WO2024066914A1 - Procédé de commande de changement de vitesse, système de commande de changement de vitesse et véhicule à moteur électrique double - Google Patents

Procédé de commande de changement de vitesse, système de commande de changement de vitesse et véhicule à moteur électrique double Download PDF

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Publication number
WO2024066914A1
WO2024066914A1 PCT/CN2023/116338 CN2023116338W WO2024066914A1 WO 2024066914 A1 WO2024066914 A1 WO 2024066914A1 CN 2023116338 W CN2023116338 W CN 2023116338W WO 2024066914 A1 WO2024066914 A1 WO 2024066914A1
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WO
WIPO (PCT)
Prior art keywords
motor
engine
torque
dual
gear
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PCT/CN2023/116338
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English (en)
Chinese (zh)
Inventor
周文太
于锋
朱永明
王金航
张安伟
祁宏钟
Original Assignee
广州汽车集团股份有限公司
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Publication of WO2024066914A1 publication Critical patent/WO2024066914A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present application relates to the field of vehicle control, and in particular to a gear shift control method, a gear shift control system and a dual-motor vehicle.
  • Hybrid vehicles equipped with new electromechanical coupling devices can select working modes according to working conditions to achieve high efficiency and fuel saving.
  • New electromechanical coupling devices often have multiple working modes such as pure electric, series hybrid or power split, parallel hybrid, etc.
  • mode switching smoothness control is one of the key technologies of hybrid vehicles.
  • a shift control method is applied to a dual-motor vehicle;
  • the dual-motor vehicle includes an engine, a first motor, a second motor, a brake, a clutch and a vehicle wheel end, and the shift control method includes:
  • the dual-motor vehicle When receiving a designated shift switching signal, the dual-motor vehicle switches the wheel-end torque provided by the engine through the input shaft to the wheel-end torque provided by the second motor;
  • the dual-motor vehicle controls the brake to be combined with the sun gear
  • the dual-motor vehicle uses the first motor to adjust the speed of the engine to a target engine speed corresponding to a target gear position;
  • the dual-motor vehicle controls the clutch to be in an engaged state
  • the dual-motor vehicle switches the wheel-end torque provided by the second motor to the wheel-end torque provided by the engine through the input shaft.
  • a gear shift control system comprises a memory and a processor; the processor is used to implement the above-mentioned gear shift control method when executing the computer program code stored in the memory.
  • a dual-motor vehicle comprises a memory and a processor; the processor is used to implement the above-mentioned shift control method when executing a computer program code stored in the memory.
  • the above-mentioned shift control method, shift control system and dual-motor vehicle use the second motor to maintain the torque required by the vehicle wheel end during the shifting, and use the engine to provide the torque required by the vehicle wheel end after the shifting is completed, so as to achieve a smooth transition of the wheel end torque during the mode switching process and have good ride comfort.
  • the performance requirements for the brake, clutch and other components during the shifting process are reduced, and the service life of the brake, clutch and other components can be increased.
  • the complexity of the shifting process of the dual-motor vehicle is reduced.
  • FIG1 is a schematic structural diagram of a dual-motor vehicle according to a preferred embodiment of the present application.
  • FIG. 2 is a waveform diagram of the engine speed, input shaft torque, second motor torque, specified oil pressure, and clutch oil pressure when the dual-motor vehicle of FIG. 1 switches from the parallel hybrid first gear mode to the parallel hybrid second gear mode.
  • FIG. 3 is a lever diagram of a dual-motor vehicle before the first stage.
  • FIG. 4 is a lever diagram of the dual motor vehicle at the end of the first phase.
  • FIG. 5 is a schematic diagram of the levers of the dual-motor vehicle in the third stage.
  • FIG. 6 is a schematic diagram of the levers of the dual-motor vehicle in the fifth stage.
  • FIG. 7 is a module diagram of the operating environment of a dual-motor vehicle according to a preferred embodiment of the present application.
  • FIG. 8 is a flow chart of a gear shift control method according to a preferred embodiment of the present application.
  • FIG. 9 is a schematic diagram of a detailed flow chart of step S16 in FIG. 8 .
  • connection should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or mutual communication; it can be a direct connection, or an indirect connection through an intermediate connection, it can be the internal connection of two elements or the interaction relationship between two elements.
  • connection should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or mutual communication; it can be a direct connection, or an indirect connection through an intermediate connection, it can be the internal connection of two elements or the interaction relationship between two elements.
  • FIG1 is a schematic diagram of the structure of a dual-motor vehicle 1000 according to an embodiment of the present application.
  • the dual-motor vehicle 1000 includes an engine 1 , a first motor 2 , a second motor 3 , a brake 4 , a clutch 5 , a differential 6 , and a vehicle wheel end 7 .
  • the engine 1 is used to provide power.
  • the engine 1 is connected to the first motor 2, and is connected to the second motor 3 through the input shaft 8, the planetary gear ring 9, the planetary carrier 10, the first gear 11 and the second gear 12.
  • the brake 4 is connected to the sun gear 13.
  • the sun gear 13 is meshed with the planetary carrier 10, and the planetary carrier 10 is meshed with the planetary gear ring 9.
  • the clutch 5 is connected to the planetary gear ring 9.
  • the brake 4 cooperates with the clutch 5 to achieve the gear shift of the engine 1.
  • the first gear 11 is connected to the differential 6 and the two vehicle wheel ends 7 through the intermediate shaft 14, the third gear 15 and the fourth gear 16.
  • the power of the engine 1 is transmitted to the planetary carrier 10 through the planetary ring gear 9, and is transmitted to the intermediate shaft 14 through the first gear 11, and is further transmitted to the differential 6 and the vehicle wheel end 7 through the third gear 15 and the fourth gear 16.
  • the power is provided by the engine 1, and the engine 1 is in the first gear of the parallel hybrid.
  • the first motor 2 and the second motor 3 can provide auxiliary power.
  • the sun gear 13, the planetary carrier 10, and the planetary ring gear 9 rotate synchronously as a whole, and the generated power is transmitted to the intermediate shaft 14 through the planetary carrier 10 and the first gear 11, and further transmitted to the intermediate shaft 14 through the third gear 15 and the fourth gear 16.
  • the gear 16 transmits to the differential 6 and the vehicle wheel end 7.
  • the engine 1 provides power, and the engine 1 switches to the parallel hybrid second gear.
  • the first motor 2 and the second motor 3 can provide auxiliary power.
  • the dual-motor vehicle 1000 has four modes, namely, a pure electric mode, a series hybrid mode, a parallel hybrid first gear mode, and a parallel hybrid second gear mode.
  • the dual-motor vehicle 1000 actively switches between the above modes according to parameters such as the throttle, vehicle speed, and battery state of charge (SOC).
  • the dual-motor vehicle 1000 also includes an engine management module (Engine management system) 100, a first motor controller (Power control unit, PCU) 200, a second motor controller 300, a vehicle control module (Vehicle control unit, VCU) 400 and a battery management system (Battery management system) 500.
  • Engine management system Engine management system
  • PCU Power control unit
  • VCU vehicle control unit
  • Battery management system Battery management system
  • the engine management system 100 is electrically connected to the engine 1.
  • the engine management system 100 is used to sense parameters such as the engine speed and the actual engine torque of the engine 1 when the engine 1 is working.
  • the first motor controller 200 is electrically connected to the first motor 2.
  • the first motor controller 200 is used to output the first motor torque to the first motor 2 to control the rotation of the first motor 2.
  • the second motor controller 300 is electrically connected to the second motor 3.
  • the second motor controller 300 is used to output the second motor torque to the second motor 3 to control the rotation of the second motor 3.
  • the vehicle control module 400 is electrically connected to the engine management system 100, the first motor controller 200, the second motor controller 300 and the battery management system 500.
  • the vehicle control module 400 communicates with the engine management system 100 to obtain multiple engine parameters of the engine 1 and obtain the wheel end torque demand of the vehicle wheel end 7.
  • the engine parameters are the engine speed and the actual engine torque.
  • the vehicle control module 400 calculates the actual engine power according to the engine parameters and the wheel end torque demand, and calculates the wheel end required power according to the vehicle speed, tire radius and wheel end torque demand of the dual motor vehicle 1000.
  • the vehicle control module 400 compares the engine required power and the wheel end required power and outputs the first motor parameter to the first motor controller 200 according to the comparison result to adjust the operation of the first motor 2.
  • the vehicle control module 400 outputs the second motor parameter to the second motor controller 300 to adjust the operation of the second motor 3.
  • the first motor parameter is the first motor transmission ratio
  • the second motor parameter is the second motor transmission ratio.
  • the vehicle control module 400 obtains the engine speed and actual engine torque of the engine 1 and the wheel end torque demand through the engine management system 100.
  • the wheel end torque demand is obtained by looking up the table according to the accelerator pedal and vehicle speed signal.
  • the vehicle control module 400 obtains the engine torque demand by looking up the following table 1 according to the engine speed and the wheel end torque demand and sends it to the engine management system 100.
  • Table 1 can use the exhaustive method or dynamic rules based on working conditions to set the initial table and optimize the initial table content according to the actual vehicle.
  • the vehicle control module 400 further calculates the actual engine power and the wheel-end required power, and controls the working mode of the first motor 2 or the second motor 3 according to the comparison result between the two.
  • the vehicle control module 400 controls the first motor 2 to generate electricity through the first motor controller 200 and provides it to other components of the dual-motor vehicle 1000, such as the air-conditioning compressor, audio and charging interface of the dual-motor vehicle 1000, etc., which are not limited here.
  • the actual engine power can be calculated using the following formula 1.
  • P ICEActl is the actual engine power
  • n ICE is the engine speed
  • T ICEActl is the actual engine torque
  • V is the speed of the dual-motor vehicle 1000
  • r is the tire radius of the dual-motor vehicle 1000.
  • the wheel end power requirement can be calculated using the following formula 2.
  • P Wheel is the required power of the vehicle wheel end
  • T WheelReq is the required torque of the vehicle wheel end
  • V is the speed of the dual-motor vehicle 1000
  • r is the tire radius of the dual-motor vehicle 1000.
  • the vehicle control module 400 further calculates the first motor torque requirement or the second motor torque requirement and sends it to the first motor controller 200 and the second motor controller 300 .
  • the first motor torque requirement can be calculated using the following formula three.
  • T EM1toICE is the torque demand of the second motor
  • T WheelReq is the vehicle wheel-end torque demand
  • i ICE1 is the transmission ratio from engine 1 to wheel in the parallel hybrid first gear mode
  • T ICEActl is the actual engine torque
  • i EM1toICE is the transmission ratio from the first motor 2 to engine 1 in the parallel hybrid first gear mode.
  • the second motor torque requirement can be calculated using the following formula 4.
  • T EM2toICE is the torque demand of the second motor
  • T WheelReq is the vehicle wheel end torque demand
  • T ICEActl is the actual engine torque
  • i ICE1 is the transmission ratio from engine 1 to vehicle wheel end 7 in the parallel hybrid first gear mode
  • i EM2toWheel is the transmission ratio from the second motor 3 to the vehicle wheel end 7 in the parallel hybrid first gear mode.
  • the vehicle control module 400 switches the wheel end torque provided by the engine 1 through the input shaft 8 to the wheel end torque provided by the second motor 3, and uses the first motor 2 to adjust the speed of the engine 1 to the target engine speed in the parallel hybrid second gear, and then switches the wheel end torque provided by the second motor 3 to the wheel end torque provided by the engine 1 through the input shaft 8, so that the torque of the vehicle wheel end 7 smoothly transitions during the gear shift process.
  • the designated gear shift switching signal instructs the dual-motor vehicle 1000 to switch from the parallel hybrid first gear to the parallel hybrid second gear.
  • the vehicle control module 400 works in the first stage T1, the second stage T2, the third stage T3, the fourth stage T4 and the fifth stage T5 in sequence.
  • Figures 2 and 3 are waveform diagrams of the engine speed, input shaft torque, second motor torque, designated oil pressure, and clutch oil pressure when the dual-motor vehicle 1000 switches from the parallel hybrid first gear mode to the parallel hybrid second gear mode.
  • Figure 3 is a lever diagram of the dual-motor vehicle 1000 before the first stage T1.
  • the vehicle control module 400 controls the brake 4 to be in an engaged state and the clutch 5 to be in a disengaged state.
  • the vehicle control module 400 further switches the wheel-end torque provided by the engine 1 through the input shaft 8 to the wheel-end torque provided by the second motor 3.
  • the vehicle control module 400 controls the input shaft torque to decrease in a step-by-step manner with a first step length at predetermined intervals, and controls the second motor torque to increase in a step-by-step manner with a first step length at predetermined intervals to maintain the wheel-end torque of the vehicle wheel end 7 unchanged.
  • the predetermined time is 10 milliseconds. Seconds (ms).
  • the change of input shaft torque can be calculated according to the following formula 5.
  • T Input is the input shaft torque
  • T InputlastValue is the value of the input shaft torque at the previous moment
  • T WheelGrad is the first step length
  • i ICE1 is the transmission ratio from engine 1 to vehicle wheel end 7 in the parallel hybrid first gear mode.
  • the change mode of the second motor torque can be calculated according to the following formula six.
  • T EM2REQ is the torque of the second motor
  • T EM2REQLasValue is the torque value of the second motor at the previous moment
  • T WheelGrad is the first step length
  • i EM2toWheel is the transmission ratio of the second motor 3 to the vehicle wheel end 7 in the parallel hybrid first gear mode
  • T WheelReq is the wheel end torque demand.
  • the input shaft torque T Input provided by the engine 1 to the input shaft 8 is 0, and the wheel end torque of the vehicle wheel end 7 is provided by the second motor torque T EM2REQ of the second motor 3.
  • the first motor torque demand can be calculated according to the following formula 7.
  • T EM1REQ is the torque of the first motor
  • T Input is the input shaft torque
  • T ICEActl is the actual torque of the engine
  • i EM1toICE is the transmission ratio of the first motor 2 to the engine 1 in the parallel hybrid first gear mode.
  • FIG. 4 is a lever diagram of the dual-motor vehicle 1000 at the end of the first stage T1 .
  • the engine 1 stops providing power through the input shaft 8 .
  • the vehicle control module 400 controls the brake 4 to engage with the sun gear 13.
  • the vehicle control module 400 controls the oil pressure of the brake 4 to decrease to a half-engagement point (Kiss point, KP) so that the brake 4 is engaged with the sun gear 13.
  • FIG. 5 is a lever diagram of the dual-motor vehicle 1000 in the third stage T3.
  • the vehicle control module 400 controls the dual-motor vehicle 1000 to operate in the series hybrid mode.
  • the brake 4 and the clutch 5 are both in a disengaged state.
  • the vehicle control module 400 uses the first motor 2 to adjust the speed of the engine 1 to the target engine speed in the parallel hybrid second gear.
  • the engine power demand includes the second motor demand and the power demand of other components. That is, part of the engine power is provided to the second motor 3, and the other part is provided to other accessories.
  • the vehicle control module 400 calculates the target engine speed and obtains the engine power requirement based on the second motor torque obtained in the first stage T1.
  • the target speed is the engine speed after the gear shift, that is, the engine speed in the second gear of the parallel hybrid.
  • the vehicle control module 400 can calculate the second motor torque demand according to the wheel end torque demand and send it to the second motor controller 300 .
  • the second motor torque requirement can be calculated according to the following formula eight.
  • T EM2REQ is the torque demand of the second motor
  • T WheelReq is the vehicle wheel end torque demand
  • i EM2TOWheel is the transmission ratio from the second motor 3 to the vehicle wheel end 7 in the parallel hybrid second gear mode.
  • the vehicle control module 400 further calculates the engine power requirement. Therefore, the engine power requirement can be calculated according to the following formula 9.
  • P ICEREQ is the engine power demand
  • P EM2REQ is the second motor power demand
  • P Accessory is the power demand of other components
  • n EM2 is the second motor speed
  • T EM2REQ is the second motor torque
  • ⁇ EM2 is the second motor system efficiency
  • ⁇ EM1 is the conversion efficiency of engine mechanical power to engine electrical power.
  • the target engine speed can be calculated using the following formula.
  • n ICEREQ is the target engine speed
  • i ICE2 is the transmission ratio from engine 1 to the wheels in the parallel hybrid second gear mode
  • V is the speed of the dual-motor vehicle 1000
  • r is the tire radius of the dual-motor vehicle 1000.
  • the vehicle control module 400 calculates the engine torque demand according to the engine target speed and the engine power demand and sends it to the engine management system 100.
  • the engine torque demand can be calculated according to the following formula 11.
  • TICEREQ is the engine torque demand
  • PICEREQ is the engine power demand
  • nICEREQ is the engine target speed
  • TICEMAX is the maximum torque at the current engine speed.
  • the vehicle control module 400 calculates the speed difference between the target engine speed and the current actual engine speed, and calculates the first motor torque demand based on the speed difference based on the proportional integral (PI) control algorithm.
  • the first motor torque demand can be calculated according to the following formula 12.
  • T EM1REQ is the first motor torque
  • T EM1LastValue is the value of the first motor torque at the previous moment
  • K P is the P value of the PI controller and is a calibration value
  • ⁇ n is the speed difference
  • T 1 is the I value of the PI controller and is a calibration value.
  • the first motor torque demand serves as a feedback torque demand, which, together with the second motor torque demand, causes the engine speed to be adjusted to the target speed.
  • the vehicle control module 400 controls the clutch 5 to be in the engaged state.
  • the vehicle control module 400 controls the clutch 5 to load the oil pressure (as shown in FIG. 4 ) when detecting that the speed difference between the two ends of the clutch 5 is within 50 revolutions per minute (rpm), thereby realizing that the clutch 5 is in the engaged state.
  • FIG. 6 is a lever diagram of the dual-motor vehicle 1000 at the fifth stage T5.
  • the vehicle control module 400 controls the brake 4 to be in a disengaged state and keeps the clutch 5 in a coupled state.
  • the vehicle control module 400 exchanges the wheel-end torque provided by the second motor torque for the wheel-end torque provided by the engine torque.
  • the vehicle control module 400 again obtains the engine torque demand by looking up the table 1 according to the engine speed and the wheel-end torque demand in the parallel hybrid second gear and sends it to the engine management system 100.
  • the vehicle control module 400 further controls the second motor 3 to provide auxiliary power through the second motor controller 300 to meet the wheel-end power demand when the wheel-end power demand is greater than or equal to the actual engine power.
  • the vehicle control module 400 controls the first motor 2 to generate electricity through the first motor controller 200 and provides it to other components of the dual-motor vehicle 1000.
  • the vehicle control module 400 further calculates the first motor target power or the second motor target power according to the actual engine torque and the wheel end torque demand.
  • the target power of the first motor can be calculated according to the following formula 13.
  • T EM1toICE is the target torque of the first motor
  • T WheelReq is the vehicle wheel end torque requirement
  • i ICE2 is the transmission ratio from the engine 1 to the vehicle wheel end 7 in the parallel hybrid second gear mode
  • T ICEActl is the actual engine torque
  • i EM1toICE is the transmission ratio from the first motor 2 to the vehicle wheel end 7 in the parallel hybrid second gear mode.
  • the second motor target torque can be calculated according to the following formula 14.
  • T EM2toICE is the target torque of the second motor
  • T WheelReq is the vehicle wheel-end torque requirement
  • T ICEActl is the actual engine torque
  • T EM2REQLasValue is the torque value of the second motor at the previous moment
  • i ICE2 is the transmission ratio from the engine 1 to the vehicle wheel end 7 in the parallel hybrid second gear mode
  • i EM2toICE is the transmission ratio from the second motor 3 to the vehicle wheel end 7 in the parallel hybrid second gear mode.
  • the vehicle control module 400 further controls the input shaft torque to increase in a step-by-step manner at a second step length at predetermined intervals, and controls the second motor torque to decrease in a step-by-step manner at a second step length at predetermined intervals.
  • the predetermined time is 10 milliseconds (ms) to maintain the wheel end torque of the vehicle wheel end 7 unchanged.
  • the second step length may be the same as or different from the first step length.
  • the input shaft torque can be calculated according to the following formula 15.
  • T Input is the input shaft torque
  • T InputlastValue is the value of the input shaft torque at the previous moment
  • T WheelGrad2 is the second step size
  • i ICE2 is the transmission ratio from engine 1 to vehicle wheel end 7 in the parallel hybrid second gear mode
  • T EM1Target is the target torque of the first motor
  • i EM1toWheel is the transmission ratio from the first motor 2 to the vehicle wheel end 7 in the parallel hybrid second gear mode
  • T ICEREQ is the required engine torque.
  • the second motor torque requirement can be calculated according to the following formula six.
  • T EM2REQ is the torque of the second motor
  • T EM2REQLasValue is the torque value of the second motor at the previous moment
  • T WheelGrad2 is the second step size
  • i EM2toWheel is the transmission ratio of the second motor 3 to the vehicle wheel end 7 in the parallel hybrid second gear mode
  • T EM2Target is the target torque requirement of the second motor.
  • the engine 1 After completing the torque exchange, the engine 1 provides the input shaft torque T Input to the input shaft 8 as the main provider of wheel-end torque.
  • the vehicle control module 400 uses the second motor 3 to maintain the torque required by the vehicle wheel end 7, and uses the engine 1 to provide the torque required by the vehicle wheel end 7 after the switching is completed, so as to achieve a smooth transition of the wheel end torque during the mode switching process, and has good smoothness.
  • the performance requirements for the brakes, clutches and other components during the gear shifting process are reduced, and the service life of the brakes, clutches and other components can be improved.
  • the complexity of the gear shifting process of the dual-motor vehicle 1000 is reduced.
  • Fig. 7 is a schematic diagram of a module of an application environment of a dual-motor vehicle 1000.
  • the dual-motor vehicle 1000 further includes a memory 102, a processor 103, a communication bus 104, and a network interface 105.
  • the network interface 105 is used to establish data communication between the dual-motor vehicle 1000 and a server or other electronic devices.
  • the memory 102 is used to store program codes.
  • the memory 102 may be a circuit with storage function in an integrated circuit without a physical form, such as a memory stick, a TF card (Trans-flash Card), a smart media card, a secure digital card, a flash memory card, and other storage devices.
  • the memory 102 may communicate data with the processor 103 via a communication bus 104.
  • the memory 102 may include an operating system A and a shift control system B.
  • the operating system A is a program for managing and controlling the hardware and software resources of the dual-motor vehicle 1000, and supports the operation of the shift control system B and other software and/or programs.
  • the processor 103 may include one or more microprocessors or digital processors.
  • the processor 103 may call the program code stored in the memory 102 to execute related functions.
  • the processor 103 also known as the central processing unit (CPU), is a large-scale integrated circuit, which is a computing core (Core) and a control core (Control Unit).
  • the shift control system B is a program code stored in the memory 102 and executed by the processor 103 to implement a shift control method.
  • the shift control system B can communicate with components such as the engine 1, the first motor 2, the second motor 3, the brake 4, the clutch 5, the differential 6 and the vehicle wheel end 7 to execute the shift control method.
  • FIG8 is a flowchart of the shift control method.
  • the shift control method includes the following steps:
  • Step S10 In the parallel hybrid first gear mode, the engine speed and actual engine torque of the engine 1 are obtained, and the wheel end torque demand is obtained.
  • the engine speed and actual engine torque of the engine 1 are obtained by the engine management system 100.
  • the wheel end torque demand is obtained by looking up the table according to the accelerator pedal and the vehicle speed signal.
  • Step S11 obtaining the engine torque demand according to the engine speed and the wheel end torque demand.
  • the engine torque demand is obtained by looking up the above Table 1.
  • Table 1 is formed in the manner described above and will not be described again.
  • Step S12 Calculate the actual power of the engine in the first gear of the parallel hybrid according to the actual engine power, and calculate the wheel-end required power according to the wheel-end torque demand.
  • the actual engine power can be calculated by the above-described formula 1.
  • the wheel-end required power can be calculated by the above-described formula 2, which will not be described in detail here.
  • Step S13 comparing the actual engine power and the wheel-end required power, and controlling the working mode of the first motor 2 or the second motor 3 according to the comparison result.
  • the second motor 3 when the wheel-end power requirement is greater than or equal to the actual engine power, the second motor 3 provides auxiliary power to meet the wheel-end power requirement.
  • the first motor 2 When the wheel-end power requirement is less than the actual engine power, the first motor 2 generates electricity to provide voltage to other components of the dual-motor vehicle 1000.
  • the first motor torque requirement can be calculated according to the above formula 7.
  • the first motor torque demand is calculated by the above formula three
  • the second motor torque demand is calculated by the above formula four, which will not be repeated here.
  • Step S14 When receiving the designated gear shift switching signal, the dual-motor vehicle 1000 operates in the first stage to switch the wheel end torque provided by the engine 1 through the input shaft 8 to the wheel end torque provided by the second motor 3.
  • the designated gear shift switch signal instructs the dual-motor vehicle 1000 to switch from the parallel hybrid first gear to the parallel hybrid second gear.
  • the input shaft torque decreases in a step-by-step manner with a first step length at a predetermined time
  • the second motor torque is controlled to increase in a step-by-step manner with a first step length at a predetermined time.
  • the predetermined time is 10 milliseconds (ms) to maintain the wheel end torque of the vehicle wheel end 7 unchanged.
  • the change mode of the input shaft torque can be calculated according to the above formula five.
  • the change mode of the second motor torque can be calculated according to the above formula six.
  • the brake 4 in the first stage T1 , is controlled to be in an engaged state and the clutch 5 is controlled to be in a disengaged state.
  • Step S15 The dual-motor vehicle 1000 operates in the second stage T2 to control the brake 4 to be combined with the sun gear 13 .
  • the oil pressure of the brake 4 is controlled to be reduced to a half-engagement point (Kisspoint, KP) so that the brake 4 is engaged with the sun gear 13.
  • KP half-engagement point
  • Step S16 The dual-motor vehicle 1000 operates in the third stage T3, so as to use the first motor 2 to adjust the speed of the engine 1 to the target engine speed in the parallel hybrid second gear.
  • the dual-motor vehicle 1000 in the third stage T3, is in the series hybrid mode, that is, the brake 4 and the clutch 5 are both in the disengaged state.
  • step S16 specifically includes the following steps:
  • Step S161 calculating the target engine speed
  • Step S162 calculating the engine power demand according to the second motor torque obtained in the first stage T1;
  • Step S163 calculating the engine torque requirement according to the engine target speed and the engine power requirement and sending it to the second motor controller 300;
  • Step S164 calculating the speed difference between the target engine speed and the current actual engine speed, and calculating the first motor torque demand based on the speed difference based on a proportional integral (PI) control algorithm and sending it to the first motor controller 200 .
  • PI proportional integral
  • the target engine speed is the engine speed of the parallel hybrid second gear.
  • the first motor torque demand serves as a feedback torque demand, which, together with the second motor torque demand, causes the engine speed to be adjusted to the target speed.
  • the engine power demand in the current series hybrid mode, includes the second motor demand and the power demand of other components. That is, part of the engine power is provided to the second motor 3, and the other part is provided to other accessories. Since the second motor 3 provides power to the vehicle wheel end 7 at the end of the first stage T1, the vehicle control module 400 can calculate the second motor torque demand based on the wheel end torque demand, the engine target speed can be calculated by the above formula 10, the second motor torque demand can be calculated according to the above formula 8, the engine power demand can be calculated according to the above formula 9, the engine torque demand can be calculated according to the above formula 11, and the first motor torque demand can be calculated according to the above formula 12, which will not be repeated here.
  • the first motor torque demand can be calculated according to the above formula twelve, which will not be described in detail here.
  • Step S17 The dual-motor vehicle 1000 operates in the fourth stage T4 to control the clutch 5 to be in the engaged state.
  • the vehicle control module 400 controls the clutch 5 to load the oil pressure (as shown in FIG. 4 ) when detecting that the speed difference between the two ends of the clutch 5 is within 50 revolutions per minute (rpm), thereby realizing that the clutch 5 is in a engaged state.
  • Step S18 The dual-motor vehicle 1000 operates in the fifth stage T5 to switch the wheel-end torque provided by the second motor 3 to the wheel-end torque provided by the engine 1 through the input shaft 8 .
  • the input shaft torque increases in a step-by-step manner with a second step length at predetermined intervals
  • the second motor torque is controlled to increase in a step-by-step manner with a second step length at predetermined intervals.
  • the predetermined time is 10 milliseconds (ms).
  • the second step length may be the same as or different from the first step length to maintain the wheel end torque of the vehicle wheel end 7 unchanged.
  • the change mode of the input shaft torque can be calculated according to the above formula fifteen.
  • the change mode of the second motor torque can be calculated according to the above formula sixteen.
  • the brake 4 in the first stage T1 , the brake 4 is in a disengaged state, and the clutch 5 is in a engaged state.
  • the above-mentioned shift control system B and shift method use the second motor 3 to maintain the torque required by the vehicle wheel end 7 when switching from the parallel hybrid first gear to the parallel hybrid second gear, and use the engine 1 to provide the torque required by the vehicle wheel end 7 after the switching is completed, so as to achieve a smooth transition of the wheel end torque during the mode switching process, and have good smoothness.
  • the performance requirements for the brake, clutch and other components during the shifting process are reduced, and the service life of the brake, clutch and other components can be improved.
  • the complexity of the shifting process of the dual-motor vehicle 1000 is reduced.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

Procédé de commande de changement de vitesse, consistant à : lorsqu'un signal de commutation de changement de vitesse spécifié est reçu, assurer une commutation, par un véhicule à moteur électrique double (1000), du mode dans lequel un moteur (1) fournit un couple d'extrémité de roue au moyen d'un arbre d'entrée (8) au mode dans lequel un second moteur électrique (3) fournit le couple d'extrémité de roue ; commander, par le véhicule à moteur électrique double (1000), un frein (4) pour qu'il vienne en prise avec un pignon planétaire (13) ; utiliser, par le véhicule à moteur électrique double (1000), un premier moteur électrique (2) pour ajuster la vitesse de rotation du moteur (1) selon une vitesse de rotation cible du moteur (1) correspondant à un engrenage cible ; commander, par le véhicule à moteur électrique double (1000), un embrayage (5) pour qu'il soit dans un état embrayé ; et assurer une commutation, par le véhicule à moteur électrique double (1000), du mode dans lequel le second moteur électrique (3) fournit le couple d'extrémité de roue au mode dans lequel le moteur (1) fournit le couple d'extrémité de roue au moyen de l'arbre d'entrée (8). Lors de la commutation de changement de vitesse, le second moteur électrique (3) est utilisé pour maintenir le couple requis par une extrémité de roue de véhicule, et, après la commutation, le moteur (1) est utilisé pour fournir le couple requis par l'extrémité de roue de véhicule, ce qui permet d'assurer une transition en douceur du couple d'extrémité de roue, et d'assurer une grande douceur. L'invention concerne en outre un système de commande de changement de vitesse et un véhicule à moteur électrique double.
PCT/CN2023/116338 2022-09-30 2023-08-31 Procédé de commande de changement de vitesse, système de commande de changement de vitesse et véhicule à moteur électrique double WO2024066914A1 (fr)

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