Control method and device of two-gear transmission, electronic equipment and vehicle

Abstract

The application provides a control method and device of a two-gear transmission, an electronic device and a vehicle. The control method of the two-gear transmission controls the torque change trend, timing and size of the bidirectional clutch and the one-way clutch, and the change of the locking state or unlocking state of the locking mechanism when the gear shifting process, that is, the one-gear driving state changes to the two-gear driving state or the two-gear driving state changes to the one-gear driving state, so that the matching degree of the bidirectional clutch and the one-way clutch is enhanced during the gear shifting process, thereby solving the problem of gear shifting roughness to a certain extent.

Description

Technical Field

[0001] This application relates to the field of transmission technology, and more particularly to a control method, device, electronic equipment, and vehicle for a two-speed transmission. Background Technology

[0002] Electric vehicles generally have two driving modes: first-gear drive and second-gear drive. To achieve these two modes, the relevant technology uses two two-way clutches for control. However, using two two-way clutches makes the control process relatively complex.

[0003] To address this, related technologies employ a combination of two-way and one-way clutches to reduce control complexity. However, the combination of two-way and one-way clutches can result in uneven gear shifting. Summary of the Invention

[0004] In order to solve or at least partially solve the above-mentioned technical problems, this application provides a two-speed transmission control method, device, electronic equipment and vehicle.

[0005] To address the aforementioned technical problems, this application provides the following technical solutions:

[0006] The first aspect of this application provides a control method for a two-speed transmission, the two-speed transmission comprising: a first-speed drive assembly and a second-speed drive assembly, the first-speed drive assembly comprising a one-way clutch and a locking mechanism, and the second-speed drive assembly comprising a two-way clutch;

[0007] The locking mechanism has a locked state and an unlocked state. In the locked state, the locking mechanism fixes the driving end and the driven end of the one-way clutch relative to each other. In the unlocked state, the driving end and the driven end can generate relative movement. The two-speed transmission has a first-speed drive state and a second-speed drive state. The first-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the first-speed drive assembly. The second-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the second-speed drive assembly.

[0008] This includes: when the two-speed transmission changes from the first gear drive state to the second gear drive state, the torque of the bidirectional clutch gradually increases, and the torque of the one-way clutch gradually decreases; when the torque of the bidirectional clutch reaches a preset value, the locking mechanism changes from the locked state to the unlocked state; the torque of the bidirectional clutch continues to increase, and the torque of the one-way clutch continues to decrease, until the torque of the bidirectional clutch equals the output torque of the motor, the torque of the one-way clutch decreases to zero, and the two-speed transmission changes to the second gear drive state, wherein the preset value is a preset percentage of the output torque of the motor; or,

[0009] When the two-speed transmission changes from the second-gear drive state to the first-gear drive state, the torque of the bidirectional clutch gradually decreases, and the torque of the one-way clutch gradually increases. When the rotational speeds of the driving and driven ends of the one-way clutch are equal, the locking mechanism changes from the unlocked state to the locked state. This causes the torque of the bidirectional clutch to continue decreasing, and the torque of the one-way clutch to continue increasing, until the torque of the bidirectional clutch decreases to zero, and the torque of the one-way clutch equals the output torque of the motor. At this point, the two-speed transmission changes to the first-gear drive state.

[0010] In some specific embodiments of the first aspect of this application, when the two-speed transmission changes from the first-speed driving state to the second-speed driving state, the output torque of the motor remains unchanged; or,

[0011] When the two-speed transmission changes from the second-speed driving state to the first-speed driving state, the output torque of the motor remains unchanged.

[0012] In some specific embodiments of the first aspect of this application, when the two-speed transmission changes from the first gear driving state to the second gear driving state, the output torque of the two-speed transmission remains unchanged; or,

[0013] When the two-speed transmission changes from the second-gear driving state to the first-gear driving state, the output torque of the two-speed transmission remains unchanged.

[0014] In some specific embodiments of the first aspect of this application, when the two-speed transmission changes from the first gear driving state to the second gear driving state, and the output torque of the two-speed transmission remains unchanged, the output torque of the motor gradually increases until the torque of the bidirectional clutch equals the output torque of the motor, and the growth rate of the output torque of the motor is less than the growth rate of the torque of the bidirectional clutch; or,

[0015] When the two-speed transmission changes from the second-speed driving state to the first-speed driving state, and the output torque of the two-speed transmission remains unchanged, the output torque of the motor gradually decreases until the torque of the bidirectional clutch decreases to zero. The rate of decrease of the output torque of the motor is less than the rate of decrease of the torque of the bidirectional clutch.

[0016] A second aspect of this application provides a control device for a two-speed transmission. The control device is used for a two-speed transmission, which includes a first-speed drive assembly and a second-speed drive assembly. The first-speed drive assembly includes a one-way clutch and a locking mechanism, and the second-speed drive assembly includes a two-way clutch.

[0017] The locking mechanism has a locked state and an unlocked state. In the locked state, the locking mechanism fixes the driving end and the driven end of the one-way clutch relative to each other. In the unlocked state, the driving end and the driven end can generate relative movement. The two-speed transmission has a first-speed drive state and a second-speed drive state. The first-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the first-speed drive assembly. The second-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the second-speed drive assembly.

[0018] Includes: a first control module for controlling the torque of the bidirectional clutch and the one-way clutch;

[0019] The second control module is used to control the state of the locking mechanism;

[0020] When the two-speed transmission changes from the first gear drive state to the second gear drive state, the first control module controls the torque of the bidirectional clutch to gradually increase and the torque of the one-way clutch to gradually decrease; when the torque of the bidirectional clutch reaches a preset value, the second control module controls the state of the locking mechanism to change from the locked state to the unlocked state; the first control module controls the torque of the bidirectional clutch to continue to increase and the torque of the one-way clutch to continue to decrease until the torque of the bidirectional clutch equals the torque of the motor, the torque of the one-way clutch decreases to zero, and the two-speed transmission changes to the second gear drive state, wherein the preset value is a preset percentage of the output torque of the motor; or,

[0021] When the two-speed transmission changes from the second-gear drive state to the first-gear drive state, the first control module controls the torque of the bidirectional clutch to gradually decrease and the torque of the one-way clutch to gradually increase; when the rotational speeds of the driving end and the driven end of the one-way clutch are equal, the second control module controls the state of the locking mechanism to change from the unlocked state to the locked state; the first control module controls the torque of the bidirectional clutch to continue to decrease and the torque of the one-way clutch to continue to increase until the torque of the bidirectional clutch decreases to zero, the torque of the one-way clutch is equal to the output torque of the motor, and the two-speed transmission changes to the second-gear drive state.

[0022] In some specific embodiments of the second aspect of this application, it also includes:

[0023] The third control module is used to control the output torque of the motor so that when the two-speed transmission changes from the first gear drive state to the second gear drive state, the output torque of the motor remains unchanged, or when the two-speed transmission changes from the second gear drive state to the first gear drive state, the output torque of the motor remains unchanged.

[0024] In some specific embodiments of the second aspect of this application, it also includes:

[0025] The fourth control module is used to control the output torque of the two-speed transmission so that when the two-speed transmission changes from the first gear driving state to the second gear driving state, the output torque of the two-speed transmission remains unchanged, or when the two-speed transmission changes from the second gear driving state to the first gear driving state, the output torque of the two-speed transmission remains unchanged.

[0026] A third aspect of this application provides an electronic device, comprising:

[0027] Memory;

[0028] Processor; and

[0029] Computer programs;

[0030] The computer program is stored in the memory and configured to be executed by the processor to implement the control method described above.

[0031] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the control method described above.

[0032] The fifth aspect of this application provides a vehicle including the control device for the aforementioned two-speed transmission.

[0033] The control method for a two-speed transmission provided in this application is applicable to applications where a two-speed transmission uses a combination of a two-way clutch and a one-way clutch. In this application, the two-speed transmission includes a first-speed drive assembly and a second-speed drive assembly. The first-speed drive assembly includes a one-way clutch and a locking mechanism, and the second-speed drive assembly includes a two-way clutch. The locking mechanism has a locked state and an unlocked state. In the locked state, the locking mechanism fixes the driving end and the driven end of the one-way clutch relative to each other. In the unlocked state, the driving end and the driven end can generate relative movement. The two-speed transmission has a first-speed drive state and a second-speed drive state. The first-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the first-speed drive assembly, and the second-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the second-speed drive assembly.

[0034] Two-way clutches and one-way clutches can cause uneven shifting during gear changes. To address this, the control method in this application controls the torque change trend, timing, and magnitude of the two-way clutches and one-way clutches, as well as the locking or unlocking state of the locking mechanism, during gear changes—that is, when changing from first gear to second gear or vice versa. This enhances the matching degree between the two-way clutches and one-way clutches during gear changes, thereby solving the problem of uneven shifting to some extent. Attached Figure Description

[0035] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application are illustrated by way of example and not limitation, with the same or corresponding reference numerals denoteing the same or corresponding parts, wherein:

[0036] Figure 1 A schematic flowchart illustrating the control method for a two-speed transmission provided in an embodiment of this application is shown.

[0037] Figure 2 This schematically illustrates another flow diagram of the control method for a two-speed transmission provided in an embodiment of this application;

[0038] Figure 3 A schematic diagram of the structure of the two-speed transmission provided in the embodiment of this application in the first gear driving state is shown.

[0039] Figure 4 A schematic diagram of the structure of the two-speed transmission provided in the embodiment of this application in the second gear driving state is shown.

[0040] Figure 5 A schematic diagram of the structure of the control device for a two-speed transmission provided in an embodiment of this application is shown.

[0041] Figure 6 The schematic diagram illustrates the timing of the motor output torque and the control flow of the locking mechanism when the vehicle is powered on and pre-engaged in first gear, as provided in the embodiment of this application.

[0042] Figure 7 The control flow timing diagram provided in the embodiment of this application is schematically shown when the drive state changes from first gear to second gear and the output torque of the motor remains unchanged.

[0043] Figure 8 The control flow timing diagram provided in the embodiment of this application is schematically shown when the first gear driving state changes to the second gear driving state and the output torque of the two gear transmissions remains unchanged;

[0044] Figure 9 The control flow timing diagram provided in the embodiment of this application is schematically shown when the second-gear drive state changes to the first-gear drive state while the output torque of the motor remains unchanged;

[0045] Figure 10 The control flow timing diagram provided in the embodiment of this application is schematically shown when the second-gear drive state changes to the first-gear drive state while the output torque of the two gear transmissions remains unchanged;

[0046] Figure 11 A schematic diagram of the structure of the electronic device provided in the embodiments of this application is shown.

[0047] Explanation of icon numbers:

[0048] First gear drive assembly 1; one-way clutch 11; locking mechanism 12; first gear gear pair 13; first gear drive gear 131; first gear driven gear 132;

[0049] 2nd gear drive assembly; 21 two-way clutch; 22 second gear pair; 221 second gear drive gear; 222 second gear driven gear;

[0050] Motor 31; Input shaft 32; Output shaft 33; Main differential reducer 34; Transmission gear pair 35; Driven transmission gear 351; Driven transmission gear 352;

[0051] First detection module 41; second detection module 42; processing module 43; second control module 44. Detailed Implementation

[0052] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0053] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0054] Before describing the control method in this application, the structure of the two-speed transmission in the specific embodiment of this application will be described, such as... Figure 3 and 4As shown: The two-speed transmission includes a first-speed drive assembly 1 and a second-speed drive assembly 2. The second-speed drive assembly 2 includes a two-way clutch 21 and a second-speed gear pair 22. The two-way clutch 21 can be installed on the input shaft 32 connected to the motor 31. The two-way clutch 21 is connected to the second-speed gear pair 22. In the second-speed drive state, the two-way clutch 21 is engaged. The two-way clutch 21 can transmit the output torque of the motor 31 to the output shaft 33 through the second-speed gear pair 22. The output shaft 33 transmits the output torque to the main differential reducer 34 through the transmission gear pair 35. The first gear drive assembly 1 includes a one-way clutch 11 and a first gear pair 13. The one-way clutch 11 can be set on the input shaft 32 connected to the motor 31. The one-way clutch 11 is connected to the first gear pair 13. In the first gear drive state, the driving end and the driven end of the one-way clutch 11 are relatively fixed and will not generate relative movement. The locking mechanism 12 is in the locked state. The one-way clutch 11 can transmit the output torque of the motor 31 to the output shaft 33 through the first gear pair 13. The output shaft 33 transmits the output torque to the main differential reducer 34 through the transmission gear pair 35.

[0055] Furthermore, both the two-way clutch 21 and the one-way clutch 11 are clutch types known in the art. The two-way clutch 21 refers to a clutch that can engage or disengage in both axial directions, while the one-way clutch refers to a clutch that can engage or disengage in only one axial direction. The "wheel end" mentioned above specifically refers to the wheel end.

[0056] The first aspect of this application provides a control method for a two-speed transmission, the two-speed transmission including: a first-speed drive assembly 1 and a second-speed drive assembly 2, the first-speed drive assembly 1 including a one-way clutch 11 and a locking mechanism 12, the second-speed drive assembly 2 including a two-way clutch 21;

[0057] The locking mechanism 12 has a locked state and an unlocked state. In the locked state, the locking mechanism 12 fixes the driving end and the driven end of the one-way clutch 11 relative to each other. In the unlocked state, the driving end and the driven end can generate relative movement. The two-speed transmission has a first-speed drive state and a second-speed drive state. The first-speed drive state is the state in which the output torque of the motor 31 is transmitted to the wheel end through the first-speed drive assembly 1. The second-speed drive state is the state in which the output torque of the motor 31 is transmitted to the wheel end through the second-speed drive assembly 2.

[0058] Specifically, it includes:

[0059] like Figure 1As shown, in step S11, when the two-speed transmission changes from the first gear drive state to the second gear drive state, the torque of the bidirectional clutch 21 gradually increases, and the torque of the one-way clutch 11 gradually decreases; in step S12, when the torque of the bidirectional clutch 21 reaches a preset value, the locking mechanism 12 changes from the locked state to the unlocked state; in step S13, the torque of the bidirectional clutch 21 continues to increase, and the torque of the one-way clutch 11 continues to decrease, until the torque of the bidirectional clutch 21 equals the output torque of the motor 31, the torque of the one-way clutch 11 decreases to zero, and the two-speed transmission changes to the second gear drive state. The preset value is a preset percentage of the output torque of the motor 31, specifically, the preset value can be 90% to 99% of the output torque of the motor 31; or...

[0060] like Figure 2 As shown, in step S21, when the two-speed transmission changes from the second-gear drive state to the first-gear drive state, the torque of the bidirectional clutch 21 gradually decreases, and the torque of the one-way clutch 11 gradually increases; in step S22, when the rotational speeds of the driving end and the driven end of the one-way clutch 11 are equal, the locking mechanism 12 changes from the unlocked state to the locked state; in step S23, the torque of the bidirectional clutch 21 continues to decrease, and the torque of the one-way clutch 11 continues to increase, until the torque of the bidirectional clutch 21 decreases to zero, the torque of the one-way clutch 11 equals the output torque of the motor 31, and the two-speed transmission changes to the first-gear drive state.

[0061] The control method for the above two-speed transmission is applicable to a two-speed transmission using a two-way clutch 21 and a one-way clutch 11. In this application scenario, the two-speed transmission includes a first-speed drive assembly and a second-speed drive assembly. The first-speed drive assembly includes a one-way clutch 11 and a locking mechanism 12. The second-speed drive assembly includes a two-way clutch 21. The locking mechanism 12 has a locked state and an unlocked state. In the locked state, the locking mechanism 12 fixes the driving end and the driven end of the one-way clutch 11 relative to each other. In the unlocked state, the driving end and the driven end can generate relative movement. The two-speed transmission has a first-speed drive state and a second-speed drive state. The first-speed drive state is the state in which the output torque of the motor 31 is transmitted to the wheel end through the first-speed drive assembly. The second-speed drive state is the state in which the output torque of the motor 31 is transmitted to the wheel end through the second-speed drive assembly.

[0062] The two-way clutch 21 and the one-way clutch 11 may experience uneven shifting during gear shifting. To address this, the control method in this application controls the torque change trend, timing, and magnitude of the two-way clutch 21 and the one-way clutch 11, as well as the locking or unlocking state of the locking mechanism 12, during gear shifting (i.e., when changing from first gear to second gear or vice versa). This enhances the matching degree between the two-way clutch 21 and the one-way clutch 11 during gear shifting, thereby solving the problem of uneven shifting to some extent.

[0063] It should be noted that before changing from the first gear drive state to the second gear drive state, the vehicle needs to be powered on and started, and the first gear needs to be pre-engaged. Specifically, as follows: Figure 6 As shown, the vehicle status is awakened from the power-down sleep state, the controller is powered on, and the vehicle is initialized; the motor outputs a pre-tightening drive torque a Nm to pre-tighten the one-way clutch, thereby putting the locking mechanism 12 into a lockable state. The value of a can be selected according to actual needs; the drive element of the locking mechanism 12 outputs locking thrust to confirm the locking state; the mechanical self-locking of the locking mechanism 12 is completed, and the locking thrust of the drive element of the locking mechanism 12 is unloaded; the pre-torque of the motor is unloaded; the vehicle initialization is completed, and the vehicle starts; the two-speed transmission shifts to the first gear ratio, which is the transmission ratio in first gear.

[0064] In some specific embodiments of this application, when the two-speed transmission changes from the first-speed driving state to the second-speed driving state, the output torque of the motor 31 remains unchanged; specifically, as follows: Figure 7 As shown, when the vehicle shifts from first gear to second gear, the torque of the two-way clutch 21 is gradually increased from 0 Nm. When the torque of the two-way clutch 21 reaches b (calibrated value, set to 95%) of the motor's output torque, the drive element of the locking mechanism 12 outputs an unlocking thrust, releasing the locking state of the one-way clutch 11. After the lock is released, the two-way clutch 21 is smoothly engaged, and all the motor power is transmitted from second gear. When shifting from first gear to second gear, the output torque of the motor 31 remains unchanged. Only the torque of the two-way clutch 21 and the torque of the one-way clutch 11 need to be changed, so the control method is relatively simple.

[0065] Alternatively, when the two-speed transmission changes from the second-gear drive state to the first-gear drive state, the output torque of the motor 31 remains unchanged. Specifically, for example... Figure 9As shown, when the vehicle shifts from second gear to first gear, the torque of the two-way clutch 21 is gradually reduced, causing it to slip and the motor 31 to rotate at higher speeds. When the motor 31 rotates to synchronize with the one-way clutch 11, the locking mechanism 12 outputs a locking thrust to confirm the locking state. The locking mechanism 12 then completes its mechanical self-locking, and the locking thrust is unloaded. Simultaneously, the torque of the two-way clutch 21 is gradually unloaded, smoothly transferring power to first gear and completing the shift. When shifting from second to first gear, the output torque of the motor 31 can also remain constant to ensure a relatively simple control method.

[0066] In some specific embodiments of this application, when the two-speed transmission changes from the first gear driving state to the second gear driving state, the output torque of the two-speed transmission remains unchanged. Specifically, as follows: Figure 8 As shown, when the vehicle shifts from first gear to second gear, the torque of the bidirectional clutch 21 and the output torque of the motor are simultaneously increased from 0 Nm to the current value at a slope according to the preset shift time c (calibrated value, set to 200ms). The specific value of the slope can be selected as needed. When time c reaches the point where the torque of the bidirectional clutch equals the output torque of the motor, all torque is transmitted by the bidirectional clutch. During this process, the torque of the one-way clutch 11 gradually decreases. When the torque of the bidirectional clutch 21 reaches d (calibrated value, set to 96%) of the output torque of the motor, the locking mechanism 12 outputs an unlocking thrust to release the locked state of the one-way clutch 11. After the lock is released, the bidirectional clutch 21 is smoothly engaged, and all motor power is transmitted from second gear. In this embodiment, the first gear ratio is greater than the second gear ratio. When shifting from first to second gear, the gear ratio of the two gears will decrease. If the output torque of the motor 31 remains unchanged, it will lead to a decrease in the output torque of the two gears. However, in this embodiment, the output torque of the two gears remains unchanged, thus ensuring that the vehicle remains smooth when shifting from first to second gear without any power interruption. Specifically, when shifting from first gear to second gear, in steps S11, S12 and S13, the output torque of motor 31 can be gradually increased until the torque of bidirectional clutch 21 equals the output torque of motor 31 in step S13.

[0067] Alternatively, when the two-speed transmission changes from the second-gear driving state to the first-gear driving state, the output torque of the two-speed transmission remains unchanged. Specifically, for example... Figure 10As shown, when the vehicle shifts from second-gear to first-gear, the torque of the two-way clutch 21 gradually decreases from its current torque to 0 Nm according to the preset shift time e (calibrated value, set to 220 ms). Simultaneously, the output torque of the motor 31 gradually decreases from its current torque to the torque value corresponding to the first-gear ratio, maintaining the same output torque. During this process, because the torque of the two-way clutch 21 decreases faster than the output torque of the motor 31, the two-way clutch 21 slips, and the motor 31's speed increases. When the motor 31's speed increases to be synchronized with the one-way clutch 11, the locking mechanism 12's drive element outputs a locking thrust to confirm the locking state. The locking mechanism 12 completes its mechanical self-locking, and the locking thrust of the locking mechanism 12's drive element is unloaded. When time e is reached, the clutch torque equals 0 Nm, and all torque is transmitted by the one-way clutch 11, completing the gear shift.

[0068] In this system, the output torque of the two-speed transmission remains constant, ensuring vehicle stability and preventing power interruption during downshifting from second to first gear. Specifically, during downshifting, the output torque of motor 31 gradually decreases until the torque of the two-way clutch 21 reaches zero, at which point the output torque of motor 31 stops decreasing. This implementation method ensures that the output torque of the two-speed transmission remains constant. In first gear, the output torque of motor 31 equals a first torque; in second gear, it equals a second torque. Therefore, during downshifting, the output torque of motor 31 decreases to the first torque, which is a fixed value.

[0069] In some specific embodiments of this application, when the two-speed transmission changes from the first gear driving state to the second gear driving state, and the output torque of the two-speed transmission remains unchanged, the output torque of the motor 31 gradually increases until the torque of the bidirectional clutch 21 equals the output torque of the motor 31. The growth rate of the output torque of the motor 31 is less than the growth rate of the torque of the bidirectional clutch 21, so that the torque of the bidirectional clutch 21 can reach the output torque of the motor 31; or,

[0070] When the two-speed transmission changes from the second-speed driving state to the first-speed driving state, and the output torque of the two-speed transmission remains unchanged, the output torque of the motor 31 gradually decreases until the torque of the bidirectional clutch 21 decreases to zero. The rate of decrease of the output torque of the motor 31 is less than the rate of decrease of the torque of the bidirectional clutch 21, so that the output torque of the motor 31 can reach the torque of the bidirectional clutch 21.

[0071] Additionally, it should be noted that this application achieves energy recovery through the cooperation of the two-way clutch 21 and the one-way clutch 11. Besides energy recovery in first and second gear, energy recovery can also be achieved during gear shifting, as detailed below:

[0072] When the vehicle brakes, the vehicle controller needs to control the motor 31 to rotate in the first direction, while the wheels are actually rotating in the second direction. If the vehicle is in second gear drive, since the bidirectional clutch 21 is engaged, the input and output ends of the bidirectional clutch 21 are relatively fixed and move synchronously. The wheels can sequentially drive the output end of the bidirectional clutch 21 to rotate in the second direction through the main differential reducer 34, the output shaft 33, and the second gear pair 22. Since the bidirectional clutch 21 is engaged at this time, the output end moves in tandem with the input end. Therefore, the output end drives the input end and the input shaft 32 connected to the motor 31 to rotate in the second direction. Since the actual rotation direction of the output shaft 33 is opposite to the braking direction of the motor 31, i.e., the first direction, it can charge the battery, realize energy feedback, and reduce the overall vehicle wear. If the vehicle is in first gear, it can drive the driven end of the one-way clutch 11 to rotate in the second direction via the main differential reducer 34, output shaft 33, and first gear pair 13. Since the locking mechanism 12 is locked, the driving end and driven end of the one-way clutch 11 are relatively fixed and move synchronously. Therefore, the driven end of the one-way clutch 11 can drive the driving end to rotate in the second direction, and the driving end drives the input shaft 32 connected to the motor 31 to rotate in the second direction, thereby realizing energy feedback. Therefore, the two-speed reduction device can realize energy feedback in both first gear and second gear driving modes.

[0073] When the driving state of the two-speed transmission changes, specifically when the vehicle changes from first gear to second gear, S11 is executed first, causing the torque of the two-way clutch 21 to gradually increase while the torque of the one-way clutch 11 gradually decreases. Specifically, this allows the input and output ends of the two-way clutch 21 to gradually engage, while the locking mechanism 12 remains locked. The driving and driven ends of the one-way clutch 11 rotate synchronously, preventing slippage. At this time, the two-way clutch 21 and the one-way clutch 11 jointly transmit the torque of the motor 31, and the sum of their torques equals the output torque of the motor 31. During this process, because the locking mechanism 12 remains locked, if the vehicle brakes at this time, energy can be fed back through the first-speed drive assembly 1. Then, S12 is executed to monitor the torque of the two-way clutch 21. When the torque of the two-way clutch 21 reaches a preset value, the locking mechanism 12 is unlocked. The preset value is a preset percentage of the torque of the motor 31. After the unlocking mechanism is unlocked, there is still residual torque on the one-way clutch 11, and the driving end and the driven end of the one-way clutch 11 generate relative movement. Finally, S13 is executed, causing the two-way clutch 21 to continue to increase and the torque of the one-way clutch 11 to continue to decrease until the torque of the one-way clutch 11 decreases to zero. Only then can the two-speed transmission fully convert to second-speed drive mode. Specifically, the driving end and the driven end of the two-way clutch 21 continue to engage. When the torque of the one-way clutch 11 decreases to zero, the two-way clutch 21 is fully engaged, and the output torque of the motor 31 is entirely transmitted by the two-way clutch 21, while the one-way clutch 11 no longer transmits the output torque of the motor 31. The two-speed transmission is now fully in second-speed drive mode. When shifting from first to second gear, if the vehicle brakes before the locking mechanism 12 is unlocked, the energy feedback is completed by the first gear drive component 1. After the locking mechanism 12 is unlocked, the energy feedback is completed by the second gear drive component 2. Energy feedback can be achieved during the shifting process.

[0074] When downshifting from second to first gear, i.e., when the two-speed transmission transitions from second-gear drive to first-gear drive, S21 is executed first, causing the torque of the two-way clutch 21 to gradually decrease and the torque of the one-way clutch 11 to gradually increase. Specifically, the input and output ends of the two-way clutch 21 gradually disengage, causing the two-way clutch 21 to slip. At this time, the speed of the motor 31 increases, leading to an increase in the speed of the input shaft 32, which in turn increases the speed of the driving end of the one-way clutch 11. Then, S22 is executed, and when the speeds of the driving and driven ends of the one-way clutch 11 are equal, the locking mechanism is locked. Specifically, in second-gear drive, the speed of the driven end of the one-way clutch 11 is greater than the speed of the driving end, causing the one-way clutch 11 to slip. When the speed of the motor 31 is the same as the speed of the driven end, the motor 31 will drive the speed of the driving end to be the same as the speed of the driven end, thereby locking the driving and driven ends of the one-way clutch 11, and simultaneously locking the locking mechanism 12. At this point, the bidirectional clutch 21 still has residual torque. Finally, S23 is executed, causing the torque of the bidirectional clutch 21 to continue decreasing, while the torque of the one-way clutch 11 continues to increase. When the torque of the bidirectional clutch 21 decreases to zero, the output torque of the motor 31 is entirely transmitted through the one-way clutch 11. The torque of the one-way clutch 11 equals the output torque of the motor 31, and the two-speed transmission becomes a first-speed drive. Because the locking mechanism 12 is already locked during the downshift from second to first gear, energy feedback can be achieved if the vehicle brakes at this time. During the downshift, before the locking mechanism 12 locks, both gears achieve energy feedback through the second-speed drive assembly 2; after the locking mechanism 12 locks, energy feedback is achieved through the first-speed drive assembly 1. Therefore, energy feedback can be achieved throughout the entire downshift process.

[0075] The second aspect of this application provides a control device for a two-speed transmission. The control device is used for a two-speed transmission, which includes a first-speed drive assembly and a second-speed drive assembly. The first-speed drive assembly includes a one-way clutch 11 and a locking mechanism 12, and the second-speed drive assembly includes a two-way clutch 21.

[0076] The locking mechanism 12 has a locked state and an unlocked state. In the locked state, the locking mechanism 12 fixes the driving end and the driven end of the one-way clutch 11 relative to each other. In the unlocked state, the driving end and the driven end can generate relative movement. The two-speed transmission has a first-speed drive state and a second-speed drive state. The first-speed drive state is the state in which the output torque of the motor 31 is transmitted to the wheel end through the first-speed drive assembly. The second-speed drive state is the state in which the output torque of the motor 31 is transmitted to the wheel end through the second-speed drive assembly.

[0077] Includes: a first control module for controlling the torque of the bidirectional clutch 21 and the one-way clutch 11;

[0078] The second control module 44 is used to control the state of the locking mechanism 12;

[0079] When the two-speed transmission changes from the first gear drive state to the second gear drive state, the first control module controls the torque of the bidirectional clutch 21 to gradually increase and the torque of the one-way clutch 11 to gradually decrease; when the torque of the bidirectional clutch 21 reaches a preset value, the second control module 44 controls the state of the locking mechanism 12 to change from the locked state to the unlocked state; the first control module controls the torque of the bidirectional clutch 21 to continue to increase and the torque of the one-way clutch 11 to continue to decrease until the torque of the bidirectional clutch 21 equals the torque of the motor 31, the torque of the one-way clutch 11 decreases to zero, and the two-speed transmission changes to the second gear drive state, wherein the preset value is a preset percentage of the output torque of the motor 31; or,

[0080] When the two-speed transmission changes from the second-gear drive state to the first-gear drive state, the first control module controls the torque of the bidirectional clutch 21 to gradually decrease and the torque of the one-way clutch 11 to gradually increase; when the rotational speeds of the driving end and the driven end of the one-way clutch 11 are equal, the second control module 44 controls the state of the locking mechanism 12 to change from the unlocked state to the locked state; the first control module controls the torque of the bidirectional clutch 21 to continue to decrease and the torque of the one-way clutch 11 to continue to increase until the torque of the bidirectional clutch 21 decreases to zero, the torque of the one-way clutch 11 equals the output torque of the motor 31, and the two-speed transmission changes to the second-gear drive state.

[0081] In the aforementioned control device, the first control module and the second control module 44 work together to control the torque change trend, timing, and magnitude of the bidirectional clutch 21 and the one-way clutch 11, as well as the locking or unlocking state of the locking mechanism 12, during the gear shifting process, that is, when the first gear driving state changes to the second gear driving state, or when the second gear driving state changes to the first gear driving state. This enhances the matching degree between the bidirectional clutch 21 and the one-way clutch 11 during the gear shifting process, thereby solving the problem of uneven gear shifting to a certain extent.

[0082] The two-speed transmission specifically includes an input shaft 32 and an output shaft 33. The first-speed drive assembly 1 also includes a first-speed gear pair 13, which includes a first-speed driving gear 131 and a first-speed driven gear 132 meshing with each other. The second-speed drive assembly 2 also includes a second-speed gear pair 22, which includes a second-speed driving gear 221 and a second-speed driven gear 222 meshing with each other. The first-speed driving gear 131 is connected to the driven end, and the first-speed driven gear 132 is fixedly sleeved on the output shaft 33. The two-speed transmission is connected to the output end of the bidirectional clutch 21. The second-speed drive gear 221 is loosely fitted on the input shaft 32, while the second-speed driven gear 222 is fixedly fitted on the output shaft 33. In addition, the two-speed transmission also includes a transmission gear pair 35 and a main differential reducer 34. The transmission gear pair 35 includes a drive transmission gear 351 and a driven transmission gear 352 that mesh with each other. The drive transmission gear 351 is fixedly fitted on the output shaft 33, and the driven transmission gear 352 is connected to the main differential reducer 34. The main differential reducer 34 drives the two wheels to rotate.

[0083] In the shift from first to second gear, the first control module first gradually increases the torque of the bidirectional clutch 21. When the torque of the bidirectional clutch 21 reaches a preset value, the second control module controls the locking mechanism 12 to lock. Then, the first control module continues to increase the torque of the bidirectional clutch 21 until the torque of the bidirectional clutch 21 equals the torque of the motor 31, at which point the two-speed transmission is switched to second gear drive mode. During the shift from first to second gear, if the vehicle brakes before the locking mechanism 12 unlocks, energy feedback is completed by the first gear drive component 1. After the locking mechanism 12 unlocks, energy feedback is completed by the second gear drive component 2. Energy feedback is achieved throughout the shift process.

[0084] When downshifting from second to first gear, the first control module first controls the torque of the bidirectional clutch 21 to gradually decrease. When the speeds of the driving and driven ends of the one-way clutch 11 are equal, the second control module controls the locking mechanism 12 to lock up. Then, the first control module controls the torque of the bidirectional clutch 21 to continue decreasing until the torque of the bidirectional clutch 21 is reduced to zero, and the two-speed transmission changes to a two-speed drive state. During the downshifting process, before the locking mechanism 12 locks up, both gears achieve energy feedback through the second-speed drive assembly 2. After the locking mechanism 12 locks up, energy feedback is achieved through the first-speed drive assembly 1. Therefore, energy feedback can be achieved throughout the entire downshifting process.

[0085] In some specific embodiments of this application, a third control module is also included, which is used to control the output torque of the motor 31 so that when the two-speed transmission changes from the first gear driving state to the second gear driving state, the output torque of the motor 31 remains unchanged, or when the two-speed transmission changes from the second gear driving state to the first gear driving state, the output torque of the motor 31 remains unchanged.

[0086] In some specific embodiments of this application, a fourth control module is also included, which is used to control the output torque of the two-speed transmission so that when the two-speed transmission changes from the first gear driving state to the second gear driving state, the output torque of the two-speed transmission remains unchanged, or when the two-speed transmission changes from the second gear driving state to the first gear driving state, the output torque of the two-speed transmission remains unchanged.

[0087] In addition, such as Figure 5 As shown, the control device for the two-speed transmission may further include: a first detection module 41, a second detection module 42, and a processing module 43. Both the first detection module 41 and the second detection module 42 are electrically connected to the processing module 43. The first detection module 41 can be electrically connected to the bidirectional clutch 21 and the motor 31. The first detection module 41 can detect the torque of the bidirectional clutch 21 and the output torque of the motor 31. In addition, the first detection module 41 can calculate the torque of the bidirectional clutch 21 and the output torque of the motor 31 using an algorithm. The first detection module 41 sends the acquired output torque of the motor 31 and the torque of the bidirectional clutch 21 to the processing module 43. When the torque of the bidirectional clutch 21 reaches a preset value, the processing module 43 sends a first control command to the second control module 44. The second control module 44 controls the locking mechanism 12 to change to the unlocked state according to the first control command.

[0088] The second detection module 42 is used to acquire the rotational speeds of the motor 31 and the one-way clutch 11. The second detection module 42 can be electrically connected to the one-way clutch 11 and the motor 31. The second detection module 42 can detect the rotational speeds of both the one-way clutch 11 and the motor 31. Furthermore, the second detection module 42 can calculate the rotational speeds of the one-way clutch 11 and the motor 31 using an algorithm. The second detection module 42 sends the rotational speeds of the driven end of the one-way clutch 11 and the motor 31 to the processing module 43. When the rotational speed of the driven end equals the rotational speed of the motor 31, the processing module 43 sends a second control command to the second control module 44. The second control module 44 then controls the locking mechanism 12 to change to the locked state according to the second control command.

[0089] Figure 11 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device includes:

[0090] Memory 71; processor 72; and computer program 73;

[0091] The computer program 73 is stored in the memory 71 and configured to be executed by the processor 72 to implement the control method described above.

[0092] Specifically, the processor 72 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0093] Memory 71 may include a mass storage device for information or instructions. For example, and not limitingly, memory 71 may include a hard disk drive (HDD), a floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 71 may include removable or non-removable (or fixed) media. Where appropriate, memory 71 may be internal or external to the integrated gateway device. In a particular embodiment, memory 71 is a non-volatile solid-state memory. In a particular embodiment, memory 71 includes read-only memory (ROM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (Electrically Programmable ROM, EPROM), an electrically erasable programmable ROM (EEPROM), an electrically alterable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0094] Processor 72 can execute computer program instructions stored in memory 71 by reading and executing them. Figure 1 and Figure 2 The various steps in the control method embodiment shown.

[0095] In one example, the electronic device may also include a transceiver and a bus. The processor 72, memory 71, and transceiver are connected via the bus and communicate with each other.

[0096] A bus may be hardware, software, or both. For example, and not limitingly, a bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industrial Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 404 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0097] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the control method described above.

[0098] The aforementioned storage medium may include, for example, a memory containing computer program instructions. Optionally, the storage medium may be a non-transitory computer-readable storage medium, such as ROM, random access memory (RAM), compact disc ROM (CD-ROM), magnetic tape, floppy disk, and optical data storage devices.

[0099] A third aspect of this application provides a vehicle comprising a control device for a two-speed transmission as provided in any of the above embodiments. Therefore, the vehicle provided in this embodiment incorporates all the beneficial effects of the control device for a two-speed transmission as provided in any of the above embodiments, which will not be elaborated upon here.

[0100] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0101] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for a two-speed transmission, the two-speed transmission comprising: A first-speed drive assembly and a second-speed drive assembly, wherein the first-speed drive assembly includes a one-way clutch and a locking mechanism, and the second-speed drive assembly includes a two-way clutch; The locking mechanism has a locked state and an unlocked state. In the locked state, the locking mechanism fixes the driving end and the driven end of the one-way clutch relative to each other. In the unlocked state, the driving end and the driven end can generate relative movement. The two-speed transmission has a first-speed drive state and a second-speed drive state. The first-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the first-speed drive assembly. The second-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the second-speed drive assembly. Its features include: When the two-speed transmission changes from the first gear drive state to the second gear drive state, the torque of the bidirectional clutch gradually increases from 0 Nm, and the torque of the one-way clutch gradually decreases. The torque of the bidirectional clutch is monitored, and when the torque of the bidirectional clutch reaches a preset value, the locking mechanism changes from the locked state to the unlocked state. After the locking mechanism is unlocked, the torque of the bidirectional clutch continues to increase, and the torque of the one-way clutch continues to decrease, until the torque of the bidirectional clutch equals the output torque of the motor, the torque of the one-way clutch decreases to zero, and the two-speed transmission changes to the second gear drive state. The preset value is 90% to 99% of the output torque of the motor.

2. The control method for a two-speed transmission according to claim 1, characterized in that, When the two-speed transmission changes from the first-speed driving state to the second-speed driving state, the output torque of the motor remains unchanged; or, When the two-speed transmission changes from the second-gear drive state to the first-gear drive state, the torque of the bidirectional clutch gradually decreases, and the torque of the one-way clutch gradually increases. When the rotational speeds of the driving and driven ends of the one-way clutch are equal, the locking mechanism changes from the unlocked state to the locked state. This causes the torque of the bidirectional clutch to continue decreasing, and the torque of the one-way clutch to continue increasing, until the torque of the bidirectional clutch decreases to zero, and the torque of the one-way clutch equals the output torque of the motor. At this point, the two-speed transmission changes to the first-gear drive state. The output torque of the motor remains unchanged.

3. The control method for a two-speed transmission according to claim 1, characterized in that, When the two-speed transmission changes from the first gear drive state to the second gear drive state, the output torque of the two-speed transmission remains unchanged; or, When the two-speed transmission changes from the second-gear drive state to the first-gear drive state, the torque of the bidirectional clutch gradually decreases, and the torque of the one-way clutch gradually increases. When the rotational speeds of the driving and driven ends of the one-way clutch are equal, the locking mechanism changes from the unlocked state to the locked state. This causes the torque of the bidirectional clutch to continue decreasing, and the torque of the one-way clutch to continue increasing, until the torque of the bidirectional clutch decreases to zero, and the torque of the one-way clutch equals the output torque of the motor. The two-speed transmission then changes back to the first-gear drive state. The output torque of the two-speed transmission remains unchanged.

4. The control method for a two-speed transmission according to claim 3, characterized in that, When the two-speed transmission changes from the first gear drive state to the second gear drive state, and the output torque of the two-speed transmission remains constant, the output torque of the motor gradually increases until the torque of the bidirectional clutch equals the output torque of the motor, and the rate of increase of the motor's output torque is less than the rate of increase of the bidirectional clutch's torque; or, When the two-speed transmission changes from the second-speed driving state to the first-speed driving state, and the output torque of the two-speed transmission remains unchanged, the output torque of the motor gradually decreases until the torque of the bidirectional clutch decreases to zero. The rate of decrease of the output torque of the motor is less than the rate of decrease of the torque of the bidirectional clutch.

5. A control device for a two-speed transmission, the control device being used for the two-speed transmission, the two-speed transmission comprising: A first-speed drive assembly and a second-speed drive assembly, wherein the first-speed drive assembly includes a one-way clutch and a locking mechanism, and the second-speed drive assembly includes a two-way clutch; The locking mechanism has a locked state and an unlocked state. In the locked state, the locking mechanism fixes the driving end and the driven end of the one-way clutch relative to each other. In the unlocked state, the driving end and the driven end can generate relative movement. The two-speed transmission has a first-speed drive state and a second-speed drive state. The first-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the first-speed drive assembly. The second-speed drive state is the state in which the output torque of the motor is transmitted to the wheel end through the second-speed drive assembly. Its features include: The first control module is used to control the torque of the bidirectional clutch and the one-way clutch; The second control module is used to control the state of the locking mechanism; When the two-speed transmission changes from the first gear drive state to the second gear drive state, the first control module controls the torque of the bidirectional clutch to gradually increase from 0 Nm and the torque of the one-way clutch to gradually decrease; monitors the torque of the bidirectional clutch, and when the torque of the bidirectional clutch reaches a preset value, the second control module controls the state of the locking mechanism to change from the locked state to the unlocked state; after the locking mechanism is unlocked, the first control module controls the torque of the bidirectional clutch to continue to increase and the torque of the one-way clutch to continue to decrease until the torque of the bidirectional clutch is equal to the torque of the motor, the torque of the one-way clutch decreases to zero, and the two-speed transmission changes to the second gear drive state, wherein the preset value is 90% to 99% of the output torque of the motor.

6. The control device for a two-speed transmission according to claim 5, characterized in that, Also includes: The third control module is used to control the output torque of the motor so that when the two-speed transmission changes from the first gear driving state to the second gear driving state, the output torque of the motor remains unchanged, or when the two-speed transmission changes from the second gear driving state to the first gear driving state, the first control module controls the torque of the bidirectional clutch to gradually decrease and the torque of the one-way clutch to gradually increase; when the rotational speeds of the driving end and the driven end of the one-way clutch are equal, the second control module controls the state of the locking mechanism to change from the unlocked state to the locked state. The first control module controls the torque of the bidirectional clutch to continue to decrease and the torque of the one-way clutch to continue to increase until the torque of the bidirectional clutch decreases to zero, the torque of the one-way clutch is equal to the output torque of the motor, and the two-speed transmission changes to the second-speed drive state. The output torque of the motor remains unchanged.

7. The control device for a two-speed transmission according to claim 5, characterized in that, Also includes: The fourth control module is used to control the output torque of the two-speed transmission so that when the two-speed transmission changes from the first gear driving state to the second gear driving state, the output torque of the two-speed transmission remains unchanged, or when the two-speed transmission changes from the second gear driving state to the first gear driving state, the first control module controls the torque of the bidirectional clutch to gradually decrease and the torque of the one-way clutch to gradually increase; when the rotational speeds of the driving end and the driven end of the one-way clutch are equal, the second control module controls the state of the locking mechanism to change from the unlocked state to the locked state; The first control module controls the torque of the bidirectional clutch to continue to decrease and the torque of the one-way clutch to continue to increase until the torque of the bidirectional clutch decreases to zero, the torque of the one-way clutch is equal to the output torque of the motor, and the two-speed transmission changes to the second-speed drive state; the output torque of the two-speed transmission remains unchanged.

8. An electronic device, characterized in that, include: Memory; processor; as well as Computer programs; The computer program is stored in the memory and configured to be executed by the processor to implement the control method as described in any one of claims 1-4.

9. A computer-readable storage medium, characterized in that, It stores a computer program, which, when executed by a processor, implements the control method as described in any one of claims 1-4.

10. A vehicle, characterized in that, include: The control device for a two-speed transmission according to any one of claims 5-7.

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