WO2021244511A1 - 一种双稳态换挡器电机控制方法、装置及汽车 - Google Patents
一种双稳态换挡器电机控制方法、装置及汽车 Download PDFInfo
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- WO2021244511A1 WO2021244511A1 PCT/CN2021/097620 CN2021097620W WO2021244511A1 WO 2021244511 A1 WO2021244511 A1 WO 2021244511A1 CN 2021097620 W CN2021097620 W CN 2021097620W WO 2021244511 A1 WO2021244511 A1 WO 2021244511A1
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- shift lever
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/32—Electric motors actuators or related electrical control means therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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
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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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/48—Signals to a parking brake or parking lock; Control of parking locks or brakes being part of the transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/32—Electric motors actuators or related electrical control means therefor
- F16H2061/326—Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission
Definitions
- the invention relates to the technical field of automobile control, in particular to a method and device for controlling a bistable shifter motor and an automobile.
- the automobile electronic control system includes a bistable shift controller 1, a small motor 2, a worm gear 3, a Hall angle Hall switch module 4, and a vehicle CAN network 5. Based on the above-mentioned device in Fig. 1, the configuration of Fig.
- the Hall angle Hall switch module 4 is used to detect the first stable state 6, F1 position 7, F2 position 8, B1 position 9, B2 position 10, second stable state 12, and position M+12 And position M-13, the Hall angle Hall switch module 4 is also used to detect the rotation angle of the worm as a whole 3; the first steady state 6 and the second steady state 12 are distinguished by the Hall switch, and when in the first steady state At 6 o'clock, the Hall switch is in the on state; at the second steady state 12, the Hall switch is in the off state.
- the technical problem to be solved by the present invention is to provide a bistable shifter motor control method, device and automobile, which are used to solve the problem that when the existing D gear is switched to R gear or N gear, the shift lever is quickly shifted to M+ Or the M-position causes the problem that the reset mechanism of the small motor is stuck, and when the M/S gear is in gear, the automatic parking function intervenes and the D gear is required, while the shift lever is still in the second stable state.
- the present invention provides a bistable shifter motor control method, the method includes:
- Step S11 Determine the current required gear according to the shift lever position and the gear judgment strategy
- Step S12 Determine whether the current demand gear is P gear, R gear, or N gear;
- Step S13 When it is determined that the current required gear is the P gear, the R gear or the N gear, it is further determined whether the shift lever is in the second stable position;
- Step S14 When it is determined that the shift lever is at the second steady state position, it is determined whether the shift lever position deviates from the second steady state position by greater than or equal to a preset angle value;
- Step S15 When it is determined that the shift lever position deviates from the second steady-state position by greater than or equal to the preset angle value, it is determined that the target angle of the motor is the target opening angle.
- the method further includes:
- step S14 If it is determined in step S14 that the shift lever position deviates from the second steady-state position by less than the preset angle value, it is determined that the target angle of the motor is the reset angle;
- the method further includes:
- the method further includes:
- judging whether to enable automatic parking according to the CAN network signal of the entire vehicle includes:
- the present invention provides a bistable shifter motor control device, the device includes:
- the positioning unit is used to determine the current required gear according to the shift lever position and gear judgment strategy
- the first judging unit is used to judge whether the current demand gear is P gear, R gear or N gear;
- the second judging unit is used to further judge whether the shift lever is in the second stable position when it is judged that the current demand gear is the P gear, the R gear or the N gear;
- the third judging unit is configured to determine whether the deviation of the shift lever position from the second steady state position is greater than or equal to a preset angle value when it is determined that the shift lever is at the second steady state position;
- the first determining unit is configured to determine that the target angle of the motor is the target opening angle when it is determined that the position of the shift lever deviates from the second steady-state position by greater than or equal to a preset angle value.
- the device further includes a control unit,
- the third determining unit determines that the shift lever position deviates from the second steady-state position by less than a preset angle value, determining that the target angle of the motor is the reset angle;
- the control unit is used to control the position of the motor to the target angle.
- the device further includes a fourth determining unit, a second determining unit, and a control unit.
- the first determining unit determines that the current gear is not the P, R, or N gears, it determines whether the current required gear is D file;
- the fourth determining unit is configured to determine whether to enable automatic parking according to the CAN network signal of the whole vehicle if it is determined that the current required gear is the D gear;
- the second determining unit is configured to determine that the target angle of the motor is the reset angle when it is determined that automatic parking is enabled;
- the control unit is used to control the position of the motor to the target angle.
- the present invention provides an automobile, which includes the above-mentioned bistable shifter motor control device.
- the required gear position is judged first, the shift lever position is further judged, and the target angle of the motor is appropriately determined as the target opening angle or the reset angle, so as to solve the problem that when the existing D gear is switched to the R gear or the N gear, due to the shift lever Quickly switch to the M+ or M- position, causing the motor reset mechanism to jam, and when the M/S gear position, the automatic parking function intervenes and the gear position D is required, and the shift lever is still in the second stable state.
- Figure 1 is a block diagram of an electronic control system provided by the background art.
- Figure 2 is a schematic diagram of the bistable position provided by the background art.
- Figure 3 is a component connection diagram provided by the background art.
- Fig. 4 is a flowchart of a method for controlling a small motor of a bistable shifter provided by an embodiment of the present invention.
- Fig. 5 is a flow chart of resetting control of a small motor provided by an embodiment of the present invention.
- Fig. 6 is a structural diagram of a small motor control device for a bistable shifter provided by an embodiment of the present invention.
- an embodiment of the present invention provides a method for controlling a small motor of a bistable shifter, and the method includes:
- Step S11 Determine the current required gear according to the shift lever position and the gear judgment strategy.
- the first detection cycle needs to be powered on and initialized.
- Step S12 It is judged whether the current demand gear is P gear, R gear or N gear.
- Step S13 When it is determined that the current required gear is the P gear, the R gear or the N gear, it is further determined whether the shift lever is in the second stable position.
- judging the current required gear position is based on the Hall angle sensor Hall switch module and the vehicle status.
- Step S14 When it is determined that the shift lever is at the second steady state position, it is determined whether the shift lever position deviates from the second steady state position by greater than or equal to a preset angle value.
- this step uses the Hall angle module to detect the position of the lever.
- Step S15 When it is determined that the shift lever position deviates from the second steady-state position by greater than or equal to the preset angle value, the target angle of the small motor is determined as the target opening angle.
- the shift lever position deviates from the second steady-state position by greater than or equal to the preset angle value, it indicates that the shift lever has reached M+ or M-, and only the target angle of the small motor can be determined as the target opening angle;
- the position of the lever deviates from the second steady-state position by less than the preset angle value, that is, the shift lever returns to the second steady-state position, to determine the target angle of the small motor as the reset angle, so that the small motor can automatically reset to the first stable position , To avoid forced reset in the M+ or M- position and cause the mechanism to jam.
- the method further includes:
- step S14 If it is determined in step S14 that the shift lever position deviates from the second steady-state position by less than the preset angle value, it is determined that the target angle of the small motor is the reset angle;
- the target angle of the small motor is determined to be the reset angle, and the shift lever can automatically return to the first steady-state position without the risk of mechanism jamming.
- the method further includes:
- the current demand gear is the D gear
- the automatic parking function is enabled, and the small motor is controlled to automatically reset to the first steady state position.
- the method further includes:
- the target angle is the opening angle, so that the driver can shift the shift lever to the second stable position.
- the method further includes:
- judging whether to enable automatic parking according to the CAN network signal of the entire vehicle includes:
- an embodiment of the present invention provides a small motor control device for a bistable shifter, and the device includes:
- the positioning unit 61 is used to determine the current required gear according to the shift lever position and the gear judgment strategy
- the first determining unit 62 is configured to determine whether the current demand gear is P gear, R gear, or N gear;
- the second judging unit 63 is configured to further judge whether the shift lever is in the second steady-state position when it is judged that the current demand gear is the P gear, the R gear, or the N gear;
- the third determining unit 64 is configured to determine whether the deviation of the shift lever position from the second steady state position is greater than or equal to a preset angle value when it is determined that the shift lever is at the second steady state position;
- the first determining unit 65 is configured to determine that the target angle of the small motor is the target opening angle when it is determined that the shift lever position deviates from the second steady-state position by greater than or equal to a preset angle value.
- the device further includes a control unit,
- the third determining unit 64 determines that the shift lever position deviates from the second steady-state position by less than a preset angle value, determining that the target angle of the small motor is the reset angle;
- the control unit is used to control the position of the small motor to the target angle.
- the device further includes a fourth determining unit, a second determining unit, and a control unit.
- the first determining unit 62 determines that the current gear is not the P, R, or N gears, it determines whether the current demand gear is D file;
- the fourth determining unit is configured to determine whether to enable automatic parking according to the CAN network signal of the whole vehicle if it is determined that the current required gear is the D gear;
- the second determining unit is configured to determine that the target angle of the small motor is a reset angle when it is determined that automatic parking is enabled;
- the control unit is used to control the position of the small motor to the target angle.
- An embodiment of the present invention provides a car, which includes the above-mentioned bistable shifter small motor control device.
- the required gear position is judged first, the shift lever position is further judged, and the target angle of the motor is appropriately determined as the target opening angle or the reset angle, so as to solve the problem that when the existing D gear is switched to the R gear or the N gear, due to the shift lever Quickly switch to the M+ or M- position, causing the motor reset mechanism to jam, and when the M/S gear position, the automatic parking function intervenes and the gear position D is required, and the shift lever is still in the second stable state.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Gear-Shifting Mechanisms (AREA)
- Control Of Transmission Device (AREA)
Abstract
一种双稳态换挡器电机控制方法,该方法包括根据换挡杆位置和档位判断策略确定当前需求档位;判断当前需求档位是否为P档、R档或者N档;当判定当前需求档位是P档、R档或者N档时,进一步判断拨杆是否在第二稳态位置;当判定拨杆在第二稳态位置时,判断拨杆位置偏离第二稳态位置是否大于或者等于预设角度值;当判定拨杆位置偏离所述第二稳态位置大于或者等于预设角度值,确定电机的目标角度为目标打开角度。通过该方法,解决了现有D档切换到R档或者N档时,由于换挡杆快速拨到M+或者M-位置,导致电机复位机构卡死的问题,以及M/S档位时,自动泊车功能介入且需求档位D档,而换挡杆仍然在第二稳态的问题。还包括双稳态换挡器电机控制装置及包括该装置的汽车。
Description
相关申请
本申请要求于2020年6月4日提交中国专利局、申请号为202010497718.1、发明名称为“一种双稳态换挡器电机控制方法、装置及汽车”的中国专利申请的优先权,上述专利的全部内容通过引用结合在本申请中。
本发明涉及汽车控制技术领域,尤其涉及一种双稳态换挡器电机控制方法、装置及汽车。
参照图1,汽车电控系统包括双稳态换挡控制器1、小电机2、蜗杆整体3、霍尔角度霍尔开关模块4、整车CAN网络5,基于图1中上述装置构成图2所示双稳态位置,霍尔角度霍尔开关模块4用于检测第一稳态6、F1位置7、F2位置8、B1位置9、B2位置10、第二稳态12、位置M+12以及位置M-13,霍尔角度霍尔开关模块4还用于检测蜗杆整体3的旋转角度;其中第一稳态6和第二稳态12通过霍尔开关实现区分,在处于第一稳态6时,霍尔开关是导通状态;在处于第二稳态12时,霍尔开关是断开状态。
各元件之间连接如图3所示,当拨杆在第二稳态时,1双稳态换挡控制器控制小电机2转动,通过涡轮蜗杆带动蜗杆整体3转动,蜗杆限位端(凸轮机构)3.1推动拨杆回到第一稳态位置,推回第一稳态后,即此刻电机为复位角度值位置,若电机不重新转到目标打开角度值位置,则无法手动将拨杆拨到第二稳态。
基于现有设计,当换挡器在D挡时,快速拨到R档或者N挡,由于电机控制到目标角度需要一定的时间,此时电机在运动中还没有达到阻挡往第二稳态方向运动的目标角度,换挡杆仍然可以快速拨到M+/M-位置,此时会 导致小电机自复位机构卡死,系统无法正常,这是存在的第一个问题;第二个问题是在M/S挡位时,自动泊车功能介入且需求挡位D挡,而换挡杆仍然在第二稳态问题。
发明内容
本发明所要解决的技术问题在于,提供一种双稳态换挡器电机控制方法、装置及汽车,用于解决现有D档切换到R档或者N档时,由于换挡杆快速拨到M+或者M-位置,导致小电机复位机构卡死的问题,以及M/S档位时,自动泊车功能介入且需求档位D档,而换挡杆仍然在第二稳态的问题。
本发明提供的一种双稳态换挡器电机控制方法,所述方法包括:
步骤S11、根据换挡杆位置和档位判断策略确定当前需求档位;
步骤S12、判断所述当前需求档位是否为P档、R档或者N档;
步骤S13、当判定所述当前需求档位是P档、R档或者N档时,进一步判断拨杆是否在第二稳态位置;
步骤S14、当判定所述拨杆在第二稳态位置时,判断所述拨杆位置偏离所述第二稳态位置是否大于或者等于预设角度值;
步骤S15、当判定所述拨杆位置偏离所述第二稳态位置大于或者等于预设角度值,确定电机的目标角度为目标打开角度。
进一步地,所述方法还包括:
若步骤S14中判定所述拨杆位置偏离所述第二稳态位置小于预设角度值,确定所述电机的目标角度为复位角度;
控制所述电机到所述目标角度的位置。
进一步地,所述方法还包括:
当判定所述当前需求档位不是P档、R档以及N档时,判断所述当前需求档位是否为D档;
若判定所述当前需求档位是D档时,根据整车CAN网络信号判断是否启用自动泊车;
若判定启用自动泊车,确定所述电机的目标角度为复位角度;
控制所述电机到所述目标角度的位置。
进一步地,所述方法还包括:
若判定所述当前需求档位不是D档时,确定所述电机的目标角度为目标打开角度;
控制所述电机到所述目标角度的位置。
进一步地,根据整车CAN网络信号判断是否启用自动泊车包括:
根据整车CAN网络自动泊车挡位请求位判断是否置位;
若置位,则判定启用启动泊车;
若不置位,则判定不启用自动泊车。
本发明提供的一种双稳态换挡器电机控制装置,所述装置包括:
定位单元,用于根据换挡杆位置和档位判断策略确定当前需求档位;
第一判断单元,用于判断所述当前需求档位是否为P档、R档或者N档;
第二判断单元,用于当判定所述当前需求档位是P档、R档或者N档时,进一步判断拨杆是否在第二稳态位置;
第三判断单元,用于当判定所述拨杆在第二稳态位置时,判断所述拨杆位置偏离所述第二稳态位置是否大于或者等于预设角度值;
第一判定单元,用于当判定所述拨杆位置偏离所述第二稳态位置大于或者等于预设角度值,确定电机的目标角度为目标打开角度。
进一步地,所述装置还包括控制单元,
当所述第三判断单元判定所述拨杆位置偏离所述第二稳态位置小于预设角度值,确定所述电机的目标角度为复位角度;
控制单元,用于控制所述电机到所述目标角度的位置。
进一步地,所述装置还包括第四判断单元、第二判定单元和控制单元,当第一判断单元判定所述当前档位不是P档、R档以及N档时,判断当前需求档位是否为D档;
所述第四判断单元,用于若判定所述当前需求档位是D档时,根据整车CAN网络信号判断是否启用自动泊车;
所述第二判定单元,用于当判定启用自动泊车,确定所述电机的目标角度为复位角度;
所述控制单元,用于控制所述电机到所述目标角度的位置。
本发明提供的一种汽车,所述汽车包括上述双稳态换挡器电机控制装置。
实施本发明,具有如下有益效果:
通过本发明,提供了先判断需求档位,进一步判断拨杆位置,合适确定电机的目标角度为目标打开角度或者复位角度,解决现有D档切换到R档或者N档时,由于换挡杆快速拨到M+或者M-位置,导致电机复位机构卡死的问题,以及M/S档位时,自动泊车功能介入且需求档位D档,而换挡杆仍然在第二稳态的问题。
为了更清楚地说明本发明实施例或现有技术中的技术方案,下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍,显而易见地,下面描述中的附图仅仅是本发明的一些实施例,对于本领域普通技术人员来讲,在不付出创造性劳动性的前提下,根据这些附图获得其他的附图仍属于本发明的范畴。
图1是背景技术提供的电控系统框图。
图2是背景技术提供的双稳态位置示意图。
图3是背景技术提供的元件连接图。
图4是本发明实施例提供的双稳态换挡器小电机控制方法的流程图。
图5是本发明实施例提供的小电机复位控制流程图。
图6是本发明实施例提供的双稳态换挡器小电机控制装置的结构图。
本专利中,以下结合附图和实施例对该具体实施方式做进一步说明。
如图4所示,本发明实施例提供了双稳态换挡器小电机控制方法,所述方法包括:
步骤S11、根据换挡杆位置和档位判断策略确定当前需求档位。
需要说明的是,在确定当前需求档位之前,首个检测循环需要先上电初始化。
步骤S12、判断所述当前需求档位是否为P档、R档或者N档。
步骤S13、当判定所述当前需求档位是P档、R档或者N档时,进一步判断拨杆是否在第二稳态位置。
需要说明的是,判断当前需求档位根据霍尔角度传感器霍尔开关模块及整车状态。
步骤S14、当判定所述拨杆在第二稳态位置时,判断所述拨杆位置偏离所述第二稳态位置是否大于或者等于预设角度值。
需要说明的是,本步骤使用霍尔角度模块来检测拨杆位置。
步骤S15、当判定所述拨杆位置偏离所述第二稳态位置大于或者等于预设角度值,确定小电机的目标角度为目标打开角度。
在本实施例中,拨杆位置偏离第二稳态位置大于或者等于预设角度值,则表明拨杆到达了M+或者M-,只能确定小电机的目标角度为目标打开角度;只有当拨杆位置偏离第二稳态位置小于预设角度值,即拨杆回到了第二稳态位置,才能确定小电机的目标角度为复位角度,使得小电机能够自动复位到所述第一稳态位置,避免在M+或者M-位置强制性复位而导致机构卡死。
进一步地,所述方法还包括:
若步骤S14中判定所述拨杆位置偏离所述第二稳态位置小于预设角度值,确定所述小电机的目标角度为复位角度;
控制所述小电机到所述目标角度的位置。
需要说明的是,若拨杆位置偏离第二稳态位置小于预设角度值,确定小电机的目标角度为复位角度,拨杆可以自动回位第一稳态位置,没有机构卡死的风险。
结合图5,进一步地,所述方法还包括:
当判定所述当前需求档位不是P档、R档以及N档时,判断所述当前需求档位是否为D档;
若判定所述当前需求档位是D档时,根据整车CAN网络信号判断是否启用自动泊车;
若判定启用自动泊车,确定所述小电机的目标角度为复位角度;
控制所述小电机到所述目标角度的位置。
需要说明的是,判定当前需求档位是D档,而且启用自动泊车功能,控制小电机自动复位到第一稳态位置。
进一步地,所述方法还包括:
若判定所述当前需求档位不是D档时,确定所述小电机的目标角度为目标打开角度;
控制所述小电机到所述目标角度的位置。
需要说明的是,目标角度为打开角度,使得驾驶员能够拨换挡杆到第二稳态位置。
进一步地,所述方法还包括:
若判定不启用自动泊车,确定所述小电机的目标角度为目标打开角度;
控制所述小电机到所述目标角度的位置。
进一步地,根据整车CAN网络信号判断是否启用自动泊车包括:
根据整车CAN网络自动泊车挡位请求位判断是否置位;
若置位,则判定启用启动泊车;
若不置位,则判定不启用自动泊车。
如图6所示,本发明实施例提供了双稳态换挡器小电机控制装置,所述装置包括:
定位单元61,用于根据换挡杆位置和档位判断策略确定当前需求档位;
第一判断单元62,用于判断所述当前需求档位是否为P档、R档或者N档;
第二判断单元63,用于当判定所述当前需求档位是P档、R档或者N档时,进一步判断拨杆是否在第二稳态位置;
第三判断单元64,用于当判定所述拨杆在第二稳态位置时,判断所述拨杆位置偏离所述第二稳态位置是否大于或者等于预设角度值;
第一判定单元65,用于当判定所述拨杆位置偏离所述第二稳态位置大于或者等于预设角度值,确定小电机的目标角度为目标打开角度。
进一步地,所述装置还包括控制单元,
当所述第三判断单元64判定所述拨杆位置偏离所述第二稳态位置小于预设角度值,确定所述小电机的目标角度为复位角度;
控制单元,用于控制所述小电机到所述目标角度的位置。
进一步地,所述装置还包括第四判断单元、第二判定单元和控制单元,当第一判断单元62判定所述当前档位不是P档、R档以及N档时,判断当前需求档位是否为D档;
所述第四判断单元,用于若判定所述当前需求档位是D档时,根据整车CAN网络信号判断是否启用自动泊车;
所述第二判定单元,用于当判定启用自动泊车,确定所述小电机的目标角度为复位角度;
所述控制单元,用于控制所述小电机到所述目标角度的位置。
本发明实施例提供了汽车,所述汽车包括上述双稳态换挡器小电机控制装置。
实施本发明,具有如下有益效果:
通过本发明,提供了先判断需求档位,进一步判断拨杆位置,合适确定电机的目标角度为目标打开角度或者复位角度,解决现有D档切换到R档或者N档时,由于换挡杆快速拨到M+或者M-位置,导致电机复位机构卡死的问题,以及M/S档位时,自动泊车功能介入且需求档位D档,而换挡杆仍然在第二稳态的问题。
以上内容是结合具体的优选实施方式对本发明所作的进一步详细说明,不能认定本发明的具体实施只局限于这些说明。对于本发明所属技术领域的普通技术人员来说,在不脱离本发明构思的前提下,还可以做出若干简单推演或替换,都应当视为属于本发明的保护范围。
Claims (12)
- 一种双稳态换挡器电机控制方法,其中,所述方法包括:步骤S11、根据换挡杆位置和档位判断策略确定当前需求档位;步骤S12、判断所述当前需求档位是否为P档、R档或者N档;步骤S13、当判定所述当前需求档位是P档、R档或者N档时,进一步判断拨杆是否在第二稳态位置;步骤S14、当判定所述拨杆在第二稳态位置时,判断所述拨杆位置偏离所述第二稳态位置是否大于或者等于预设角度值;步骤S15、当判定所述拨杆位置偏离所述第二稳态位置大于或者等于预设角度值,确定电机的目标角度为目标打开角度。
- 如权利要求1所述方法,其中,所述方法还包括:若步骤S14中判定所述拨杆位置偏离所述第二稳态位置小于预设角度值,确定所述电机的目标角度为复位角度;控制所述电机到所述目标角度的位置。
- 如权利要求1所述方法,其中,所述方法还包括:当判定所述当前需求档位不是P档、R档以及N档时,判断所述当前需求档位是否为D档;若判定所述当前需求档位是D档时,根据整车CAN网络信号判断是否启用自动泊车;若判定启用自动泊车,确定所述电机的目标角度为复位角度;控制所述电机到所述目标角度的位置。
- 如权利要求3所述方法,其中,所述方法还包括:若判定所述当前需求档位不是D档时,确定所述电机的目标角度为目标打开角度;控制所述电机到所述目标角度的位置。
- 如权利要求3所述方法,其中,所述方法还包括:若判定不启用自动泊车,确定所述电机的目标角度为目标打开角度;控制所述电机到所述目标角度的位置。
- 如权利要求3所述方法,其中,根据整车CAN网络信号判断是否启 用自动泊车包括:根据整车CAN网络自动泊车挡位请求位判断是否置位;若置位,则判定启用启动泊车;若不置位,则判定不启用自动泊车。
- 一种双稳态换挡器电机控制装置,其中,所述装置包括:定位单元,用于根据换挡杆位置和档位判断策略确定当前需求档位;第一判断单元,用于判断所述当前需求档位是否为P档、R档或者N档;第二判断单元,用于当判定所述当前需求档位是P档、R档或者N档时,进一步判断拨杆是否在第二稳态位置;第三判断单元,用于当判定所述拨杆在第二稳态位置时,判断所述拨杆位置偏离所述第二稳态位置是否大于或者等于预设角度值;第一判定单元,用于当判定所述拨杆位置偏离所述第二稳态位置大于或者等于预设角度值,确定电机的目标角度为目标打开角度。
- 如权利要求7所述装置,其中,所述装置还包括控制单元,当所述第三判断单元判定所述拨杆位置偏离所述第二稳态位置小于预设角度值,确定所述电机的目标角度为复位角度;控制单元,用于控制所述电机到所述目标角度的位置。
- 如权利要求7所述装置,其中,所述装置还包括第四判断单元、第二判定单元和控制单元,当第一判断单元判定所述当前档位不是P档、R档以及N档时,判断当前需求档位是否为D档;所述第四判断单元,用于若判定所述当前需求档位是D档时,根据整车CAN网络信号判断是否启用自动泊车;所述第二判定单元,用于当判定启用自动泊车,确定所述电机的目标角度为复位角度;所述控制单元,用于控制所述电机到所述目标角度的位置。
- 一种汽车,其中,所述汽车包括一种双稳态换挡器电机控制装置,其中,所述装置包括:定位单元,用于根据换挡杆位置和档位判断策略确定当前需求档位;第一判断单元,用于判断所述当前需求档位是否为P档、R档或者N档;第二判断单元,用于当判定所述当前需求档位是P档、R档或者N档时,进一步判断拨杆是否在第二稳态位置;第三判断单元,用于当判定所述拨杆在第二稳态位置时,判断所述拨杆位置偏离所述第二稳态位置是否大于或者等于预设角度值;第一判定单元,用于当判定所述拨杆位置偏离所述第二稳态位置大于或者等于预设角度值,确定电机的目标角度为目标打开角度。
- 如权利要求10所述汽车,其中,所述装置还包括控制单元,当所述第三判断单元判定所述拨杆位置偏离所述第二稳态位置小于预设角度值,确定所述电机的目标角度为复位角度;控制单元,用于控制所述电机到所述目标角度的位置。
- 如权利要求10所述汽车,其中,所述装置还包括第四判断单元、第二判定单元和控制单元,当第一判断单元判定所述当前档位不是P档、R档以及N档时,判断当前需求档位是否为D档;所述第四判断单元,用于若判定所述当前需求档位是D档时,根据整车CAN网络信号判断是否启用自动泊车;所述第二判定单元,用于当判定启用自动泊车,确定所述电机的目标角度为复位角度;所述控制单元,用于控制所述电机到所述目标角度的位置。
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