CN117719364B

CN117719364B - Vehicle gear lifting control method and device, electronic equipment and storage medium

Info

Publication number: CN117719364B
Application number: CN202410120707.XA
Authority: CN
Inventors: 吴俊�; 喻皓; 张光臻; 赵小坤
Original assignee: GAC Aion New Energy Automobile Co Ltd
Current assignee: GAC Aion New Energy Automobile Co Ltd
Priority date: 2024-01-29
Filing date: 2024-01-29
Publication date: 2024-08-09
Anticipated expiration: 2044-01-29
Also published as: CN117719364A

Abstract

The invention relates to the technical field of vehicles. The invention discloses a vehicle gear lifting control method, a device, electronic equipment and a storage medium. The method comprises the following steps: controlling the first motor and the second motor of the driven wheels to work; responding to a gear switching request of a first motor, performing internal resistance compensation on the torque of the first motor when responding to the gear switching request, and calculating a second motor transfer torque at the current moment based on the internal resistance of the first motor and the internal resistance of the second motor so as to compensate the torque, and transferring the second motor transfer torque from the first motor to the second motor; after torque transfer, controlling a synchronizer of the first motor to be engaged in a neutral gear; calculating a target rotating speed of the first motor, and controlling the rotating speed of the first motor to reach the target rotating speed; and after the rotating speed of the first motor reaches the target rotating speed, controlling the synchronizer of the first motor to be engaged into the target gear. According to the torque transfer method, the internal resistance compensation is performed based on the first motor internal resistance and the second motor internal resistance, so that accurate transfer torque can be calculated.

Description

Vehicle gear lifting control method and device, electronic equipment and storage medium

Technical Field

The invention relates to the technical field of vehicles, in particular to a vehicle gear lifting control method and device, electronic equipment, a storage medium and a vehicle.

Background

The existing single-gear motor technology cannot give consideration to low-speed large torque and higher vehicle speed requirements, so that the existing partial pure electric vehicles adopt a driving mode of double driving motors, one motor is a direct driving motor and continuously operates, the other motor is used as a gear shifting motor, and the low-speed large torque and higher vehicle speed operation requirements are respectively met by switching through two different speed ratios.

However, in the prior art, when shifting gears, torque transfer between a gear shifting motor and a direct drive motor is not smooth, driving experience is affected, and meanwhile, when shifting gears, the speeds of the two motors are not matched, driving experience is poor, and motor faults are easily caused.

Disclosure of Invention

Based on the above, it is necessary to provide a vehicle gear lifting control method, a device, an electronic device, a storage medium and a vehicle for solving the technical problems that in the prior art, when gear shifting is performed, torque transfer between a gear shifting motor and a direct drive motor is not smooth, driving experience is affected, meanwhile, the speeds of the two motors are not matched, driving experience is poor, and motor faults are easily caused.

The invention provides a vehicle gear lifting control method, which comprises the following steps:

Controlling the first motor and the second motor of the driven wheels to work;

Responding to a gear switching request of a first motor, at each moment, performing internal resistance compensation on the torque of the first motor when responding to the gear switching request, based on the internal resistance of the first motor and the internal resistance of a second motor, obtaining compensation torque, calculating second motor transfer torque at the current moment by using the compensation torque, and transferring the second motor transfer torque from the first motor to the second motor, wherein the gear switching request is used for switching the first motor from the current gear to a target gear;

After torque transfer, controlling a synchronizer of the first motor to be engaged in a neutral gear;

Acquiring the current rotating speed of the second motor, calculating the target rotating speed of the first motor according to the current rotating speed of the second motor, and controlling the rotating speed of the first motor to reach the target rotating speed;

And after the rotating speed of the first motor reaches the target rotating speed, controlling the synchronizer of the first motor to be hung into the target gear.

Further, the calculating the torque of the first motor in response to the gear switching request, performing internal resistance compensation based on the internal resistance of the first motor and the internal resistance of the second motor to obtain a compensation torque, and calculating the second motor transfer torque at the current moment according to the compensation torque includes:

calculating a second motor transfer torque at the current moment to be Tem2= ((Tem 1-Tem1in+Tem2in): iEM 1/iEM): (T/delta T1), wherein Tem2 is the second motor transfer torque, tem1 is the torque of the first motor when responding to the gear switching request, iEM1 is the first motor speed ratio of the first motor at the current gear, tem1in is the first motor internal resistance of the first motor at the current gear, tem2in is the second motor internal resistance, iEM2 is the second motor speed ratio, T is the gear shifting real-time at the current moment, and delta T1 is the total torque transfer duration.

Further, the step of performing internal resistance compensation on the torque of the first motor when responding to the gear switching request based on the internal resistance of the first motor and the internal resistance of the second motor to obtain compensation torque, and the step of calculating the second motor transfer torque at the current moment according to the compensation torque further comprises the steps of:

and stopping increasing the second motor torque if the second motor torque reaches the maximum bearing output torque of the second motor gear set, and transferring the first motor torque to the precursor motor based on the first motor internal resistance and the precursor motor internal resistance of the precursor motor, wherein the precursor motor drives the front wheels.

Still further, the transferring the first motor torque to the precursor motor based on the first motor internal resistance and the precursor motor internal resistance comprises:

At each moment, based on the internal resistance of the first motor and the internal resistance of the precursor motor, calculating the transfer torque of the precursor motor at the current moment, and transferring the transfer torque of the precursor motor from the first motor to the precursor motor for driving the front wheels, wherein the transfer torque of the precursor motor is as follows:

temf = { [ ((Tem 1-Tem1in+ Temfin) × iEM1-Tem2max iEM 2) ]/iEMF } (T/δt1), where Temf is the precursor motor transfer torque, tem2max is the maximum bearing output torque of the second motor gear set, iEMF is the precursor motor speed ratio, tem1 is the torque of the first motor in response to the gear shift request, iEM1 is the first motor speed ratio of the first motor in the current gear, tem1in is the first motor internal resistance of the first motor in the current gear, temfin is the precursor motor internal resistance, iEM2 is the second motor speed ratio, T is the shift real-time at the current moment, δt1 is the total torque transfer duration.

Further, the calculating the target rotation speed of the first motor according to the current rotation speed of the second motor includes:

calculating a target rotation speed of the first motor as follows: spdem1 set= [ (Spdem/iEM 2) +δt2 ] Ttotal/M ] iEM1, where Spdem set is the target rotation speed, iEM1 is a first motor speed ratio of the first motor in the target gear, spdem2 is a second motor current rotation speed, iEM2 is a second motor speed ratio, ttotal is a total output torque, M is a vehicle mass, and δt2 is a speed adjustment duration.

Still further, still include:

Detecting a vehicle speed, and generating a gear switching request for switching a first motor from a first gear to a second gear when the vehicle speed is larger than a first vehicle speed threshold; or when the vehicle speed is lower than a second vehicle speed threshold, generating a gear switching request for switching the first motor from the second gear to the first gear, wherein the first vehicle speed threshold is the sum of the vehicle speed and a first redundancy value when the first vehicle speed torque curve and the second vehicle speed torque curve intersect, the second vehicle speed threshold is the sum of the vehicle speed and a second redundancy value when the first vehicle speed torque curve and the second vehicle speed torque curve intersect, and the first redundancy value is larger than the second redundancy value.

The invention provides a vehicle gear lifting control device, comprising:

The motor control module is used for controlling the first motor and the second motor which drive the rear wheels to work;

the torque exchange module is used for responding to a gear switching request of a first motor, carrying out internal resistance compensation on the torque of the first motor when responding to the gear switching request at each moment, based on the internal resistance of the first motor and the internal resistance of a second motor to obtain compensation torque, calculating a second motor transfer torque at the current moment according to the compensation torque, and transferring the second motor transfer torque from the first motor to the second motor, wherein the gear switching request is used for switching the first motor from the current gear to a target gear;

The gear shifting module is used for controlling the synchronizer of the first motor to be shifted into a neutral gear after torque transfer;

the speed regulating module is used for obtaining the current rotating speed of the second motor, calculating the target rotating speed of the first motor according to the current rotating speed of the second motor, and controlling the rotating speed of the first motor to reach the target rotating speed;

and the gear shifting module is used for controlling the synchronizer of the first motor to shift into the target gear after the rotating speed of the first motor reaches the target rotating speed.

The present invention provides an electronic device including:

At least one processor; and

A memory communicatively coupled to at least one of the processors; wherein,

The memory stores instructions executable by at least one of the processors to enable the at least one processor to perform a vehicle gear up and down control method as described above.

The present invention provides a storage medium storing computer instructions for performing all the steps of the vehicle gear shift up-down control method as described above when executed by a computer.

The invention provides a vehicle, comprising the vehicle gear lifting control device or the electronic equipment.

When a gear switching request of a first motor is received when the first motor and a second motor of a driven wheel are controlled to work, internal resistance compensation is carried out on torque of the first motor when the gear switching request is responded on the basis of internal resistance of the first motor and internal resistance of the second motor to obtain compensation torque, the second motor transfer torque at the current moment is calculated according to the compensation torque, the second motor transfer torque is transferred from the first motor to the second motor, after the torque of the first motor is transferred to the second motor, the first motor is hung into a neutral gear, then the target rotating speed of the first motor is calculated according to the current rotating speed of the second motor, and a synchronizer of the first motor is controlled to be hung into a target gear when the first motor is controlled to reach the target rotating speed. According to the torque transfer method, the torque of the first motor when the gear switching request is responded is subjected to internal resistance compensation based on the internal resistance of the first motor and the internal resistance of the second motor to obtain compensation torque, and the second motor transfer torque at the current moment is calculated according to the compensation torque, so that when the first motor switches gears, the output integral torque is unchanged, meanwhile, the accurate transfer torque can be calculated, the torque transfer becomes smooth, the driving experience is improved, meanwhile, the rotating speed of the first motor can be matched with the rotating speed of the second motor, and motor faults are avoided.

Drawings

FIG. 1 is a flowchart illustrating a vehicle gear lift control method according to an embodiment of the present invention;

FIG. 2 is a flowchart illustrating a vehicle gear lift control method according to another embodiment of the present invention;

FIG. 3 is a system schematic diagram of a dual motor drive system;

FIG. 4 is a system schematic diagram of a dual motor control system;

FIG. 5 is a schematic illustration of a first gear upshift and a second gear process under conditions where the total torque demand at the wheel end is equal to or less than Tmax iEM times the product;

FIG. 6 is a schematic diagram illustrating a two-gear downshift process under conditions where the total torque demand at the wheel end is equal to or less than Tmax iEM times the product of the torque demand at the wheel end according to an example of the present invention;

FIG. 7 is a schematic illustration of a two-gear upshift process under conditions where the total torque demand at the wheel end is greater than Tmax iEM times the product of the two-gear torque demand at the wheel end;

FIG. 8 is a schematic diagram illustrating a downshift event during a second gear downshift event when the total torque demand at the wheel end is greater than Tmax iEM times the product of the torque demand at the wheel end in accordance with an example of the present invention;

FIG. 9 is a schematic out-of-gear characteristic;

FIG. 10 is a schematic view of a vehicle gear lifting control device according to an embodiment of the present invention;

fig. 11 is a schematic hardware structure of an electronic device according to the present invention.

Detailed Description

Specific embodiments of the present invention will be further described below with reference to the accompanying drawings. Wherein like parts are designated by like reference numerals. It should be noted that the words "front", "rear", "left", "right", "upper" and "lower" used in the following description refer to directions in the drawings, and the words "inner" and "outer" refer to directions toward or away from, respectively, the geometric center of a particular component.

Fig. 1 is a flowchart of a vehicle gear lifting control method according to an embodiment of the present invention, including:

step S101, controlling a first motor and a second motor which drive the rear wheels to work;

step S102, responding to a gear switching request of a first motor, performing internal resistance compensation on the torque of the first motor when responding to the gear switching request at each moment, based on the internal resistance of the first motor and the internal resistance of a second motor, obtaining compensation torque, calculating second motor transfer torque at the current moment according to the compensation torque, and transferring the second motor transfer torque from the first motor to the second motor, wherein the gear switching request is used for switching the first motor from the current gear to a target gear;

Step S103, after torque transfer, controlling a synchronizer of the first motor to be engaged in a neutral gear;

step S104, obtaining the current rotating speed of the second motor, calculating the target rotating speed of the first motor according to the current rotating speed of the second motor, and controlling the rotating speed of the first motor to reach the target rotating speed;

Step S105, after the rotation speed of the first motor reaches the target rotation speed, controlling the synchronizer of the first motor to be engaged into the target gear.

In particular, the invention may be applied to an electronic device having processing capabilities, such as an electronic controller unit (ElectronicControl Unit, ECU) of a vehicle. Preferably, the electronic device is a vehicle control unit (Vehicle Control Unit, VCU).

Fig. 3 is a schematic diagram of a system of a dual-motor driving system, which includes a first motor 31 and a second motor 32, wherein the second motor 32 is a direct-drive motor, and the first motor 31 is a gear shift motor, wherein the second motor 32 drives the rear wheel 30 through a second motor gear 33, the first motor 31 drives the rear wheel 30 through a first motor first gear 34 in a first gear, and the first motor 31 drives the rear wheel 30 through a first motor second gear 35 in a second gear.

Fig. 4 shows a system schematic diagram of a dual-motor control system, which includes a gear shifting mechanism (Electronic Gear Selector Module, EGSM) 1, a shift fork displacement sensor (Position Linear Contactless Device, PLCD) 2, an Electronic gear shifting Unit (Electronic GEAR SHIFT Unit, EGSU) 3, a vehicle controller 4, a first motor controller (Drive Moter Control Unit, DCU) 5, and a second motor controller 6.

Wherein the electronic gear shifting unit 3 provides a gear shifting motor control current to the gear shifting mechanism 1 and receives a gear shifting fork actual displacement pulse width modulation (Pulse Width Modulation, PWM) signal from the fork displacement sensor 2. And the whole vehicle controller 4 provides a gear shifting motor mode request and a gear shifting motor target control displacement for the electronic gear shifting unit 3, and the electronic gear shifting unit 3 provides a gear shifting motor actual torque signal, a gear shifting motor actual rotating speed signal, a gear shifting fork actual displacement signal and a fault storage target position for the whole vehicle controller 4. The vehicle controller 4 sends a first motor mode request, a first motor torque/speed request to the first motor controller 5, and receives mode/torque/speed feedback from the first motor controller 5, and the vehicle controller 4 sends a second motor mode request, a second motor torque/speed request to the second motor controller 6, and receives mode/torque/speed feedback from the second motor controller 6.

The vehicle gear lifting control method specifically comprises the steps that the electronic equipment executes step S101 to control the first motor and the second motor which drive the rear wheels to work. Preferably, the second motor is preferably a direct drive motor, which is continuously operated, and the first motor is a gear motor, which has at least a neutral gear, a first gear and a second gear.

When a gear shift request of the first motor is received, the steps S102 to S105 are triggered and executed.

Specifically, the gear shift request of the first motor, which is a request for the first motor to perform gear shift between the first gear and the second gear, includes: upshift from first gear to second gear, or downshift from second gear to first gear. The first motor and the second motor have different speed ratios of the speed reducer, and the first gear and the second motor can provide larger torque when in low speed by setting different speed ratios of the first gear and the second gear, so that stronger starting power can be provided, and the second gear can provide higher vehicle speed.

The gear shift comprises four phases, namely a torque exchange phase, an off-shift phase, a speed regulation phase and an on-shift phase.

The torque exchange stage is step S102, the shift-out stage is step S103, the speed-adjusting stage is step S104, and the shift-in stage is step S105.

Step S102 is executed, in response to a gear switching request of a first motor, at each moment, the torque of the first motor when the gear switching request is responded is compensated based on the internal resistances of the first motor and the second motor to obtain compensation torque, the second motor transfer torque at the current moment is calculated according to the compensation torque, the second motor transfer torque is transferred from the first motor to the second motor, and the gear switching request is to switch the first motor from the current gear to a target gear.

And when torque is transferred, calculating the transfer torque of a second motor at the current moment, transferring the transfer torque of the second motor from the first motor to the second motor, and switching the gear to the target gear from the current gear by using the first motor.

Then, after the torque transfer, step S103 is performed to control the synchronizer of the first electric machine to be engaged in the neutral position. Specifically, the synchronizer of the first motor may be pushed into neutral by the shift motor.

And then executing step S104, obtaining the current rotating speed of the second motor, calculating the target rotating speed of the first motor according to the current rotating speed of the second motor, and controlling the rotating speed of the first motor to reach the target rotating speed.

The current rotational speed of the second motor may be obtained by a motor rotational speed sensor of the vehicle. For example, the current rotational speed of the second motor is acquired from the electronic gear shifting unit 3.

And then, calculating the target rotating speed of the first motor according to the current rotating speed of the second motor, and controlling the rotating speed of the first motor to reach the target rotating speed by adopting the existing motor rotating speed control method.

After the rotation speed of the first motor reaches the target rotation speed, step S105 is executed, a gear shifting stage is entered, and the synchronizer of the first motor is controlled to shift into the gear indicated by the gear shifting request of the first motor.

Specifically, after the speed regulation stage is completed, the gear shifting motor is controlled to control the synchronizer of the first motor to be engaged in a gear indicated by the gear shifting request of the first motor, for example, a first gear or a second gear.

Fig. 2 is a flowchart of a vehicle gear lifting control method according to another embodiment of the present invention, including:

Step S201, controlling the first motor and the second motor for driving the rear wheels to operate.

In one embodiment, the method further comprises:

Step S202, in response to a gear shift request of the first motor, calculating a second motor shift torque at a current time as Tem 2= ((Tem 1-Tem 1 in+tem 2 in) × iEM 1/iEM) x (T/δt1) at each time, where Tem2 is the second motor shift torque, tem1 is a torque of the first motor in response to the gear shift request, iEM1 is a first motor speed ratio of the first motor in a current gear, tem1in is a first motor internal resistance of the first motor in a current gear, tem2in is a second motor internal resistance, iEM is a second motor speed ratio, T is a shift real-time of the current time, δt1 is a total torque shift time, and torque is shifted from the first motor to the second motor, and the gear shift request is to shift the first motor from the current gear to a target gear.

And step S203, if the second motor torque reaches the maximum bearing output torque of the second motor gear set, stopping increasing the second motor torque, and transferring the first motor torque to the precursor motor based on the first motor internal resistance and the precursor motor internal resistance of the precursor motor, wherein the precursor motor drives the front wheels.

In one embodiment, the transferring the first motor torque to the precursor motor based on the first motor internal resistance and the precursor motor internal resistance of the precursor motor comprises:

In step S204, after the torque transfer, the synchronizer of the first electric machine is controlled to be engaged in the neutral gear.

Step S205, the current rotating speed of the second motor is obtained, the target rotating speed of the first motor is calculated according to the current rotating speed of the second motor, and the rotating speed of the first motor is controlled to reach the target rotating speed.

In one embodiment, the calculating the target rotation speed of the first motor according to the current rotation speed of the second motor includes:

And S206, after the rotating speed of the first motor reaches the target rotating speed, controlling the synchronizer of the first motor to be hung into the target gear.

Specifically, step S201 is first performed, and the second motor is continuously operated while the first motor is also operated in the first gear or the second gear.

The gear shift request of the first motor may be triggered by the driver control or may be determined by the vehicle according to the vehicle speed.

In one embodiment, the method further comprises:

Fig. 9 shows an out-of-gear characteristic diagram, wherein the abscissa represents the vehicle speed and the ordinate represents the torque, and the out-of-gear characteristic diagram includes a first-gear torque curve 901 and a second-gear torque curve 902. The first-gear speed torque curve 901 is a curve of the vehicle speed and the first motor torque of the first motor in the first gear, and the second-gear speed torque curve 902 is a curve of the vehicle speed and the first motor torque of the first motor in the second gear.

It can be seen from fig. 9 that the first gear torque is greater than the second gear torque when the vehicle speed is low, and that the first gear torque is less than the second gear torque when the vehicle speed exceeds a certain threshold.

Therefore, according to the vehicle speed, when the vehicle speed is greater than the first vehicle speed threshold value, the first motor is controlled to be switched from the first gear to the second gear, and when the vehicle speed is lower than the second vehicle speed threshold value, the first motor is controlled to be switched from the second gear to the first gear.

Specifically, the first vehicle speed threshold is set to be the sum of the vehicle speed and the first redundancy value when the first vehicle speed torque curve and the second vehicle speed torque curve intersect, the second vehicle speed threshold is set to be the sum of the vehicle speed and the second redundancy value when the first vehicle speed torque curve and the second vehicle speed torque curve intersect, and the first redundancy value is larger than the second redundancy value.

Preferably, the first redundancy value is 20km/h and the second redundancy value is 0.

Specifically, the first gear shift completion vehicle speed is smaller than speed 1+a first redundancy value, the first gear shift completion vehicle speed is smaller than speed1, the second gear shift completion vehicle speed is smaller than speed2 plus a third redundancy value, and the second gear shift completion vehicle speed is smaller than speed2.

Speed1 is the speed of the vehicle when the first speed torque curve intersects the second speed torque curve, and speed2 is the maximum speed of the vehicle when the first motor is in first gear.

The first gear shifting completion vehicle speed is the vehicle speed when the first motor is shifted from first gear to second gear, the synchronizer is shifted into neutral gear, the first gear shifting completion vehicle speed is the vehicle speed when the first motor is shifted from second gear to first gear, the synchronizer is shifted into first gear, the second gear shifting completion vehicle speed is the vehicle speed when the first motor is shifted from second gear to first gear, the synchronizer is shifted into neutral gear, and the second gear shifting completion vehicle speed is the vehicle speed when the first motor is shifted from first gear to second gear.

Through the above-mentioned speed limit, when the first motor is greater than speed 1+first redundancy value, start to switch from first gear to second gear, and accomplish the switch to second gear before speed 2. Meanwhile, the first motor can start to switch from the second gear to the first gear when the vehicle speed is lower than the speed2 plus a third redundancy value, and complete to switch to the first gear when the vehicle speed is lower than the speed 1.

Preferably, the first redundancy value is 20km/h and the third redundancy value is 30km/h.

According to the embodiment, the automatic gear shifting is realized by setting the gear shifting strategy, so that larger torque is obtained at a low speed, and the requirement of a higher vehicle speed can be met.

Upon receiving the gear shift request of the first motor, steps S202 to S205 are performed.

Specifically, step S202 is first executed, in response to a gear shift request of a first motor, at each moment, a second motor shift torque at a current moment is calculated to be tem2= ((Tem 1-tem1in+tem2in) × iEM 1/iEM) ×t/δt1), where Tem2 is the second motor shift torque, tem1 is a torque of the first motor in response to the gear shift request, iEM1 is a first motor speed ratio of the first motor in a current gear, tem1in is a first motor internal resistance of the first motor in the current gear, tem2in is a second motor internal resistance, iEM is a second motor speed ratio, T is a shift real-time at the current moment, δt1 is a total torque shift duration, the second motor shift torque is shifted from the first motor to the second motor, and the gear shift request is to shift the first motor from the current gear to a target gear.

The gear shifting real-time at the current moment is the time length from the moment of receiving the gear switching request of the first motor to the current moment. The total torque transfer duration is a preset duration required for transferring the first motor torque as a whole.

At each moment, calculating a second motor transfer torque at the current moment, and then increasing the second motor torque to T2+Tem2, wherein T2 is the initial torque of the second motor when a gear shift request of the first motor is received, and simultaneously, the first motor torque is reduced to Tem1-Tem2 x iEM2/iEM1 until the total torque transfer duration is reached, and the first motor torque is reduced to zero torque.

Specifically, since the first motor is operating, the torque of the first motor needs to be transferred to the second motor, and in the transfer process, the internal resistance of the first motor is considered to compensate the internal resistance of the first motor, so that more accurate transfer torque is obtained.

Meanwhile, the torque exchange stage is discussed in terms of operating conditions because the torque that the second motor-gear set is maximally subjected to is Tmax.

And under the working condition that the total torque required by the wheel end is smaller than or equal to the product of the maximum bearing output torque Tmax of the second motor gear set and the second motor speed ratio iEM, the torque of the first motor is only required to be transferred to the second motor.

Fig. 5 shows a first gear upshift and a second gear upshift under the condition that the total torque demand at the wheel end is less than or equal to Tmax x iEM and the product condition that the total torque demand at the wheel end is less than or equal to Tmax x iEM2, and fig. 6 shows a second gear downshift and a first gear downshift under the condition that the total torque demand at the wheel end is less than or equal to Tmax x iEM. In the torque exchange stage, under the working condition that the total torque required by the wheel end is smaller than or equal to Tmax iEM and is multiplied by the product of the two steps, the second motor required torque is calculated according to the total torque required by the wheel end, the first motor speed ratio and the second motor speed ratio, the first motor torque 54 is gradually reduced, the second motor torque 55 is increased, the first motor torque 54 is transferred to the second motor torque 55, the precursor motor torque 56 is kept increasing until the first motor torque is 0, and then the gear disengagement stage is entered.

At this time, at each moment, a second motor transfer torque at the current moment is calculated, the second motor transfer torque is transferred from the first motor to the second motor, the gear switching request is to switch the first motor from the current gear to the target gear, the second motor transfer torque is tem2= ((Tem 1-tem1in+tem2in) × iEM1/iEM 2) (T/δt1), wherein Tem2 is the second motor transfer torque, tem1 is a torque of the first motor in response to the gear switching request, iEM1 is a first motor speed ratio of the first motor in the current gear, tem1in is a first motor internal resistance of the first motor in the current gear, tem2in is a second motor internal resistance, iEM2 is a second motor speed ratio, T is a real-time of gear shifting at the current moment, and δt1 is a total torque transfer duration.

When the current gear of the first motor is the first gear, iEM1 is the first motor first gear ratio i1EM1, tem1in is the first motor first gear internal resistance Tem1in1, and the second motor transfer torque is Tem 2= ((Tem 1-Tem 1in 1+tem 2 in) i1EM1/iEM 2) (T/δt1).

When the current gear of the first motor is the second gear, iEM is a first motor second gear ratio i2EM1, tem1in is a first motor second gear internal resistance Tem1in2, and the second motor required torque is Tem 2= ((Tem 1-Tem 1in 2+tem 2 in) i2EM1/iEM 2) (T/δt1).

At each moment, calculating a second motor transfer torque at the current moment, and increasing the second motor torque to T2+Tem2, wherein T2 is an initial torque of the second motor when a gear switching request of the first motor is received, and simultaneously, the first motor torque is reduced to Tem1-Tem2 x iEM2/iEM1 until the total torque transfer duration is reached, and the first motor torque is reduced to zero torque.

According to the embodiment, the torque transferred by the second motor at each moment is calculated through the ratio of the gear shifting real-time to the total torque transfer time, and the torque of the first motor is compensated according to the internal resistance of the current gear of the first motor, so that when the first motor is in gear shifting, the torque transfer is gradually performed while the output overall torque is unchanged, the torque transfer becomes smooth, and the torque transfer of the first motor is more accurate.

And under the working condition that the total torque required by the wheel end is larger than the product of the maximum bearing output torque Tmax of the second motor gear set and the second motor speed ratio iEM, after the second motor torque reaches the maximum bearing output torque of the second motor gear set at a certain moment in the total torque transfer time, executing step S203, wherein the second motor torque is not increased any more, and then transferring the first motor torque to the precursor motor based on the first motor internal resistance and the precursor motor internal resistance, wherein the precursor motor drives the front wheels.

Wherein the first and second electric machines together drive the rear wheels of the vehicle and the front-drive motor EMF is used to drive the front wheels of the vehicle.

According to the embodiment, under the working condition that the total torque required by the wheel end is smaller than or equal to the product working condition of the maximum bearing output torque of the gear set of the second motor and the speed ratio of the second motor, the torque of the first motor is transferred to the second motor, and under the working condition that the total torque required by the wheel end is larger than the product working condition of the maximum bearing output torque of the gear set of the second motor and the speed ratio of the second motor, the torque of the first motor is transferred to the second motor and the precursor motor respectively, so that the torque transfer of the first motor is realized, and the power of the whole vehicle is ensured not to be interrupted or to be suddenly and automatically controlled.

Specifically, fig. 7 shows a first gear upshift and a second gear upshift under the condition that the total torque demand at the wheel end is greater than Tmax iEM times the product, and fig. 8 shows a second gear downshift and a first gear downshift under the condition that the total torque demand at the wheel end is greater than Tmax iEM times the product. In the working condition that the total torque required by the wheel end is larger than the product of Tmax and iEM & lt 2 & gt, the first motor torque 54 is gradually reduced and the second motor torque 55 is increased in the torque exchange stage, the second motor torque 55 stops being increased until the second motor torque reaches the maximum bearing output torque of the second motor gear set, the first motor torque 54 is continuously reduced and the precursor motor torque 56 is increased until the first motor torque is 0, and then the gear removal stage is entered.

And in the torque exchange stage, when the second motor torque does not reach the maximum bearing output torque Tmax of the second motor gear set, calculating the second motor transfer torque at the current moment, and increasing the second motor torque 55 to T2+Tem2, wherein T2 is the initial torque of the second motor when the gear switching request of the first motor is received, and simultaneously, the first motor torque 54 is reduced to be Tem1-Tem2 x iEM/iEM 1 until the second motor torque reaches the maximum bearing output torque of the second motor gear set, and stopping increasing the second motor torque 55.

Then, at each time, the precursor motor transfer torque at the current time is calculated as:

The precursor motor torque 56 is increased to tf+ Temf, where Tf is the initial torque of the precursor motor when the second motor torque reaches the maximum sustained output torque of the second motor gearset, while continuing to decrease the slope of the first motor torque 54, decreasing the first motor torque to 0 for δt1, and then entering the off-shift stage.

In the embodiment, the internal resistance compensation is performed on the torque of the first motor through the internal resistance of the first motor and the internal resistance of the precursor motor, so that the residual torque of the first motor is accurately transferred to the second motor and the precursor motor.

After the torque transfer, the shift-off phase is entered, and step S204 is performed to control the synchronizer of the first electric machine to engage the neutral gear.

Specifically, after the torque exchange phase is completed, the shift motor pushes the synchronizer into neutral.

And then entering a speed regulation stage, executing step S205, obtaining the current rotating speed of the second motor, calculating the target rotating speed of the first motor according to the current rotating speed of the second motor, the total output torque and the total torque transfer duration, and controlling the rotating speed of the first motor to reach the target rotating speed.

Specifically, the second motor current rotation speed is first acquired, for example, from the electronic shift unit 3.

Then, calculating the target rotation speed of the first motor as follows:

Spdem1 set= [ (Spdem/iEM 2) +δt2 ] Ttotal/M ] iEM1, where Spdem set is the target rotation speed, iEM1 is a first motor speed ratio of the first motor in the target gear, spdem2 is a second motor current rotation speed, iEM2 is a second motor speed ratio, ttotal is a total output torque, M is a vehicle mass, and δt2 is a speed adjustment duration.

Specifically, when the gear switching request of the first motor is a first gear up-shift and a second gear, the current rotation speed and the second gear ratio of the current second motor are used for reversely calculating the rotation speed of the second gear driving gear, and the rotation speed is set as the target rotation speed of the first motor for speed regulation:

Spdem1 set= [ (Spdem/iEM 2) +δt2×ttotal/M ]. I2EM1, where Spdem1set is the target rotation speed, i2EM1 is the first motor speed ratio of the second gear, spdem2 is the second motor current rotation speed, and iEM2 is the second motor speed ratio.

When the gear switching request of the first motor is a second gear down-shifting, the current rotation speed of the second motor and the first gear ratio are used for reversely calculating the rotation speed of the first gear driving gear, and the rotation speed is set as the target rotation speed of the first motor for speed regulation:

Spdem1 set= [ (Spdem/iEM 2) +δt2×ttotal/M ]. I1EM1, where Spdem1set is the target rotation speed, i1EM1 is the first motor speed ratio of the first gear, spdem2 is the second motor current rotation speed, and iEM2 is the second motor speed ratio.

Specifically, as shown in fig. 5 to 8, the current rotation speed of the second motor is taken as the target rotation speed of the first motor for speed regulation, the rotation speed of the first motor is controlled to be within +/-50 rpm of the target rotation speed, speed regulation is completed, and the maximum speed regulation duration is less than 300ms.

As shown in fig. 5 to 8, after calculating the target speed of the first motor, the current speed of the second motor is still increased linearly, so if the target speed of the second motor is calculated only with the current speed of the second motor, the increase of the second motor speed will cause the first motor to reach the target speed and then not coincide with the second motor speed, so the target speed of the first motor is calculated according to the total output torque Ttotal, the whole vehicle mass M and the speed regulation duration, so that the first motor speed is consistent with the second motor speed after the speed regulation duration. The speed regulating time is preset by the system.

Finally, when the rotation speed of the first motor reaches the target rotation speed, entering a gear stage, executing step S206, and controlling the synchronizer of the first motor to engage the target gear.

Specifically, after the speed regulation stage is completed, the gear shifting motor pushes the synchronizer to be hung into the target gear.

As shown in fig. 5 and 7, during the speed regulation phase, the first motor speed 51 reaches the target speed 52, the second motor current speed 53 remains increasing, and then during the gear shift phase, the shift motor controls the synchronizer of the first motor to engage the second gear, the first motor torque 54 increases, and the second motor torque 55 remains increasing.

As shown in fig. 6 and 8, during the speed regulation phase, the first motor speed 51 reaches the target speed 52, the second motor current speed 53 remains increasing, and then during the gear shift phase, the shift motor controls the synchronizer of the first motor to engage a gear, the first motor torque 54 increases, and the second motor torque 55 remains increasing.

According to the embodiment, when the first motor is switched to be in gear, according to different working conditions, the torque of the first motor is transferred to the second motor and/or the precursor motor, so that the total torque required by the wheel end is met, the problem of power interruption is avoided, and the driving experience is improved. Meanwhile, the target rotating speed of the first motor is calculated according to the current rotating speed of the second motor, the gear is switched after the first motor is controlled to reach the target rotating speed, and the change condition of the rotating speed of the second motor during the speed regulation of the first motor is fully considered, so that the rotating speed of the current rotating speed of the second motor can be accurately matched when the first motor is switched to the gear, and motor faults are avoided.

Based on the same inventive concept, fig. 10 is a schematic diagram of a vehicle gear lifting control device according to an embodiment of the present invention, including:

the motor control module 1001 is used for controlling the first motor and the second motor which drive the rear wheels to work;

A torque exchange module 1002, configured to respond to a gear shift request of a first motor, at each moment, perform internal resistance compensation on a torque of the first motor when responding to the gear shift request, based on a first internal resistance of the first motor and a second internal resistance of the second motor, to obtain a compensation torque, calculate a second motor transfer torque at a current moment with the compensation torque, and transfer the second motor transfer torque from the first motor to the second motor, where the gear shift request is to shift the first motor from a current gear to a target gear;

an off-shift module 1003 for controlling the synchronizer of the first motor to shift into neutral after torque transfer;

The speed regulating module 1004 is configured to obtain a current rotation speed of the second motor, calculate a target rotation speed of the first motor according to the current rotation speed of the second motor, and control the rotation speed of the first motor to reach the target rotation speed;

And the gear engaging module 1005 is configured to control the synchronizer of the first motor to engage the target gear after the rotation speed of the first motor reaches the target rotation speed.

In one embodiment, the calculating the torque of the first motor in response to the gear shift request, performing internal resistance compensation based on the internal resistance of the first motor and the internal resistance of the second motor to obtain a compensation torque, and calculating the second motor transfer torque at the current moment according to the compensation torque includes:

In one embodiment, the calculating the torque of the first motor in response to the gear shift request, performing internal resistance compensation based on the internal resistance of the first motor and the internal resistance of the second motor to obtain a compensation torque, and calculating the second motor transfer torque at the current moment according to the compensation torque further includes:

In one embodiment, the shift module is further included for:

The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.

Fig. 11 is a schematic diagram of a hardware structure of an electronic device according to the present invention, including:

at least one processor 1101; and

A memory 1102 communicatively coupled to at least one of the processors 1101; wherein,

The memory 1102 stores instructions executable by at least one of the processors to enable the at least one processor to perform a vehicle gear up and down control method as previously described.

In fig. 11, a processor 1101 is taken as an example.

The electronic device may further include: an input device 1103 and a display device 1104.

The processor 1101, memory 1102, input device 1103 and display device 1104 may be connected by a bus or other means, such as a bus connection.

The memory 1102 is used as a non-volatile computer readable storage medium for storing a non-volatile software program, a non-volatile computer executable program, and modules, such as program instructions/modules corresponding to the vehicle gear shift up-down control method in the embodiment of the present application, for example, the method flows shown in fig. 1 and 2. The processor 1101 executes various functional applications and data processing by executing nonvolatile software programs, instructions, and modules stored in the memory 1102, that is, implements the vehicle gear shift up-down control method in the above-described embodiment.

Memory 1102 may include a storage program area that may store an operating system, at least one application program required for functionality, and a storage data area; the storage data area may store data created according to the use of the vehicle gear lifting control method, or the like. In addition, memory 1102 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, memory 1102 optionally includes memory remotely located relative to processor 1101, which may be connected via a network to a device that performs the vehicle gear shift up-down control method. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

The input device 1103 may receive input user clicks and generate signal inputs related to user settings and function controls of the vehicle gear shift up-down control method. The display device 1104 may include a display device such as a display screen.

The vehicle gear shift up-down control method in any of the method embodiments described above is performed when the one or more modules are stored in the memory 1102 and are executed by the one or more processors 1101.

An embodiment of the present invention provides a storage medium storing computer instructions for performing all the steps of the vehicle gear shift up-down control method as described above when executed by a computer.

In the context of this disclosure, a storage medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The storage medium may be a machine-readable signal medium or a machine-readable storage medium. Alternatively, the storage medium may be a non-transitory computer readable storage medium, for example, a ROM, a random access memory (Random Access Memory, RAM), a Compact Disc ROM (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, and the like.

An embodiment of the present invention provides a vehicle including the vehicle gear shift up-down control device as described above, or the electronic device as described above. It will be appreciated that the vehicle may also include: a processor, a memory and a computer program. Wherein the computer program is stored in the memory and configured to be executed by the processor to implement the vehicle gear lifting control method provided by the embodiments of the present disclosure. The portions of the processor and the memory that are described in the embodiment shown in fig. 11 are not described herein.

The foregoing examples illustrate only a few embodiments of the invention and are described in detail herein without thereby limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.

Claims

1. A vehicle shift-up and down control method, characterized by comprising:

Controlling the first motor and the second motor of the driven wheels to work;

After the rotating speed of the first motor reaches the target rotating speed, controlling a synchronizer of the first motor to be hung into the target gear;

The step of performing internal resistance compensation on the torque of the first motor when responding to the gear switching request based on the internal resistance of the first motor and the internal resistance of the second motor to obtain compensation torque, and calculating the second motor transfer torque at the current moment according to the compensation torque comprises the following steps:

2. The vehicle shift-up-down control method according to claim 1, characterized in that the compensating the torque of the first motor in response to the shift change request based on the first motor internal resistance and the second motor internal resistance to obtain a compensation torque, and after calculating the second motor transfer torque at the present time with the compensation torque, further comprising:

3. The vehicle shift-up-down control method according to claim 2, characterized in that the transferring the first motor torque to the precursor motor based on the first motor internal resistance and the precursor motor internal resistance includes:

4. The vehicle gear shift up-down control method according to claim 1, characterized in that the calculating the target rotation speed of the first motor from the current rotation speed of the second motor includes:

Calculating a target rotation speed of the first motor as follows: spdem1 set= [ (Spdem/iEM 2) + (δt2+ ] Ttotal/M) ] ] iEM1, wherein Spdem set is the target rotational speed, iEM1 is the first motor speed ratio of the first motor in the target gear, spdem2 is the second motor current rotational speed, iEM2 is the second motor speed ratio, ttotal is the total output torque, M is the vehicle mass, δt2 is the speed-regulating duration.

5. The vehicle shift position lifting control method according to any one of claims 1 to 4, characterized by further comprising:

6. A vehicle gear lifting control device, characterized by comprising:

Calculating a second motor transfer torque at the current moment to be Tem2= ((Tem 1-Tem1in+Tem2in) × iEM 1/iEM) ×t/δT1), wherein Tem2 is the second motor transfer torque, tem1 is the torque of the first motor when responding to the gear switching request, iEM1 is the first motor speed ratio of the first motor at the current gear, tem1in is the first motor internal resistance of the first motor at the current gear, tem2in is the second motor internal resistance, iEM2 is the second motor speed ratio, T is the gear shifting real-time at the current moment, and δT1 is the total torque transfer duration;

7. An electronic device, comprising:

At least one processor; and

A memory communicatively coupled to at least one of the processors; wherein,

The memory stores instructions executable by at least one of the processors to enable the at least one of the processors to perform the vehicle gear lifting control method according to any one of claims 1 to 5.

8. A storage medium storing computer instructions which, when executed by a computer, are adapted to carry out all the steps of the vehicle gear shift up-down control method according to any one of claims 1 to 5.

9. A vehicle comprising the vehicle gear lifting control device according to claim 6 or the electronic apparatus according to claim 7.