving wheels drive a vehicle to run; an electric drive and power transmission system is one of core technologies of a new energy automobile, the electric drive power transmission system of the existing new energy automobile is a fixed reduction ratio and has no transmission, although a motor can realize stepless speed change, because the speed change range is wider, the motor ensures the high-speed performance of automobile driving, the low-speed performance is reduced, and the advantages of the motor cannot be fully exerted; if a two-gear or four-gear automatic transmission is added in the motor driving system, the motor cost can be reduced, the power consumption is reduced, the system efficiency is improved, the acceleration characteristic and the climbing capability of the new energy automobile during low-speed and medium-speed running are improved, the power performance of the new energy automobile is increased, and the endurance mileage of the new energy automobile is increased.

Disclosure of Invention

The invention aims to provide a two-gear or four-gear transmission based on a new energy automobile, and aims to solve the problems that the existing technology of the new energy automobile is insufficient, the dynamic property and the economical efficiency of the new energy automobile are improved, the cost of a motor is reduced, the power consumption is reduced, the system efficiency is improved, the acceleration characteristic and the climbing capacity of the new energy automobile during low-speed and medium-speed running are improved, the dynamic property of the new energy automobile is increased, and the endurance mileage of the new energy automobile is increased;

the technical scheme adopted by the invention for solving the technical problems is as follows: the utility model provides a new energy automobile intelligent transmission includes: the method is characterized in that: the control system comprises an electronic control part and a mechanical transmission variable control part, wherein the electronic control part comprises a CPU (Central processing Unit), a CAN (controller area network) bus, a first motor drive, a second motor drive, motor current detection, a Hall sensor input module, a first motor rotating speed sensor, a second motor rotating speed sensor, transmission output shaft rotating speed sensors K1 and K2; the CPU is connected with a CAN bus, a first motor drive, a second motor drive, a motor current detection, a Hall sensor input module, a first motor rotating speed sensor, a second motor rotating speed sensor, a transmission output shaft rotating speed sensor K1, K2, the first motor drive is also connected with the motor current detection, the first motor drive, the second motor drive and a first relay switch and a second relay switch controlled by the MCU are connected,

the mechanical transmission variable control part comprises: a transmission operating mechanism, a helical gear shifting component mechanism, a synchronizer shifting component mechanism;

the transmission operating mechanism is as follows: the device comprises a bearing, a first screw rod, a second screw rod, a first sliding block, a second sliding block, a first nut, a second nut, first magnetic steel, second magnetic steel, a first guide hole, a second guide, a first guide shaft, a second guide shaft, a first motor rotating speed sensor, a second motor rotating speed sensor, a first variable speed motor, a second variable speed motor, a first shifting fork, a second shifting fork, a first Hall sensor and a second Hall sensor;

the helical gear speed change component mechanism comprises: the device comprises an input shaft, a bearing, an output shaft, a first helical tooth speed change gear, a second helical tooth speed change gear, a third helical tooth speed change gear, a fourth helical tooth speed change gear, an output shaft rotating speed sensor, a first chute, a second chute, a fifth helical tooth speed change gear, a sixth helical tooth speed change gear, a seventh helical tooth speed change gear and an eighth helical tooth speed change gear;

the speed change component mechanism of the synchronizer is as follows: the synchronizer comprises a synchronizer input shaft, a synchronizer output shaft, a first synchronizer speed-changing gear, a second synchronizer speed-changing gear, a third synchronizer speed-changing gear, a fourth synchronizer speed-changing gear, a fifth synchronizer speed-changing gear, a sixth synchronizer speed-changing gear, a seventh synchronizer speed-changing gear, an eighth synchronizer speed-changing gear, a first synchronizer, a second synchronizer and a rotating speed sensor;

the worm gear and worm operating mechanism comprises: the worm gear comprises a worm gear, a worm, a motor, a shifting rod, a shifting groove, a sliding block, a shifting fork, a guide hole and magnetic steel of a worm gear and worm operating mechanism.

A control method of an intelligent automatic transmission of a new energy automobile is characterized by comprising the following steps: the CAN bus, the motor current detection Hall sensor input instruction, the information of the transmission output shaft speed sensor received by the first motor speed sensor and the second motor speed sensor is input into the CPU, the CPU is driven by the motor, and the first variable speed driving motor and the second variable speed driving motor respectively rotate; the CPU is communicated with the vehicle control unit through a CAN bus, receives vehicle running information in real time, accelerates, decelerates and runs at a constant speed of the vehicle, intelligently judges the speed change time of the speed changer, determines the speed change of 1 gear, 2 gear, 3 gear and 4 gear during speed change, and controls the acceleration or deceleration speed change; the MCU controls the motor drive, the relay switch, the motor current detection, the motor rotating speed sensor input, the transmission output shaft rotating speed sensor input and the CAN bus to complete 1-gear and 2-gear speed change;

the MCU controls the motor drive, the relay switch, the motor current detection, the motor rotating speed sensor input, the transmission output shaft rotating speed sensor input and the CAN bus to complete 3-gear and 4-gear speed change; the first relay switch and the second relay switch are in motor drive interlocking, and the input of a motor rotating speed sensor are in software judgment interlocking;

a bearing of a transmission operating mechanism supports a screw to rotate, a first screw and a second screw are motor shafts of a first variable speed motor and a second variable speed motor, when the first screw and the second screw rotate, a sliding block is driven by a first nut and a second nut to move, the first nut, the second nut, a first guide hole and a second guide are arranged on the first sliding block and the second sliding block, first magnetic steel and second magnetic steel are matched with a first Hall sensor and a second Hall sensor to generate positioning information, the first guide hole and the second guide are used for positioning the sliding block by a first guide shaft and a second guide shaft, the first motor speed sensor and the second motor speed sensor output the motor speed to a CPU of an electronic control part, and a first shifting fork and a second shifting fork are respectively arranged on the first sliding block and the second sliding block;

an input shaft of the helical gear speed change component mechanism is connected with a main driving motor, a bearing supporting shaft rotates, an output shaft is a spline shaft and is connected with a differential mechanism, a first helical gear speed change gear, a second helical gear speed change gear, a third helical gear speed change gear and a fourth helical gear speed change gear are slidably mounted on the output shaft, and can move on the output shaft in a first shifting fork and a second operation;

an input shaft of the synchronizer speed change component mechanism is connected with a main driving motor, an output shaft is connected with a differential mechanism, a first synchronizer speed change gear, a second synchronizer speed change gear, a third synchronizer speed change gear and a fourth synchronizer speed change gear are installed on the output shaft, when no synchronizer is connected, idling is performed on the output shaft, a fifth synchronizer speed change gear, a sixth synchronizer speed change gear, a seventh synchronizer speed change gear and an eighth synchronizer speed change gear are fixedly installed on the input shaft, a first shifting fork operates 1-gear and 2-gear speed change through the synchronizer, a second shifting fork operates 3-gear and 4-gear speed change through the second synchronizer, and a rotating speed sensor outputs rotating speed information of the output shaft to a CPU of an electronic control part;

the worm of the worm and gear operating mechanism is a motor shaft of the motor, the worm drives the worm gear to rotate, a deflector rod on the worm gear pokes the sliding chute to move the sliding block, and the deflector rod drives the gear or the synchronizer to change speed;

1-gear and 2-gear speed change: when the CPU judges that the speed needs to be changed from 1 gear to 2 gear, the CPU controls a main motor controller to reduce the output power through a whole vehicle controller by a CAN bus, the CPU firstly switches on a relay switch, the CPU drives a first speed change motor to rotate reversely by the motor, a first screw drives a sliding block to move by a first nut, so that a first helical tooth speed change gear 4 and a second helical tooth speed change gear which are meshed with the 1 gear are disengaged to be changed into a neutral gear, the neutral gear is positioned by a first motor speed sensor input to the CPU for calculation and a first Hall sensor for double completion, then the CPU controls the main motor controller to reduce the main motor speed by the CAN bus through the whole vehicle controller, the CPU calculates by the main drive motor and an output shaft speed sensor, so that the rotating speed difference between the second helical tooth speed change gear and a seventh helical tooth speed change gear of the 2 gear is less than n, the CPU drives the motor to rotate reversely by the motor, the first screw drives, the second helical tooth speed change gear and the seventh helical tooth speed change gear of the 2-gear are jointed, the positioning of the 2-gear is doubly completed by inputting a motor speed sensor into a CPU (central processing unit) for calculation and a Hall sensor, and the speed change of the 1-gear and the 2-gear is completed.

The invention has the beneficial effects that: because the intelligent automatic transmission adopts a full-electric control and operation mode, the speed change adopts the speed change of the electric control operation of a bevel gear or the electric control operation of a synchronizer, and a clutch is not arranged; the intelligent automatic transmission controls the speed change of a transmission gear or the speed change of a transmission synchronizer through software through an electric operating mechanism, and the software controls the speed regulation of a main driving motor to be matched with the rotating speed of an output shaft to complete the speed change operation; the intelligent automatic transmission automatically judges and controls the speed change according to the running speed of the vehicle, and is an intelligent electronic control full-automatic transmission; the low-speed and medium-speed running acceleration characteristics and the climbing capacity of the new energy automobile can be improved, the dynamic property of the new energy automobile is increased, the power consumption is reduced, the efficiency is improved, and the endurance mileage of the new energy automobile is increased.

The invention will be described in more detail with reference to the accompanying drawings and embodiments;

drawings

FIG. 1 illustrates a four speed transmission configuration of the present invention.

FIG. 2 is a 1-speed position diagram of the four speed transmission.

FIG. 3, a 2-gear position diagram of the four speed transmission.

FIG. 4, a 3-gear position diagram of the four speed transmission.

FIG. 5, a 4-gear position diagram of the four speed transmission.

FIG. 6, a four speed transmission operating configuration.

Fig. 7 is a partial side view of fig. 6.

FIG. 8 is a block diagram of the circuit of the present invention.

FIG. 9, synchronizer four speed transmission.

FIG. 10, two speed transmission operating configuration.

Fig. 11 is a partial side view of fig. 10.

Fig. 12 shows a transmission helical gear structure.

Fig. 13 shows a structure view of the tooth end.

Fig. 14, 1-2 shift flow chart.

Fig. 15, 3-4 shift flow chart.

Fig. 16, 2-3 shift flow chart.

Fig. 17 and 3-2 shift flow charts.

Fig. 18, 2-1 shift flow chart.

Fig. 19, 4-3 shift flow chart.

Fig. 20 and 4-gear automatic transmission flow chart.

Fig. 21, worm gear operating mechanism.

Fig. 22 is a schematic view of the connection structure of fig. 21.

Detailed Description

The terms "upper", "lower", "inner", "outer", "front", "rear", "both ends", "one end", "the other end", and the like in the specification indicate orientations or positional relationships based on those shown in the drawings, only for the purpose of facilitating description of the present invention and simplifying description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, are not to be construed as limiting the present invention; furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance;

in the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "disposed," "connected," and the like are to be construed broadly, such as "connected," which may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; the two components can be directly connected or indirectly connected through an intermediate medium, and the two components can be communicated with each other; the specific meanings of the above terms in the present invention can be understood in specific cases for those skilled in the art;

as shown in fig. 8, an intelligent transmission for a new energy automobile comprises: the method is characterized in that: the control system comprises an electronic control part and a mechanical transmission variable control part, wherein the electronic control part comprises a CPU45, a CAN bus 44, a first motor drive 37, a second motor drive 165, a motor current detection 36, a Hall sensor input module 35, a first motor rotating speed sensor 41, a second motor rotating speed sensor 42, transmission output shaft rotating speed sensors K1 and K2; the CPU45 is connected with the CAN bus 44, the first motor driver 37, the second motor driver 165, the motor current detector 36, the Hall sensor input module 35, the first motor speed sensor 41, the second motor speed sensor 42, the transmission output shaft speed sensors K1, K2, the first motor driver 37 is also connected with the motor current detector 36, the first motor driver 37, the second motor driver 165 and the CPU45 are connected with the first relay switch 39 and the second relay switch 40 controlled by the MCU,

as shown in fig. 6 and 7, the transmission operating mechanism: the device is composed of a bearing 15, a first screw 16, a second screw 26, a first slide block 17, a second slide block 28, a first nut 18, a second nut 27, a first magnetic steel 21, a second magnetic steel 31, a first guide hole 22, a second guide 25, a first guide shaft 24, a second guide shaft 26, a first motor speed sensor 19, a second motor speed sensor 29, a first variable speed motor 20, a second variable speed motor 30, a first shifting fork 23, a second shifting fork 32, a first Hall sensor 33 and a second Hall sensor 34;

as shown in fig. 1, the helical gear speed change member mechanism: the device comprises an input shaft 1, a bearing 2, an output shaft 3, a first helical tooth speed-changing gear 4, a second helical tooth speed-changing gear 6, a third helical tooth speed-changing gear 7, a fourth helical tooth speed-changing gear 9, an output shaft rotating speed sensor 10, a first chute 5, a second chute 8, a fifth helical tooth speed-changing gear 11, a sixth helical tooth speed-changing gear 12, a seventh helical tooth speed-changing gear 13 and an eighth helical tooth speed-changing gear 14;

as shown in fig. 9, the synchronizer shifting member mechanism: the synchronizer input shaft 46, the synchronizer output shaft 48, the first synchronizer speed-changing first helical tooth speed-changing gear 49, the second synchronizer speed-changing gear 51, the third synchronizer speed-changing gear 52, the fourth synchronizer speed-changing gear 54, the fifth synchronizer speed-changing gear 56, the sixth synchronizer speed-changing gear 57, the seventh synchronizer speed-changing gear 58, the eighth synchronizer speed-changing gear 59, the first synchronizer 50, the second synchronizer 53 and the rotating speed sensor 55;

the worm gear and worm operating mechanism comprises: the worm gear comprises a worm gear 161 of a worm gear and worm operating mechanism, a worm 159, a motor 162, a poking rod 160, a poking groove 163, a sliding block 62, a poking fork 69, a guide hole 63 and magnetic steel 65.

Embodiment 2, as shown in fig. 1 to 22, a control method of an intelligent automatic transmission of a new energy automobile is characterized in that: according to the CAN bus, motor current is detected and input by a Hall sensor, information of a speed sensor of a transmission output shaft received by a first motor speed sensor and a second motor speed sensor is input into a CPU, and the CPU respectively drives a first variable speed driving motor 20 and a second variable speed driving motor 30 to rotate through a motor drive 1 and a motor drive 2; the CPU communicates with the vehicle controller through a CAN bus, receives vehicle running information in real time, accelerates, decelerates and runs at a constant speed of the vehicle, intelligently judges the speed change time of the transmission, determines the speed change of 1 gear, 2 gear, 3 gear and 4 gear during speed change, and controls the acceleration or deceleration speed change; the MCU controls a motor drive 1, a relay switch 39, a motor current detection 36, a motor rotating speed sensor input 41, a transmission output shaft rotating speed sensor input 43 and a CAN bus 44 to complete 1-gear and 2-gear speed change;

the MCU controls the motor drive 2, the relay switch 40, the motor current detection 36, the motor rotating speed sensor input 42, the transmission output shaft rotating speed sensor input 43 and the CAN bus 44 to complete 3-gear and 4-gear speed change; the first relay switch 39 and the second relay switch 40 are in motor drive interlocking, and the motor speed sensor input 41 and the motor speed sensor input 42 are in software judgment interlocking;

the bearing 15 of the transmission operating mechanism supports the rotation of the screw, the first screw 16 and the second screw 26 are motor shafts of a first variable speed motor 20 and a second variable speed motor 30, when the first screw 16 and the second screw 26 rotate, the first nut 18 and the second nut 27 drive the slide block to move, the first nut 18 and the second nut 27 and the first guide hole 22 and the second guide 25 are arranged on the first slide block 17 and the second slide block 28, the first magnetic steel 21 and the second magnetic steel 31 are matched with the first Hall sensor 33 and the second Hall sensor 34 to generate positioning information, the first guide hole 22 and the second guide 25 are used for positioning the slide block by the first guide shaft 24 and the second guide shaft 26, the first motor rotating speed sensor 19 and the second motor rotating speed sensor 29 output the motor rotating speed to a CPU45 of an electronic control part, the first shifting fork 23 and the second shifting fork 32 are respectively arranged on the first slide block 17, the second slide block 17 and the second shifting fork shifting motor 26, A second slide 28; ,

an input shaft 1 of the helical gear speed change component mechanism is connected with a main driving motor, a bearing 2 supports the shaft to rotate, an output shaft 3 is a spline shaft and is connected with a differential mechanism, a first helical gear speed change gear 4, a second helical gear speed change gear 6, a third helical gear speed change gear 7 and a fourth helical gear speed change gear 9 are slidably arranged on the output shaft 3 and can move on the output shaft 3 under the operation of a first shifting fork 23 and a first shifting fork 32,

speed change gears

11, 12, 13 and 14 are fixedly arranged on the input shaft 1, an output shaft speed sensor 10 outputs the information of the output shaft speed to a CPU of an electronic control part, the first shifting fork 23 operates 1 gear 2 gear speed change through a first chute 5, and the second shifting fork 32 operates 3 gear 4 gear speed change through a second chute 8;

an input shaft 46 of the synchronizer transmission mechanism is connected with a main driving motor, an output shaft 48 is connected with a differential, a first synchronizer transmission first helical tooth speed change gear 49, a second synchronizer transmission gear 51, a third synchronizer transmission gear 52 and a fourth synchronizer transmission gear 54 are installed on the output shaft 48, when no synchronizer is connected, the output shaft 48 rotates idly, a fifth synchronizer transmission gear 56, a sixth synchronizer transmission gear 57, a seventh synchronizer transmission gear 58 and an eighth synchronizer transmission gear 59 are fixedly installed on the input shaft 46, a first shifting fork 23 operates 1-gear 2-gear speed change through a synchronizer 50, a second shifting fork 32 operates 3-gear 4-gear speed change through a second synchronizer 53, and a rotation speed sensor 55 outputs output shaft rotation speed information to a CPU of an electronic control part;

a worm 159 of the worm and gear operating mechanism is a motor shaft of a motor 162, the worm 159 drives a worm gear 161 to rotate, a shift lever 160 on the worm gear 161 shifts a sliding chute 163 to move a sliding block 62, and a shift fork 69 drives a gear or a synchronizer to change speed;

1-gear and 2-gear speed change: when the CPU45 judges that the speed needs to be changed from 1 gear to 2 gear, the CPU45 controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU45 drives the first speed change motor 20 to rotate reversely by the first driving motor 37, the first screw 16 drives the slide block to move through the first nut 18, the first helical tooth speed change gear 4 and the second helical tooth speed change gear 16 which are engaged with the 1 gear are disengaged to change into the neutral gear, the positioning of the neutral gear is doubly completed by the first motor speed sensor 19 input into the CPU45 and the first Hall sensor 33, then the CPU45 controls the main motor controller to reduce the main motor speed by the CAN bus 44 through the whole vehicle controller, the CPU45 calculates by the main driving motor and the output shaft speed sensor 10, the rotating speed difference of the second helical tooth speed change gear 6 and the seventh helical tooth speed change gear 13 of the 2 gear is smaller than n, the CPU45 drives the motor 20 to rotate reversely by, the first screw 16 drives the first slide block 17 to move through the first nut 18, so that the second helical tooth speed change gear 6 and the seventh helical tooth speed change gear 13 of the 2-gear are jointed, the positioning of the 2-gear is doubly finished by inputting the motor speed sensor 19 into a CPU (central processing unit) for calculation and a Hall sensor 33, and the speed change of the 1-gear and the 2-gear is finished.

1 st gear and 2 nd gear upshifting (fig. 14, 1 st gear to 2 nd gear shift flow chart): when the CPU judges that the speed needs to be changed from 1 gear to 2 gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives 1 through the first motor to enable the motor 20 to rotate reversely, the screw 16 drives the sliding block 164 to move through the nut 18, the sliding block 164 moves the first shifting fork 23 to enable the first helical tooth speed change gears 4 and 16 meshed with the 1 gear to be separated and change into neutral gear, the neutral gear is positioned by inputting the motor speed sensor 19 into the CPU for calculation and the Hall sensor 33 for double completion, then the CPU controls the main motor controller to reduce the rotating speed of the main motor through the whole vehicle controller by the CAN bus 44, the CPU calculates by the main driving motor and the output shaft speed sensor 10 to enable the rotating speed difference of the second helical tooth speed change gears 6 and 13 of the 2 gear to be less than n, the CPU drives the motor 20 to rotate reversely, the slide block 164 moves the first shifting fork 23 to enable the gears 6 and 13 of the 2 gear to be jointed, the positioning of the 2 gear is doubly finished by inputting the motor speed sensor 19 into the CPU for calculation and the Hall sensor 33, the relay switch 39 is closed, and the 1 gear and the 2 gear are finished.

2 nd 3 rd up-shift (fig. 16, 2 nd to 3 rd shift flow chart):

when the CPU judges that the speed needs to be changed from 2-gear to 3-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives the motor 20 to rotate forward through the motor drive 1, the screw 16 drives the slide block 164 to move through the nut 18, the slide block 164 moves the first shifting fork 23 to enable the gears 6 and 13 meshed with the 2-gear to be separated and converted into neutral gear, the neutral gear is positioned by inputting the motor rotating speed sensor 19 into the CPU calculation and the Hall sensor 33 for double completion, then the CPU controls the main motor controller to reduce the rotating speed of the main motor through the whole vehicle controller by the CAN bus 44, the CPU calculates by the main drive motor and the output shaft rotating speed sensor 10 to enable the rotating speed difference of the gears 7 and 12 of the 3-gear to be less than n, the CPU firstly switches off the relay switch 39 and switches on the relay 40, the CPU drives the second, the second slide block 28 moves the shifting fork 32 to enable the gears 7 and 12 of the 3 gear to be jointed, the positioning of the 3 gear is doubly completed by the motor rotating speed sensor, the input CPU calculation of 29 and the Hall sensor 34, the CPU disconnects the relay 40, and the speed change of the 2 gear and the 3 gear is completed.

3-gear 4-gear upshift (fig. 15, 3-gear to 4-gear shift flow chart):

when the CPU judges that the speed needs to be changed from 3-gear to 4-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 40, the CPU drives the second speed change motor 30 to rotate reversely by the motor drive 2, the screw 26 drives the second slide block 28 to move through the nut 27, the second slide block 28 moves the shifting fork 32 to separate the gears 7 and 12 meshed with the 3-gear to be changed into neutral gear, the neutral gear is positioned by the motor speed sensor 29 and input into the CPU for calculation and the Hall sensor 34 for double completion, then the CPU controls the main motor controller to reduce the main motor speed through the whole vehicle controller by the CAN bus 44, the CPU is calculated by the main drive motor and the output shaft speed sensor 10 to ensure that the difference between the 4-gear 9 and the 4-gear 11 is less than n, the CPU drives the motor 20 to rotate reversely by the motor drive, the second slide block 28 moves the shifting fork 32 to enable the gears 9 and 11 of 4 gears to be jointed, the positioning of 4 gears is doubly finished by inputting the motor rotating speed sensor 29 into the CPU, the calculation and the Hall sensor 34, the relay switch 40 is closed, and the gear shifting of 3 gears and 4 gears is finished.

4-gear and 3-gear downshifting (fig. 14, 4-gear to 3-gear shift flow chart):

when the CPU judges that the speed needs to be changed from 4-gear to 3-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 40, the CPU drives the second speed changing motor 30 to rotate forwards through the motor drive 2, the screw 26 drives the second slide block 28 to move through the nut 27, the second slide block 28 moves the shifting fork 32 to separate the gears 9 and 11 meshed with 4-gear to be changed into neutral gear, the neutral gear is positioned by the motor speed sensor 29 and input into the CPU for calculation and the Hall sensor 34 for double completion, then the CPU controls the main motor controller to increase the main motor speed through the whole vehicle controller by the CAN bus 44, the CPU is calculated by the main drive motor and the output shaft speed sensor 10 to enable the difference between the 3-gear 7 and the 3-gear 12 to be less than n, the CPU drives the second speed changing motor 30 through the motor drive 2, and drives, the second slide block 28 moves the shifting fork 32 to enable the gears 7 and 12 of the 3 gear to be jointed, the positioning of the 3 gear is doubly completed by inputting the motor rotating speed sensor 29 into the CPU calculation and the Hall sensor 34, the relay switch 40 is switched off, and the gear shifting of the 4 gear and the gear shifting of the 3 gear are completed.

3 st gear and 2 nd gear downshifting (fig. 17, 3 rd gear to 2 nd gear shift flow chart):

when the CPU judges that the speed needs to be changed from 3-gear to 2-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 40, the CPU drives the second speed change motor 30 to rotate forwards by the motor drive 2, the screw 26 drives the second slide block 28 to move by the nut 27, the second slide block 28 moves the shifting fork 32 to separate the gears 7 and 12 meshed with the 3-gear to be changed into neutral gear, the neutral gear is positioned by the motor speed sensor 29 and input into the CPU for calculation and the Hall sensor 34 for double completion, then the CPU controls the main motor controller to increase the main motor speed through the whole vehicle controller by the CAN bus 44, the CPU calculates by the main drive motor and the output shaft speed sensor 10 to ensure that the difference of the rotating speeds of the gears 7 and 12 of the 3-gear is less than n, the CPU firstly switches off the relay switch 40, the screw 16 drives the sliding block 164 to move through the nut 18, the sliding block 164 moves the first shifting fork 23 to enable the gears 6 and 13 of the 2-gear to be jointed, the positioning of the 2-gear is input into the CPU through the motor rotating speed sensor 19 to be doubly completed through calculation and the Hall sensor 33, the CPU disconnects the relay 39, and the speed change of the 2-gear and the 3-gear is completed.

2 nd 1 st gear downshifting (fig. 18, 2 nd to 1 st gear shift flow chart):

when the CPU judges that the speed is required to be changed from 2-gear to 1-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives the motor to rotate forward by the motor drive 1, the screw 16 drives the sliding block 164 to move through the nut 18, the sliding block 164 moves the first shifting fork 23 to enable the gears 6 and 13 meshed with the 2-gear to be separated and rotate to be neutral, the neutral position is doubly completed by inputting the motor rotating speed sensor 19 into the CPU calculation and the Hall sensor 33, then the CPU controls the main motor controller to increase the rotating speed of the main motor through the whole vehicle controller by the CAN bus 44, the CPU calculates by the main drive motor and the output shaft rotating speed sensor 10 to enable the rotating speed difference between the first helical tooth speed changing gear 4 and the eighth helical tooth speed changing gear 14 of the 1-gear to be less than n, the CPU drives the motor, the slide block 164 moves the first fork 23 to engage the first helical speed-changing gears 4 and 14 of the 1-gear, the positioning of the 1-gear is doubly completed by inputting the motor speed sensor 19 into the CPU, calculating and the Hall sensor 33, and the relay switch 39 is turned off, and the 2-gear and 1-gear speed changing are completed. The synchronizer transmissions are seen in fig. 7, 8, 9.

1-gear and 2-gear speed increasing: when the CPU judges that the speed needs to be changed from 1 gear to 2 gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives the motor 20 to rotate reversely by the motor drive 1, the screw 16 drives the sliding block 164 to move through the nut 18, the sliding block 164 moves the first shifting fork 23 to enable the first helical tooth speed change gear 49 meshed with the 1 gear to be separated from the synchronizer 50 to be changed into neutral gear, the neutral gear is positioned by the motor speed sensor 19 and input into the CPU calculation and the Hall sensor 33 for double completion, then the CPU controls the main motor controller to reduce the main motor speed through the whole vehicle controller by the CAN bus 44, the CPU calculates by the main drive motor and the output shaft speed sensor 10 to enable the speed difference between the 2 gear 51 and the synchronizer to be less than n, the CPU drives the motor 20 to rotate reversely by the motor drive 1, the, the slide block 164 moves the first shifting fork 23 to enable the gear 51 of the 2-gear to be engaged with the synchronizer, the positioning of the 2-gear is doubly completed by inputting the motor speed sensor 19 into the CPU for calculation and the Hall sensor 33, the relay switch 39 is closed, and the 1-gear and 2-gear speed change is completed.

2-gear and 3-gear speed up: when the CPU judges that the speed needs to be changed from 2-gear to 3-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives the motor 20 to rotate forward through the motor drive 1, the screw 16 drives the sliding block 164 to move through the nut 18, the sliding block 164 moves the first shifting fork 23 to enable the gear 51 meshed with the 2-gear to be separated from the synchronizer 50 to be changed into neutral gear, the neutral gear is positioned by the motor rotating speed sensor 19 and input into the CPU calculation and the Hall sensor 33 for double completion, then the CPU controls the main motor controller to reduce the rotating speed of the main motor through the CAN bus 44 by the whole vehicle controller, the CPU calculates by the main drive motor and the output shaft rotating speed sensor 10 to enable the rotating speed difference between the 3-gear 52 and the synchronizer 53 to be less than n, the CPU firstly switches off the relay switch 39, the screw 26 drives the second slide block 28 to move through the nut 27, the second slide block 28 moves the shifting fork 32 to enable the gear 52 of the 3 gear to be jointed with the synchronizer 53, the positioning of the 3 gear is doubly completed by inputting the motor speed sensor and the motor speed sensor 29 into the CPU for calculation and the Hall sensor 34, the CPU disconnects the relay 40, and the speed change of the 2 gear and the 3 gear is completed.

3-gear and 4-gear speed up: when the CPU judges that the speed needs to be changed from 3-gear to 4-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 40, the CPU drives the second speed changing motor 30 to reversely rotate through the motor drive 2, the screw 26 drives the second slide block 28 to move through the nut 27, the second slide block 28 moves the shifting fork 32 to enable the gear 52 meshed with the 3-gear to be separated from the synchronizer 53 to be changed into the neutral gear, the neutral gear is positioned by the motor speed sensor 29 and input into the CPU calculation and the Hall sensor 34 for double completion, then the CPU controls the main motor controller to reduce the main motor speed through the whole vehicle controller by the CAN bus 44, the CPU calculates by the main drive motor and the output shaft speed sensor 10 to enable the speed difference between the 4-gear 54 and the synchronizer 53 to be less than n, the CPU drives the motor 20 to reversely rotate through the motor drive, the second slide block 28 moves the shifting fork 32 to enable the gear 54 of the 4 th gear to be jointed with the synchronizer 53, the positioning of the 4 th gear is doubly completed by inputting the motor rotating speed sensor 29 into the CPU, the calculation is completed by the Hall sensor 34, the relay switch 40 is closed, and the speed change of the 3 rd gear and the 4 th gear is completed.

4-gear and 3-gear speed reduction: when the CPU judges that the speed needs to be changed from 4-gear to 3-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 40, the CPU drives the second speed changing motor 30 to rotate forwards by the motor drive 2, the screw 26 drives the second slide block 28 to move by the nut 27, the second slide block 28 moves the shifting fork 32 to enable the gear 54 meshed with 4-gear to be separated from the synchronizer 53 to be changed into neutral gear, the neutral gear is positioned by the motor speed sensor 29 and input into the CPU calculation and the Hall sensor 34 for double completion, then the CPU controls the main motor controller to increase the main motor speed by the CAN bus 44 through the whole vehicle controller, the CPU calculates by the main drive motor and the output shaft speed sensor 10 to enable the speed difference between the gear 52 of 3-gear and the synchronizer 53 to be less than n, the CPU drives the second speed changing motor 30 to rotate forwards by the motor drive, the second slide block 28 moves the shifting fork 32 to make the gear 52 of the 3-gear engaged with the synchronizer 53, the positioning of the 3-gear is doubly completed by inputting the motor speed sensor 29 into the CPU, the calculation and the Hall sensor 34, and the relay switch 40 is turned off, and the gear shifting of the 4-gear and the 3-gear is completed.

3, gear 2 and speed reduction: when the CPU judges that the speed needs to be changed from 3-gear to 2-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 40, the CPU drives the second speed changing motor 30 to rotate forwards by the motor drive 2, the screw 26 drives the second slide block 28 to move by the nut 27, the second slide block 28 moves the shifting fork 32 to enable the gear 52 meshed with the 3-gear to be separated from the synchronizer 53 to be changed into the neutral gear, the neutral gear is positioned by the motor speed sensor 29 and input into the CPU calculation and the Hall sensor 34 for double completion, then the CPU controls the main motor controller to increase the main motor speed through the whole vehicle controller by the CAN bus 44, the CPU calculates by the main drive motor and the output shaft speed sensor 10 to enable the speed difference between the gear 51 of 2-gear and the synchronizer 50 to be less than n, the CPU firstly switches off the relay switch 40 and, the screw 16 drives the sliding block 164 to move through the nut 18, the sliding block 164 moves the first shifting fork 23 to enable the gear 51 of the 2-gear to be jointed with the synchronizer 50, the positioning of the 2-gear is finished by inputting the motor speed sensor 19 into the CPU for calculation and doubly finishing the Hall sensor 33, and the CPU disconnects the relay 39, and finishes the speed change of the 2-gear and the 3-gear.

2, gear 1 and speed reduction: when the CPU judges that the speed is required to be changed from 2-gear to 1-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives the motor to rotate forward by the motor drive 1, the screw 16 drives the sliding block 164 to move through the nut 18, the sliding block 164 moves the first shifting fork 23 to enable the gear 51 meshed with the 2-gear to be separated from the synchronizer 50 to be changed into a neutral gear, the neutral gear is positioned by the motor rotating speed sensor 19 and input to the CPU for double completion of calculation and the Hall sensor 33, then the CPU controls the main motor controller to increase the rotating speed of the main motor through the whole vehicle controller by the CAN bus 44, the CPU is calculated by the main drive motor and the output shaft rotating speed sensor 10 to enable the rotating speed difference between the first helical speed changing gear 49 of the 1-gear and the synchronizer 50 to be less than n, the, the slide block 164 moves the first fork 23 to engage the first helical speed gear 49 of the 1 st gear with the synchronizer 50, the positioning of the 2 nd gear is doubly completed by the input of the motor speed sensor 19 to the CPU and the hall sensor 33, the relay switch 39 is turned off, and the 2 nd and 1 st gear shifting are completed.

Embodiment 3, two-speed transmission operating structure (see figure 10 and 1 for 1-speed and 2-speed transmissions),

1-gear and 2-gear speed increasing: when the CPU judges that the speed needs to be changed from 1 gear to 2 gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives the motor 68 to rotate reversely by the motor driving 1, the screw 61 drives the slide block 62 to move by the nut 63, the slide block 62 moves the shifting fork 69 to enable the first helical tooth speed change gears 4 and 16 meshed with the 1 gear to be separated and to be changed into neutral gear, the neutral gear is positioned by the motor speed sensor 67 to be input into the CPU calculation and the Hall sensor 66 for double completion, then the CPU controls the main motor controller to reduce the main motor rotation speed by the CAN bus 44 through the whole vehicle controller, the CPU calculates by the main driving motor and the output shaft speed sensor 10 to enable the difference of the rotating speeds of the 2-gear 6 and 13 to be less than n, the CPU drives the motor 68 to rotate reversely by the motor driving 1, the screw 61 drives the slide, The engagement of 13, the positioning of 2 gear is doubly completed by inputting the motor speed sensor 67 into the CPU, calculating and the Hall sensor 66, the relay switch 39 is closed, and the 1 gear and the 2 gear shifting are completed.

2, gear 1 and speed reduction: when the CPU judges that the speed is required to be changed from 2-gear to 1-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives the motor 68 to rotate forward by the motor drive 1, the screw 61 drives the slide block 62 to move by the nut 63, the slide block 62 moves the shifting fork 69 to separate the gears 6 and 13 meshed with the 2-gear to be changed into neutral gear, the neutral gear is positioned by the motor speed sensor 67 to be input into the CPU calculation and the Hall sensor 66 for double completion, then the CPU controls the main motor controller to increase the main motor speed by the CAN bus 44 through the whole vehicle controller, the CPU calculates by the main drive motor and the output shaft speed sensor 10 to enable the speed difference of the first helical tooth speed changing gears 4 and 14 of the 1-gear to be less than n, the CPU drives the motor 68 to rotate forward by the motor drive 1, the screw 61 drives the slide block 62 to move, 14 is engaged, the positioning of the 1 gear is doubly completed by inputting the motor speed sensor 67 into the CPU, calculating and the Hall sensor 66, and the relay switch 39 is switched off, and the 2 gear and the 1 gear are changed.

Embodiment 4, a worm gear and worm operating mechanism (see figures 21 and 22 and the 1 st and 2 nd speed transmissions of figure 1),

1-gear and 2-gear speed increasing: when the CPU judges that the speed needs to be changed from 1 gear to 2 gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives the motor 162 to rotate reversely by the motor drive 1, the worm 159 is the motor shaft of the motor 162, the worm 159 rotates by the turbine 161 to drive the shift lever 160, the shift lever 160 shifts the sliding chute 163 to move the slide block 62, the slide block 62 drives the shift fork 69 to make the first helical tooth speed change gear 4 and the first helical tooth speed change gear 16 meshed with the 1 gear disengaged into the neutral gear, the positioning of the neutral gear is doubly completed by inputting the CPU calculation and the Hall sensor 33 by the motor speed sensor 164, then the CPU controls the main motor controller to reduce the rotation speed of the main motor by the CAN bus 44, the CPU calculates by the main drive motor and the output shaft speed sensor 10 to make the difference between the 2 gear 6 and the 13 less than n, the, the worm 159 is the motor shaft of the motor 162, the worm 159 rotates through the worm wheel 161 to drive the shift lever 160, the shift lever 160 shifts the slide slot 163 to move the slide block 62, the slide block 62 drives the shift fork 69 to enable the gears 6 and 13 of the 2-gear to be jointed, the positioning of the 2-gear is doubly finished by inputting the motor speed sensor 164 into the CPU for calculation and the Hall sensor 33, the relay switch 39 is closed, and the 1-gear and the 2-gear speed change are finished.

2, gear 1 and speed reduction: when the CPU judges that the speed needs to be changed from 2-gear to 1-gear, the CPU controls the main motor controller to reduce the output power through the whole vehicle controller by the CAN bus 44, the CPU firstly switches on the relay switch 39, the CPU drives the motor 162 to rotate forward by the motor drive 1, the worm 159 is the motor shaft of the motor 162, the worm 159 rotates by the turbine 161 to drive the shift lever 160, the shift lever 160 shifts the sliding chute 163 to move the slide block 62, the slide block 62 drives the shift fork 69 to separate the gears 6 and 13 meshed with the 2-gear into the neutral gear, the neutral gear is positioned by inputting the CPU calculation and the Hall sensor 33 double completion by the motor speed sensor 164, then the CPU controls the main motor controller to increase the main motor speed through the whole vehicle controller by the CAN bus 44, the CPU calculates by the main drive motor and the output shaft speed sensor 10 to enable the speed difference of the first helical tooth speed change gear 4 and the eighth helical tooth speed change gear 14 of the, the worm 159 is a motor shaft of the motor 162, the worm 159 rotates through the worm wheel 161 to drive the shift lever 160, the shift lever 160 shifts the sliding chute 163 to move the sliding block 62, the sliding block 62 drives the shift fork 69 to enable the first helical tooth speed change gear 4 and the eighth helical tooth speed change gear 14 of the 1-gear to be jointed, the positioning of the 1-gear is doubly finished by inputting the motor rotating speed sensor 164 into the CPU for calculation and the Hall sensor 33, and the relay switch 39 is switched off, and the 2-gear and the 1-gear are shifted.

Embodiment 5, 4-gear automatic speed changing referring to figure 8,

because the intelligent automatic transmission adopts a full-electric control and operation mode, the speed change adopts helical gear electric control operation speed change or synchronizer electric control operation speed change, and no clutch is arranged; the intelligent automatic transmission controls the speed change of a transmission gear or the speed change of a transmission synchronizer through software through an electric operating mechanism, and the software controls the speed regulation of a main driving motor to be matched with the rotating speed of an output shaft to complete the speed change operation; the intelligent automatic transmission automatically judges and controls the speed change according to the running speed of the vehicle, and is an intelligent electronic control full-automatic transmission; the low-speed and medium-speed running acceleration characteristics and the climbing capacity of the new energy automobile can be improved, the dynamic property of the new energy automobile is increased, the power consumption is reduced, the efficiency is improved, and the endurance mileage of the new energy automobile is increased.

The above embodiments are merely illustrative of the preferred embodiments of the present invention, and do not limit the scope of the present invention, and various modifications and improvements made to the technical solutions of the present invention by those skilled in the art without departing from the spirit of the present invention shall fall within the protection scope defined by the claims of the present invention;

the parts not involved in the present invention are the same as or can be implemented using the prior art.

Claims

1. The utility model provides a new energy automobile intelligence derailleur which characterized in that: the control system comprises an electronic control part and a mechanical transmission variable control part, wherein the electronic control part comprises a CPU (Central processing Unit), a CAN (controller area network) bus, a first motor drive, a second motor drive, motor current detection, a Hall sensor input module, a first motor rotating speed sensor, a second motor rotating speed sensor, transmission output shaft rotating speed sensors K1 and K2; the CPU is connected with a CAN bus, a first motor drive, a second motor drive, a motor current detection, a Hall sensor input module, a first motor rotating speed sensor, a second motor rotating speed sensor, a transmission output shaft rotating speed sensor K1, K2, the first motor drive is also connected with the motor current detection, the first motor drive, the second motor drive and a first relay switch and a second relay switch controlled by the MCU are connected,

the mechanical transmission variable control part comprises: a transmission operating mechanism, a helical gear speed change component mechanism, a synchronizer speed change component mechanism;

the transmission operating mechanism is as follows: the device comprises a bearing, a first screw rod, a second screw rod, a first sliding block, a second sliding block, a first nut, a second nut, a first magnetic steel, a second magnetic steel, a first guide hole, a second guide, a first guide shaft, a second guide shaft, a first motor rotating speed sensor, a second motor rotating speed sensor, a first variable speed motor, a second variable speed motor, a first shifting fork, a second shifting fork, a first Hall sensor and a second Hall sensor;

2. A control method of an intelligent automatic transmission of a new energy automobile is characterized by comprising the following steps: the CAN bus, the motor current detection Hall sensor input instruction, the information of the speed changer output shaft speed sensor received by the first motor speed sensor and the second motor speed sensor is input into the CPU, the CPU is driven by the motor, and the first variable speed driving motor and the second variable speed driving motor respectively rotate; the CPU is communicated with the vehicle control unit through a CAN bus, receives vehicle running information in real time, accelerates, decelerates and runs at a constant speed of the vehicle, intelligently judges the speed change time of the speed changer, determines the speed change of 1 gear, 2 gear, 3 gear and 4 gear during speed change, and controls the acceleration or deceleration speed change; the MCU controls the motor drive, the relay switch, the motor current detection, the motor rotating speed sensor input, the transmission output shaft rotating speed sensor input and the CAN bus to complete 1-gear and 2-gear speed change;

a bearing of a transmission operating mechanism supports a screw to rotate, a first screw and a second screw are motor shafts of a first variable speed motor and a second variable speed motor, when the first screw and the second screw rotate, a first nut and a second nut drive a sliding block to move, the first nut, the second nut, a first guide hole and a second guide are arranged on the first sliding block and the second sliding block, first magnetic steel and second magnetic steel are matched with a first Hall sensor and a second Hall sensor to generate positioning information, the first guide hole and the second guide are used for positioning the sliding block by a first guide shaft and a second guide shaft, the first motor speed sensor and the second motor speed sensor output the motor speed to a CPU of an electronic control part, and a first shifting fork and a second shifting fork are respectively arranged on the first sliding block and the second sliding block;

an input shaft of the synchronizer speed change component mechanism is connected with a main driving motor, an output shaft is connected with a differential mechanism, a first synchronizer speed change gear, a second synchronizer speed change gear, a third synchronizer speed change gear and a fourth synchronizer speed change gear are installed on the output shaft, when no synchronizer is connected, idling is performed on the output shaft, a fifth synchronizer speed change gear, a sixth synchronizer speed change gear, a seventh synchronizer speed change gear and an eighth synchronizer speed change gear are fixedly installed on the input shaft, a first shifting fork operates 1-gear 2-gear speed change through the synchronizer, a second shifting fork operates 3-gear 4-gear speed change through the second synchronizer, and a rotating speed sensor outputs rotating speed information of the output shaft to a CPU of an electronic control part;

1-gear and 2-gear speed change: when the CPU judges that the speed needs to be changed from 1 gear to 2 gear, the CPU controls a main motor controller to reduce the output power through a whole vehicle controller by a CAN bus, the CPU firstly switches on a relay switch, the CPU drives a first speed change motor to rotate reversely by the motor, a first screw drives a sliding block to move through a first nut, so that a first helical tooth speed change gear 4 and a second helical tooth speed change gear which are meshed with the 1 gear are disengaged and are changed into a neutral gear, the neutral gear is positioned by a first motor speed sensor input to the CPU for calculation and a first Hall sensor for double completion, then the CPU controls the main motor controller to reduce the rotating speed of the main motor by the CAN bus through the whole vehicle controller, the CPU calculates by the main drive motor and an output shaft speed sensor, so that the rotating speed difference of the second helical tooth speed change gear and a seventh helical tooth speed change gear of the 2 gear is smaller than n, the CPU drives the motor to rotate reversely by the, the second helical tooth speed change gear and the seventh helical tooth speed change gear of the 2-gear are jointed, the positioning of the 2-gear is completed by the input of a motor speed sensor to a CPU (central processing unit) for calculation and a Hall sensor, and the speed change of the 1-gear and the 2-gear is completed.