CN115264051A - Electric vehicle gear shifting control method, transmission system and electric vehicle - Google Patents
Electric vehicle gear shifting control method, transmission system and electric vehicle Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
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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
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/32—Gear shift yokes, e.g. shift forks
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/42—Ratio indicator devices
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The invention provides a gear shifting control method of an electric vehicle, a transmission system and the electric vehicle, wherein the gear shifting control method of the electric vehicle comprises the following steps: s10, controlling the motor to clear torque to a first target torque, wherein the first target torque is determined according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle; s20, controlling the gear box to be disengaged; s30, controlling the motor to regulate the speed; s40, controlling the gearbox to be in gear and controlling the motor to be in torque conversion to a second target torque, wherein the second target torque is determined according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle; and S50, controlling the back torque of the motor. The gear shifting control method can improve the gear shifting reliability of the vehicle, realize the automatic gear shifting of the electric vehicle under the working conditions of high gear shifting resistance such as uphill grade and the like, avoid gear shifting failure and improve the automation degree of the vehicle operation.
Description
Technical Field
The invention relates to the technical field of electric vehicle transmission, in particular to a gear shifting control method and a transmission system for an electric vehicle and the electric vehicle.
Background
For electric vehicles such as electric commercial vehicles and the like, when an AMT gearbox on the electric commercial vehicle shifts gears, a relative movement resistance (or referred to as a gear shifting resistance) exists between a sliding sleeve and a gear ring in the AMT gearbox. When the vehicle operating condition changes, the gear shifting resistance also changes. Particularly, when the vehicle goes uphill, the shift resistance is large, and shift failure is easily caused.
Currently, most electric vehicles are equipped with an uphill gear in order to avoid a gear shift failure during uphill. Before going uphill, the driver triggers the uphill gear through the manual button, and the AMT gear box keeps the gear unchanged in the whole uphill process, so that gear shifting failure is avoided. However, the gear shifting process needs manual operation of a driver, and the automation degree is low.
Disclosure of Invention
Therefore, the technical problem to be solved by the present invention is to overcome the defect that a driver needs to manually switch an uphill gear to shift when an electric vehicle ascends a hill in the prior art, so as to provide a shift control method for an electric vehicle, a transmission system and an electric vehicle.
In order to solve the above problems, the present invention provides a shift control method for an electric vehicle, comprising the steps of:
s10, controlling the motor to clear torque to a first target torque, wherein the first target torque is determined according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
s20, controlling the gear box to be disengaged;
s30, controlling the motor to regulate the speed;
s40, controlling the gearbox to be in gear and controlling the motor to be in torque conversion to a second target torque, wherein the second target torque is determined according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
and S50, controlling the motor to turn back.
Optionally, step S10 includes:
s11, starting gear shifting, and determining a first target torque according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
s12, controlling a motor to change torque;
and S13, judging whether the torque of the motor is equal to the first target torque, if so, executing S20, and otherwise, returning to S12.
Alternatively, in step S10, the first target torque is determined as follows:
acquiring the gradient of a road surface where a vehicle is located, the rotating speed of a motor and the mass of the vehicle;
determining an initial value of the first target torque according to the gradient of a road surface where the vehicle is located and the rotating speed of the motor;
determining a correction coefficient of the first target torque according to the mass of the vehicle;
and correcting the initial value of the first target torque according to the correction coefficient of the first target torque to obtain a final value of the first target torque, wherein the final value of the first target torque is equal to the product of the initial value of the first target torque and the correction coefficient of the first target torque.
Optionally, the gradient of the road surface where the vehicle is located is measured and obtained according to a gradient sensor built in the transmission controller, the rotating speed of the motor is measured and obtained according to a rotating speed measuring mechanism built in the vehicle, and the mass of the vehicle is calculated and obtained according to a complete vehicle dynamics equation.
Optionally, in step S30, when the motor is controlled to adjust the speed, an absolute value of a difference between a target rotation speed and a theoretical rotation speed of the motor is greater than zero, and the theoretical rotation speed of the motor is the rotation speed of the motor corresponding to the target gear.
Optionally, step S40 includes:
s41, controlling the gearbox to be in gear, and determining a second target torque according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
s42, controlling the motor to change the torque;
and S43, judging whether the torque of the motor is equal to the second target torque, if so, executing S50, and otherwise, returning to S42.
Alternatively, in step S40, the second target torque is determined as follows:
after the gearbox starts to be in gear, acquiring the gradient of a road surface where the vehicle is located, the rotating speed of a motor and the mass of the vehicle;
determining an initial value of a second target torque according to the gradient of a road surface where the vehicle is located and the rotating speed of the motor;
determining a correction coefficient of the second target torque according to the mass of the vehicle;
and correcting the initial value of the second target torque according to the correction coefficient of the second target torque to obtain a final value of the second target torque, wherein the final value of the second target torque is equal to the product of the initial value of the second target torque and the correction coefficient of the second target torque.
The invention also provides a transmission system which comprises the motor and the gearbox which are in transmission connection, and the transmission system applies the electric vehicle gear shifting control method to control the motor and the gearbox to operate so as to shift gears.
The invention also provides an electric vehicle comprising a transmission system as described above.
Optionally, the electric vehicle is an electric commercial vehicle.
The invention has the following advantages:
1. the invention provides a gear shifting control method, in the gear shifting and gear engaging processes, as the target torque of a motor is determined according to the gradient of a road surface where a vehicle is located, the self rotating speed of the motor and the quality of the vehicle, the torque of the motor can be better adapted to the working condition of the vehicle, so as to offset the gear shifting resistance between a sliding sleeve and a gear caused by the change of the working condition to a greater extent, thereby realizing automatic gear shifting and avoiding gear shifting failure. On the whole, the gear-shifting control method can omit the arrangement of an upslope gear and improve the automation degree of vehicle operation.
2. When the motor is controlled to regulate the speed, the absolute value of the difference between the target rotating speed and the theoretical rotating speed of the motor is larger than zero, so that a certain rotating speed difference can be formed between the sliding sleeve and the gear ring corresponding to the target gear, and the subsequent gear engagement can be smoothly carried out.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 illustrates a primary flow chart of a method for shift control of an electric vehicle according to an embodiment of the present invention;
FIG. 2 is a detailed flow chart of a shift control method for an electric vehicle according to an embodiment of the present invention;
fig. 3 shows a variation diagram of relevant vehicle parameters when performing an upshift provided by an embodiment of the present invention.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" 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 should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Furthermore, the technical features involved in the different embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
For electric vehicles, it includes an electric machine and a gearbox. The motor is in transmission connection with the gearbox to provide power for the vehicle to run. Further, the gearbox comprises a gear shifting executing mechanism, a sliding sleeve and a gear ring. The gear shifting executing mechanism comprises a gear shifting motor and a shifting fork, the gear shifting motor is in transmission connection with the sliding sleeve through the shifting fork to drive the sliding sleeve to be separated from or combined with the gear ring, and gear picking or gear engaging is achieved.
In addition to the electric machine and the Transmission, the vehicle also has a Transmission Control Unit (TCU) and a Motor Control Unit (MCU). Wherein, TCU is connected with MCU and shift actuator communication respectively, and MCU is connected with the motor communication.
In the vehicle driving process, under the operating mode such as uphill, the resistance of shifting between sliding sleeve and the ring gear is great, and current vehicle need be kept off with the help of climbing in order to avoid shifting failure usually.
On the background, in order to improve the degree of automation of the vehicle, the present embodiment provides a gear shifting control method for an electric vehicle, as shown in fig. 1, the method mainly includes the following steps:
s10, controlling the motor to clear torque to a first target torque, wherein the first target torque is determined according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
s20, controlling the gear box to be disengaged;
s30, controlling the motor to regulate the speed;
s40, controlling the gearbox to be in gear and controlling the motor to be in torque conversion to a second target torque, wherein the second target torque is determined according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
and S50, controlling the motor to turn back.
When the electric vehicle shifts gears in the process of going uphill by the method, in the process of gear shifting and gear engaging, the target torque of the motor is determined according to the gradient of the road surface where the vehicle is located, the rotating speed of the motor and the quality of the vehicle, so that the torque of the motor can be better matched with the working condition of the vehicle, the gear shifting resistance between the sliding sleeve and the gear caused by the change of the working condition is counteracted to a greater extent, and the smooth gear shifting is further realized.
On the whole, the gear-shifting control method can improve the reliability of vehicle gear shifting, realize the automatic gear shifting of the electric vehicle under the uphill working condition with large gear-shifting resistance, and avoid gear-shifting failure, so that the uphill gear is omitted, the manual operation of a driver is not needed, and the automation degree of vehicle operation is improved.
It can be understood that the gear shifting control method can be applied to other working conditions with different gradients such as level road running and downhill or other working conditions with variable mass such as full load or no load to ensure that the gear shifting of the vehicle can be smoothly carried out.
Next, taking the upshift process as an example, the electric vehicle gear shift control method will be further described with reference to fig. 2 and 3 on the basis of fig. 1. Fig. 3 shows the change of vehicle parameters such as a target gear, a current gear, a motor torque, a motor speed, a shift fork position, a motor mode and the like in the torque clearing, gear disengaging, speed regulating, gear engaging and torque returning processes along with the change of time t.
And S10, controlling the motor to clear torque to a first target torque, wherein the first target torque is determined according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle.
In the running process of a vehicle, if the current gear can not meet the driving requirement, a driver can give a gear shifting instruction, the TCU sends a gear shifting instruction to the MCU, and the MCU controls the motor to be twisted to the first target torque according to the gear shifting instruction so as to reduce the relative motion resistance between the sliding sleeve and the gear ring corresponding to the current gear and ensure that a subsequent gear shifting executing mechanism can drive the sliding sleeve to move smoothly.
Specifically, step S10 includes:
s11, starting gear shifting, and determining a first target torque according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
s12, controlling a motor to change torque;
and S13, judging whether the torque of the motor is equal to the first target torque, if so, executing S20, and otherwise, returning to S12.
During torque clearing, the motor torque may decrease at a certain rate and may not directly decrease to the first target torque. Therefore, whether the torque of the motor is equal to the first target torque or not can be continuously monitored and judged, and the adjusting result can be ensured to be more accurate.
The specific determination process of the first target torque is as follows:
(1) And acquiring the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle. In the embodiment, a gradient sensor is arranged in the TCU, and the gradient of the road surface can be measured in real time through the gradient sensor; for the mass of the vehicle, the TCU can be obtained by calculation by using a whole vehicle dynamics equation; the vehicle is also internally provided with a rotating speed measuring mechanism, the rotating speed of the motor can be measured through the rotating speed measuring mechanism, and the rotating speed information is transmitted to the TCU.
(2) An initial value of the first target torque is determined based on a gradient of a road surface on which the vehicle is located and a rotation speed of the motor. In this embodiment, a mapping relation table (denoted as a first mapping relation table) between the road surface gradient and the motor rotation speed and the initial value of the motor torque is stored in the vehicle, and after the TCU obtains the road surface gradient and the motor rotation speed, an initial value of the motor torque can be obtained by querying the first mapping relation table, which is an initial value of the first target torque.
(3) A correction factor for the first target torque is determined based on the mass of the vehicle. In this embodiment, a mapping relation table (denoted as a second mapping relation table) between the vehicle mass and the motor torque correction coefficient is further stored in the vehicle, and when the TCU obtains the vehicle mass, a correction coefficient of the motor torque can be obtained by querying the second mapping relation table, where the correction coefficient is a correction coefficient of the first target torque.
(4) And correcting the initial value of the first target torque according to the correction coefficient of the first target torque to obtain the final value of the first target torque. In this embodiment, the final value of the first target torque is equal to the product of the initial value of the first target torque and the correction coefficient of the first target torque.
It should be noted that, the first mapping relation table and the second mapping relation table are determined by performing repeated calibration tests on the entire vehicle according to the gradient, the motor speed and the vehicle mass.
Specifically, the relative motion resistance between the sliding sleeve and the gear ring is related to the motor rotation torque and the vehicle resistance according to the relevant dynamic equation of vehicle running. When the rotation torque of the motor and the resistance of the whole vehicle are changed, the relative motion resistance between the sliding sleeve and the gear ring is also changed. Based on this, in this embodiment, before a fixed vehicle weight, the slope and the motor speed are used as dependent variables, and a calibration test is performed on the entire vehicle to determine a motor torque value that can ensure that the shift resistance is overcome, so as to obtain the first mapping relation table.
Further, the mass of the vehicle is changed, calibration test is carried out on the whole vehicle, the motor torque value which can guarantee that the gear shifting resistance is overcome under other vehicle weights can be obtained, and then the torque correction coefficients under different vehicle weights are determined, so that a second mapping relation table is obtained.
And S20, controlling the gear box to be disengaged.
After the motor is twisted, the TCU controls the gear shifting executing mechanism to operate, the gear shifting motor drives the sliding sleeve to be separated from the gear ring corresponding to the current gear through the shifting fork, and the gear box finishes gear picking. And in the gear-disengaging process, the torque of the motor is maintained as the first target torque.
And S30, controlling the motor to regulate the speed.
After gear picking is finished, the MCU controls the motor to adjust the rotating speed, so that the rotating speed of the motor reaches the target rotating speed.
In this embodiment, the absolute value of the difference between the target rotation speed and the theoretical rotation speed of the motor is greater than zero. The theoretical rotating speed of the motor refers to the rotating speed of the motor corresponding to the target gear. Therefore, a certain rotating speed difference can be formed between the sliding sleeve and the gear ring corresponding to the target gear, so that subsequent gear engagement can be carried out smoothly.
And S40, controlling the gearbox to be in gear, and controlling the motor to be in torque conversion to a second target torque, wherein the second target torque is determined according to the gradient of the road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle.
After the motor finishes speed regulation, the TCU can control the gear shifting execution mechanism to operate, and the gear shifting motor drives the sliding sleeve to be jointed with the gear ring corresponding to the target gear through the shifting fork. The TCU can also send an instruction to the MCU, so that the torque of the MCU control motor is changed to a second target torque, the relative motion resistance between the sliding sleeve and the gear ring corresponding to the target gear is reduced, and the gear engagement is ensured to be smoothly carried out.
Specifically, step S40 includes:
s41, controlling the gearbox to be in gear, and determining a second target torque according to the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
s42, controlling the motor to change the torque;
and S43, judging whether the torque of the motor is equal to the second target torque, if so, executing S50, and otherwise, returning to S42.
The specific determination process of the second target torque is as follows:
(1) After the gear box is put into gear, the gradient of the road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle are obtained, and the specific obtaining mode refers to the previous description.
(2) An initial value of the second target torque is determined based on a gradient of a road surface on which the vehicle is located and a rotation speed of the motor. Here, the TCU obtains an initial value of the motor torque according to the first mapping table, and the initial value is an initial value of the second target torque.
(3) A correction factor for the second target torque is determined based on the mass of the vehicle. Here, the TCU obtains a correction coefficient of the motor torque according to the second mapping table, where the correction coefficient is a correction coefficient of the second target torque.
(4) And correcting the initial value of the second target torque according to the correction coefficient of the second target torque to obtain the final value of the second target torque. In this embodiment, the final value of the second target torque is equal to the product of the initial value of the second target torque and the correction coefficient of the second target torque.
And S50, controlling the motor to turn back.
After the gear is engaged, the TCU sends the target motor torque to the MCU, so that the motor torque reaches the torque required by the driver, and the whole gear shifting process is finished.
In the embodiment, the motor has two modes of torque adjustment and speed adjustment in the whole gear shifting process. As can be seen from fig. 3, in the processes of torque clearing, gear shifting, gear engaging and torque returning, the motors are all in a torque adjusting mode; in the speed regulation process, the motor is in a speed regulation mode.
In conclusion, the embodiment provides a gear shifting control method for an electric vehicle, which can better adapt to various driving conditions, can realize automatic gear shifting of a gearbox no matter a road is level, an uphill or a downhill, or the vehicle is unloaded or fully loaded, avoids gear shifting failure, and improves driving safety and comfort.
The embodiment also provides a transmission system which comprises a motor and a gearbox which are in transmission connection. The transmission system controls the motor and the gearbox to operate through the electric vehicle gear shifting control method to shift gears. In this embodiment, the gearbox is an ATM gearbox.
The present embodiment also provides an electric vehicle including the transmission system as described above. In particular, the vehicle may be an electric commercial vehicle, but may also be another type of electric vehicle.
It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the invention.
Claims (10)
1. An electric vehicle shift control method characterized by comprising the steps of:
s10, controlling a motor to clear torque to a first target torque, wherein the first target torque is determined according to the gradient of a road surface where a vehicle is located, the rotating speed of the motor and the mass of the vehicle;
s20, controlling the gear box to be disengaged;
s30, controlling the motor to regulate the speed;
s40, controlling the gearbox to be in gear and controlling the motor to be in torque conversion to a second target torque, wherein the second target torque is determined according to the gradient of the road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
and S50, controlling the motor to turn back.
2. The electric vehicle shift control method according to claim 1, characterized in that the step S10 includes:
s11, starting gear shifting, and determining the first target torque according to the gradient of a road surface where a vehicle is located, the rotating speed of the motor and the mass of the vehicle;
s12, controlling the motor to change the torque;
and S13, judging whether the torque of the motor is equal to the first target torque, if so, executing S20, and if not, returning to S12.
3. The electric vehicle shift control method according to claim 1 or 2, characterized in that in step S10, the first target torque is determined as follows:
acquiring the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
determining an initial value of the first target torque according to the gradient of a road surface where the vehicle is located and the rotating speed of the motor;
determining a correction coefficient of the first target torque according to the mass of the vehicle;
and correcting the initial value of the first target torque according to the correction coefficient of the first target torque to obtain a final value of the first target torque, wherein the final value of the first target torque is equal to the product of the initial value of the first target torque and the correction coefficient of the first target torque.
4. The electric vehicle gear shifting control method according to claim 3, characterized in that the gradient of the road surface where the vehicle is located is measured and obtained according to a gradient sensor built in a gearbox controller, the rotating speed of the motor is measured and obtained according to a rotating speed measuring mechanism built in the vehicle, and the mass of the vehicle is calculated and obtained according to a full vehicle dynamics equation.
5. The method according to claim 1, wherein in step S30, when the speed of the motor is controlled to be adjusted, an absolute value of a difference between a target rotation speed and a theoretical rotation speed of the motor is greater than zero, and the theoretical rotation speed of the motor is a rotation speed of the motor corresponding to a target gear.
6. The electric vehicle shift control method according to claim 1, characterized in that the step S40 includes:
s41, controlling the gearbox to be in gear, and determining the second target torque according to the gradient of a road surface where a vehicle is located, the rotating speed of the motor and the mass of the vehicle;
s42, controlling the motor to change the torque;
and S43, judging whether the torque of the motor is equal to the second target torque, if so, executing S50, and if not, returning to S42.
7. The electric vehicle shift control method according to claim 1 or 6, characterized in that in step S40, the second target torque is determined as follows:
after the gearbox starts to be in gear, acquiring the gradient of a road surface where the vehicle is located, the rotating speed of the motor and the mass of the vehicle;
determining an initial value of the second target torque according to the gradient of a road surface where the vehicle is located and the rotating speed of the motor;
determining a correction coefficient of the second target torque according to the mass of the vehicle;
and correcting the initial value of the second target torque according to the correction coefficient of the second target torque to obtain a final value of the second target torque, wherein the final value of the second target torque is equal to the product of the initial value of the second target torque and the correction coefficient of the second target torque.
8. A transmission system comprising an electric machine and a gearbox in driving connection, the transmission system being operable to shift gears by controlling the operation of the electric machine and the gearbox using an electric vehicle gear shift control method as claimed in any one of claims 1 to 7.
9. An electric vehicle comprising a transmission system as claimed in claim 8.
10. The electric vehicle of claim 9, characterized in that the electric vehicle is an electric commercial vehicle.
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| CN202211178894.4A CN115264051A (en) | 2022-09-27 | 2022-09-27 | Electric vehicle gear shifting control method, transmission system and electric vehicle |
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| CN202211178894.4A CN115264051A (en) | 2022-09-27 | 2022-09-27 | Electric vehicle gear shifting control method, transmission system and electric vehicle |
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Application publication date: 20221101 |