CN116006681A - Gear shifting control method and system, electronic equipment and vehicle - Google Patents
Gear shifting control method and system, electronic equipment and vehicle Download PDFInfo
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- CN116006681A CN116006681A CN202310065717.3A CN202310065717A CN116006681A CN 116006681 A CN116006681 A CN 116006681A CN 202310065717 A CN202310065717 A CN 202310065717A CN 116006681 A CN116006681 A CN 116006681A
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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
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Abstract
The invention relates to the field of transmission, and provides a gear shifting control method, a gear shifting control system, electronic equipment and a vehicle, wherein the method comprises the following steps: determining a first power system needing gear shifting and a second power system not needing gear shifting in two power systems of a vehicle, wherein the first power system comprises a first gearbox and a first motor, the second power system comprises a second gearbox and a second motor, and output shafts of the first gearbox and the second gearbox are connected with a power coupling mechanism; a command for resetting the torque of the first motor and a command for controlling the first gearbox to return to neutral gear are sent; the current speed is taken as a speed limit, the second power system is controlled to output power through an output shaft of the power coupling mechanism, and the rotating speed of the output shaft of the first gearbox is controlled; controlling the first gearbox to enter gear after controlling the rotating speed of the first motor to a target rotating speed determined based on the rotating speed of an output shaft of the power coupling mechanism; and releasing the limit on the current vehicle speed. The problem of power interruption in the gear shifting process is solved, and no interruption of power is realized.
Description
Technical Field
The invention relates to the technical field of transmission, in particular to a gear shifting control method, a gear shifting control system, electronic equipment and a vehicle.
Background
In the running process of the vehicle, the required vehicle speed can be obtained through gear shifting of the gearbox according to different working conditions.
In the process of implementing the present invention, the inventor finds that at least the following problems exist in the prior art:
in many gear shifting cases, power interruption exists in the gear shifting process, so that normal running of a vehicle is affected, and the gear shifting safety requirements cannot be met particularly under heavy load or uphill conditions. Therefore, the problem of power interruption during gear shifting of a gearbox is an important problem to be solved in the industry.
Disclosure of Invention
The invention provides a gear shifting control method, a gear shifting control system, electronic equipment and a vehicle, which are used for solving the problem of power interruption in the gear shifting process of a gearbox in the prior art and realizing no power interruption in the gear shifting process.
The invention provides a gear shifting control method, which comprises the following steps:
determining a first power system needing gear shifting and a second power system not needing gear shifting in two power systems of a vehicle, wherein the first power system comprises a first gearbox and a first motor connected with an input shaft of the first gearbox, the second power system comprises a second gearbox and a second motor connected with the input shaft of the second gearbox, and an output shaft of the first gearbox and an output shaft of the second gearbox are connected with a power coupling mechanism to output power through an output shaft of the power coupling mechanism;
Sending out an instruction for resetting the torque of the first motor and an instruction for controlling the first gearbox to return to neutral;
the current speed is used for limiting the speed, the second power system is controlled to output power through the output shaft of the power coupling mechanism, and the rotating speed of the output shaft of the first gearbox is controlled;
determining a target rotational speed of the first motor based on a rotational speed of an output shaft of the power coupling mechanism; after the rotating speed of the first motor is controlled to the target rotating speed, controlling the first gearbox to enter a gear;
and releasing the limit on the current vehicle speed.
Preferably, after the instruction to zero out the torque of the first motor is issued, the method further includes:
under the condition that a brake signal is determined to be received, after an instruction for controlling the first gearbox to return to neutral gear is sent out, whether the first gearbox returns to neutral gear to be overtime is detected;
under the condition that the reverse neutral gear of the first gearbox is overtime, determining an inertia moment direction based on the rotation speed change trend of the second motor, if the inertia moment direction is the same as the rotation speed direction of the second motor, controlling the rotation speed of the first motor to be increased, and if the inertia moment direction is opposite to the rotation speed direction of the second motor, controlling the rotation speed of the first motor to be reduced so as to enable the first gearbox to return to the neutral gear;
And after the first gearbox returns to neutral gear, determining the target rotating speed of the first motor based on the rotating speed of the output shaft of the power coupling mechanism, and after controlling the rotating speed of the first motor to the target rotating speed, controlling the first gearbox to enter gear.
Preferably, the gear shift control method provided by the invention further comprises the following steps:
and under the condition that the neutral gear of the first gearbox is not overtime, determining the target rotating speed of the first motor based on the rotating speed of the output shaft of the power coupling mechanism, and controlling the first gearbox to enter the gear after controlling the rotating speed of the first motor to the target rotating speed.
Preferably, the gear shift control method provided by the invention further comprises the following steps:
when all gears with the maximum speed ratio in all gears provided by the first gearbox and the second gearbox are in a locking state, if any condition that the current speed is lower than a preset speed and the road gradient is greater than a preset gradient is met, releasing the locking state of the gear with the maximum speed ratio;
the controlling the first gearbox to enter gear comprises the following steps:
and controlling the first gearbox to enter a gear with the maximum speed ratio.
Preferably, after the releasing of the restriction on the current vehicle speed, further comprising:
And controlling and recovering the first power system and the second power system to perform normal power output.
The present invention also provides a shift control system including:
two power systems of the vehicle;
a transmission control unit for determining a first power system requiring gear shifting and a second power system not requiring gear shifting in two power systems of the vehicle, wherein the first power system comprises a first transmission and a first motor connected with an input shaft of the first transmission, the second power system comprises a second transmission and a second motor connected with the input shaft of the second transmission, and an output shaft of the first transmission and an output shaft of the second transmission are connected with a power coupling mechanism to output power through the output shaft of the power coupling mechanism; sending out an instruction for resetting the torque of the first motor and an instruction for controlling the first gearbox to return to neutral; the current speed is used for limiting the speed, the second power system is controlled to output power through the output shaft of the power coupling mechanism, and the rotating speed of the output shaft of the first gearbox is controlled; determining a target rotational speed of the first motor based on a rotational speed of an output shaft of the power coupling mechanism; after the rotating speed of the first motor is controlled to the target rotating speed, controlling the first gearbox to enter a gear; and releasing the limit on the current vehicle speed.
Preferably, the gearbox control unit is further configured to:
under the condition that a brake signal is determined to be received, after an instruction for controlling the first gearbox to return to neutral gear is sent out, whether the first gearbox returns to neutral gear to be overtime is detected;
under the condition that the reverse neutral gear of the first gearbox is overtime, determining an inertia moment direction based on the rotation speed change trend of the second motor, if the inertia moment direction is the same as the rotation speed direction of the second motor, controlling the rotation speed of the first motor to be increased, and if the inertia moment direction is opposite to the rotation speed direction of the second motor, controlling the rotation speed of the first motor to be reduced so as to enable the first gearbox to return to the neutral gear;
and after the first gearbox returns to neutral gear, determining the target rotating speed of the first motor based on the rotating speed of the output shaft of the power coupling mechanism, and after controlling the rotating speed of the first motor to the target rotating speed, controlling the first gearbox to enter gear.
Preferably, the gearbox control unit is further configured to:
when all gears with the maximum speed ratio in all gears provided by the first gearbox and the second gearbox are in a locking state, if any condition that the current speed is lower than a preset speed and the road gradient is greater than a preset gradient is met, releasing the locking state of the gear with the maximum speed ratio; and controlling the first gearbox to enter a gear with the maximum speed ratio.
The invention also provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing any one of the shift control methods described above when executing the program.
The present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements a shift control method as described in any of the above.
The invention also provides a vehicle comprising a shift control system as described in any one of the above.
According to the gear shifting control method, when the first power system needs to be shifted, the instruction of clearing the torque of the first motor of the first power system and the instruction of controlling the first gearbox to return to neutral gear are sent out, the current vehicle speed is limited, the second power system which does not need to be shifted is controlled to output power through the output shaft of the power coupling mechanism and control the rotating speed of the output shaft of the first gearbox, so that the power is not interrupted, the vehicle speed, the rotating speed of the output shaft of the power coupling mechanism and the rotating speed of the output shaft of the first gearbox are kept stable, the target rotating speed of the first motor can be quickly determined based on the rotating speed of the output shaft of the power coupling mechanism, the gear entering of the first gearbox is quickly controlled after the rotating speed of the first motor is controlled to the target rotating speed, the limitation on the current vehicle speed is relieved, and therefore the power is not interrupted, and the gear shifting is quickly and stably achieved.
Drawings
In order to more clearly illustrate the invention or the technical solutions of the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is one of the flow charts of a shift control method according to one embodiment of the present invention;
FIG. 2 is a schematic illustration of two power systems of a vehicle according to one embodiment of the present invention;
FIG. 3 is a schematic diagram of a shift control system according to one embodiment of the present invention;
FIG. 4 is a schematic diagram of an electronic device according to an embodiment of the present invention;
reference numerals:
201: a first motor; 202: a first gearbox; an input shaft 203 of the first gearbox;
204: a first gear; 205: a first coupling tooth; 206: a second gear;
207: a second coupling tooth; 208: a first gear hub; 209: a first slip sleeve;
210: a third gear; 211: a fourth gear; 212: a first intermediate shaft;
213: an output shaft of the first gearbox;
301: a second motor; 302: a second gearbox; 303: an input shaft of the second gearbox;
304: a fifth gear; 305: a third coupling tooth; 306: a sixth gear;
307: a fourth coupling tooth; 308: a second gear hub; 309: a second slip sleeve;
310: a seventh gear; 311: an eighth gear; 312: a second intermediate shaft;
313: an output shaft of the second gearbox; 500: a power coupling mechanism; 501: a ninth gear;
502: a tenth gear; 503: an eleventh gear; 504: an output end of the power coupling mechanism;
600: a flange plate; 700: a transmission shaft; 800: a reduction gearbox;
900: a drive axle; 1000: a wheel; 1100: a vehicle speed sensor;
1200: a transmission control unit; 1300: a vehicle controller;
1400: a first MCU;1500: a second MCU;410: a processor;
420: a communication interface; 430: a memory; 440: a communication bus.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The shift control method of the invention is described below with reference to fig. 1 to 3.
The present embodiment provides a gear shift control method, as shown in fig. 1, which at least includes the following steps:
And 130, limiting the vehicle speed by using the current vehicle speed, controlling the second power system to output power through the output shaft of the power coupling mechanism and controlling the rotating speed of the output shaft of the first gearbox.
And 150, releasing the limit on the current vehicle speed.
The vehicle can be a common automobile or a working machine, and the working machine can be engineering machinery such as a crane, an excavator, a pile machine and the like or engineering vehicles such as a climbing vehicle, a fire truck, a mixer truck, a dump truck and the like. In addition, the vehicle may be a pure electric vehicle.
In practice, a vehicle may have two power systems through which power is output. Each powertrain includes an electric machine and a transmission. In the gear shifting process, one power system of the two power systems is in gear shifting, the other power system can still keep power output, and the requirement of no power interruption can be met, but the gear shifting control is far more complicated than that of a single power input gearbox due to the fact that the coupling relation of torque and rotating speed exists between the two power systems, severe and changeable road conditions and continuously fluctuating vehicle speed. If the coupling relation of the two power systems is ignored, the two power systems are simply overlapped, the two power systems are used as independent systems to control the gear shifting of the two power systems, one power system is in gear shifting, the other power system is in gear shifting, the condition that the two power systems are mutually influenced possibly occurs, gear shifting failure occurs, even the problems of damage of a gear shifting related mechanism and the like occur, for example, in a certain acceleration process, the two power systems increase torque output, the speed of the vehicle is rapidly increased, one power system firstly needs to shift, the rotating speed of a motor is regulated by combining the speed of the vehicle to realize the gear shifting, but because the other power system still outputs power, the speed of the vehicle is continuously changed, the time for regulating the rotating speed of the motor is prolonged, the effect is poor, the rotating speed difference of actual gear shifting is large because the speed of the vehicle is still changing, and the gear shifting related mechanism is easy to damage.
The shift control method provided in the present embodiment can solve the above-described problems while realizing no interruption of power.
The two power systems of the vehicle each comprise a gearbox, the gearboxes of the two power systems differ in gear, for example one gearbox having 1, 3 and 5 gears and the other gearbox having 2, 4 and 6 gears. In the process of normally carrying out power output on the two power systems, the rotating speed of the motor of each power system can be obtained, when the rotating speed of the motor reaches the corresponding gear shifting condition, the power system where the motor is located can be determined to be the power system needing gear shifting, the power system is used as a first power system, the other power system needing no gear shifting is used as a second power system, and the second power system can maintain power output.
Referring to fig. 2, there is a schematic diagram of two power systems of a vehicle, a first power system including a first motor 201 and a first gearbox 202, and a second power system including a second motor 301 and a second gearbox 302.
Wherein the first gearbox 202 has an input shaft and an output shaft. The input shaft 203 of the first gearbox is connected to the first motor 201, the input shaft 203 of the first gearbox is fixedly connected to the first gear 204, and the first gear 204 has first coupling teeth 205. The output shaft 213 of the first gearbox is sleeved with the second gear 206, the second gear 206 is provided with the second combining teeth 207, the output shaft 213 of the first gearbox is connected with the first gear hub 208, and the first sliding gear sleeve 209 is sleeved on the first gear hub 208. The first gearbox 202 further comprises a third gear 210 in engagement with the first gear 204, a fourth gear 211 in engagement with the second gear 206, the third gear 210 and the fourth gear 211 being drivingly connected by a first intermediate shaft 212. The first slipping spur gear 209 is capable of slipping on the first spur gear hub 208, and shifting of the first transmission 202 is achieved by changing the position of the first slipping spur gear 209. The first sliding gear sleeve 209 moves leftwards and can be combined with the first combining gear 205, the input shaft 203 of the first gearbox is connected with the output shaft 213 of the first gearbox, and the power input by the first motor 201 is directly transmitted to the output shaft 213 of the first gearbox by the input shaft 203 of the first gearbox; the first sliding gear sleeve 209 moves right and can be combined with the second combining gear 207, and the power input by the first motor 201 passes through the first gear 204, the third gear 210, the first intermediate shaft 212, the fourth gear 211, the second gear 206, the first sliding gear sleeve 209, the first gear hub 208 and the output shaft 213 of the first gearbox.
Wherein the second gearbox 302 has an input shaft and an output shaft. The input shaft 303 of the second gearbox is connected to the second motor 301, the input shaft 303 of the second gearbox is fixedly connected to a fifth gear 304, and the fifth gear 304 has third coupling teeth 305. The output shaft 313 of the second gearbox is empty sleeved with a sixth gear 306, the sixth gear 306 is provided with a fourth combination tooth 307, the output shaft 313 of the second gearbox is connected with a second gear hub 308, and the second sliding gear sleeve 309 is sleeved on the second gear hub 308. The second gearbox 302 further comprises a seventh gear 310 in engagement with the fifth gear 304, an eighth gear 311 in engagement with the sixth gear 306, the seventh gear 310 and the eighth gear 311 being in driving connection via a second intermediate shaft 312. The second sliding gear sleeve 309 is capable of sliding on the second gear hub 308, and shifting of the second gearbox 302 is achieved by changing the position of the second sliding gear sleeve 309. The second sliding gear sleeve 309 moves leftwards and can be combined with the third combining gear 305, the input shaft 303 of the second gearbox is connected with the output shaft 313 of the second gearbox, and the power input by the second motor 301 is directly transmitted to the output shaft 313 of the second gearbox by the input shaft 303 of the second gearbox; the second sliding gear sleeve 309 moves rightward and can be combined with the fourth combining gear 307, and the power input by the second motor 301 passes through the fifth gear 304, the seventh gear 310, the second intermediate shaft 312, the eighth gear 311, the sixth gear 306, the second sliding gear sleeve 309, the second gear hub 308 and the output shaft 313 of the second gearbox.
The output shaft 213 of the first gearbox and the output shaft 313 of the second gearbox are both connected to the power coupling mechanism 500 for outputting power via the output 504 of the power coupling mechanism. The power coupling mechanism 500 may include a ninth gear 501 connected to the output shaft 213 of the first transmission, a tenth gear 502 connected to the output shaft 313 of the second transmission, and an eleventh gear 503 engaged with the ninth gear 501 and the tenth gear 502, the eleventh gear 503 being connected to an output 504 of the power coupling mechanism, so that power of the output shaft 213 of the first transmission and the output 313 of the second transmission is coupled and then output through the output 504 of the power coupling mechanism. The output 504 of the power coupling mechanism may be connected to a drive shaft 700 via a flange 600, the drive shaft 700 being connected to a drive axle 900, such as a rear axle, via a reduction gearbox 800, the drive axle 900 being connected to wheels 1000 for driving the vehicle.
The basic operating principle of the gear shifting of the first gearbox 202 and the second gearbox 302 may be referred to the related art, and will not be described here.
The shift control method of the present embodiment may be performed by a transmission control unit 1200, such as the shift control system shown in fig. 3, and the transmission control unit 1200 may be electrically connected to a vehicle controller 1300 of a vehicle, a first motor controller (Motor Control Unit, MCU) 1400 corresponding to the first motor 201, a second MCU1500 corresponding to the second motor 301, the first transmission 202, and the second transmission 302.
After determining the first powertrain that needs to be shifted, the transmission control unit 1200 may issue an instruction to the first MCU1400 to zero the torque of the first motor 201 so that the first MCU1400 zero the torque of the first motor 201, and issue an instruction to the first transmission 202 to control the first transmission 202 to return to neutral so that the first transmission 202 returns to neutral. At this time, the second power system can still output power, and the current vehicle speed is used to limit the vehicle speed, and the second power system is controlled to output power through the output shaft 504 of the power coupling mechanism, so that the vehicle speed and the rotation speed of the output shaft 504 of the power coupling mechanism are kept stable, and since the output shaft 213 of the first gearbox is connected with the power coupling mechanism 500, the power coupling mechanism 500 can drive the rotation speed of the output shaft 213 of the first gearbox, so that the rotation speed of the output shaft 213 of the first gearbox is also kept stable.
Subsequently, the transmission control unit 1200 determines a target rotational speed of the first motor 201, which is a rotational speed that the first motor 201 needs to reach, based on the rotational speed of the output shaft 504 of the power coupling mechanism, and which is also stable, the transmission control unit 1200 sends an instruction to the first MCU1400 to control the rotational speed of the first motor 201 to the target rotational speed so that the first MCU1400 controls the rotational speed of the first motor 201 to the target rotational speed, and sends an instruction to the first transmission 202 to control the gear shift operation of the first transmission 202 so that the first transmission 202 performs the gear shift operation, thereby quickly completing the adjustment of the rotational speed of the first motor 201 and the gear shift operation of the first transmission 202, reducing the rotational speed difference at the time of gear shift operation, reducing the failure rate of the gear shift related mechanism, and improving the gear shift reliability. In practice, as shown in fig. 2, a vehicle speed sensor 1100 may be disposed on the output shaft 504 of the power coupling mechanism, and referring to fig. 3, the gearbox control unit 1200 is connected to the vehicle speed sensor 1100, and receives the rotational speed of the output shaft 504 of the power coupling mechanism acquired by the vehicle speed sensor 1100.
After the first power system is shifted successfully, the limitation on the current vehicle speed can be released, and after the limitation on the current vehicle speed is released, the first power system and the second power system can be controlled to be restored to perform normal power output. Thereby exiting the flow of shift control.
The target rotational speed of the first motor 201 is determined based on the rotational speed of the output shaft 504 of the power coupling mechanism, specifically, the target rotational speed of the first motor 201 corresponding to the rotational speed of the output shaft 504 of the power coupling mechanism may be determined based on the speed ratio between the output shaft 504 of the power coupling mechanism and the first motor 201.
In this embodiment, when the first power system needs to shift gears, a command for clearing torque of the first motor 201 of the first power system and a command for controlling the first gearbox 202 to return to neutral gear are issued, the current vehicle speed is limited, the second power system which does not need to shift gears is controlled to output power through the output shaft 504 of the power coupling mechanism and control the rotation speed of the output shaft 213 of the first gearbox, so that the power is not interrupted, the vehicle speed, the rotation speed of the output shaft 504 of the power coupling mechanism and the rotation speed of the output shaft 213 of the first gearbox are kept stable, thus, the target rotation speed of the first motor 201 can be quickly determined based on the rotation speed of the output shaft 504 of the power coupling mechanism, after the rotation speed of the first motor 201 is controlled to the target rotation speed, the first gearbox 202 is quickly controlled to enter gears, and the limitation on the current vehicle speed is released, and thus the power is not interrupted and the quick and stable gear shifting is realized.
The scheme of the embodiment has more obvious effect under various severe working conditions, for example, under the conditions of load or uphill, and the like, the power can be kept to be uninterrupted, the gear can be shifted quickly and stably, and various safety problems are avoided. The vehicle can be a mining dump truck, the working condition of the mining dump truck is complex, the load is large, the requirement for being capable of keeping power uninterrupted and shifting gears rapidly and stably is more urgent, and the gear shifting effect can be effectively improved through the scheme of the embodiment.
In an exemplary embodiment, after an instruction to zero out the torque of the first motor 201 is issued, it may further include:
detecting whether the neutral gear of the first gearbox 202 is overtime after sending out an instruction for controlling the neutral gear of the first gearbox 202 under the condition that the brake signal is determined to be received;
in the case of the first gearbox 202 returning to the neutral gear overtime, determining the direction of the moment of inertia based on the rotation speed change trend of the second motor 301, if the direction of the moment of inertia is the same as the direction of the rotation speed of the second motor 301, controlling the rotation speed of the first motor 201 to increase, and if the direction of the moment of inertia is opposite to the direction of the rotation speed of the second motor 301, controlling the rotation speed of the first motor 201 to decrease so that the first gearbox 202 returns to the neutral gear;
After the first transmission 202 returns to neutral, the target rotational speed of the first electric motor 201 is determined based on the rotational speed of the output shaft 504 of the power coupling mechanism, and after the rotational speed of the first electric motor 201 is controlled to the target rotational speed, the first transmission 202 is controlled to enter gear.
After the first gearbox 202 is shifted in, the first power system can be controlled to resume normal power output. Thereby exiting the flow of shift control.
In practical application, if the rotation speed of the first motor 201 in the first power system reaches the gear-shifting condition and the driver steps on the brake to reduce the speed during the gear-shifting process, the whole vehicle controller 1300 receives the brake signal and transmits the brake signal to the gearbox control unit 1200.
Under the condition that the vehicle runs on a flat road, the vehicle can be braked to reduce the speed of the vehicle when being braked, the rotating speed of the second motor 301 has a descending trend, the first power system can be reversely dragged through the power coupling mechanism 500, and the first sliding gear sleeve 209 and the first combining teeth 205 or the second combining teeth 207 can not be out of gear due to the fact that the rotor moment of inertia of the first motor 201 in the first power system is large, and at the moment, the rotating speed of the first motor 201 needs to be controlled to follow the rotating speed of the second motor 301 so as to facilitate the out-of-gear. Under the condition that the vehicle runs downhill, the speed of the vehicle is possibly increased due to inertia during braking, the rotating speed of the second motor 301 is liable to increase, the first power system can be dragged forward through the power coupling mechanism 500, at this time, the first sliding gear sleeve 209 and the first combining teeth 205 or the second combining teeth 207 can not be out of gear due to inertia moment due to the fact that the rotor moment of inertia of the first motor 201 in the first power system is large, and at this time, the rotating speed of the first motor 201 needs to be controlled to follow the rotating speed of the second motor 301 so as to facilitate the out of gear.
When braking, the rotational speed change trend of the second motor 301 may be an increase in rotational speed, and at this time, the direction of the moment of inertia is positive, that is, the direction of the moment of inertia is the same as the direction of the rotational speed of the second motor 301, and the rotational speed change trend of the second motor 301 may be a decrease in rotational speed, and at this time, the direction of the moment of inertia is negative, that is, the direction of the moment of inertia is opposite to the direction of the rotational speed of the second motor 301.
In practice, it may be determined whether the first gearbox 202 is back neutral by a position sensor at neutral. If the first gearbox 202 does not return to neutral within the preset time period, a timeout of the first gearbox 202 return to neutral is determined.
In this embodiment, in the case of braking, the shift failure rate is reduced by following the rotation speed of the first motor 201 with the rotation speed of the second motor 301, thereby following the vehicle speed change, and smoothly completing the shift-out when the vehicle is braked.
In an exemplary embodiment, the shift control method may further include: in the case where the return of the first transmission 202 to neutral is not timed out, the target rotational speed of the first electric motor 201 is determined based on the rotational speed of the output shaft 504 of the power coupling mechanism, and after the rotational speed of the first electric motor 201 is controlled to the target rotational speed, the first transmission 202 is controlled to enter gear.
After the first gearbox 202 is shifted in, the first power system can be controlled to resume normal power output. Thereby exiting the flow of shift control.
In practical application, under the condition that the neutral gear of the first gearbox 202 is not overtime, the target rotation speed of the first motor 201 can be determined directly based on the rotation speed of the output shaft 504 of the power coupling mechanism, so that the rotation speed of the first motor 201 is regulated, the first gearbox 202 is convenient to enter gear, and gear shifting is completed rapidly.
After an instruction to clear the torque of the first motor 201 is issued, if a brake signal is not received, steps 130 to 160 may be executed.
In an exemplary embodiment, the shift control method may further include: when the gear with the largest speed ratio among all the gears provided by the first gearbox 202 and the second gearbox 302 is in the locking state, if any condition that the current vehicle speed is lower than the preset vehicle speed and the road gradient is greater than the preset gradient is met, the locking state of the gear with the largest speed ratio is released; accordingly, controlling the first gearbox 202 to enter may include: the first gearbox 202 is controlled to enter a gear where the speed ratio is maximum.
The gear with the largest speed ratio can maximize the vehicle speed. In practical applications, for the gear with the largest speed ratio, the change of the vehicle speed greatly affects the rotation speed of the first motor 201, which is easy to cause damage to the gear-shifting related mechanism, and the gear-shifting condition needs to be strictly limited to reduce the gear-shifting frequency, so that the gear with the largest speed ratio among all the gears provided by the first gearbox 202 and the second gearbox 302 is locked, and the requirement of the vehicle is determined by combining the road gradient and the vehicle speed, so as to determine whether to release the locked state of the gear with the largest speed ratio.
Wherein the preset vehicle speed is the vehicle speed that needs to be reached at the rotational speed of the first motor 201 and the rotational speed of the second motor 301. The preset vehicle speed may be obtained using a speed ratio between the vehicle speed and the rotational speeds of the first motor 201 and the second motor 301.
When the current speed is lower than the preset speed, the load is possibly larger, the power output is insufficient, the gear needs to be further increased, when the road gradient is larger than the preset gradient, the gear needs to be further increased, at the moment, the locking state of the gear with the largest speed ratio can be relieved, so that the gear with the largest speed ratio is allowed to be used during heavy load and climbing, the use frequency of the gear with the largest speed ratio is reduced, the use requirement of a user is met, and the gear shifting reliability is improved.
When either one of the conditions that the current vehicle speed is lower than the preset vehicle speed and the road gradient is greater than the preset gradient is not satisfied, the locked state of the gear with the largest speed ratio is maintained. Thereby reducing the frequency of use of the gear with the largest speed ratio.
The following describes a shift control system provided by the present invention, and the shift control system described below and the shift control method described above may be referred to correspondingly to each other.
The present embodiment provides a shift control system, which may be seen in fig. 2 and 3, including:
two power systems of the vehicle;
a transmission control unit 1200, the transmission control unit 1200 being configured to determine a first power system requiring gear shifting and a second power system not requiring gear shifting among two power systems of a vehicle, the first power system including a first transmission 202 and a first motor 201 connected to an input shaft 203 of the first transmission, the second power system including a second transmission 302 and a second motor 301 connected to an input shaft 303 of the second transmission, an output shaft 213 of the first transmission and an output shaft 313 of the second transmission each being connected to a power coupling mechanism 500 to output power through an output shaft 504 of the power coupling mechanism; issuing a command to zero out the torque of the first motor 201 and a command to control the first gearbox 202 to return to neutral; the current speed is used for limiting the speed, the second power system is controlled to output power through an output shaft 504 of the power coupling mechanism, and the rotating speed of an output shaft 213 of the first gearbox is controlled; determining a target rotational speed of the first motor 201 based on a rotational speed of an output shaft 504 of the power coupling mechanism; after controlling the rotation speed of the first motor 201 to the target rotation speed, controlling the first gearbox 202 to enter gear; and releasing the limit on the current vehicle speed.
In an exemplary embodiment, the gearbox control unit 1200 is also for:
detecting whether the neutral gear of the first gearbox 202 is overtime after sending out an instruction for controlling the neutral gear of the first gearbox 202 under the condition that the brake signal is determined to be received;
in the case of the first gearbox 202 returning to the neutral gear overtime, determining the direction of the moment of inertia based on the rotation speed change trend of the second motor 301, if the direction of the moment of inertia is the same as the direction of the rotation speed of the second motor 301, controlling the rotation speed of the first motor 201 to increase, and if the direction of the moment of inertia is opposite to the direction of the rotation speed of the second motor 301, controlling the rotation speed of the first motor 201 to decrease so that the first gearbox 202 returns to the neutral gear;
after the first transmission 202 returns to neutral, the target rotational speed of the first electric motor 201 is determined based on the rotational speed of the output shaft 504 of the power coupling mechanism, and after the rotational speed of the first electric motor 201 is controlled to the target rotational speed, the first transmission 202 is controlled to enter gear.
In an exemplary embodiment, the gearbox control unit 1200 is also for:
in the case where the return of the first transmission 202 to neutral is not timed out, the target rotational speed of the first electric motor 201 is determined based on the rotational speed of the output shaft 504 of the power coupling mechanism, and after the rotational speed of the first electric motor 201 is controlled to the target rotational speed, the first transmission 202 is controlled to enter gear.
In an exemplary embodiment, the gearbox control unit 1200 is also for:
when the gear with the largest speed ratio among all the gears provided by the first gearbox 202 and the second gearbox 302 is in the locking state, if any condition that the current vehicle speed is lower than the preset vehicle speed and the road gradient is greater than the preset gradient is met, the locking state of the gear with the largest speed ratio is released; the first gearbox 202 is controlled to enter a gear where the speed ratio is maximum.
In an exemplary embodiment, as shown in fig. 2 and 3, the shift control system may further include a vehicle controller 1300, a first MCU1400 corresponding to the first motor 201, a second MCU1500 corresponding to the second motor 301, and a vehicle speed sensor 1100, and the above shift control method may be specifically referred to in related embodiments, which are not described herein.
The invention further provides a vehicle, which comprises the gear shifting control system provided by any embodiment. The vehicle may be a general car or a work machine, and the work machine may be a construction machine such as a crane, an excavator, a pile machine, or a construction vehicle such as a boarding car, a fire truck, a mixer truck, a dump truck, or the like, for example.
Fig. 4 illustrates a physical schematic diagram of an electronic device, as shown in fig. 4, which may include: processor 410, communication interface (Communications Interface) 420, memory 430 and communication bus 440, wherein processor 410, communication interface 420 and memory 430 communicate with each other via communication bus 440. The processor 410 may invoke logic instructions in the memory 430 to perform a shift control method comprising:
A first power system requiring gear shifting and a second power system not requiring gear shifting among two power systems of the vehicle are determined, the first power system comprises a first gearbox 202 and a first motor 201 connected with an input shaft 203 of the first gearbox, the second power system comprises a second gearbox 302 and a second motor 301 connected with an input shaft 303 of the second gearbox, and an output shaft 213 of the first gearbox and an output shaft 313 of the second gearbox are connected with a power coupling mechanism 500 to output power through an output shaft 504 of the power coupling mechanism;
issuing a command to zero out the torque of the first motor 201 and a command to control the first gearbox 202 to return to neutral;
the current speed is used for limiting the speed, the second power system is controlled to output power through an output shaft 504 of the power coupling mechanism, and the rotating speed of an output shaft 213 of the first gearbox is controlled;
determining a target rotational speed of the first motor 201 based on a rotational speed of an output shaft 504 of the power coupling mechanism;
after controlling the rotation speed of the first motor 201 to the target rotation speed, controlling the first gearbox 202 to enter gear;
and releasing the limit on the current vehicle speed.
Further, the logic instructions in the memory 430 described above may be implemented in the form of software functional units and may be stored in a computer-readable storage medium when sold or used as a stand-alone product. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method of the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
In another aspect, the present invention also provides a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to perform the shift control method provided by the above methods, the method comprising:
a first power system requiring gear shifting and a second power system not requiring gear shifting among two power systems of the vehicle are determined, the first power system comprises a first gearbox 202 and a first motor 201 connected with an input shaft 203 of the first gearbox, the second power system comprises a second gearbox 302 and a second motor 301 connected with an input shaft 303 of the second gearbox, and an output shaft 213 of the first gearbox and an output shaft 313 of the second gearbox are connected with a power coupling mechanism 500 to output power through an output shaft 504 of the power coupling mechanism;
issuing a command to zero out the torque of the first motor 201 and a command to control the first gearbox 202 to return to neutral;
the current speed is used for limiting the speed, the second power system is controlled to output power through an output shaft 504 of the power coupling mechanism, and the rotating speed of an output shaft 213 of the first gearbox is controlled;
Determining a target rotational speed of the first motor 201 based on a rotational speed of an output shaft 504 of the power coupling mechanism;
after controlling the rotation speed of the first motor 201 to the target rotation speed, controlling the first gearbox 202 to enter gear;
and releasing the limit on the current vehicle speed.
In yet another aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the shift control methods provided above, the method comprising:
a first power system requiring gear shifting and a second power system not requiring gear shifting among two power systems of the vehicle are determined, the first power system comprises a first gearbox 202 and a first motor 201 connected with an input shaft 203 of the first gearbox, the second power system comprises a second gearbox 302 and a second motor 301 connected with an input shaft 303 of the second gearbox, and an output shaft 213 of the first gearbox and an output shaft 313 of the second gearbox are connected with a power coupling mechanism 500 to output power through an output shaft 504 of the power coupling mechanism;
issuing a command to zero out the torque of the first motor 201 and a command to control the first gearbox 202 to return to neutral;
the current speed is used for limiting the speed, the second power system is controlled to output power through an output shaft 504 of the power coupling mechanism, and the rotating speed of an output shaft 213 of the first gearbox is controlled;
Determining a target rotational speed of the first motor 201 based on a rotational speed of an output shaft 504 of the power coupling mechanism;
after controlling the rotation speed of the first motor 201 to the target rotation speed, controlling the first gearbox 202 to enter gear;
and releasing the limit on the current vehicle speed.
The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A shift control method, characterized by comprising:
determining a first power system needing gear shifting and a second power system not needing gear shifting in two power systems of a vehicle, wherein the first power system comprises a first gearbox and a first motor connected with an input shaft of the first gearbox, the second power system comprises a second gearbox and a second motor connected with the input shaft of the second gearbox, and an output shaft of the first gearbox and an output shaft of the second gearbox are connected with a power coupling mechanism to output power through an output shaft of the power coupling mechanism;
sending out an instruction for resetting the torque of the first motor and an instruction for controlling the first gearbox to return to neutral;
The current speed is used for limiting the speed, the second power system is controlled to output power through the output shaft of the power coupling mechanism, and the rotating speed of the output shaft of the first gearbox is controlled;
determining a target rotational speed of the first motor based on a rotational speed of an output shaft of the power coupling mechanism; after the rotating speed of the first motor is controlled to the target rotating speed, controlling the first gearbox to enter a gear;
and releasing the limit on the current vehicle speed.
2. The shift control method according to claim 1, characterized by further comprising, after the instruction to zero out the torque of the first motor:
under the condition that a brake signal is determined to be received, after an instruction for controlling the first gearbox to return to neutral gear is sent out, whether the first gearbox returns to neutral gear to be overtime is detected;
under the condition that the reverse neutral gear of the first gearbox is overtime, determining an inertia moment direction based on the rotation speed change trend of the second motor, if the inertia moment direction is the same as the rotation speed direction of the second motor, controlling the rotation speed of the first motor to be increased, and if the inertia moment direction is opposite to the rotation speed direction of the second motor, controlling the rotation speed of the first motor to be reduced so as to enable the first gearbox to return to the neutral gear;
And after the first gearbox returns to neutral gear, determining the target rotating speed of the first motor based on the rotating speed of the output shaft of the power coupling mechanism, and after controlling the rotating speed of the first motor to the target rotating speed, controlling the first gearbox to enter gear.
3. The shift control method according to claim 2, characterized by further comprising:
and under the condition that the neutral gear of the first gearbox is not overtime, determining the target rotating speed of the first motor based on the rotating speed of the output shaft of the power coupling mechanism, and controlling the first gearbox to enter the gear after controlling the rotating speed of the first motor to the target rotating speed.
4. A shift control method according to any one of claims 1 to 3, characterized by further comprising:
when all gears with the maximum speed ratio in all gears provided by the first gearbox and the second gearbox are in a locking state, if any condition that the current speed is lower than a preset speed and the road gradient is greater than a preset gradient is met, releasing the locking state of the gear with the maximum speed ratio;
the controlling the first gearbox to enter gear comprises the following steps:
and controlling the first gearbox to enter a gear with the maximum speed ratio.
5. The shift control method according to claim 1, characterized by further comprising, after the release of the restriction of the current vehicle speed:
and controlling and recovering the first power system and the second power system to perform normal power output.
6. A shift control system, comprising:
two power systems of the vehicle;
a transmission control unit; the transmission control unit is used for determining a first power system needing gear shifting and a second power system not needing gear shifting in two power systems of the vehicle, the first power system comprises a first transmission and a first motor connected with an input shaft of the first transmission, the second power system comprises a second transmission and a second motor connected with the input shaft of the second transmission, and an output shaft of the first transmission and an output shaft of the second transmission are connected with a power coupling mechanism to output power through the output shaft of the power coupling mechanism; sending out an instruction for resetting the torque of the first motor and an instruction for controlling the first gearbox to return to neutral; the current speed is used for limiting the speed, the second power system is controlled to output power through the output shaft of the power coupling mechanism, and the rotating speed of the output shaft of the first gearbox is controlled; determining a target rotational speed of the first motor based on a rotational speed of an output shaft of the power coupling mechanism; after the rotating speed of the first motor is controlled to the target rotating speed, controlling the first gearbox to enter a gear; and releasing the limit on the current vehicle speed.
7. The shift control system of claim 6, wherein the transmission control unit is further configured to:
under the condition that a brake signal is determined to be received, after an instruction for controlling the first gearbox to return to neutral gear is sent out, whether the first gearbox returns to neutral gear to be overtime is detected;
under the condition that the reverse neutral gear of the first gearbox is overtime, determining an inertia moment direction based on the rotation speed change trend of the second motor, if the inertia moment direction is the same as the rotation speed direction of the second motor, controlling the rotation speed of the first motor to be increased, and if the inertia moment direction is opposite to the rotation speed direction of the second motor, controlling the rotation speed of the first motor to be reduced so as to enable the first gearbox to return to the neutral gear;
and after the first gearbox returns to neutral gear, determining the target rotating speed of the first motor based on the rotating speed of the output shaft of the power coupling mechanism, and after controlling the rotating speed of the first motor to the target rotating speed, controlling the first gearbox to enter gear.
8. The shift control system of claim 6 or 7, wherein the gearbox control unit is further configured to:
when all gears with the maximum speed ratio in all gears provided by the first gearbox and the second gearbox are in a locking state, if any condition that the current speed is lower than a preset speed and the road gradient is greater than a preset gradient is met, releasing the locking state of the gear with the maximum speed ratio; and controlling the first gearbox to enter a gear with the maximum speed ratio.
9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the shift control method of any of claims 1 to 7 when the program is executed by the processor.
10. A vehicle comprising a shift control system as claimed in any one of claims 6 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310065717.3A CN116006681A (en) | 2023-01-18 | 2023-01-18 | Gear shifting control method and system, electronic equipment and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310065717.3A CN116006681A (en) | 2023-01-18 | 2023-01-18 | Gear shifting control method and system, electronic equipment and vehicle |
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| CN116006681A true CN116006681A (en) | 2023-04-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202310065717.3A Pending CN116006681A (en) | 2023-01-18 | 2023-01-18 | Gear shifting control method and system, electronic equipment and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117685361A (en) * | 2024-02-04 | 2024-03-12 | 潍柴动力股份有限公司 | Gear shifting control method and device of AMT gear box system, vehicle and storage medium |
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2023
- 2023-01-18 CN CN202310065717.3A patent/CN116006681A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117685361A (en) * | 2024-02-04 | 2024-03-12 | 潍柴动力股份有限公司 | Gear shifting control method and device of AMT gear box system, vehicle and storage medium |
| CN117685361B (en) * | 2024-02-04 | 2024-06-18 | 潍柴动力股份有限公司 | Gear shifting control method and device of AMT gear box system, vehicle and storage medium |
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