KR101251909B1 - Apparatus and method for gear shift controlling of electric vehicle - Google Patents

Abstract

The present invention relates to a shift control apparatus and a shift control method for an electric vehicle, wherein the first and second reducers for reducing the rotational speed of the electric motor at different reduction ratios, and selectively connect the electric motor and the first and second reducers. The shifting means, a power supply unit receiving power from a battery and supplying power to the shifting means, a communication unit performing communication with a vehicle control unit of an electric vehicle, and the shifting unit based on a shift command received through the communication unit from the vehicle control unit. A configuration including a control unit for controlling the driving of the means is provided.
By using the shift control apparatus and the shift control method for an electric vehicle as described above, the present invention is to reverse the rotation of the shifting motor of the shifting means to selectively connect the motor and the first and second reducer to increase the rotational speed of the electric motor You can shift with two different gear ratios.

Description

Transmission control device and control method for electric vehicle {APPARATUS AND METHOD FOR GEAR SHIFT CONTROLLING OF ELECTRIC VEHICLE}

The present invention relates to a shift control apparatus and a control method for an electric vehicle, and more particularly, to control the speed of an electric vehicle by reducing the rotational speed of a motor generating a driving force to the electric vehicle at different reduction ratios. It relates to an apparatus and a control method.

Electric vehicles are vehicles driven using electric energy, and are environmentally friendly vehicles that do not generate exhaust gas and noise, compared to vehicles using conventional fossil fuels.

The electric vehicle runs by driving an electric motor using electric energy charged in a battery.

That is, an electric vehicle exhibits an efficiency of about 80%, which is about three times higher than about 25% efficiency of a gasoline engine and about 35% efficiency of a diesel engine.

In addition, as the electric vehicle uses an electric motor, it is possible to reduce manufacturing costs by removing parts such as a transmission used in a conventional vehicle using fossil fuel.

Recently, research has been conducted to increase the capacity of the battery and shorten the charging time in order to increase the driving distance of the electric vehicle.

On the other hand, the electric vehicle is not provided with a transmission by controlling the running speed by controlling the rotational speed of the electric motor.

Accordingly, the conventional electric vehicle has a problem that the energy efficiency is reduced by operating in only one stage.

In addition, the conventional electric vehicle has a problem in that failure and safety accidents frequently occur due to abnormal operation of the electric motor when the load on the electric motor increases rapidly during high speed driving.

In addition, when a transmission of a conventional fossil fuel vehicle is applied to a conventional electric vehicle, there is a problem that a shift shock occurs due to rotation of a shift shaft at a shift time.

The present invention is to solve the problems as described above, an object of the present invention is to provide a transmission control apparatus and control method for an electric vehicle that can change the reduction ratio according to the running speed.

Another object of the present invention is to provide a shift control apparatus and a control method for an electric vehicle that can reduce the load on the electric motor in high speed operation.

Still another object of the present invention is to provide a shift control apparatus and a control method for an electric vehicle that can alleviate shift shock when the shift shaft rotates at a shift point.

According to a feature of the present invention for achieving the above object, the present invention is the first and second reducer to reduce the rotational speed of the electric motor at different reduction ratios, the electric motor and the first and second reducer is optional A transmission means connected to the apparatus, a power supply unit receiving power from the battery and supplying power to the transmission means, a communication unit performing communication with the vehicle control unit of the electric vehicle, and a shift command received from the vehicle control unit through the communication unit; It includes a control unit for controlling the drive of the transmission means.

The shifting means may include a shifting motor driven by driving power from the power supply unit, a motor switching unit driving the shifting motor by switching a control signal of the control unit, and the first and second reduction gears by rotation of the motor. It characterized in that it comprises a connection for connecting the electric motor with one of the.

The shift motor has a hall sensor therein.

The connecting portion is coupled to one or more parts of the transmission shaft rotated forward and backward by a predetermined angle, a second gear engaged with the first gear provided on the rotation shaft of the motor, and protruding outward on the transmission shaft to a triangular pole. It characterized in that it comprises a first and second coupling members formed in a shape.

The first and second coupling members may be formed to be spaced apart from each other by a predetermined rotational angle in opposite directions.

The shifting means may further include an angle sensor for detecting a rotation angle of the shift shaft, and the control unit may reduce the driving speed of the motor based on a detection signal of the angle sensor.

The controller may include a memory configured to compare the current position at which the rotation of the shift shaft is completed with a preset initial position and store a rotation amount for correcting the rotation angle at the next reverse rotation.

The first and second gears are characterized in that the worm gear consisting of a worm and a worm wheel.

The first reducer is used at initial start-up, at low and medium speeds, and the second reducer is set smaller than the reduction ratio of the first reducer and used at high speeds, and the first and second reducers are respectively used for the first speed of the transmission means. And a pair of bearings separated from each other by a second coupling member, a pair of arms having one end coupled to the pair of bearings, and a third gear provided on the rotating shaft of the electric motor as the pair of arms moves away from each other. It characterized in that it comprises a deceleration wheel meshed with.

According to another feature of the present invention, the present invention is (a) receiving power from a battery of an electric vehicle to drive an electric motor, (b) supplying the power applied from the battery to the transmission means to the electric motor and the first 1 step of driving by connecting the speed reducer, (c) communicating with the vehicle control unit of the electric vehicle, receiving a shift command, and (d) electric power based on the shift command received in step (c). Shifting to selectively connect the motor and the first and second reducer.

In step (d), when the second gear shift command is received during the first step driving of the step (b), the step (d2) is performed by connecting the electric motor and the second speed reducer to the second step and (d2) When the first stage two-speed shift command is received during the second stage driving of step d1), it comprises the step of driving the first stage by connecting the electric motor and the first reducer.

The step (d1) includes the step (d11) of driving the shifting motor provided in the shifting means in one direction, (d12) the shifting using a second gear engaged with the first gear provided on the rotation shaft of the shifting motor. Rotating the shaft and (d13) connecting the first gear to the third gear provided on the rotating shaft of the electric motor by using the first coupling member of the transmission shaft.

In the step (d1), (d14) detecting the rotation angle of the shift shaft, (d15) the PWM duty value of the control signal when the shift shaft reaches a preset setting angle as a result of the detection of the step (d14). And (d16) stopping the driving of the speed change motor when the speed change shaft is rotated by a predetermined rotation angle.

In the step (d2), (d21) driving the shifting motor provided in the shifting means in the other direction, (d22) shifting using a second gear engaged with the first gear provided on the rotation shaft of the shifting motor. Rotating the shaft and (d23) connecting the second gear to the third gear provided on the rotating shaft of the electric motor by using the second coupling member of the transmission shaft.

In the step (d2), (d24) detecting the rotation angle of the shift shaft; (d25) the PWM duty value of the control signal when the shift shaft reaches a preset setting angle as a result of the detection of the step (d24). And dd) stopping the driving of the speed change motor when the speed change shaft rotates by a predetermined rotation angle.

The step (d) further includes the step (d3) of transmitting the state information of the shift control apparatus to the vehicle control unit.

The state information may include at least one of a power line short circuit or a disconnection of the speed change motor, a failure of a hall sensor, a shift command received from the vehicle control unit, and current information supplied to the speed change motor. .

The step (d) is (d4) detecting the current position of the shift shaft when the shift is completed in the (d1) and (d2) step, (d5) the current position detected in the (d4) step Comparing the preset target positions; (d6) storing the rotation amount to be corrected in the next reverse rotation in a memory according to the comparison result of the (d5) step; (d1) and ( Step d2) is characterized in that to rotate the transmission shaft by the corrected rotation angle by correcting the rotation angle of the transmission shaft using the rotation amount stored in the memory.

As described above, according to the present invention, the rotational speed of the electric motor can be shifted to two different gear ratios by selectively connecting the motor and the first and second reduction gears by forward and reverse rotation of the shifting motor of the shifting means.

And the present invention can reduce the load on the electric motor to extend the life of the electric motor, it is possible to prevent failures and safety accidents caused by abnormal operation of the electric motor.

In addition, the present invention can detect the rotation angle of the shift shaft by using an angle sensor, and when the shift shaft rotates by a predetermined angle can reduce the shift shock by reducing the drive speed of the motor.

Accordingly, the present invention has the effect of improving the energy efficiency of the electric vehicle, compared to the conventional electric vehicle traveling in the first stage.

1 is a block diagram of a shift control apparatus for an electric vehicle according to a preferred embodiment of the present invention.
2 and 3 are views for explaining the operation of the first and second reduction gear and the transmission means shown in FIG.
4 is a flowchart illustrating step-by-step method for shift control for an electric vehicle according to a preferred embodiment of the present invention.
5 and 6 are flowcharts for explaining step-by-step operations of the shifting means.

Hereinafter, a shift control apparatus and a control method for an electric vehicle according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram of a transmission control apparatus for an electric vehicle according to a preferred embodiment of the present invention, Figures 2 and 3 are views for explaining the operation of the first and second reduction gear and the transmission means shown in FIG. to be.

As shown in FIG. 1, the shift control apparatus 10 for an electric vehicle according to an exemplary embodiment of the present invention includes first and second reducers for reducing the rotation speed of an electric motor (not shown) at different reduction ratios. 11, 12, a transmission means 20 for selectively connecting the electric motor and the first and second reduction gears 11, 12, and receives power from the battery 1 to apply driving power to the transmission means 20. The speed change received through the communication unit 40 from the communication unit 40 and the VCU 2 which communicate with the power supply unit 30, the vehicle control unit (VCU) 2 of the electric vehicle. Control unit 50 for controlling the drive of the transmission means 20 in accordance with the command.

The first reducer 11 is used at low speeds and intermediate speeds below the preset reference speed at the initial start of the electric vehicle, and the second reducer 12 is set smaller than the reduction ratio of the first reducer 11 to exceed the reference speed. It is used during high speed driving.

For example, if the reduction ratio of the first reducer 11 is 10: 1, the reduction ratio of the second reducer 12 may be set to 2: 1.

The reference speed may be set to about 75 ~ 85km / h based on the result of experimenting the efficiency of the electric vehicle. In this embodiment, the reference speed is set to 85 km / h.

The first and second reducers 11, 12 are centered on the shift shaft 231 as shown in FIGS. 2 and 3 so as to be selectively connected to the electric motor by the shift shaft 231 of the shift means 20. It is installed at a position separated by a predetermined angle.

The first and second reduction gears 11 and 12 may be coupled to a third gear (not shown) coupled to a rotation shaft of the electric motor depending on whether the transmission means 20 is coupled to the first and second coupling members 233 and 234. It is selectively connected to reduce the rotational speed of the electric motor at each reduction ratio.

To this end, the first and second reduction gears 11 and 12 are a pair of first and second bearings 111 and 121 and a pair of firstly spaced apart by the coupling of the first and second coupling members 233 and 234, respectively. As the pair of first and second arms 112 and 122 and the pair of first and second arms 112 and 122, which one end is coupled to the first and second bearings 111 and 121, are separated from each other, the third gear of the electric motor And interlocking first and second deceleration wheels 113 and 123.

In Figure 1 again, the transmission means 20 is a motor switching for switching the control signal of the transmission motor 21 (hereinafter referred to as the "motor") 21, the control unit 50 is driven by the drive power supplied from the power supply unit 30 The connecting portion 23 connecting the electric motor with any one of the first and second reduction gears 11 and 12 by the rotation of the unit 22 and the motor 21, and a rotor provided inside the motor 21. Hall sensor 24 for detecting the rotational speed of the motor 21 by using a magnetic field change by the rotation of the rotation angle and the angle sensor 25 for detecting the rotation angle of the transmission shaft 231.

In this embodiment, the motor 21 is composed of a three-phase brushless motor, and the hall sensor 24 is provided inside the motor 21.

Three Hall sensors 24 are installed in a state in which they are spaced apart by a predetermined angle in proximity to a rotation axis of a rotor provided in the motor 21, and detect a change in a magnetic field according to the position of the rotor.

The first gear 211 is provided on the rotating shaft of the motor 21 to mesh with the second gear 232 of the transmission shaft 231.

The motor switching unit 22 is a three-phase full bridge circuit for switching in accordance with a control signal in the form of a pulse width modulation (PWM) signal output from the controller 50. circuit).

The three-phase full bridge circuit is composed of an Insulated Gate Bipolar Transistor (IGBT) device or a Field Effect Transistor (FET) device.

In the present embodiment, N-channel IGBT elements are used for both the high side and the low side of the motor switching unit 22.

In general, although the FET device is used for the motor switching unit 22, the present invention can increase the safety against high voltage switching by configuring the IGBT device in the motor switching unit 22.

Of course, the motor switching unit 22 may be configured in the same manner using the FET device.

As shown in FIGS. 2 and 3, the connection part 23 is coupled to one end of the transmission shaft 231 and the transmission shaft 231 which is forward and reverse rotated by a predetermined set angle, and is provided on the rotation shaft of the motor 21. The first gear 211 is engaged with the first gear 211 and the first and second coupling members (233,234) protruding outwardly formed at a position spaced apart by a predetermined interval on the transmission shaft 231. .

The shift shaft 231 is provided with an angle sensor 25 for detecting a rotation angle.

The first and second gears 211 and 232 are provided with worms and worm wheels that vertically engage to transmit rotational forces in the vertical direction.

The gear ratio of the worm gear consisting of a worm and a worm wheel is preferably set to about 70: 1 depending on the experimental value.

The first and second coupling members 233 and 234 are formed in a triangular column shape having a triangular cross section on the transmission shaft 231 such that one vertex is positioned toward the right and left sides when viewed in opposite directions, respectively, in FIGS. 2 and 3. do.

That is, as shown in FIG. 2, when the transmission shaft 231 rotates in the counterclockwise direction, the first coupling member 233 rotates in the counterclockwise direction, thereby reducing the interval between the pair of first bearings 111. The first deceleration wheel 113 is engaged with the third gear of the electric motor while the pair of first arms 112 having one end coupled to the pair of first bearings 111 are opened in the vertical direction. do.

Therefore, the electric vehicle decelerates the rotational speed of the motor 21 by the reduction ratio of the first reducer 11 and travels in one step at low speed or medium speed.

On the other hand, as shown in FIG. 3, when the shift shaft 231 rotates in the clockwise direction, the second coupling member 234 rotates in the clockwise direction so as to distance the gap between the pair of second bearings 121. The second deceleration wheel 123 is engaged with the third gear of the electric motor as the pair of second arms 122 having one end coupled to the pair of second bearings 121 unfold in the vertical direction.

Therefore, the electric vehicle decelerates the rotational speed of the motor 21 by the reduction ratio of the second reducer 12 and travels in two stages at a high speed exceeding a reference speed of 85 km / h.

In FIG. 1, the power supply unit 30 converts the power supplied from the battery 1 into a voltage level required for driving the motor 21 and supplies the converted driving power to the transmission means 20.

The battery 1 is preferably provided with a high capacity battery having a capacity of several tens of microwatts in order to improve the mileage of the electric vehicle and shorten the charging time.

The communication unit 40 performs CAN communication with the VCU 2 to transmit the shift command received to the control unit 50, and transmits state information transmitted from the control unit 50 to the VCU 2.

The controller 50 generates a control signal in the form of a PWM signal according to the shift command received from the VCU 2 and transmits the control signal to the motor switching unit 22 to control the driving of the motor 21.

The VCU 2 generates a shift command to select and decelerate any one of the first and second reduction gears 11 and 12 according to the traveling speed of the electric vehicle.

For example, if the traveling speed of the electric vehicle is equal to or less than the reference speed, the VCU 2 generates a first shift command to select the first reducer 11 and transmits it to the controller 50.

On the other hand, if the traveling speed of the electric vehicle exceeds the reference speed, the VCU 2 generates a two-speed shift command to select the second reducer 12 and transmits it to the controller 50.

When a two-speed shift command is received from the VCU 2 to change from the first reducer 11 to the second reducer 12, the controller 50 drives the motor 21 in one direction to shift the shift shaft 231. Is controlled to rotate clockwise by a preset rotational angle, for example about 52 °.

On the other hand, when a first gear shift command is received from the VCU 2 to change from the second reducer 12 to the first reducer 11, the controller 50 drives the motor 21 in the other direction to shift the shift shaft 231. ) Is rotated counterclockwise by the rotation angle.

Hereinafter, the rotation angle of the transmission shaft 231 is referred to as '0 °' in which the first coupling member 233 is completely coupled between the pair of first bearings 111 so as to use the first reduction gear 11. The state in which the second coupling member 234 is completely coupled between the pair of second bearings 121 so as to use the second reducer 12 is referred to as '52 ° '.

In addition, the controller 50 controls the transmission shaft 231 to rotate within a predetermined rotation time, for example, about 0.3 seconds to prevent the transmission shock from being transmitted to the driver.

In addition, the control unit 20 controls to reduce the rotational speed of the motor 21 or stop the rotation of the motor 21 according to the detection signal of the angle sensor 25.

That is, the controller 50 gradually reduces the PWM duty (%) value of the control signal to reduce the rotational speed of the motor when the shift shaft 231 is rotated by a predetermined set angle by the driving of the motor 21. Alternatively, the drive of the motor 21 is stopped by setting the PWM duty value to 0% (off state).

The set angle is set to about 50 degrees in the clockwise rotation of the transmission shaft 231, and is set to about 2 degrees in the counterclockwise rotation.

In addition, the controller 50 may rotate the shift shaft 231 at an angle smaller than the set angle or at an angle greater than the set angle according to the detection signal of the angle sensor 25. The rotation amount is corrected to rotate by the set angle based on the position.

To this end, the controller 50 includes a memory (not shown) for comparing the preset target position with the current position of the shift shaft and storing a rotation amount for correcting the rotation angle at the next reverse rotation.

In addition, the control unit 50 transmits the state information of the shift control apparatus 10 to the VCU 2 through the communication unit 40.

The state information may include a three-phase power line short circuit or disconnection of the motor 21, a failure of the hall sensor 24, a shift command received from the VCU 2, a current supplied to the motor, and the like.

Accordingly, in the present invention, by rotating the shifting motor of the shifting means forward and backward selectively connecting the motor and the first and the second reducer, the rotational speed of the electric motor can be shifted to two different gear ratios.

Next, a shift control method for an electric vehicle according to a preferred embodiment of the present invention will be described in detail with reference to FIGS. 4 to 6.

4 is a flowchart illustrating a step-by-step shift control method for an electric vehicle according to a preferred embodiment of the present invention, and FIG. 5 is a flowchart illustrating a method of shifting from one step to two steps according to the shift control method of FIG. 4. 6 is a flowchart illustrating a step-by-step method of shifting from two gears to one gear.

As shown in FIG. 4, in the shift control method for an electric vehicle according to the preferred embodiment of the present invention, an ignition key IG (not shown) is input to an input signal (S10), and the power supply unit 30 is a battery 1. Power is supplied from the control unit 50 and the transmission means 20 is started while supplying driving power (S11).

At this initial start-up, the control unit 50 controls the first reduction gear 11 and the electric motor to always drive the first stage in order to generate torque required for initial driving of the electric vehicle (S12).

After starting the first stage of travel, when the traveling speed of the electric vehicle exceeds a preset reference speed, for example, 85 km / h (S13), the VCU 2 transmits a second speed shift command via CAN communication.

The communication unit 40 receives the two-speed shift command and transmits it to the control unit 50 (S14), and the control unit 50 drives the motor 21 to connect the two-stage reducer 12 and the electric motor to drive the second stage. To control (S15).

A method of shifting from one gear to two gears will be described in detail with reference to FIG. 5.

In step S21 of FIG. 5, the controller 50 generates a control signal to drive the motor 21, and the motor switching unit 22 drives the motor 21 by switching the control signal.

Then, as shown in FIG. 3, as the motor 21 rotates in the forward direction, the second gear 232 meshed with the first gear 211 formed on the rotating shaft of the motor 21 rotates, and the shift shaft 231 is rotated. This counterclockwise rotation is made (S31).

As such, when the shift shaft 232 rotates, the controller 50 compares whether the rotation angle of the shift shaft 232 reaches a preset set angle using the detection signal of the angle sensor 25 (S32).

As a result of comparison, when the shift shaft 232 rotates by a set angle, for example, about 50 °, the controller 50 gradually reduces the PWM duty value of the control signal to reduce the shift shock, thereby reducing the rotation speed of the motor 21. (S33), when the transmission shaft 231 reaches a preset rotation angle, for example, about 52 degrees, it controls to stop the drive of the motor 21.

At this time, the pair of second bearing 121 and the second arm 122 are separated from each other by the second coupling member 234 of the transmission shaft 231, the second deceleration wheel 123 is the third of the electric motor Connected to the gear.

On the other hand, the controller 50 measures the rotation angle of the transmission shaft 231 is completed rotation, compare the preset target position and the current position to correct the rotation amount to return to the rotation to the preset initial position at the next clockwise rotation To store in a memory (not shown) provided therein.

Accordingly, the electric vehicle travels at high speed in two stages by the reduction ratio of the second reducer 12 (S34).

And the control unit 50 is supplied to the motor 21, the shift command received from the VCU (2), the three-phase power line short circuit or disconnection of the motor 21, the failure of the hall sensor 24 through the communication unit 40 Status information including current and the like is transmitted to the VCU 2 (S35).

In FIG. 4, when the traveling speed of the electric vehicle traveling in the second stage falls below the reference speed (S16), the VCU 2 transmits a first speed shift command to the communication unit 40 through CAN communication.

When the communication unit 40 receives the first gear shifting command and transmits it to the control unit 50 (S17), the control unit 50 drives the motor 21 to connect the first gear reducer 11 and the electric motor to drive the first gear. To control (S18).

A method of shifting from two gears to one gear will be described in detail with reference to FIG. 6.

As shown in FIG. 6, the controller 50 generates a control signal to drive the motor 21, and the motor switching unit 22 drives the motor 21 by switching the control signal.

In this case, as shown in FIG. 2, as the motor 21 rotates in the reverse direction, the second gear 232 meshed with the first gear 211 formed on the rotating shaft of the motor 21 rotates, and the shift shaft 232 is rotated. ) Is rotated clockwise (S41).

As such, when the shift shaft 231 rotates, the controller 50 compares whether the rotation angle of the shift shaft 231 reaches a preset set angle using the detection signal of the angle sensor 25 (S42).

As a result of comparison, when the shift shaft 231 rotates by a set angle, for example, about 2 °, the controller 50 gradually reduces the PWM duty value of the control signal to reduce the shift shock, thereby reducing the rotational speed of the motor 21. When the transmission shaft 231 rotates to a preset rotation angle, for example, about 0 °, the driving of the motor 21 is stopped (S43).

At this time, the pair of first bearing 111 and the first arm 112 are separated from each other by the first coupling member 233 of the transmission shaft 231, so that the first reduction wheel 113 is the third of the electric motor. Connected to the gear.

On the other hand, the controller 50 measures the rotation angle of the transmission shaft 231 is completed rotation, compare the preset target position and the current position to correct the rotation amount to return to the rotation to the preset initial position at the next clockwise rotation To store in a memory (not shown) provided therein.

Accordingly, the electric vehicle runs at low speed and medium speed in one step by the reduction ratio of the first reducer 11 (S44).

And the control unit 50 is supplied to the motor 21, the shift command received from the VCU (2), the short-circuit or disconnection of the three-phase power line of the motor 21, the failure of the hall sensor 24 through the communication unit 40 Status information including current and the like is transmitted to the VCU 2 (S45).

In step S19 of FIG. 6, the controller 50 repeatedly performs steps S12 to S18 until the ignition key is turned off to stop driving of the electric motor.

If the ignition key is turned off in step S19, the VCU 2 cuts off the supply power applied to the shift control apparatus 10, stops the driving of the electric motor, and ends the driving (S20).

Through the above process, the present invention can reverse the rotation of the shifting motor of the transmission means to selectively connect the motor and the first and the second reducer to shift the rotational speed of the electric motor to two different gear ratios. have.

The scope of the present invention is not limited to the embodiments described above, but is defined by the claims, and various changes and modifications can be made by those skilled in the art within the scope of the claims. It is self evident.

In the above embodiment, in order to alleviate the shift shock, when the shift axis reaches the set angle, the PWM duty value of the control signal is gradually decreased, but the present invention is not limited thereto.

That is, the present invention changes the control signal to be turned off when the shift shaft reaches the set angle to rotate the shift shaft by inertia, or to turn off the control signal when the shift shaft reaches the rotation angle when the inertia force of the shift shaft is ignored. May be

10: shift control device 11, 12: first, second reduction gear
111,121: first and second bearing 112,122: first and second arm
113,123: First and second deceleration wheel 20: Shifting means
21: motor 211: first gear
22: motor switching unit 23: connection
231: shifting shaft 232: second gear
233: first and second coupling member 24: Hall sensor
25: angle sensor 30: power supply
40: communication unit 50: control unit

Claims (18)

First and second reducers for reducing the rotational speed of the electric motor at different reduction ratios,
Shifting means for selectively connecting the electric motor and first and second reducers,
A power supply unit receiving power from a battery and supplying power to the transmission means,
Communication unit for performing communication with the vehicle control unit of the electric vehicle and
A control unit for controlling the driving of the transmission means based on a shift command received from the vehicle control unit through a communication unit,
The shift means may include a shift motor driven by receiving driving power from the power supply unit.
A motor switching unit for driving the speed change motor by switching a control signal of the control unit;
And a connection part connecting one of the first and second reducers to the electric motor by rotation of the motor. delete The method of claim 1, wherein the shift motor
Shift control device for an electric vehicle, characterized in that provided with a hall sensor therein. The method of claim 1, wherein the connection portion
A shift shaft that rotates forward and backward by a preset angle,
A second gear coupled to one end of the transmission shaft and engaged with the first gear provided on the rotation shaft of the motor;
And a first and second coupling member protruding outward on the shift shaft to form a triangular pillar shape. 5. The method of claim 4,
The first and second coupling members are shifted control apparatus for an electric vehicle, characterized in that formed in a direction opposite to each other spaced apart by a predetermined rotation angle. 5. The method of claim 4,
The shifting means further includes an angle sensor for detecting a rotation angle of the shift shaft,
And the control unit reduces the driving speed of the motor based on the detection signal of the angle sensor. 7. The apparatus of claim 6, wherein the control unit
And a memory configured to compare the current position at which the rotation of the shift shaft is completed and a preset initial position to store a rotation amount for correcting the rotation angle at the next reverse rotation. The method of claim 4, wherein the first and second gear is
Gear shift control device for an electric vehicle, characterized in that the worm gear and the worm wheel worm. 5. The method of claim 4,
The first reducer is used at initial start, low speed and medium speed driving,
The second reducer is set to be smaller than the reduction ratio of the first reducer is used when driving at high speed,
The first and second reducer respectively
A pair of bearings separated from each other by the first and second coupling members of the transmission means,
A pair of arms having one end coupled to the pair of bearings, and
And a deceleration wheel engaged with the third gear provided on the rotating shaft of the electric motor as the pair of arms move away from each other. (a) receiving electric power from a battery of an electric vehicle to drive an electric motor;
(b) supplying power applied from the battery to the transmission means to drive the first stage by connecting the electric motor and the first reduction gear;
(c) communicating with the vehicle control unit of the electric vehicle to receive a shift command; and
(d) selectively connecting the electric motor and the first and second reducers based on the shift command received in step (c) to shift the shift;
In step (d), if the second gear shift command is received during the first step driving of the step (d), the step (d) is performed by connecting the electric motor and the second speed reducer to the second step;
(d2) if the first two-speed shift command is received during the two-stage driving of step (d1), connecting the electric motor and the first speed reducer and driving the first speed; . delete The method of claim 10, wherein step (d1)
(d11) driving the shifting motor provided in the shifting means in one direction;
(d12) rotating the transmission shaft by using a second gear meshed with the first gear provided on the rotation shaft of the transmission motor; and
and (d13) connecting the first gear to the third gear provided on the rotation shaft of the electric motor by using the first coupling member of the transmission shaft. The method of claim 12, wherein step (d1)
(d14) detecting a rotation angle of the shift shaft;
(d15) reducing the PWM duty value of a control signal when the shift axis reaches a preset setting angle as a result of the sensing in step (d14); and
and (d16) stopping the driving of the shift motor when the shift shaft is rotated by a predetermined rotation angle. The method of claim 10, wherein step (d2)
(d21) driving the shifting motor provided in the shifting means in the other direction;
(d22) rotating the transmission shaft by using a second gear engaged with the first gear provided on the rotation shaft of the transmission motor; and
and (d23) connecting the second gear to the third gear provided on the rotation shaft of the electric motor by using the second coupling member of the transmission shaft. The method of claim 14, wherein step (d2)
(d24) detecting the rotation angle of the shift shaft;
(d25) reducing the PWM duty value of a control signal when the shift axis reaches a preset setting angle as a result of the sensing in step (d24); and
and (d26) stopping the driving of the speed change motor when the speed change shaft is rotated by a predetermined rotation angle. The method of claim 10, wherein step (d)
and (d3) transmitting the state information of the shift control apparatus to the vehicle control unit. The method of claim 16, wherein the status information
And at least one of a power line short-circuit or a disconnection of the shifting motor provided in the shifting means, a failure of the hall sensor, a shift command received from the vehicle control unit, and current information supplied to the shifting motor. Vehicle shift control method. The method of claim 10, wherein step (d)
(d4) detecting the current position of the shift shaft when shifting is completed in steps (d1) and (d2),
(d5) comparing the current position detected in the step (d4) with a preset target position;
(d6) storing the amount of rotation to be corrected at the next reverse rotation in a memory according to the comparison result of the step (d5),
Step (d1) and (d2) is a transmission control method for an electric vehicle, characterized in that for rotating the transmission shaft by the corrected rotation angle by correcting the rotation angle of the transmission shaft using the rotation amount stored in the memory.

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