CN111322394B - Vehicle gear shifting simulation system and method - Google Patents

Vehicle gear shifting simulation system and method Download PDF

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Publication number
CN111322394B
CN111322394B CN202010138807.7A CN202010138807A CN111322394B CN 111322394 B CN111322394 B CN 111322394B CN 202010138807 A CN202010138807 A CN 202010138807A CN 111322394 B CN111322394 B CN 111322394B
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gear
meshing
clutch
torque
gear shifting
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CN111322394A (en
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郝庆军
陆中华
闫斌
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Capotech Suzhou Co ltd
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Capotech Suzhou 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/11—Complex mathematical operations for solving equations, e.g. nonlinear equations, general mathematical optimization problems
    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F16H2061/326—Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission

Abstract

The invention relates to a vehicle gear shifting simulation system and a vehicle gear shifting simulation method, which comprise a gear shifting motor (1), a speed change control unit (2), a system board card (3), a first simulator (4), a second simulator (5), a first state display upper computer (6), a second state display upper computer (7) and a gear selection control unit (8); aiming at the operation of the whole system, the working process of the whole new energy automobile power system in the running environment of the whole automobile is simulated, the whole process monitoring and displaying can be carried out aiming at the sliding process and the corresponding parameters of the new energy automobile adopting the dog clutch, the simulation process approaches the real process, the displaying is visual, the result is accurate, and effective theoretical and parameter basis can be provided for further optimization of the gear shifting process adopting the dog clutch in the new energy automobile at the later stage.

Description

Vehicle gear shifting simulation system and method
Technical Field
The invention belongs to the technical field of new energy automobile driving control, and particularly relates to a vehicle gear shifting simulation system and method.
Background
With the rapid development of the new energy automobile industry, a pure electric control system has an increasingly wide application prospect in the automobile industry field, and the electric control system in the current commercial vehicle often continues to use a gear shifting mode of a gasoline-driven vehicle when shifting gears.
In the prior art, a common clutch gear shifting system selects a sliding-vane clutch, so that the torque and the rotating speed transmitted in the system are changed continuously in the process of combining and separating the clutch; the transmission process of the dog clutch is rigid transmission, and the dog clutch has certain probability characteristic in the combined control process; because of the rigid connection characteristic of the dog clutch, a certain torque impact characteristic existing in the gear shifting process of the dog clutch needs to be simulated, and the simulation process of the rigid impact process is complex and has more parameters, so the simulation difficulty is higher; meanwhile, axial operation of a gear shifting motor and coupling of a single gear shifting machine exist in the system, and the simulation difficulty is increased due to the probability existing in the combining process of the clutch.
Disclosure of Invention
In order to overcome the defects and shortcomings in the prior art, the invention provides a vehicle gear shifting simulation system and a vehicle gear shifting simulation method.
The technical scheme adopted by the invention is as follows:
a vehicle gear shift simulation system characterized by: the gear selecting control system comprises a gear shifting motor (1), a speed changing control unit (2), a system board card (3), a first simulator (4), a second simulator (5) and a gear selecting control unit (8); wherein the content of the first and second substances,
the driver inputs the driving demand in the second simulator (5);
the second simulator (5) is connected with the gear selection control unit (8) to send a driving demand to the gear selection control unit (8), and the gear selection control unit (8) generates a corresponding torque demand instruction and a gear shifting demand instruction according to the driving demand;
the gear selection control unit (8) is connected with the speed change control unit (2) through a CAN bus so as to send a torque demand instruction and a gear shift demand instruction to the speed change control unit (2);
the speed change control unit (2) is connected with the gear shifting motor (1) to control the gear shifting motor (1) to provide gear shifting torque according to a torque demand instruction;
the system board card (3) is connected with the variable speed control unit (2) to correspondingly receive the gear shifting demand instruction and generate a gear shifting demand signal;
the system board card (3) is connected with the first simulator (4) to send the gear shifting demand signal to the first simulator (4), and the first simulator (4) executes corresponding gear shifting action according to the gear shifting demand signal;
the first simulator (4) and the second simulator (5) are connected through a signal synchronization line.
Further, the first simulator (4) internally comprises a gear shifting hub control module (4-1), a clutch control module (4-2), a transmission control module (4-3) and a motor control module (4-4); the gear shifting hub control module (4-1) controls the axial driving force of the gear shifting mechanism to the clutch according to the received gear shifting demand signal; the clutch control module (4-2) determines the axial displacement of the clutch; the transmission control module (4-3) selects a transmission path of the driving torque according to the axial displacement of the clutch; the motor control module (4-4) transmits the output torque of the corresponding motor to the second simulator (5) according to the transmission path of the driving torque so as to drive the vehicle to run.
Further, the second simulator (5) comprises a driver control module (5-1) and a vehicle control module (5-2); the driver control module (5-1) receives the key switch, gear information, and driving demand operations of an accelerator pedal and a brake pedal applied by a driver; the vehicle control module (5-2) realizes vehicle operation according to the output torque sent by the first simulator (4).
Further, the clutch control module (4-2) comprises an engagement judging unit, an axial control unit and a clutch combination unit;
in the engagement determination unit, it is determined whether or not engagement is established according to the following conditions:
Figure BDA0002398062600000031
wherein the content of the first and second substances,
θ1the tooth angle of a meshing sleeve in the clutch;
θ2is the tooth alignment angle of the meshing gear;
alpha is the angle occupied by the tooth surface in each gear of the meshing sleeve in the clutch;
z is the number of teeth of the meshing sleeve in the clutch;
when the above formula is established, k is 1, and the meshing judgment unit judges that the meshing of the meshing sleeve and the meshing gear is established;
when the above formula is not established, k is 0, and the meshing judgment unit judges that the meshing of the meshing sleeve and the meshing gear is not established;
in the axial control unit, the axial movement process satisfies:
Figure BDA0002398062600000032
wherein the content of the first and second substances,
m is the total mass of the moving end of the clutch;
s is the axial displacement of the moving end of the clutch;
Factthe axial driving force is provided for the actuator to the clutch moving end;
Frresistance in axial running of the moving end of the clutch;
while the resistance F in the axial travel of the moving end of the clutchrComprises the following steps:
Figure BDA0002398062600000041
wherein the content of the first and second substances,
Ff1friction force generated for axial displacement of the meshing sleeve;
Ff2friction forces generated for tooth surface contact;
kaxaxial stiffness of the meshing gear;
daxaxial damping of the meshing sleeve;
s is the actual axial displacement of the meshing sleeve in the clutch;
s0the axial displacement of the corresponding meshing sleeve when the meshing sleeve is contacted with the meshing gear; in the clutch engagement unit, the transmission torque of the clutch is:
Figure BDA0002398062600000042
wherein the content of the first and second substances,
μdthe friction coefficient of the end face of the gear at the contact position of the meshing sleeve and the meshing gear;
a is the average area of the contact position of the meshing sleeve and the meshing gear;
Fpthe pressure exists on the tooth end face of the contact position of the meshing sleeve and the meshing gear;
krxis the rotational stiffness of the tooth surface of the engaging sleeve;
drxdamping the rotation of the tooth surfaces of the meshing sleeve;
θ3for the corresponding angular displacement of the rotating contact surface of the meshing sleeve,
θ4the angle displacement corresponding to the rotating contact surface of the meshing gear;
wherein the pressure F existing on the tooth end face of the contact position of the meshing sleeve and the meshing gearpComprises the following steps:
Figure BDA0002398062600000051
further, in the transmission control module (4-3),
1) the operating state of the dynamic clutch drive end of the first electric machine is:
Figure BDA0002398062600000052
2) the operating state of the dynamic clutch drive end of the second electric machine is:
Figure BDA0002398062600000053
3) the running state of the vehicle end is as follows:
Figure BDA0002398062600000054
wherein the content of the first and second substances,
JEM1is the moment of inertia of the drive shaft from the first motor to the first sleeve;
θEM1is the angular position of the first engaging sleeve;
JEM2the moment of inertia of a transmission shaft from the second motor to the second meshing sleeve;
θEM2the angular position of the second meshing sleeve;
Jveha moment of inertia equivalent to the output shaft for the vehicle;
θvehangular displacement of the output shaft end of the gearbox;
Tff，AL、Tff，ARrespectively representing the torque correspondingly transmitted by the first meshing sleeve A at the left end and the right end thereof;
Tff，CUL、Tff，CURrespectively representing the torque correspondingly transmitted by the second meshing sleeve CU at the left end and the right end of the second meshing sleeve CU;
i1the speed ratio from the left end meshing teeth of the first meshing sleeve A to the output shaft is shown;
i2the speed ratio from the right end meshing teeth of the first meshing sleeve A to the output shaft is shown;
i3the speed ratio from the right end meshing teeth of the second meshing sleeve CU to the output shaft is shown;
TAis the torque transmitted from the first motor to the engaging sleeve;
TCUis the torque transmitted from the second motor to the engaging sleeve;
Tloadthe friction torque to the drive end is converted for the vehicle resistance and is expressed as:
Figure BDA0002398062600000061
wherein the content of the first and second substances,
m is the load of the vehicle;
g is the acceleration of gravity;
beta is the vehicle ramp angle;
mu is the rolling resistance coefficient;
a is the area facing the wind,
Cwin order to obtain the wind resistance coefficient,
v is the vehicle speed;
r is the wheel radius;
ifd is the powertrain gear ratio.
Further, the output torque of each motor in the motor control module (4-4) satisfies:
TEM1＝min(TEM1，dmnd，TEM1，min) (9)，
TEM2＝min(TEM2，dmnd，TEM2，min) (10)，
wherein the content of the first and second substances,
TEM1torque actually output by the first motor;
TEM1，minthe current minimum output torque of the first motor is obtained;
TEM1，dmnddemand for driving demandTorque output by the first motor;
TEM2torque actually output by the second motor;
TEM2，minthe current minimum output torque of the second motor is obtained;
TEM2，dmndthe torque output by the second motor is requested for the driving demand command.
Further, the vehicle gear-shifting simulation system also comprises a first state display upper computer (6) and a second state display upper computer (7),
the first state display upper computer (6) is connected with the first simulator (4) to display and monitor the working process of each module in the first simulator (4) in real time; the second state display upper computer (7) is connected with the second simulator (5) to display and monitor the working process of each module in the second simulator (4) in real time.
Further, the method comprises the following steps:
1) a driver control module in the second simulator (5) receives driving demand operation comprising a key switch, gear information, an accelerator pedal and a brake pedal applied by a driver;
2) the gear selection control unit (8) converts a corresponding torque demand instruction and a gear shifting demand instruction according to the driving demand of a driver and sends the torque demand instruction and the gear shifting demand instruction to the speed change control unit (2);
3) the speed change control unit (2) controls the gear shifting motor according to the torque demand instruction and sends a gear shifting demand instruction to the system board card (3),
4) the system board card (3) receives a gear shifting demand instruction and sends the gear shifting demand instruction to a gear shifting hub control module in the first simulator (4), and the gear shifting hub control module controls the axial driving force of the gear shifting mechanism to the clutch;
5) the clutch control module determines an axial displacement of the clutch;
6) the transmission control module selects a transmission path of the driving torque according to the axial displacement of the clutch;
7) the motor control module transmits the output torque of the corresponding motor to the second simulator (5) according to the transmission path of the driving torque so as to drive the vehicle to run.
8) The first state display upper computer (6) monitors and displays the driving torque and the corresponding rotating speed of the gear shifting motor, the gear shifting process and the axial displacement of the clutch and the corresponding fault information of the system in real time; and the second state display upper computer (7) monitors and displays information corresponding to the driving demand operation of the driver and the driving information of the vehicle in real time.
Compared with the prior art, the invention has the following beneficial effects:
1) aiming at the operation of the whole system, the working process of the whole new energy automobile power system in the running environment of the whole automobile is simulated, the whole process monitoring and displaying can be carried out aiming at the sliding process and the corresponding parameters of the new energy automobile adopting the dog clutch, the simulation process approaches the real process, the displaying is visual, the result is accurate, and effective theoretical and parameter basis can be provided for further optimization of the gear shifting process adopting the dog clutch in the new energy automobile at the later stage.
2) The whole gear shifting process of the gear shifting component can be debugged and simulated through the gear shifting control unit, the gear selecting control unit, the first simulator and the second simulator; the test device can realize independent test for a single part, is accurate in test and flexible in use, can adopt different simulation modes according to different simulation requirements, and is wide in application range.
Drawings
FIG. 1 is a schematic diagram of a dual-motor dual-clutch powertrain employing dog clutches in the prior art;
FIG. 2 is a schematic diagram of a vehicle shift simulation system according to the present invention;
FIGS. 3-5 are schematic views of the clutches in a disengaged, end-on, and engaged configuration in accordance with the present invention;
fig. 6 is a schematic view of the clutch according to the present invention in a coupled state.
Detailed Description
The following non-limiting examples are presented to enable those of ordinary skill in the art to more fully understand the present invention and are not intended to limit the invention in any way.
As shown in fig. 1, which is a schematic structural diagram of a dual-motor dual-clutch power system employing a dog clutch in the prior art, a gear selection control unit sends target gear information to a gear change control unit according to the intention of a driver, the gear change control unit sends current gear information to the gear selection control unit at the same time, the gear change control unit respectively controls driving torques output by a first motor and a second motor and gear change torques output by a gear change motor according to driving requirements, and the gear change motor controls left and right movement of a first meshing sleeve a and a second meshing sleeve CU through a shifting fork and a gear change hub, so as to realize output of different gear ratios at different gears.
Fig. 2 shows a vehicle gear shifting simulation system of the present invention, which includes a gear shifting motor 1, a speed changing control unit 2, a system board 3, a first simulator 4, a second simulator 5, a first state display upper computer 6, a second state display upper computer 7, and a gear selecting control unit 8; wherein the content of the first and second substances,
the driver inputs a driving demand in the second simulator 5;
the second simulator 5 is connected with the gear selection control unit 8 to send a driving demand to the gear selection control unit 8, and the gear selection control unit 8 generates a corresponding torque demand instruction and a gear shifting demand instruction according to the driving demand;
the gear selection control unit 8 is connected with the speed change control unit 2 through a CAN bus to send a torque demand instruction and a gear shift demand instruction to the speed change control unit 2;
the speed change control unit 2 is connected with the gear shifting motor 1 to control the gear shifting motor 1 to provide gear shifting torque according to a torque demand instruction;
the system board card 3 is connected with the variable speed control unit 2 to correspondingly receive the gear shifting demand instruction and generate a gear shifting demand signal;
the system board card 3 is connected with the first simulator 4 to send the gear shifting demand signal to the first simulator 4, and the first simulator 4 executes corresponding gear shifting action according to the gear shifting demand signal;
the first state display upper computer 6 is connected with the first simulator 4 to display and monitor the working process of each module in the first simulator 4 in real time;
the second state display upper computer 7 is connected with the second simulator 5 to display and monitor the working process of each module in the second simulator 4 in real time;
the first simulator 4 and the second simulator 5 are connected by a signal synchronization line.
Specifically, the first simulator 4 internally comprises a gear shifting hub control module 4-1, a clutch control module 4-2, a transmission control module 4-3 and a motor control module 4-4; the gear shifting hub control module 4-1 controls the axial driving force of the gear shifting mechanism to the clutch according to the received gear shifting demand signal; the clutch control module 4-2 determines the axial displacement of the clutch; the transmission control module 4-3 selects a transmission path of the driving torque according to the axial displacement of the clutch; the motor control module 4-4 transmits the output torque of the corresponding motor to the second simulator 5 according to the transmission path of the driving torque to drive the vehicle to run.
Specifically, the second simulator 5 includes a driver control module 5-1 and a vehicle control module 5-2; the driver control module 5-1 receives the key switch, gear information, and driving demand operations of an accelerator pedal and a brake pedal applied by a driver; the vehicle control module 5-2 implements vehicle operation based on the output torque sent by the first simulator 4.
Specifically, the clutch in the technical scheme of the invention is a dog clutch, so that the running state of the dog clutch, including clutch displacement, driving end rotating speed, loading end rotating speed and the like, needs to be simulated in real time according to the force, the loading torque and the driving torque of an actuator. The specific input and output interface is shown in fig. 1, and also shown in fig. 3-5, in the technical scheme of the invention, the driving end is connected with the gear shifting mechanism through an engaging sleeve a, and the load end is connected with an engaging gear b.
The clutch has three states during operation: a separated state, an end face contact state, and an engaged state.
When the clutch is in a fully disengaged state, as shown in fig. 3, the axial displacement is directly affected by the thrust of the actuator, and the rotational speeds at both ends of the clutch are controlled by the load torque and the drive torque, respectively.
When the clutch is in an end face contact state, as shown in fig. 4, the axial displacement of the meshing sleeve is in contact with the contact surface of the meshing gear to generate deformation, and the rotating speeds at two ends of the clutch are instantaneously influenced by friction.
When the clutch is engaged, as shown in fig. 5, axial operation of the actuator is affected by the pressure developed across the clutch during torque transfer.
Thus, there is a non-linear operating condition for the dog clutch shift system and there is some randomness in clutch engagement.
The clutch control module comprises an engagement judging unit, an axial control unit and a clutch combination unit;
in the running process of the clutch, the positions of the teeth are constantly changed along with the rotating speed, so that the positions of the teeth of the driving end and the load end need to be judged in real time.
Because the position of the tooth end face influences the gear meshing, the edge of the tooth end face is defined as a base point in the technical scheme, and the position theta of the base point of the driving end is calculated in real time1And the position theta of the load end base point2. Taking tooth ends and tooth grooves of the gear as a period
Figure BDA0002398062600000121
The base point varies periodically with rotation.
In the engagement judging unit, whether engagement is established or not is judged according to the following conditions
Figure BDA0002398062600000122
In which, as shown in figure 6,
θ1the tooth angle of a meshing sleeve in the clutch;
θ2is the tooth alignment angle of the meshing gear;
alpha is the angle occupied by the tooth surface in each gear of the meshing sleeve in the clutch;
z is the number of teeth of the meshing sleeve in the clutch;
when the above formula is established, k is 1, and the meshing judgment unit judges that the meshing of the meshing sleeve and the meshing gear is established;
when the above formula is not established, k is 0, and the meshing judgment unit judges that the meshing of the meshing sleeve and the meshing gear is not established;
in the axial control unit, the axial movement process is satisfied
Figure BDA0002398062600000131
Wherein the content of the first and second substances,
m is the total mass of the moving end of the clutch;
s is the axial displacement of the moving end of the clutch;
Factthe axial driving force is provided for the actuator to the clutch moving end;
Frresistance in axial running of the moving end of the clutch;
meanwhile, the resistance of the clutch in the axial running process is as follows:
Figure BDA0002398062600000132
wherein the content of the first and second substances,
Ff1friction force generated for axial displacement of the meshing sleeve;
Ff2friction forces generated for tooth surface contact;
kaxaxial stiffness of the meshing gear;
daxaxial damping of the meshing sleeve;
s is the actual axial displacement of the meshing sleeve in the clutch;
s0the axial displacement of the corresponding meshing sleeve when the meshing sleeve is contacted with the meshing gear;
in the clutch engagement unit, the transmission torque of the clutch is
Figure BDA0002398062600000141
Wherein the content of the first and second substances,
μdfor engaging with a sleeveThe tooth end face friction coefficient of the contact position of the meshing gear;
a is the average area of the contact position of the meshing sleeve and the meshing gear;
Fpthe pressure exists on the tooth end face of the contact position of the meshing sleeve and the meshing gear;
krxis the rotational stiffness of the tooth flank of the engaging sleeve;
drxdamping the rotation of the tooth flanks of the engaging sleeve;
θ3for the corresponding angular displacement of the rotating contact surface of the meshing sleeve,
θ4the angle displacement corresponding to the rotating contact surface of the meshing gear;
wherein the pressure existing on the tooth end face of the contact position of the meshing sleeve and the meshing gear is
Figure BDA0002398062600000142
Specifically, in the transmission control module,
1) the operating state of the dynamic clutch drive end of the first electric machine is:
Figure BDA0002398062600000143
2) the operating state of the dynamic clutch drive end of the second electric machine is:
Figure BDA0002398062600000144
3) the running state of the vehicle end is as follows:
Figure BDA0002398062600000145
wherein the content of the first and second substances,
JEM1is the moment of inertia of the drive shaft from the first motor to the first sleeve;
θEM1is the angular position of the first engaging sleeve;
JEM2the moment of inertia of a transmission shaft from the second motor to the second meshing sleeve;
θEM2the angular position of the second meshing sleeve;
Jveha moment of inertia equivalent to the output shaft for the vehicle;
θvehangular displacement of the output shaft end of the gearbox;
Tff，AL、Tff，ARrespectively representing the torque correspondingly transmitted by the first meshing sleeve A at the left end and the right end thereof;
Tff，CUL、Tff，CURrespectively representing the torque correspondingly transmitted by the second meshing sleeve CU at the left end and the right end of the second meshing sleeve CU;
i1the speed ratio from the left end meshing teeth of the first meshing sleeve A to the output shaft is shown;
i2the speed ratio from the right end meshing teeth of the first meshing sleeve A to the output shaft is shown;
i3the speed ratio from the right end meshing teeth of the second meshing sleeve CU to the output shaft is shown;
TAis the torque transmitted from the first motor to the engaging sleeve;
TCUis the torque transmitted from the second motor to the engaging sleeve;
Tloadthe frictional torque to the drive end is converted to the vehicle resistance and is expressed as
Figure BDA0002398062600000151
Wherein the content of the first and second substances,
m is the load of the vehicle;
g is the acceleration of gravity;
beta is the vehicle ramp angle;
mu is the rolling resistance coefficient;
a is the area facing the wind,
Cwin order to obtain the wind resistance coefficient,
v is the vehicle speed;
r is the wheel radius;
ifd is the powertrain gear ratio.
Specifically, the electric machine is a torque source of a vehicle control system, which directly responds to a torque demand command of a transmission control unit, and realizes conversion between electric energy and mechanical energy in the process of responding to the command.
The output torque of each motor in the motor control modules 4-4 satisfies
TEM1＝min(TEM1，dmnd，TEM1，min) (9)
TEM2＝min(TEM2，dmnd，TEM2，min) (10)
Wherein the content of the first and second substances,
TEM1torque actually output by the first motor;
TEM1，minthe current minimum output torque of the first motor is obtained;
TEM1，dmndrequesting a torque output by the first motor for the driving demand command;
TEM2torque actually output by the second motor;
TEM2，minthe current minimum output torque of the second motor is obtained;
TEM2，dmndthe torque output by the second motor is requested for the driving demand command.
The first simulator and the second simulator respectively adopt an NI simulation system and are respectively connected with the first state display upper computer and the second state display upper computer through Ethernet, and the first state display upper computer and the second state display upper computer download the compiled modules into the first simulator and the second simulator for operation.
In order to ensure that the output clutch is coupled with the instantaneous dynamic operating process, and therefore the clutch control module needs to be operated separately, the step size of the system operation needs to be set very short. The system is operated by cores, the clutch is operated in one core independently, other modules are operated in the other core, and data synchronization is ensured when the two cores are operated.
And the operation data of each simulator is uploaded in real time, so that the observation of the operation process of the system is facilitated. The key parameters of the module can be modified and optimized in real time.
The result that the real-time analog simulation came out is connected with external signal through different integrated circuit boards, in order to guarantee the real-time response speed of system analog quantity, adopts the FPGA integrated circuit board to change the signal fast into analog quantity and digital quantity output.
In addition, the CAN communication board card CAN be used for simulating the message (except for VCU and TCU) transmitted and received by the actual vehicle, and the resistance board card is used for simulating the temperature sensor in the box body.
The system can truly simulate the running state of the dual-motor dual-clutch driving system in real-time control, can timely receive external control signals, and can be a simulated gear shifting execution system or an actual gear shifting execution system.
The functions implemented are as follows:
1) the system can simulate the relation between each driving motor and the running state of the vehicle in the gear shifting process of the gearbox system;
2) the system can simulate the real-time gear shifting process of the gearbox, the control effect of mutual influence of the torques of the gear shifting motor and the driving motor, and the rotating speed oscillation generated by sudden change of the torque in the system;
3) the system can simulate the randomness process of the dog clutch tooth entering, and is convenient for design and later optimization of the control system;
4) the system can simulate the operation state change of the system when the part fails.
Specifically, the invention also provides a vehicle gear shifting simulation method, which comprises the following steps:
1) the driver control module in the second simulator 5 receives the driving demand operation including the key switch, the gear information, the accelerator pedal and the brake pedal applied by the driver;
2) the gear selection control unit 8 converts a corresponding torque demand instruction and a gear shifting demand instruction according to the driving demand of the driver and sends the torque demand instruction and the gear shifting demand instruction to the speed change control unit 2;
3) the speed change control unit 2 controls the gear shifting motor according to the torque demand instruction and sends a gear shifting demand instruction to the system board card (3),
4) the system board card 3 receives a gear shifting demand instruction and sends the gear shifting demand instruction to a gear shifting hub control module in the first simulator 4, and the gear shifting hub control module controls the axial driving force of the gear shifting mechanism to the clutch;
5) the clutch control module determines an axial displacement of the clutch;
6) the transmission control module selects a transmission path of the driving torque according to the axial displacement of the clutch;
7) the motor control module transmits the output torque of the corresponding motor to the second simulator 5 according to the transmission path of the driving torque so as to drive the vehicle to run;
8) the first state display upper computer 6 monitors and displays the driving torque and the corresponding rotating speed of the gear shifting motor, the gear shifting process and the axial displacement of the clutch and the corresponding fault information of the system in real time; the second state display upper computer 7 monitors and displays information corresponding to the driving demand operation of the driver and the driving information of the vehicle in real time.
Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.

Claims (7)

1. A vehicle gear shift simulation system characterized by: the gear selecting control system comprises a gear shifting motor (1), a speed changing control unit (2), a system board card (3), a first simulator (4), a second simulator (5) and a gear selecting control unit (8); wherein the content of the first and second substances,
the driver inputs the driving demand in the second simulator (5);
the second simulator (5) is connected with the gear selection control unit (8) to send a driving demand to the gear selection control unit (8), and the gear selection control unit (8) generates a corresponding torque demand instruction and a gear shifting demand instruction according to the driving demand;
the gear selection control unit (8) is connected with the speed change control unit (2) through a CAN bus so as to send a torque demand instruction and a gear shift demand instruction to the speed change control unit (2);
the speed change control unit (2) is connected with the gear shifting motor (1) to control the gear shifting motor (1) to provide gear shifting torque according to a torque demand instruction;
the system board card (3) is connected with the variable speed control unit (2) to correspondingly receive the gear shifting demand instruction and generate a gear shifting demand signal;
the system board card (3) is connected with the first simulator (4) to send the gear shifting demand signal to the first simulator (4), and the first simulator (4) executes corresponding gear shifting action according to the gear shifting demand signal;
the first simulator (4) is connected with the second simulator (5) through a signal synchronization line;
the first simulator (4) internally comprises a gear shifting hub control module (4-1), a clutch control module (4-2), a transmission control module (4-3) and a motor control module (4-4); the gear shifting hub control module (4-1) controls the axial driving force of the gear shifting mechanism to the clutch according to the received gear shifting demand signal; the clutch control module (4-2) determines the axial displacement of the clutch; the transmission control module (4-3) selects a transmission path of the driving torque according to the axial displacement of the clutch; the motor control module (4-4) transmits the output torque of the corresponding motor to the second simulator (5) according to the transmission path of the driving torque so as to drive the vehicle to run.
2. A vehicle gear shift simulation system according to claim 1, characterized in that: the second simulator (5) comprises a driver control module (5-1) and a vehicle control module (5-2); the driver control module (5-1) receives the key switch, gear information, and driving demand operations of an accelerator pedal and a brake pedal applied by a driver; the vehicle control module (5-2) realizes vehicle operation according to the output torque sent by the first simulator (4).
3. A vehicle gear shift simulation system according to claim 1, characterized in that: the clutch control module (4-2) comprises an engagement judging unit, an axial control unit and a clutch combination unit;
in the engagement determination unit, it is determined whether or not engagement is established according to the following conditions:
Figure FDA0002986069000000021
wherein the content of the first and second substances,
θ1the tooth angle of a meshing sleeve in the clutch;
θ2is the tooth alignment angle of the meshing gear;
alpha is the angle occupied by the tooth surface in each gear of the meshing sleeve in the clutch;
z is the number of teeth of the meshing sleeve in the clutch;
when the above formula is established, k is 1, and the meshing judgment unit judges that the meshing of the meshing sleeve and the meshing gear is established;
when the above formula is not established, k is 0, and the meshing judgment unit judges that the meshing of the meshing sleeve and the meshing gear is not established;
in the axial control unit, the axial movement process satisfies:
Figure FDA0002986069000000032
wherein the content of the first and second substances,
m is the total mass of the moving end of the clutch;
s is the axial displacement of the moving end of the clutch;
Factthe axial driving force is provided for the actuator to the clutch moving end;
Frresistance in axial running of the moving end of the clutch;
while the resistance F in the axial travel of the moving end of the clutchrComprises the following steps:
Figure FDA0002986069000000031
wherein the content of the first and second substances,
Ff1friction force generated for axial displacement of the meshing sleeve;
Ff2friction forces generated for tooth surface contact;
kaxaxial stiffness of the meshing gear;
daxaxial damping of the meshing sleeve;
s is the actual axial displacement of the meshing sleeve in the clutch;
s0the axial displacement of the corresponding meshing sleeve when the meshing sleeve is contacted with the meshing gear;
in the clutch engagement unit, the transmission torque of the clutch is:
Figure FDA0002986069000000041
wherein the content of the first and second substances,
μdthe friction coefficient of the end face of the gear at the contact position of the meshing sleeve and the meshing gear;
a is the average area of the contact position of the meshing sleeve and the meshing gear;
Fpthe pressure exists on the tooth end face of the contact position of the meshing sleeve and the meshing gear;
krxis the rotational stiffness of the tooth surface of the engaging sleeve;
drxdamping the rotation of the tooth surfaces of the meshing sleeve;
θ3for the corresponding angular displacement of the rotating contact surface of the meshing sleeve,
θ4the angle displacement corresponding to the rotating contact surface of the meshing gear;
wherein the pressure F existing on the tooth end face of the contact position of the meshing sleeve and the meshing gearpComprises the following steps:
Figure FDA0002986069000000042
4. a vehicle gear shift simulation system according to claim 1, characterized in that: in the transmission control module (4-3),
1) the operating state of the dynamic clutch drive end of the first electric machine is:
Figure FDA0002986069000000043
2) the operating state of the dynamic clutch drive end of the second electric machine is:
Figure FDA0002986069000000044
3) the running state of the vehicle end is as follows:
Figure FDA0002986069000000051
wherein the content of the first and second substances,
JEM1is the moment of inertia of the drive shaft from the first motor to the first sleeve;
θEM1is the angular position of the first engaging sleeve;
JEM2the moment of inertia of a transmission shaft from the second motor to the second meshing sleeve;
θEM2the angular position of the second meshing sleeve;
Jveha moment of inertia equivalent to the output shaft for the vehicle;
θvehangular displacement of the output shaft end of the gearbox;
Tff，AL、Tff，ARrespectively representing the torque correspondingly transmitted by the first meshing sleeve A at the left end and the right end thereof;
Tff，CUL、Tff，CURrespectively representing the torque correspondingly transmitted by the second meshing sleeve CU at the left end and the right end of the second meshing sleeve CU;
i1the speed ratio from the left end meshing teeth of the first meshing sleeve A to the output shaft is shown;
i2to be driven fromThe speed ratio from the right end meshing teeth of the first meshing sleeve A to the output shaft;
i3the speed ratio from the right end meshing teeth of the second meshing sleeve CU to the output shaft is shown;
TAis the torque transmitted from the first motor to the engaging sleeve;
TCUis the torque transmitted from the second motor to the engaging sleeve;
Tloadthe friction torque to the drive end is converted for the vehicle resistance and is expressed as:
Figure FDA0002986069000000061
wherein the content of the first and second substances,
m is the load of the vehicle;
g is the acceleration of gravity;
beta is the vehicle ramp angle;
mu is the rolling resistance coefficient;
a is the area facing the wind,
Cwin order to obtain the wind resistance coefficient,
v is the vehicle speed;
r is the wheel radius;
ifd is the powertrain gear ratio.
5. A vehicle gear shift simulation system according to claim 1, characterized in that: the output torque of each motor in the motor control module (4-4) meets the following conditions:
TEM1＝min(TEM1，dmnd，TEM1，min) (9)，
TEM2＝min(TEM2，dmnd，TEM2，min) (10)，
wherein the content of the first and second substances,
TEM1torque actually output by the first motor;
TEM1，minthe current minimum output torque of the first motor is obtained;
TEM1，dmndrequesting a torque output by the first motor for the driving demand command;
TEM2torque actually output by the second motor;
TEM2，minthe current minimum output torque of the second motor is obtained;
TEM2，dmndthe torque output by the second motor is requested for the driving demand command.
6. A vehicle gear shift simulation system according to claim 1, characterized in that: the vehicle gear-shifting simulation system also comprises a first state display upper computer (6) and a second state display upper computer (7),
the first state display upper computer (6) is connected with the first simulator (4) to display and monitor the working process of each module in the first simulator (4) in real time; the second state display upper computer (7) is connected with the second simulator (5) to display and monitor the working process of each module in the second simulator (4) in real time.
7. A vehicle gear shift simulation method is characterized in that: the method comprises the following steps:
1) a driver control module in the second simulator (5) receives driving demand operation comprising a key switch, gear information, an accelerator pedal and a brake pedal applied by a driver;
2) the gear selection control unit (8) converts a corresponding torque demand instruction and a gear shifting demand instruction according to the driving demand of a driver and sends the torque demand instruction and the gear shifting demand instruction to the speed change control unit (2);
3) the speed change control unit (2) controls the gear shifting motor according to the torque demand instruction and sends a gear shifting demand instruction to the system board card (3),
4) the system board card (3) receives a gear shifting demand instruction and sends the gear shifting demand instruction to a gear shifting hub control module in the first simulator (4), and the gear shifting hub control module controls the axial driving force of the gear shifting mechanism to the clutch;
5) the clutch control module determines an axial displacement of the clutch;
6) the transmission control module selects a transmission path of the driving torque according to the axial displacement of the clutch;
7) the motor control module transmits the output torque of the corresponding motor to a second simulator (5) according to the transmission path of the driving torque so as to drive the vehicle to run;
8) the first state display upper computer (6) monitors and displays the driving torque and the corresponding rotating speed of the gear shifting motor, the gear shifting process and the axial displacement of the clutch and the corresponding fault information of the system in real time; and the second state display upper computer (7) monitors and displays information corresponding to the driving demand operation of the driver and the driving information of the vehicle in real time.
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