WO2021121260A1 - 两档减速箱档位控制方法及系统 - Google Patents

两档减速箱档位控制方法及系统 Download PDF

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Publication number
WO2021121260A1
WO2021121260A1 PCT/CN2020/136764 CN2020136764W WO2021121260A1 WO 2021121260 A1 WO2021121260 A1 WO 2021121260A1 CN 2020136764 W CN2020136764 W CN 2020136764W WO 2021121260 A1 WO2021121260 A1 WO 2021121260A1
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Prior art keywords
gear
gearbox
vehicle
speed
current
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PCT/CN2020/136764
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English (en)
French (fr)
Inventor
魏李康
李亚丹
黄超杰
罗鹏
王洪朋
Original Assignee
长城汽车股份有限公司
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Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Priority to US17/767,072 priority Critical patent/US11873892B2/en
Priority to EP20903819.9A priority patent/EP4033126A4/en
Publication of WO2021121260A1 publication Critical patent/WO2021121260A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74—Inputs being a function of engine parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0223—Generating of new shift maps, i.e. methods for determining shift points for a schedule by taking into account driveline and vehicle conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0234—Adapting the ratios to special vehicle conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • F16H2061/168—Forced shifts into neutral for safety reasons, e.g. in case of transmission failure or emergency braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds

Definitions

  • the present invention relates to the technical field of vehicles, in particular to a two-speed reduction gearbox gear control method, system and vehicle.
  • the present invention aims to propose a two-speed reduction gearbox gear control method and system to ensure that the rear axle drive motor is in the best working range and meet the current needs of users.
  • a two-speed reduction gearbox gear control method includes: determining, according to the current vehicle speed, a first target gear of the gearbox reflecting the current driving demand of the user; and decelerating based on at least one of the following Gearbox intervention control to switch the first target gear of the gearbox to the second target gear of the gearbox that matches the real-time operating conditions of the vehicle: drive gear lever position information, vehicle drive motor speed, and gearbox gear Bit fault information.
  • the determining the first target gear of the gearbox reflecting the current driving demand of the user according to the current vehicle speed includes: obtaining the current vehicle speed and the current gearbox shift vehicle speed, wherein the current gearbox shift vehicle speed includes the current upshift vehicle speed and The current downshift vehicle speed, and the current upshift vehicle speed is greater than the current downshift vehicle speed; if the current vehicle speed is greater than the current upshift vehicle speed, determining to use the second gear of the reduction gear box as the first target gear; and If the current vehicle speed is less than the current downshift vehicle speed, it is determined that the first gear of the gearbox is used as the first target gear.
  • said acquiring the current gearbox shift vehicle speed includes: acquiring the current required torque and the current driving mode; and according to a table of correspondences between the preset required torque and driving mode and the gearbox shift vehicle speed, The current gearbox shifting vehicle speed corresponding to the current required torque and the current driving mode is searched and obtained in the correspondence table.
  • the position information of the drive gear lever is used to show the position of the drive gear lever and the change in the position of the drive gear lever, wherein the position of the drive gear lever includes: vehicle driving gear, vehicle reverse gear, vehicle parking gear, and vehicle empty.
  • the gearbox gear intervention control includes: when the vehicle is in the vehicle driving gear, the vehicle parking gear or the vehicle neutral, maintaining the gearbox first target gear as a The second target gear of the reduction gear box; when the vehicle is in the reverse gear of the vehicle or the vehicle is switched from the vehicle parking gear or the vehicle neutral gear to the vehicle driving gear or the vehicle reverse gear, the first target gear of the reduction gear box is switched to The first gear of the gearbox is used as the second target gear of the gearbox; and when the vehicle is switched from the vehicle driving gear or the vehicle reverse gear to the vehicle parking gear or the vehicle neutral gear, the gearbox is turned off after a preset time The first target gear is switched to the gearbox neutral gear as the second target gear.
  • the performing the gearbox gear intervention control based on the speed of the vehicle drive motor includes: switching the first target gear of the gearbox to deceleration when the speed of the vehicle drive motor is greater than a preset speed threshold.
  • a box neutral gear is used as the second target gear; and when the rotation speed of the vehicle drive motor is less than or equal to a preset rotation speed threshold, the first target gear is maintained as the second target gear.
  • the performing gearbox gear intervention control based on the gearbox gear fault information includes: when the gearbox gear fault information shows that the first target gear has a failure, according to a preset The gear replacement sequence corresponding to each gearbox gear is determined, the current gear replacement sequence corresponding to the first target gear is determined, and based on the current gear replacement sequence, it is determined to replace the first target gear and For the replacement gear that has not failed, the first target gear is switched to the replacement gear as the second target gear; and the gearbox failure information shows that the first target gear is not When a failure occurs, the first target gear is maintained as the second target gear.
  • performing gearbox gear intervention control based on at least one of the drive gear lever position information, the rotational speed of the vehicle drive motor, and the gearbox gear fault information includes: according to the drive gear lever position information , The sequence of the rotation speed of the vehicle drive motor and the gearbox gear fault information performs gearbox gear intervention control.
  • this embodiment provides a two-speed reduction gear box gear control system.
  • the two-speed reduction gear box gear control system includes: a target gear determining unit for determining, according to the current vehicle speed, the gear box position reflecting the current driving needs of the user.
  • a target gear for determining, according to the current vehicle speed, the gear box position reflecting the current driving needs of the user.
  • a target gear a target gear
  • a gear intervention unit configured to perform gearbox gear intervention control based on at least one of the following, so as to switch the first target gear of the gearbox to a gearbox first that matches the real-time operating conditions of the vehicle
  • Two target gears drive gear lever position information, vehicle drive motor speed, and gearbox gear fault information.
  • this embodiment provides a vehicle including the above-mentioned two-speed reduction gearbox gear control system.
  • an embodiment of the present invention provides a storage medium on which a program is stored, and when the program is executed by a processor, the above-mentioned two-speed reduction box gear control method is realized.
  • an embodiment of the present invention provides a processor, the processor is used to run a program, wherein the above-mentioned two-speed reduction gear box gear control method is executed when the program is running.
  • the two-speed reduction gearbox gear control method of the present invention can determine the first target gearbox gear that reflects the current driving needs of the user according to the current vehicle speed, which is used to meet the current driving needs of the user and is based on the vehicle.
  • Real-time operating conditions intervene in the gearbox position to obtain the second target gear that matches the real-time operating condition of the vehicle.
  • the drive motor can be affected by the user’s driving demand and the intervention of the vehicle’s real-time operating conditions. Always in the best working range, so as to meet the current needs of users.
  • Fig. 1 is a flowchart of a two-speed reduction gear box gear control method according to an embodiment of the present invention
  • Fig. 2 is a flowchart of a two-speed reduction box gear position method according to a preferred embodiment of the present invention.
  • Fig. 3 is a block diagram of a two-speed reduction box gear control system according to an embodiment of the present invention.
  • the first gear determination sub-module 122 The first gear determination sub-module 122.
  • the second motor speed intervention module 26.
  • Fig. 1 is a two-speed reduction gearbox gear control method of embodiment 1. As shown in Fig. 1, the two-speed reduction gear gear control method includes:
  • S101 Determine, according to the current vehicle speed, a first target gear of the reduction gear box reflecting the current driving demand of the user.
  • the type of the reduction gearbox is a two-speed reduction gearbox, which has three target gear positions, namely the reduction gearbox neutral gear, the reduction gearbox first gear, and the reduction gearbox second gear, which are different from the present invention.
  • the single-speed reduction gearbox is a neutral gear and a first gear.
  • the first target gear is one of three gearbox gears of the two-speed gearbox in the embodiment of the present invention.
  • step S101 the following methods can be used to determine the first target gear of the gearbox reflecting the current driving needs of the user according to the current vehicle speed: A1) Obtain the current vehicle speed and the current gearbox shift vehicle speed; A2) According to the current vehicle speed A comparison result with the current gearbox shifting vehicle speed determines the first target gear of the gearbox.
  • the current vehicle speed mentioned in A1) is the current driving speed of the vehicle, which reflects the current driving state of the vehicle.
  • the current gearbox shifting vehicle speed shows the vehicle speed corresponding to the current user's driving demand.
  • the method for acquiring the current gearbox shifting vehicle speed is:
  • the driving mode includes standard mode, economy mode (suitable for traffic jam), sports mode, personalized mode, snow mode, etc.; B2) According to the preset required torque and The corresponding relationship table between the two driving modes and the gearbox shift vehicle speed, and the current gearbox shift vehicle speed corresponding to the current required torque and the current driving mode is searched and acquired in the correspondence relationship table.
  • the current required torque is equivalent to a variable that affects the current gearbox shifting speed
  • the current driving mode is equivalent to another variable that affects the current gearbox shifting speed.
  • the two work together to determine the current The gearbox shifts the vehicle speed.
  • the correspondence table including the required torque and the driving mode and the speed of the gearbox shifting vehicle can be preset, and the correspondence table is shown in Table 1 below.
  • the gearbox shifting vehicle speed is between the required torque and the driving mode.
  • the AUTO is a normal mode
  • ECO is an energy-saving mode
  • SPORT is a sports mode
  • SNOW is a snow mode
  • the SAVE is a power reserve mode.
  • the current gearbox shift vehicle speed includes: a current upshift vehicle speed and a current downshift vehicle speed, wherein the current upshift vehicle speed is greater than the current downshift vehicle speed.
  • the current upshift vehicle speed is 30km/h
  • the current downshift vehicle speed is 20km/h
  • the current upshift vehicle speed is greater than the current downshift vehicle speed, so as to avoid when the user has been shifting the vehicle speed value in the current gearbox Frequent jumps of gearbox gears caused by driving nearby, for example, in a relatively congested road section, the vehicle speed frequently changes between 30km/h-20km/h, if the current gearbox shift speed is set If it is 25km/h, the gearbox gear will frequently jump between the first and second gears.
  • the upshift vehicle speed is defined as 30km/h
  • the current downshift vehicle speed is defined as 20km/h
  • the determining the first target gear of the gearbox according to the comparison result of the current vehicle speed and the current gearbox shifting vehicle speed may include: C1) If the current vehicle speed is greater than the all According to the current upshift vehicle speed, it is determined to use the second gear of the reduction box as the first target gear; and C2) if the current vehicle speed is less than the current downshift vehicle speed, it is determined to use the first gear of the reduction box as the first target gear.
  • Target gear For example, if the current vehicle speed is 50km/h and the current upshift vehicle speed is 30km/h, the second gear of the gearbox will be used as the first target gear. If the current vehicle speed is 20km/h, the first gear of the gearbox will be used as the target gear. The first target gear.
  • S102 Perform gearbox intervention control based on at least one of the following to switch the first target gear of the gearbox to a second target gear of the gearbox that matches the real-time operating condition of the vehicle: drive gear lever position Information, vehicle drive motor speed and gearbox fault information.
  • the gearbox gear intervention control is performed in this embodiment for the position information of the drive gear lever, the rotation speed of the vehicle drive motor, and the gearbox gear fault information, and the gearbox gear after the control matches the real time of the vehicle.
  • the vehicle operating conditions include urban operating conditions, suburban operating conditions, high-speed operating conditions, and the like.
  • the position information of the drive gear lever is used to show the position of the drive gear lever and the change of the position of the drive gear lever, wherein the position of the drive gear lever includes: vehicle driving gear (ie D gear), vehicle reverse gear (ie R gear) ), vehicle parking gear (namely P gear) and vehicle neutral gear (namely N gear).
  • vehicle driving gear ie D gear
  • vehicle reverse gear ie R gear
  • vehicle parking gear namely P gear
  • vehicle neutral gear namely N gear
  • the specific control method is as follows:
  • the first target gear position of the reduction gear box is maintained as the second target gear position of the reduction gear box.
  • the second target gear of the gearbox is equal to the first target gear. If the first target gear is the first gear, the second target gear is The second target gear is also the first gear. If the first target gear is the second gear, the second target gear is also the second gear, which is suitable for high-speed working conditions or suburban working conditions.
  • the service life of the reduction gearbox can be prolonged, and the power response of starting can be accelerated when the vehicle is stopped and restarted, and the process of the reduction gearbox being switched from the gearbox neutral gear to the first gearbox gear can be avoided.
  • the vehicle speed is very low (less than the vehicle speed threshold)
  • there may be a delay when the vehicle speed is higher than the vehicle speed threshold so it may be waiting for the red light to determine the N gear.
  • the driver is judged to want to coast in neutral and does not violate the driver’s intention. Therefore, the direct gear will follow the gear lever to become N gear.
  • the vehicle speed threshold may be 30km/h.
  • the rotational speed of the vehicle drive motor may be the rotational speed of the vehicle rear axle drive motor in this embodiment.
  • the drive motor generally has its maximum speed.
  • the maximum rotation speed of the driving motor of the rear axle of the vehicle can be set to perform gearbox intervention control.
  • the specific control method is as follows:
  • the rotation speed of the vehicle driving motor is less than or equal to a preset rotation speed threshold, maintaining the first target gear as the second target gear. For example, if the rotation speed of the vehicle driving motor is 8000 r/min, the preset rotation speed threshold is 10000 r/min, and the first target gear is maintained as the second target gear.
  • the gearbox gear intervention control is performed based on the gearbox gear fault information.
  • the gearbox gear fault information is mainly used to show whether the gearbox gear is faulty.
  • the specific control method is as follows:
  • the gearbox gear failure information shows that the first target gear has a failure
  • the first target gear is determined according to the preset gear replacement sequence corresponding to each gearbox gear.
  • Corresponding current gear replacement sequence and based on the current gear replacement sequence, determine a replacement gear for replacing the first target gear without failure, and switch the first target gear to the replacement
  • the gear position is used as the second target gear position.
  • the first target gear is the first gear of the reduction gearbox
  • the gearbox fault information indicates that the first gear of the gearbox is faulty
  • the gear position when the first gear of the gearbox fails is preset Replacement sequence
  • the gear replacement sequence for the second gear of the reduction box is determined according to the preset gear replacement sequence when the second gear of the reduction box fails.
  • the gear replacement sequence is the first gear of the gearbox and the neutral gear of the gearbox, that is, if the first gear of the gearbox does not fail, then the second gear of the gearbox is switched to the first gear of the gearbox as the second target gear; if If the first gear of the reduction box fails, the second gear of the reduction box is switched to the neutral gear of the reduction box.
  • FIG. 2 is a flow chart of gearbox gear intervention control.
  • the gearbox gear is performed based on at least one of the position information of the drive gear lever, the rotation speed of the vehicle drive motor, and the gearbox fault information.
  • the position intervention control may include: performing the gearbox gear intervention control in the order of the position information of the drive gear lever, the rotation speed of the vehicle drive motor, and the gearbox gear failure information.
  • the gearbox gear intervention is first performed based on the drive gear lever position information, and then the gearbox gear is intervened based on the vehicle drive motor speed. Gear intervention, and finally the gearbox gear intervention is performed through the gearbox gear fault information to obtain the final gearbox gear.
  • the first target gear is gearbox second gear; if the current actual vehicle speed is lower than the set shift vehicle speed, the first target gear is gearbox first gear.
  • P or N gear is switched to D or R gear
  • rear axle gearbox gear is switched from N gear to 1 gear
  • D or R is switched to P or N gear
  • rear axle gear should be delayed to switch to N gear
  • the purpose of this delay is to avoid frequent shifts of the rear axle caused by frequent start and stop in urban roads when the vehicle motor is driven, extend the life of the rear axle gearbox, and speed up the power response of starting, the delay time should be At about 2min (because the red light time is generally about 90s); in the R gear, the second target gear should always be the first gear (because the reverse gear speed will not exceed 40km/h); in the D gear, the second target gear Should be equal to the first target gear.
  • the third target gear when the rotation speed of the driving motor exceeds its maximum allowable rotation speed, in order to protect the driving motor, the third target gear should be gearbox N; when the rotation speed of the driving motor is within the allowable range, the third target gear should be Equal to the second target gear.
  • the third target gear when the rear axle gear is unavailable due to a fault or other reasons: the third target gear is the first gear of the gearbox, and the first gear of the gearbox is unavailable, the second gear of the gearbox is available, and the final gear is the second gear of the gearbox. If the second gear of the reduction box is not available, and the N gear of the reduction box is available, the final gear is the N gear of the reduction box; the third target gear is the second gear of the reduction box and the second gear is not available.
  • the final gear is the first gear of the reduction box. If the first gear of the reduction box is not available, and the N gear of the reduction box is available, the final gear is the N gear of the reduction box; the third target gear is the N gear, and the final gear is selected in turn to reduce the speed. Box N, gearbox first gear 1, gearbox second gear.
  • the two-speed reduction gearbox can increase the vehicle dynamics and meet the power demand of the user.
  • the gear position of the two-speed reduction gearbox is intervened according to the real-time operating conditions of the vehicle, and the gearbox gear is based on the position information of the drive gear lever.
  • Position intervention control can reduce the number of gear shifts in congested roads (urban operating conditions) during the process of using the car; intervention control of gearbox gear based on the speed of the vehicle drive motor can prevent the drive motor from overspeeding; based on the gearbox gear Fault information
  • the gearbox gear intervention control can avoid the gearbox gear failure, thus greatly improving the service life of the gearbox and the performance of noise, vibration and harshness (NVH, Noise, Vibration, Harshness), effectively reducing Failure rate, this embodiment can ensure that the rear axle drive motor is in the best working range, and at the same time ensure the dynamics and economy of vehicle driving.
  • Figure 3 is a block diagram of a two-speed reduction box gear control system.
  • the two-speed reduction gearbox gear control system includes: a target gear determination unit 1 for determining a first target gearbox reflecting the current driving needs of the user according to the current vehicle speed; and a gear intervention unit 2. It is used to perform intervention control of the gearbox gear based on at least one of the following to switch the first target gear of the gearbox to the second target gear of the gearbox that matches the real-time operating conditions of the vehicle: drive gear lever position Information, vehicle drive motor speed and gearbox fault information.
  • the target gear determining unit 1 includes: a vehicle speed acquiring module 11, configured to acquire the current vehicle speed and the current gearbox shifting vehicle speed; and the gear determining module 12, configured to obtain the current vehicle speed and the current deceleration according to the current vehicle speed.
  • the comparison result of the gearbox shifting vehicle speed determines the first target gear of the reduction gearbox.
  • the current gearbox shift vehicle speed includes: a current upshift vehicle speed and a current downshift vehicle speed, wherein the current upshift vehicle speed is greater than the current downshift vehicle speed; and the gear position determining module 12 includes: The first gear determination sub-module 121 is configured to determine that if the current vehicle speed is greater than the current upshift vehicle speed, the second gear of the reduction gear box is determined as the first target gear; and the second gear determination sub-module 122 uses If the current vehicle speed is less than the current downshift vehicle speed, it is determined that the first gear of the reduction box is used as the first target gear.
  • the vehicle speed obtaining module 11 includes: a torque mode obtaining sub-module 111 for obtaining the current required torque and current driving mode; and a vehicle speed finding sub-module 112 for obtaining the required torque and driving mode according to a preset
  • the corresponding relationship table between the two and the gearbox shifting vehicle speed, and the current gearbox shifting vehicle speed corresponding to the current required torque and the current driving mode is searched and acquired in the correspondence relationship table.
  • the position information of the drive gear lever is used to show the position of the drive gear lever and the change in the position of the drive gear lever, wherein the position of the drive gear lever includes: vehicle driving gear, vehicle reverse gear, vehicle parking gear, and vehicle empty.
  • the gear intervention unit 2 includes: a first drive gear lever intervention module 21, used to maintain the first target gear of the gearbox when the vehicle is in the vehicle driving gear, the vehicle parking gear, or the vehicle neutral gear Position as the second target gear position of the reduction gearbox;
  • the second drive gear lever intervention module 22 is used to switch to the vehicle driving gear or the vehicle reverse gear when the vehicle is in the reverse gear or the vehicle is switched from the vehicle parking gear or the vehicle neutral gear
  • the third drive gear lever intervention module 23 is used when the vehicle is moved from the vehicle gear or the vehicle When the reverse gear is switched to the vehicle parking gear or the vehicle neutral gear, the first target gear of the gearbox is switched to the gearbox neutral
  • the gear intervention unit 2 includes: a first motor speed intervention module 24, configured to switch the gearbox first target gear to when the vehicle drive motor speed is greater than a preset speed threshold Gearbox neutral is used as the second target gear; and a second motor speed intervention module 25 is used to maintain the first target gear when the vehicle drive motor speed is less than or equal to a preset speed threshold As the second target gear.
  • a first motor speed intervention module 24 configured to switch the gearbox first target gear to when the vehicle drive motor speed is greater than a preset speed threshold Gearbox neutral is used as the second target gear
  • a second motor speed intervention module 25 is used to maintain the first target gear when the vehicle drive motor speed is less than or equal to a preset speed threshold As the second target gear.
  • the gear position intervention unit 2 includes: a first gear position failure intervention module 26, which is used to, when the gearbox gear position failure information shows that the first target gear position has failed, according to a preset The gear replacement sequence corresponding to each gearbox gear is determined, the current gear replacement sequence corresponding to the first target gear is determined, and based on the current gear replacement sequence, it is determined to replace the first target gear and For a replacement gear that has not failed, the first target gear is switched to the replacement gear as the second target gear; and the second gear failure intervention module 27 is configured to fail in the gearbox gear When the information shows that the first target gear has no failure, the first target gear is maintained as the second target gear.
  • a first gear position failure intervention module 26 which is used to, when the gearbox gear position failure information shows that the first target gear position has failed, according to a preset The gear replacement sequence corresponding to each gearbox gear is determined, the current gear replacement sequence corresponding to the first target gear is determined, and based on the current gear replacement sequence, it is determined to replace the first target gear and For
  • the gear intervention unit 2 is configured to perform gear box intervention control based on at least one of the drive gear lever position information, the rotation speed of the vehicle drive motor, and the gear box fault information, including: the gear intervention unit 2 It is used to control the gearbox gear intervention in the order of the position information of the drive gear lever, the speed of the vehicle drive motor and the gearbox gear fault information.
  • the two-speed reduction gearbox gear position control system has the same technical scheme and technical effect as the first embodiment compared with the prior art, which will not be repeated here.
  • this embodiment also provides a vehicle, which includes the aforementioned two-speed reduction gearbox gear control system in the second embodiment.
  • the two-speed reduction gearbox gear control system includes a processor and a memory.
  • the target gear determining unit 1, the gear intervention unit 2, etc. are all stored in the memory as a program unit, and the processor executes the program stored in the memory. Unit to realize the corresponding function.
  • the processor contains the kernel, and the kernel calls the corresponding program unit from the memory.
  • One or more kernels can be set, and the self-checking of the model can be realized by adjusting the kernel parameters.
  • the memory may include non-permanent memory in computer-readable media, random access memory (RAM) and/or non-volatile memory, such as read-only memory (ROM) or flash memory (flash RAM), and the memory includes at least one Memory chip.
  • RAM random access memory
  • ROM read-only memory
  • flash RAM flash random access memory
  • the embodiment of the present invention provides a storage medium on which a program is stored, and when the program is executed by a processor, the two-speed reduction gear box gear control method is implemented.
  • An embodiment of the present invention provides a processor, the processor is used to run a program, wherein the two-speed reduction gear box gear control method is executed when the program is running.
  • This application also provides a computer program product, which when executed on a data processing device, is suitable for executing a program initialized with the method steps in Embodiment 1.
  • this application can be provided as methods, systems, or computer program products. Therefore, this application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, this application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.
  • computer-usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions can also be stored in a computer-readable memory that can guide a computer or other programmable data processing equipment to work in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture including the instruction device.
  • the device implements the functions specified in one process or multiple processes in the flowchart and/or one block or multiple blocks in the block diagram.
  • These computer program instructions can also be loaded on a computer or other programmable data processing equipment, so that a series of operation steps are executed on the computer or other programmable equipment to produce computer-implemented processing, so as to execute on the computer or other programmable equipment.
  • the instructions provide steps for implementing the functions specified in one process or multiple processes in the flowchart and/or one block or multiple blocks in the block diagram.
  • the computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
  • processors CPUs
  • input/output interfaces network interfaces
  • memory volatile and non-volatile memory
  • the memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and/or non-volatile memory, such as read-only memory (ROM) or flash memory (flash RAM).
  • RAM random access memory
  • ROM read-only memory
  • flash RAM flash memory
  • Computer-readable media include permanent and non-permanent, removable and non-removable media, and information storage can be realized by any method or technology.
  • the information can be computer-readable instructions, data structures, program modules, or other data.
  • Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, CD-ROM, digital versatile disc (DVD) or other optical storage, Magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media can be used to store information that can be accessed by computing devices. According to the definition in this article, computer-readable media does not include transitory media, such as modulated data signals and carrier waves.

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Abstract

一种两挡减速箱挡位控制方法、系统及车辆，两挡减速箱挡位控制方法包括：根据当前车速确定反映用户当前驾驶需求的减速箱第一目标挡位；以及基于以下至少之一者进行减速箱挡位干预控制，以将减速箱第一目标挡位切换为匹配于车辆实时工况的减速箱第二目标挡位：驱动挡杆位置信息、车辆驱动电机转速以及减速箱挡位故障信息。该两挡减速箱挡位控制方法、系统及车辆保证了驱动电机处于最佳工作区间，满足用户的当前需求。

Description

两档减速箱档位控制方法及系统
相关申请的交叉引用
本申请要求2019年12月17日提交的中国专利申请201911301681.4的权益，该申请的内容通过引用被合并于本文。
技术领域
本发明涉及车辆技术领域，特别涉及一种两档减速箱档位控制方法、系统及车辆。
背景技术
目前，大部分电动或混动车辆均采用固定速比的单档电桥减速箱，在四驱模式下，该单档电桥减速箱受到电机最高转速的限制，无法给予车辆更多的助力，进而无法满足部分对于动力要求较高的驾驶员的需求。基于上述原因，已经开始逐步开展适用于电动或混动车辆的两档减速箱的研发。但是，针对所述两档减速箱控制策略较少，且现有的控制策略无法保证后桥驱动电机处于最佳工作区间，从而无法满足用户的当前需求。
发明内容
有鉴于此，本发明旨在提出一种两档减速箱档位控制方法及系统，以保证后桥驱动电机处于最佳工作区间，满足用户的当前需求。
为达到上述目的，本发明的技术方案是这样实现的：
一种两档减速箱档位控制方法，所述两档减速箱档位控制方法包括：根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位； 以及基于以下至少之一者进行减速箱档位干预控制，以将所述减速箱第一目标档位切换为匹配于所述车辆实时工况的减速箱第二目标档位：驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息。
优选地，所述根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位包括：获取当前车速以及当前减速箱换档车速，其中所述当前减速箱换档车速包括当前升档车速和当前降档车速，且所述当前升档车速大于所述当前降档车速；若所述当前车速大于所述当前升档车速，则确定将减速箱二档作为所述第一目标档位；以及若所述当前车速小于所述当前降档车速，则确定将减速箱一档作为所述第一目标档位。
优选地，所述获取当前减速箱换档车速包括：获取当前所需扭矩和当前驾驶模式；以及根据预设定的所需扭矩和驾驶模式两者与减速箱换档车速的对应关系表，在所述对应关系表中查找并获取与所述当前所需扭矩和当前驾驶模式对应的当前减速箱换档车速。
优选地，所述驱动档杆位置信息用于示出驱动档杆位置及驱动档杆位置变化情况，其中所述驱动档杆位置包括：车辆行驶档、车辆倒车档、车辆驻车档以及车辆空档；并且，基于所述驱动档杆位置信息进行减速箱档位干预控制包括：在车辆处于车辆行驶档、车辆驻车档或车辆空档时，维持所述减速箱第一目标档位以作为所述减速箱第二目标档位；在车辆处于车辆倒车档或车辆从车辆驻车档或车辆空档切换至车辆行驶档或车辆倒车档时，将所述减速箱第一目标档位切换为减速箱一档以作为所述减速箱第二目标档位；以及在车辆从车辆行驶档或车辆倒车档切换至车辆驻车档或车辆空档时，则在预设时间后将所述减速箱第一目标档位切换为减速箱空档以作为第二目标档位。
优选地，所述基于所述车辆驱动电机转速进行减速箱档位干预控 制包括：在所述车辆驱动电机转速大于预设定的转速阈值时，将所述减速箱第一目标档位切换为减速箱空档作为所述第二目标档位；以及在所述车辆驱动电机转速小于或等于预设定的转速阈值时，维持所述第一目标档位作为第二目标档位。
优选地，所述基于所述减速箱档位故障信息进行减速箱档位干预控制包括：在所述减速箱档位故障信息示出所述第一目标档位出现故障时，根据预设定的每一减速箱档位对应的档位替换顺序，确定所述第一目标档位对应的当前档位替换顺序，并基于所述当前档位替换顺序确定用于替换所述第一目标档位且未出现故障的替换档位，将所述第一目标档位切换为所述替换档位作为第二目标档位；以及在所述减速箱档位故障信息示出所述第一目标档位未出现故障时，维持所述第一目标档位作为第二目标档位。
优选地，基于所述驱动档杆位置信息、所述车辆驱动电机转速以及所述减速箱档位故障信息中的至少之一者进行减速箱档位干预控制包括：按照所述驱动档杆位置信息、所述车辆驱动电机转速以及所述减速箱档位故障信息的顺序进行减速箱档位干预控制。
另外，本实施例提供一种两档减速箱档位控制系统，所述两档减速箱档位控制系统包括：目标档位确定单元，用于根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位；以及档位干预单元，用于基于以下至少之一者进行减速箱档位干预控制，以将所述减速箱第一目标档位切换为匹配于车辆实时工况的减速箱第二目标档位：驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息。
另外，本实施例提供一种车辆，所述车辆包括上述的两档减速箱档位控制系统。
另外，本发明实施例提供一种存储介质，其上存储有程序，该程 序被处理器执行时实现上述的两档减速箱档位控制方法。
另外，本发明实施例提供一种处理器，所述处理器用于运行程序，其中所述程序运行时执行上述的两档减速箱档位控制方法。
相对于现有技术，本发明所述的两档减速箱档位控制方法可以根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位，用于满足用户的当前驾驶需求，再基于车辆实时工况进行减速箱档位干预，以获取匹配于车辆实时工况的第二目标档位，通过减速箱档位的控制可以使得驱动电机在用户驾驶需求的影响及车辆实时工况的干预下一直处于最佳的工作区间，从而满足用户的当前需求。
本发明的其它特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
构成本发明的一部分的附图用来提供对本发明的进一步理解，本发明的示意性实施方式及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1为本发明实施方式所述的两档减速箱档位控制方法的流程图；
图2为本发明优选实施方式的两档减速箱档位方法的流程图；以及
图3为本发明实施方式所述的两档减速箱档位控制系统的模块框图。
附图标记说明：
1、目标档位确定单元       2、档位干预单元
11、车速获取模块          12、档位确定模块
121、第一档位确定子模块  122、第二档位确定子模块
111、扭矩模式获取子模块  112、车速查找子模块
21、第一驱动档杆干预模块 22、第二驱动档杆干预模块
23、第三驱动档杆干预模块 24、第一电机转速干预模块
25、第二电机转速干预模块 26、第一档位故障干预模块
27、第二档位故障干预模块
具体实施方式
需要说明的是，在不冲突的情况下，本发明中的实施方式及实施方式中的特征可以相互组合。
实施例1
图1是实施例1的一种两档减速箱档位控制方法，如图1所示，所述两档减速箱档位控制方法包括：
S101，根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位。
其中，在本实施例中，所述减速箱的类型为两档减速箱，其具有三种目标档位，分别为减速箱空档、减速箱一档及减速箱二档，与本发明不同的是，现有技术中还存在单档减速箱，顾名思义，所述单档减速箱为减速箱空档及一档。其中，所述第一目标档位为本发明实施例的两档减速箱的三种减速箱档位之一。
在该步骤S101中，根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位可以采用下述的方式：A1)获取当前车速以及当前减速箱换档车速；A2)根据所述当前车速与所述当前减速箱换档车速的比较结果，确定所述减速箱的第一目标档位。
其中，在A1)中所述当前车速为车辆当前的行驶速度，其反映了当前车辆的行驶状态。所述当前减速箱换档车速示出当前用户的驾 驶需求对应的车速。具体地，获取所述当前减速箱换档车速的方式为：
B1)获取当前所需扭矩和当前驾驶模式，其中驾驶模式包括标准模式，经济模式(适用于堵车)、运动模式、个性化模式、雪地模式等；B2)根据预设定的所需扭矩和驾驶模式两者与减速箱换档车速的对应关系表，在所述对应关系表中查找并获取与所述当前所需扭矩和当前驾驶模式对应的当前减速箱换档车速。其中，所述当前所需扭矩相当于影响当前减速箱换档车速的一个变量而所述当前驾驶模式相当于影响当前减速箱换档车速的另一个变量，两者共同作用，确定了所述当前减速箱换档车速。其中，可预设定包含所需扭矩和驾驶模式两者与减速箱换档车速的对应关系表，所述对应关系表如下表1所示。
表1
Figure PCTCN2020136764-appb-000001
表1中，处于所述所需扭矩和所述驾驶模式之间的为减速箱换档车速。其中，所述AUTO为普通模式，ECO为节能模式，SPORT为运动模式，所述SNOW为雪地模式，所述SAVE为电量预留模式。
进一步优选地，在本实施例中，所述当前减速箱换档车速包括：当前升档车速和当前降档车速，其中所述当前升档车速大于所述当前降档车速。例如，所述当前升档车速为30km/h，所述当前降档车速 为20km/h，所述当前升档车速大于当前降档车速，从而避免当用户一直在该当前减速箱换档车速值附近行驶造成的减速箱档位的频繁跳动，举例而言，在较为拥堵的路段中，车辆行驶车速频繁在30km/h-20km/h之间变化，若所述当前减速箱换档车速设定为25km/h，那么减速箱档位会在一档和二档间频繁跳动，而如果采用本发明的上述实施例，将升档车速定义为30km/h，当前降档车速定义为20km/h，那么当车辆行驶车速频繁在30km/h-20km/h之间变化时，所述减速箱档位并不会频繁变化。
其中，在A2)中，所述根据所述当前车速与所述当前减速箱换档车速的比较结果，确定所述减速箱的第一目标档位可以包括：C1)若所述当前车速大于所述当前升档车速，则确定将减速箱二档作为所述第一目标档位；以及C2)若所述当前车速小于所述当前降档车速，则确定将减速箱一档作为所述第一目标档位。例如，若当前车速为50km/h，当前升档车速为30km/h，则将减速箱二档作为所述第一目标档位，若当前车速为20km/h，则将减速箱一档作为所述第一目标档位。
S102，基于以下至少之一者进行减速箱档位干预控制，以将所述减速箱第一目标档位切换为匹配于所述车辆实时工况的减速箱第二目标档位：驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息。
下面将分别针对驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息来具体介绍本实施例是如何进行减速箱档位干预控制的，且控制之后的减速箱档位匹配于车辆实时工况，所述车辆工况包括城市工况、郊区工况、高速工况等。
1、基于所述驱动档杆位置信息进行减速箱档位干预控制。
其中，所述驱动档杆位置信息用于示出驱动档杆位置及驱动档杆位置变化情况，其中所述驱动档杆位置包括：车辆行驶档(即D档)、车辆倒车档(即R档)、车辆驻车档(即P档)以及车辆空档(即N档)。需要说明的是该驱动档杆位置不同于本发明的减速箱档位，该驱动档杆位置为车辆中驱动杆所在档位。
具体控制方式如下所述：
1)在所述车辆处于车辆D档、车辆P档或车辆N档时，维持所述减速箱第一目标档位以作为所述减速箱第二目标档位。例如，在所述车辆处于车辆D档、车辆P档或车辆N档时，所述减速箱第二目标档位等于所述第一目标档位，若第一目标档位为一档，则第二目标档位也为一档，若第一目标档位为二档，则第二目标档位也为二档，适用于高速工况或郊区工况。
2)在车辆处于车辆R档或车辆从车辆P档或车辆N档切换至车辆D档或车辆R档时，将所述减速箱第一目标档位切换为减速箱一档以作为所述减速箱第二目标档位。其中，由于所述车辆R档的车速一般不会超过40km/h，因此，所述减速箱档位可以直接切换至一档；在所述车辆从车辆P档或车辆N档切换至车辆D档或车辆R档时，所述减速箱档位从第一目标档位(减速箱空档)切换至一档。
3)在车辆从车辆D档或车辆R档切换至车辆P档或车辆N档时，若当前车速大于预设车速阈值，则在预设时间后将所述减速箱第一目标档位切换为减速箱空档以作为第二目标档位；以及若当前车速小于预设车速阈值，则直接将所述减速箱第一目标档位切换为减速箱空档以作为第二目标档位。其中所述预设时间可以是2min，此延时的目的在于，避免车辆在道路中频繁的启停而导致减速箱的频繁换档(因为红灯时间一般为90s，避免红灯时间的频繁换档)，适用于城 市工况。利用上述方式延长所述减速箱的寿命，并且可以在车辆停下再启动时，可以加快起步的动力响应，避免减速箱再从减速箱空档切换至减速箱一档的过程。在车速很低(小于车速阈值)时，挂N档判断可能在等红灯所以有个延时；车速大于车速阈值，挂N档，判断驾驶员就是想要空挡滑行，不违背驾驶员意图，所以会直接档位跟随档杆变成N档。其中所述车速阈值可以为30km/h。
2、基于所述车辆驱动电机转速进行减速箱档位干预控制。
其中，在本实施例中，所述车辆驱动电机转速在本实施例中可以是车辆后桥驱动电机的转速。其中，驱动电机一般会有其最大的转速。在本实施例中，可以设置与所述车辆后桥驱动电机的最大转速来进行减速箱档位干预控制。
具体控制方式如下所述：
1)在所述车辆驱动电机转速大于预设定的转速阈值时，将所述减速箱第一目标档位切换为减速箱空档作为所述第二目标档位。例如，若所述车辆驱动电机的转速是12000r/min，预设定的转速阈值为10000r/min，则直接将所述减速箱第一目标档位切换为减速箱空档以用于保护驱动电机。
2)在所述车辆驱动电机转速小于或等于预设定的转速阈值时，维持所述第一目标档位作为第二目标档位。例如，若所述车辆驱动电机的转速是8000r/min，预设定的转速阈值为10000r/min，维持所述第一目标档位作为第二目标档位。
3、基于所述减速箱档位故障信息进行减速箱档位干预控制。
其中，所述减速箱档位故障信息主要用于示出减速箱档位是否发生故障。
具体控制方式如下所述：
1)在所述减速箱档位故障信息示出所述第一目标档位出现故障时，根据预设定的每一减速箱档位对应的档位替换顺序，确定所述第一目标档位对应的当前档位替换顺序，并基于所述当前档位替换顺序确定用于替换所述第一目标档位且未出现故障的替换档位，将所述第一目标档位切换为所述替换档位作为第二目标档位。例如，确定所述第一目标档位为减速箱一档，若所述减速箱档位故障信息示出所述减速箱一档发生故障，根据预设定的减速箱一档故障时的档位替换顺序，确定所述减速箱一档对应的档位替换顺序为减速箱二档、以及减速箱空档，即若所述减速箱二档未发生故障，则将所述减速箱一档切换为减速箱二档作为第二目标档位，若所述减速箱二档也发生故障，则将所述减速箱一档直接切换为减速箱空档。确定所述第一目标档位为减速箱二档，若所述减速箱二档发生故障，根据预设定的减速箱二档故障时的档位替换顺序，确定所述减速箱二档对应的档位替换顺序为减速箱一档、以及减速箱空档，即若所述减速箱一档未发生故障，则将所述减速箱二档切换为减速箱一档作为第二目标档位；若所述减速箱一档发生故障，则将所述减速箱二档切换为减速箱空档。
2)在所述减速箱档位故障信息示出所述第一目标档位未出现故障时，维持所述第一目标档位作为第二目标档位。
进一步优选地，图2是减速箱档位干预控制的流程图，如图2所示，基于驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息中至少之一者进行减速箱档位干预控制可以包括：按照驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息的顺序进行减速箱档位干预控制。
换句话说，所述驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息中，先基于驱动档杆位置信息进行减速箱档位干预， 再基于所述车辆驱动电机转速进行减速箱档位干预，最终通过所述减速箱档位故障信息进行减速箱档位干预以得到最终的减速箱档位。
具体地，如图2所示，包括：S201，根据当前车速确定第一目标档位；S202，基于驱动档杆位置信息对第一目标档位进行干预得到第二目标档位；S203基于车辆驱动电机转速对第二目标档位进行干预得到第三目标档位；S204，基于减速箱档位故障信息对第三目标档位进行干预得到最终档位。例如，S201中，若当前车速大于设定的换挡车速，第一目标档位为减速箱二档；若当前实际车速小于设定的换挡车速，第一目标档位为减速箱一档。S202中，P或N档切换至D或R档，后桥减速箱档位由N档切换至1档；D或R切换至P或N档，后桥档位应延迟档位切换至N档，此延时目的是，为了避免当车辆电机驱动时，在城市道路中频繁的启停而导致的后桥频繁换挡，延长后桥变速箱的寿命，加快起步的动力响应，延时时间应在2min左右(因红灯时间一般在90s左右)；R档时，第二目标档位应始终为1档(因倒档车速不会超过40km/h)；D档时，第二目标档位应等于第一目标档位。S203中，当驱动电机的转速超过其允许的最大转速时，为了保护驱动电机，第三目标档位应为减速箱N档；当驱动电机的转速在允许范围内时，第三目标档位应等于第二目标档位。S204中，因故障或其他原因导致后桥档位不可用时：第三目标档位为减速箱一档，且减速箱一档不可用，减速箱二档可用，最终档位为减速箱二档，若减速箱二档也不可用，减速箱N档可用，则最终档位为减速箱N档；第三目标档位为减速箱二档且减速箱二档不可用，若减速箱一档可用，最终档位为减速箱一档，若减速箱一档也不可用，减速箱N档可用，则最终档位为减速箱N档；第三目标档位为N档，同上最终档位依次选择减速箱N，减速箱一档1，减速箱二档。
通过上述的实施例，两档减速箱可以增加车辆动力性，满足用户的动力需求，根据车辆实时工况对所述两档减速箱的档位进行干预，基于驱动档杆位置信息的减速箱档位干预控制可以降低用户用车过程中在拥堵路段(城市工况)的换挡次数；基于所述车辆驱动电机转速进行减速箱档位干预控制可以避免驱动电机超速；基于所述减速箱档位故障信息进行减速箱档位干预控制可以避免减速箱档位的故障，从而大大提高了变速箱的使用寿命和噪声、振动与声振粗糙度(NVH，Noise、Vibration、Harshness)性能，有效降低了故障率，本实施例能够保证后桥驱动电机处于最佳工作区间，并同时保证车辆驾驶的动力性及经济性。
实施例2
图3是一种两档减速箱档位控制系统的模块框图。如图3所示，所述两档减速箱档位控制系统包括：目标档位确定单元1，用于根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位；以及档位干预单元2，用于基于以下至少之一者进行减速箱档位干预控制，以将所述减速箱第一目标档位切换为匹配于车辆实时工况的减速箱第二目标档位：驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息。
优选地，所述目标档位确定单元1包括：车速获取模块11，用于获取当前车速以及当前减速箱换档车速；以及档位确定模块12，用于根据所述当前车速与所述当前减速箱换档车速的比较结果，确定所述减速箱的第一目标档位。
优选地，所述当前减速箱换档车速包括：当前升档车速和当前降档车速，其中所述当前升档车速大于所述当前降档车速；并且，所述档位确定模块12包括：第一档位确定子模块121，用于若所述当前 车速大于所述当前升档车速，则确定将减速箱二档作为所述第一目标档位；以及第二档位确定子模块122，用于若所述当前车速小于所述当前降档车速，则确定将减速箱一档作为所述第一目标档位。
优选地，所述车速获取模块11包括：扭矩模式获取子模块111，用于获取当前所需扭矩和当前驾驶模式；以及车速查找子模块112，用于根据预设定的所需扭矩和驾驶模式两者与减速箱换档车速的对应关系表，在所述对应关系表中查找并获取与所述当前所需扭矩和当前驾驶模式对应的当前减速箱换档车速。
优选地，所述驱动档杆位置信息用于示出驱动档杆位置及驱动档杆位置变化情况，其中所述驱动档杆位置包括：车辆行驶档、车辆倒车档、车辆驻车档以及车辆空档；并且，所述档位干预单元2包括：第一驱动档杆干预模块21，用于在车辆处于车辆行驶档、车辆驻车档或车辆空档时，维持所述减速箱第一目标档位以作为所述减速箱第二目标档位；第二驱动档杆干预模块22，用于在车辆处于车辆倒车档或车辆从车辆驻车档或车辆空档切换至车辆行驶档或车辆倒车档时，将所述减速箱第一目标档位切换为减速箱一档以作为所述减速箱第二目标档位；以及第三驱动档杆干预模块23，用于在车辆从车辆行驶档或车辆倒车档切换至车辆驻车档或车辆空档时，则在预设时间后将所述减速箱第一目标档位切换为减速箱空档以作为第二目标档位。
优选地，所述档位干预单元2包括：第一电机转速干预模块24，用于在所述车辆驱动电机转速大于预设定的转速阈值时，将所述减速箱第一目标档位切换为减速箱空档作为所述第二目标档位；以及第二电机转速干预模块25，用于在所述车辆驱动电机转速小于或等于预设定的转速阈值时，维持所述第一目标档位作为第二目标档位。
优选地，所述档位干预单元2包括：第一档位故障干预模块26，用于在所述减速箱档位故障信息示出所述第一目标档位出现故障时，根据预设定的每一减速箱档位对应的档位替换顺序，确定所述第一目标档位对应的当前档位替换顺序，并基于所述当前档位替换顺序确定用于替换所述第一目标档位且未出现故障的替换档位，将所述第一目标档位切换为所述替换档位作为第二目标档位；以及第二档位故障干预模块27，用于在所述减速箱档位故障信息示出所述第一目标档位未出现故障时，维持所述第一目标档位作为第二目标档位。
优选地，所述档位干预单元2用于基于驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息中至少之一者进行减速箱档位干预控制包括：所述档位干预单元2用于按照驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息的顺序进行减速箱档位干预控制。
其中，所述两档减速箱档位控制系统与现有技术相比具有与实施例1相同的技术方案及技术效果，在此不再赘述。
另外，本实施例还提供一种车辆，该车辆包括实施例2中的上述两档减速箱档位控制系统。
所述两档减速箱档位控制系统包括处理器和存储器，上述目标档位确定单元1、档位干预单元2等均作为程序单元存储在存储器中，由处理器执行存储在存储器中的上述程序单元来实现相应的功能。
处理器中包含内核，由内核去存储器中调取相应的程序单元。内核可以设置一个或以上，通过调整内核参数来实现模型的自检测。
存储器可能包括计算机可读介质中的非永久性存储器，随机存取存储器(RAM)和/或非易失性内存等形式，如只读存储器(ROM)或闪存(flash RAM)，存储器包括至少一个存储芯片。
本发明实施例提供了一种存储介质，其上存储有程序，该程序被处理器执行时实现所述两档减速箱档位控制方法。
本发明实施例提供了一种处理器，所述处理器用于运行程序，其中，所述程序运行时执行所述两档减速箱档位控制方法。
本申请还提供了一种计算机程序产品，当在数据处理设备上执行时，适于执行初始化有实施例1中的方法步骤的程序。
本领域内的技术人员应明白，本申请的实施例可提供为方法、系统、或计算机程序产品。因此，本申请可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本申请可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本申请是参照根据本申请实施例的方法、设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
在一个典型的配置中，计算设备包括一个或多个处理器(CPU)、输入/输出接口、网络接口和内存。
存储器可能包括计算机可读介质中的非永久性存储器，随机存取存储器(RAM)和/或非易失性内存等形式，如只读存储器(ROM)或闪存(flash RAM)。存储器是计算机可读介质的示例。
计算机可读介质包括永久性和非永久性、可移动和非可移动媒体可以由任何方法或技术来实现信息存储。信息可以是计算机可读指令、数据结构、程序的模块或其他数据。计算机的存储介质的例子包括，但不限于相变内存(PRAM)、静态随机存取存储器(SRAM)、动态随机存取存储器(DRAM)、其他类型的随机存取存储器(RAM)、只读存储器(ROM)、电可擦除可编程只读存储器(EEPROM)、快闪记忆体或其他内存技术、只读光盘只读存储器(CD-ROM)、数字多功能光盘(DVD)或其他光学存储、磁盒式磁带，磁带磁磁盘存储或其他磁性存储设备或任何其他非传输介质，可用于存储可以被计算设备访问的信息。按照本文中的界定，计算机可读介质不包括暂存电脑可读媒体(transitory media)，如调制的数据信号和载波。
还需要说明的是，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、商品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、商品或者设备所固有的要素。 在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、商品或者设备中还存在另外的相同要素。
以上仅为本申请的实施例而已，并不用于限制本申请。对于本领域技术人员来说，本申请可以有各种更改和变化。凡在本申请的精神和原理之内所作的任何修改、等同替换、改进等，均应包含在本申请的权利要求范围之内。

Claims (12)

  1. 一种两档减速箱档位控制方法，其特征在于，所述两档减速箱档位控制方法包括：
    根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位；以及
    基于以下至少之一者进行减速箱档位干预控制，以将所述减速箱第一目标档位切换为匹配于车辆实时工况的减速箱第二目标档位：驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息。
  2. 根据权利要求1所述的两档减速箱档位控制方法，其特征在于，所述根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位包括：
    获取当前车速以及当前减速箱换档车速，其中所述当前减速箱换档车速包括当前升档车速和当前降档车速，且所述当前升档车速大于所述当前降档车速；
    若所述当前车速大于所述当前升档车速，则确定将减速箱二档作为所述第一目标档位；以及
    若所述当前车速小于所述当前降档车速，则确定将减速箱一档作为所述第一目标档位。
  3. 根据权利要求2所述的两档减速箱档位控制方法，其特征在于，所述获取当前减速箱换档车速包括：
    获取当前所需扭矩和当前驾驶模式；以及
    根据预设定的所需扭矩和驾驶模式两者与减速箱换档车速的对应关系表，在所述对应关系表中查找并获取与所述当前所需扭矩和当前驾驶模式对应的当前减速箱换档车速。
  4. 根据权利要求1所述的两档减速箱档位控制方法，其特征在于，所述驱动档杆位置信息用于示出驱动档杆位置及驱动档杆位置变化情况，其中所述驱动档杆位置包括：车辆行驶档、车辆倒车档、车辆驻车档以及车辆空档；
    并且，基于所述驱动档杆位置信息进行减速箱档位干预控制包括：
    在车辆处于车辆行驶档、车辆驻车档或车辆空档时，维持所述减速箱第一目标档位以作为所述减速箱第二目标档位；
    在车辆处于车辆倒车档或车辆从车辆驻车档或车辆空档切换至车辆行驶档或车辆倒车档时，将所述减速箱第一目标档位切换为减速箱一档以作为所述减速箱第二目标档位；以及
    在车辆从车辆行驶档或车辆倒车档切换至车辆驻车档或车辆空档时，
    若当前车速大于预设车速阈值，则在预设时间后将所述减速箱第一目标档位切换为减速箱空档以作为第二目标档位；以及
    若当前车速小于预设车速阈值，则直接将所述减速箱第一目标档位切换为减速箱空档以作为第二目标档位。
  5. 根据权利要求1所述的两档减速箱档位控制方法，其特征在于，基于所述车辆驱动电机转速进行减速箱档位干预控制包括：
    在所述车辆驱动电机转速大于预设定的转速阈值时，将所述减速箱第一目标档位切换为减速箱空档以作为所述第二目标档位；以及
    在所述车辆驱动电机转速小于或等于所述预设定的转速阈值时，维持所述第一目标档位以作为第二目标档位。
  6. 根据权利要求1所述的两档减速箱档位控制方法，其特征在 于，基于所述减速箱档位故障信息进行减速箱档位干预控制包括：
    在所述减速箱档位故障信息示出所述第一目标档位出现故障时，根据预设定的每一减速箱档位对应的档位替换顺序，确定所述第一目标档位对应的当前档位替换顺序，并基于所述当前档位替换顺序确定用于替换所述第一目标档位且未出现故障的替换档位，将所述第一目标档位切换为所述替换档位以作为第二目标档位；以及
    在所述减速箱档位故障信息示出所述第一目标档位未出现故障时，维持所述第一目标档位以作为第二目标档位。
  7. 根据权利要求1所述的两档减速箱档位控制方法，其特征在于，基于所述驱动档杆位置信息、所述车辆驱动电机转速以及所述减速箱档位故障信息中的至少之一者进行减速箱档位干预控制包括：
    按照所述驱动档杆位置信息、所述车辆驱动电机转速以及所述减速箱档位故障信息的顺序进行减速箱档位干预控制。
  8. 一种两档减速箱档位控制系统，其特征在于，所述两档减速箱档位控制系统包括：
    目标档位确定单元，用于根据当前车速确定反映用户当前驾驶需求的减速箱第一目标档位；以及
    档位干预单元，用于基于以下至少之一者进行减速箱档位干预控制，以将所述减速箱第一目标档位切换为匹配于车辆实时工况的减速箱第二目标档位：驱动档杆位置信息、车辆驱动电机转速以及减速箱档位故障信息。
  9. 根据权利要求8所述的两档减速箱档位控制系统，其特征在于，所述档位干预单元用于基于所述驱动档杆位置信息、所述车辆驱 动电机转速以及所述减速箱档位故障信息中的至少之一者进行减速箱档位干预控制包括：
    按照所述驱动档杆位置信息、所述车辆驱动电机转速以及所述减速箱档位故障信息的顺序进行减速箱档位干预控制。
  10. 一种车辆，其特征在于，所述车辆包括权利要求8或9所述的两档减速箱档位控制系统。
  11. 一种存储介质，其上存储有程序，该程序被处理器执行时实现权利要求1至7中任意一项所述的两档减速箱档位控制方法。
  12. 一种处理器，所述处理器用于运行程序，其中，所述程序运行时执行权利要求1至7中任意一项所述的两档减速箱档位控制方法。
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US11873892B2 (en) 2024-01-16
EP4033126A4 (en) 2022-11-16
CN112196994B (zh) 2022-03-15

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