A control method and system for a two-gear electric drive axle

Abstract

The application provides a two-gear box electric drive axle control method and system. The system comprises: a gear shifting mechanism for performing gear switching according to the operation of a driver; an angle detection unit arranged on the gear shifting mechanism for detecting the rotation angle of the gear shifting mechanism; and a control unit for judging the target gear of gear shifting according to the rotation angle, and for controlling the rotation speed and torque of the electric drive axle according to the target gear and gear shifting rules. The application judges the gear shifting intention of the driver by detecting the rotation angle of the gear shifting mechanism, actively controls the torque and rotation speed of the drive motor of the electric drive axle, so that the torque and rotation speed are matched with the pre-judged target gear, thereby improving the experience of manual gear shifting of the driver; the TCU and gear shifting motor are not additionally increased, the vehicle controller VCU can be reused, and the cost of the vehicle is saved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and more particularly to a two-gear box electric drive axle control method and system. BACKGROUND

[0002] With the world's increasing attention to automobile exhaust pollution and energy consumption, new energy vehicles have become the focus of research and development for automobile manufacturers. In new energy commercial vehicles, the gearbox mostly uses a few gears AMT gearbox (i.e. automatic gearbox), and its shift control system includes TCU (gearbox controller), shift actuator, etc. Compared with traditional gearboxes, the cost increases, and the product competitiveness decreases. Moreover, due to the TCU internal setting of the shift speed, the shift is automatically performed at a fixed speed, and the shift flexibility is insufficient, which is difficult to meet the driving styles of different drivers.

[0003] Therefore, based on the existing two-gear AMT gearbox, it is necessary to develop a two-gear box electric drive axle control system suitable for pure electric vehicles to obtain a better shift experience. SUMMARY

[0004] The present application provides a two-gear box electric drive axle control method and system, which does not need to additionally increase TCU and shift motor, can reuse vehicle controller VCU3, and can adjust the vehicle speed by detecting the shift intention of the driver, thereby improving the shift experience of the driver.

[0005] According to a first aspect of the present application, a two-gear box electric drive axle control method is provided, comprising:

[0006] S1, detecting the rotation angle of the shift mechanism, and determining the target gear according to the rotation angle;

[0007] S2, controlling the speed and torque of the electric drive axle according to the target gear and the shift rule.

[0008] On the basis of the above technical solution, the present application can also be improved as follows.

[0009] Optionally, step S1 specifically comprises:

[0010] detecting the current rotation angle of the shift mechanism, substituting the current rotation angle into the matching relationship between the calibrated rotation angle and the gear to obtain the travel range corresponding to the current rotation angle;

[0011] determining the next gear according to the current travel range and the change trend of the rotation angle, and taking the next gear as the target gear.

[0012] Optionally, the step of calibrating the rotation angle of the shift mechanism comprises:

[0013] obtaining self-locking positions, idle stroke ranges and shift stroke ranges corresponding to each gear position of the shift mechanism;

[0014] determining a rotation angle range of the shift mechanism in the shift process according to the self-locking positions of each gear position, and dividing the rotation angle range into corresponding multiple angle intervals according to the idle stroke ranges and the shift stroke ranges;

[0015] generating a matching relationship between the rotation angle of the shift mechanism and the gear position according to a one-to-one correspondence relationship between the angle intervals and the stroke ranges of the shift mechanism.

[0016] Optionally, in step S1, detecting the rotation angle of the shift mechanism comprises:

[0017] detecting a real-time voltage signal in the rotation process of the shift mechanism, converting the current voltage value into a corresponding angle value according to the corresponding relationship between the current voltage value and the rotation angle, and obtaining a change trend of the angle value at adjacent detection time points.

[0018] Optionally, the gear positions include a current gear position, an N gear position and a target gear position arranged in sequence, and the shift rule is:

[0019] when shifting from the current gear position, reducing the torque of the vehicle driving motor to 0;

[0020] when in the N gear position, adjusting the rotation speed of the vehicle driving motor to match the vehicle speed of the target gear position;

[0021] during the gear-in process in the target gear position, adjusting the torque of the vehicle driving motor to 0, and when the gear-in is completed, the vehicle driving motor responds to the torque value corresponding to the current accelerator pedal signal.

[0022] According to a second aspect of the present application, a two-gear box electric drive axle control system is provided, comprising:

[0023] a shift mechanism for performing gear switching according to the operation of a driver;

[0024] an angle detection unit arranged on the shift mechanism and configured to detect the rotation angle of the shift mechanism;

[0025] a control unit configured to determine a target gear position of the shift according to the rotation angle, and further configured to control the rotation speed and the torque of the electric drive axle according to the target gear position and a shift rule.

[0026] Optionally, the gear shifting mechanism comprises a gear shifting handle, a gear shifting wire, a gear shifting hub and an actuator, a gear shifting knob, a gear shifting fork and a fork shaft, the gear shifting handle is connected with the gear shifting hub and the actuator through the gear shifting wire, when the gear shifting handle is actuated, the gear shifting wire drives the gear shifting hub and the actuator to rotate, and the angle detection unit is arranged on the gear shifting hub; the gear shifting hub and the actuator are connected with the gear shifting knob, the gear shifting knob, the gear shifting fork and the gear shifting shaft are rigidly connected, when the gear shifting hub and the actuator rotate, the gear shifting knob, the gear shifting fork and the gear shifting shaft are driven to translate; the gear shifting fork is in abutting engagement with a synchronizer engaging sleeve, and the synchronizer engaging sleeve can be engaged with a transmission gear of any gear.

[0027] Optionally, the gear shifting mechanism is provided with a self-locking structure corresponding to each gear.

[0028] Optionally, the angle detection unit is a rotary sensor.

[0029] The application provides a two-gear box electric drive axle control method and system, which is based on a two-gear transmission box electric drive axle structure of a pure electric vehicle, when it is detected that a driver is operating a gear shifting system and is performing gear shifting, the gear shifting intention of the driver is judged by detecting the angle change of the gear shifting system, so as to judge the target gear of the gear shifting; during the gear shifting process, the driving motor torque and speed of the electric drive axle are actively controlled, so as to match the pre-judged target gear, thereby improving the experience of manual gear shifting of the driver. In the application, no additional gear shifting motor and transmission box controller TCU are needed, the judgment of the target gear can be directly performed in the vehicle controller VCU, and the original driving motor controller MCU is directly used for the torque and speed control of the electric drive axle, so that the vehicle cost can be saved while a better gear shifting experience is obtained. BRIEF DESCRIPTION OF DRAWINGS

[0030] Figure 1 A two-gear box electric drive axle control method flow chart is provided in the application;

[0031] Figure 2 A two-gear box electric drive axle control system composition schematic diagram is provided in the application;

[0032] Figure 3 A gear shifting hub stroke range schematic diagram corresponding to each gear of the gear shifting mechanism is provided;

[0033] Figure 4 A gear shifting hub and synchronizer engaging sleeve position matching schematic diagram corresponding to each gear is provided;

[0034] Figure 5 A gear shifting hub rotation angle signal acquisition schematic diagram is provided;

[0035] Figure 6 A rotation angle and voltage value corresponding relationship schematic diagram is provided;

[0036] Figure 7 This is a schematic diagram showing the relationship between the travel range and rotation angle of the shift hub.

[0037] The attached diagram lists the components represented by each number as follows:

[0038] 1. Drive motor; 2. MCU; 3. VCU; 4. Shift lever; 5. Shift pull cord; 6. Shift system; 61. Shift hub and actuator; 62. Shift paddle; 63. Shift fork; 64. Shift fork shaft; 65. Angle detection unit; 7. Synchronizer engagement sleeve; 8. 1st gear; 9. 2nd gear. Detailed Implementation

[0039] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0040] Figure 1 A flowchart of a two-speed gearbox electric drive bridge control method provided by the present invention is shown below. Figure 1 As shown, the method includes:

[0041] S1, detect the rotation angle of the shift mechanism, and determine the target gear for shifting based on the rotation angle;

[0042] S2, control the speed and torque of the electric drive axle according to the target gear and shift rules.

[0043] It is understandable that, based on the deficiencies in the background technology, this embodiment of the invention proposes a two-speed gearbox electric drive bridge control method. For example... Figure 2 The diagram shown is a schematic representation of a control system based on the control method provided in an embodiment of the present invention. Now, according to... Figure 2 The diagram briefly illustrates the working principle of the method and system of this invention. This invention is based on the electric drive axle structure of a two-speed gearbox for pure electric vehicles, and its internal mechanical structure and mechanical transmission principle are similar to those of a traditional two-speed manual gearbox.

[0044] The present invention provides a two-speed gearbox electric drive bridge control system that matches the aforementioned two-speed gearbox electric drive bridge control method, comprising:

[0045] The gear shifting mechanism is used to switch gears according to the driver's operation;

[0046] An angle detection unit 65 is mounted on the shift mechanism and is used to detect the rotation angle of the shift mechanism;

[0047] The control unit is used to determine the target gear for shifting based on the rotation angle, and also to control the speed and torque of the electric drive axle based on the target gear and the shifting rules.

[0048] The shifting mechanism includes a shift handle 4, a shift cable 5, a shift hub and actuator 61, a shift paddle 62, a shift fork 63, and a shift fork shaft 64. The shift handle 4 and the shift hub and actuator 61 are connected via the shift cable 5. When the shift handle 4 is moved, the shift cable 5 drives the shift hub and actuator 61 to rotate. The angle detection unit 65 is mounted on the shift hub. The shift hub and actuator 61 are connected to the shift paddle 62. The shift paddle 62, shift fork 63, and shift shaft are rigidly connected. When the shift hub and actuator 61 rotates, it drives the shift paddle 62, shift fork 63, and shift shaft to translate. The shift fork 63 abuts against a synchronizer engagement sleeve 7, which can engage with the transmission gear of any gear.

[0049] like Figure 2 As shown, the gear shift lever 4 controls the gear shift mechanism via the gear shift pull cord 5 to complete gear shifting. Specifically, the gear shift pull cord 5 controls the rotation and movement of the gear shift hub and actuator 61, thereby driving the gear shift paddle 62 to shift gears according to the specified direction. Figure 2 The gear shift lever 62 moves left and right in the direction shown. The gear shift fork 63 and the gear shift shaft are rigidly connected. The left and right movement of the gear shift lever 62 drives the gear shift fork and the gear shift shaft to move left and right. The left and right movement of the gear shift fork 63 drives the synchronizer engagement sleeve 7 to move left and right. The synchronizer engagement sleeve 7 disengages from the gear of the current gear and engages with the gear of the target gear, thereby completing the gear shift.

[0050] Each gear position of the shifting mechanism is equipped with a self-locking structure. For example, a groove is made in the gear self-locking position of the shift hub. With the cooperation of the self-locking spring and steel ball of the shift paddle 62, the gear position can be maintained. When the shift paddle 62 reaches the preset point on the gear position, it can self-lock because the shift paddle 62 is equipped with a self-locking steel ball and spring, preventing disengagement.

[0051] The angle detection unit 65 can preferably be a rotation sensor, and subsequent embodiments of the present invention will be illustrated using a rotation sensor. Figure 5 As shown, a rotation sensor is set on the outer periphery of the shift hub. When the shift hub rotates, the rotation angle signal of the shift hub is collected by the angle detection unit 65 and sent to the vehicle controller VCU3 for analysis.

[0052] When the present invention detects that the driver is operating the shift system 6 (e.g., moving the shift lever 4) and is performing a shift operation, the VCU3 determines the driver's shifting intention by detecting changes in the angle of the shift system 6, thereby determining the target gear. During the shifting process, the MCU2 actively controls the torque and speed of the drive motor 1 of the electric drive axle to match the predicted target gear, thus improving the driver's manual shifting experience. During the shifting process, the shift lever 4, shift pull cord 5, VCU3, MCU2, drive motor 1, and shifting mechanism cooperate to control and complete the shifting process. In this invention, there is no need to add an additional shift motor and transmission controller TCU. The determination of the target gear can be directly performed in the vehicle controller VCU3, and the torque and speed control of the electric drive axle can be directly achieved using the existing drive motor controller MCU2. This achieves a better shifting experience while saving vehicle costs.

[0053] In one possible embodiment, step S1 specifically includes:

[0054] S11, detect the current rotation angle of the shift mechanism, substitute the current rotation angle into the calibrated matching relationship between the rotation angle and the gear, and obtain the stroke range corresponding to the current rotation angle;

[0055] S12 determines the next gear based on the current travel range and the trend of rotation angle changes, and sets the next gear as the target gear.

[0056] The shift drum rotates longitudinally, and there is a motion track on the shift drum. The shift paddle 62 moves within its track, thereby achieving the following: Figure 2 The left and right displacements in the indicated directions. For example... Figure 3 The diagram shows the travel range of the shift hub for each gear in the shift mechanism. Figure 3 In the diagram, Y0, located in the middle, is the self-locking position for N (neutral), Y1 is the self-locking position for 1st gear, Y2 is the self-locking position for 2nd gear, and Y1 to Y10 are... Figure 3 The horizontal travel distance is shown as follows: 1st gear idle travel, Y01~Y02 is N gear idle travel, Y2~Y20 is 2nd gear idle travel, Y02~Y20 is the horizontal distance from N gear to 2nd gear, and Y01~Y10 is the horizontal distance from 1st gear to N gear. In this embodiment, the horizontal distance between gears is taken as 8mm for example.

[0057] like Figure 4 This diagram illustrates the alignment of the shift hub and synchronizer engagement sleeve 7 for each gear position. (Combined with...) Figure 3 and Figure 4 As shown, when the gear is in neutral (N), the corresponding shift hub position is Y01-Y02. At this time, the synchronizer engagement sleeve 7 moves to... Figure 4 The middle position shown in the diagram corresponds to neutral (N) gear, so there are no transmission gears here. When the current gear is first gear, as...Figure 4 As shown in the upper left figure, the shift hub position moves from the N position to Y1-Y10, which drives the shift fork shaft 64 and the synchronizer engagement sleeve 7 to move left by 8 mm, and the synchronizer engagement sleeve 7 is engaged with the 1st gear 8. Figure 4 Similarly, when the current gear is 2nd gear, as shown in the upper right figure, the shift hub position moves from the N position to Y2-Y20, which drives the shift fork shaft 64 and the synchronizer engagement sleeve 7 to move right by 8 mm, and the synchronizer engagement sleeve 7 is engaged with the 2nd gear 9. Figure 4 As shown in the lower left figure, the shift hub position moves from the N position to Y1-Y10, which drives the shift fork shaft 64 and the synchronizer engagement sleeve 7 to move left by 8 mm, and the synchronizer engagement sleeve 7 is engaged with the 1st gear 8.

[0058] It can be understood that the matching relationship between the rotation angle of the shift mechanism during the shifting process and each gear is calibrated and saved in advance, and during the operation of the shifting, the matching relationship is directly called, so that the current range of the shift mechanism can be calculated by detecting the real-time rotation angle. Combined with the change trend of the rotation angle, such as left or right, larger or smaller, the rotation direction of the shift hub can be inferred, and through the real-time change trend of the rotation angle of the shift hub, the target gear of the driver operating the shift handle 4 can be known, and the torque and speed of the driving motor 1 of the electric drive axle are controlled to cooperate with the shifting operation, so as to smoothly complete the shifting.

[0059] In a possible embodiment, in step S1, the rotation angle of the shift mechanism is detected, including:

[0060] The real-time voltage signal during the rotation of the shift mechanism is detected, the current voltage value is converted into the corresponding angle value according to the corresponding relationship between the current voltage value and the rotation angle, and the change trend of the angle value at adjacent detection time is obtained.

[0061] As shown in the lower left figure, the shift hub position moves from the N position to Y1-Y10, which drives the shift fork shaft 64 and the synchronizer engagement sleeve 7 to move left by 8 mm, and the synchronizer engagement sleeve 7 is engaged with the 1st gear 8. Figure 5 As shown in the lower left figure, the shift hub position moves from the N position to Y1-Y10, which drives the shift fork shaft 64 and the synchronizer engagement sleeve 7 to move left by 8 mm, and the synchronizer engagement sleeve 7 is engaged with the 1st gear 8.

[0062] In a possible embodiment, the step of calibrating the rotation angle of the shift mechanism includes:

[0063] The self-locking position, the idle stroke range and the shifting stroke range corresponding to each gear of the shift mechanism are obtained;

[0064] According to the self-locking position of each gear, the rotation angle range of the shift mechanism in the shift process is determined, and the rotation angle range is divided into corresponding multiple angle intervals according to the respective idle stroke range and the shift stroke range;

[0065] According to the one-to-one correspondence between the angle interval and the stroke range of the shift mechanism, a matching relationship between the rotation angle of the shift mechanism and the gear is generated.

[0066] Figure 6 For a corresponding relationship between the rotation angle and the voltage value in an embodiment, Figure 7 For a corresponding relationship between the stroke range of the shift hub and the rotation angle. As shown in Figure 5 , Figure 6 and Figure 7 , according to the corresponding relationship between the stroke range of the shift mechanism, the rotation angle and the voltage value, the rotation angle of the shift mechanism can be calibrated.

[0067] For example, when turning -30°, the corresponding voltage value is -5V, and at this time the gear is the 1st self-locking position; when turning 30°, the corresponding voltage value is 5V, and at this time the gear is the 2nd self-locking position; when 0°, the corresponding voltage value is 0V, and at this time the gear is the Nth self-locking position. By segmenting the stroke range of the shift mechanism, the rotation angle and the voltage value are divided into multiple intervals matched with the stroke range. As shown in Figure 6 and Figure 7 , the rotation angle -30°~-22.5° corresponds to the voltage range -5V~-3.75V, and the corresponding stroke is Y1~Y10. In this stroke range, it is the 1st idle stroke, that is, the vehicle is in the 1st driving state, at this time the shift hub rotates but the synchronizer engagement sleeve 7 does not move. Similarly, the rotation angle -22.5°~-15° corresponds to the voltage range -2.75V~-2.5V, and the corresponding stroke is Y10~Y01. In this stroke range, it is the stroke between the 1st and the Nth gears, and the shift hub rotates to drive the synchronizer engagement sleeve 7 to move. The rotation angle -15°~15° corresponds to the voltage range -2.5V~2.5V, and the corresponding stroke is Y01~Y02. In this stroke range, it is the Nth idle stroke, that is, the vehicle is in the neutral state. The rotation angle 15°~22.5° corresponds to the voltage range 2.5V~2.75V, and the corresponding stroke is Y02~Y20. In this stroke range, it is the stroke between the Nth and the 2nd gears, and the shift hub rotates to drive the synchronizer engagement sleeve 7 to move. The rotation angle 22.5°~30° corresponds to the voltage range 3.75V~5V, and the corresponding stroke is Y2~Y20. In this stroke range, it is the 2nd idle stroke, that is, the vehicle is in the 2nd driving state, at this time the shift hub rotates but the synchronizer engagement sleeve 7 does not move.

[0068] In one possible embodiment, the gear positions include a current gear, an N gear, and a target gear, which are sequentially set, and the shifting rule is as follows:

[0069] When disengaging from the current gear, the torque of the vehicle drive motor 1 is reduced to 0.

[0070] In neutral (N) gear, adjust the speed of the vehicle drive motor 1 to match the vehicle speed of the target gear.

[0071] During the shifting process to the target gear, the torque of the vehicle drive motor 1 is adjusted to 0. After the shift is completed, the vehicle drive motor 1 responds to the torque value corresponding to the current accelerator pedal signal.

[0072] The following example illustrates a specific gear shifting scenario. The gear shifting process mainly consists of 5 steps. The scenario described below uses shifting from 1st to 2nd gear as an example. The driver pushes the gear shift lever 4 from 1st to 2nd gear, with neutral in the middle of the two gear positions. The gear shifting steps are as follows:

[0073] 1. Torque Reduction: When the gear shift lever 4 is in 1st gear, the rotation sensor angle of the gear shift hub and actuator 61 is -30°, the voltage detected by VCU3 is -5V, and the gear is locked in position Y1. When the driver pushes the lever, if VCU3 detects that the rotation sensor voltage value is >-4V, VCU3 sends a command to MCU2 to control the torque of drive motor 1 to be reduced to 0.

[0074] 2. Gear Disengagement: When the driver pushes the gear shift lever 4 from 1st gear to N gear, if the voltage detected by VCU3 is -5 to -3.75V, the synchronizer and engagement sleeve do not move, and the gear position remains in 1st gear; when the voltage value is -3.75 to -2.5V, the gear shift hub and actuator 61 push the synchronizer and engagement sleeve from position Y10 to position Y01.

[0075] 3. Speed ​​adjustment: Continue to push the gear shift lever 4. When the voltage detected by VCU3 is -2.5 to 2.5V, the gear is in neutral. When the voltage detected by VCU3 is -1 to 1V, VCU3 sends a command to MCU2 to control the drive motor 1 to adjust the motor speed to the target speed so that the synchronizer engagement sleeve 7 matches the speed of the second gear 9.

[0076] n 电机目标转速 =v 车速 *60 / (2*π*r 轮胎 )*R 目标档位速比 ,

[0077] Where, n 电机目标转速 To drive motor 1, the target speed needs to be adjusted, v 车速 The target gear corresponds to the vehicle speed, π is pi, and r is the speed of a circle. 轮胎 R is the radius of the vehicle tires. 目标档位速比The speed ratio between the target gear speed and the drive motor 1 rotation speed;

[0078] 4. The shift handle 44 is pushed from the N gear to the 2 gear, the VCU 3 sends a command to the MCU 2 to control the drive motor 1 torque to 0, and when the VCU 3 detects a voltage value of 2.5-3.75V, the synchronizer sleeve 7 is engaged with the 2 gear 9.

[0079] 5. Torque recovery: when the shift handle 4 continues to advance to the 2 gear, the VCU 3 detects a voltage value of 3.75-5V, the gear is in the Y02-Y2 position, and the current gear is 2. When the voltage value is 5V, the gear is self-locked in the Y2 position. When the VCU 3 detects a voltage value of 4V, the VCU 3 sends a command to the MCU 2 to control the drive motor 1 to respond to the torque value corresponding to the current accelerator pedal signal, and the shift process is completed.

[0080] In the above shift scenario, a rotary sensor is installed on the shift hub, and when the driver pushes the shift handle 4, the rotary sensor rotates, and the VCU 3 can detect the rotary sensor voltage to determine the current gear position value. The shift hub has an empty stroke at the 1 gear, N gear, and 2 gear positions. When starting, if the detected voltage value |V|>1v, the VCU 3 sends a small motor speed command, for example, the speed n=10rpm, to prevent the gear from being engaged and the shift from failing; during the shift process, when the torque is reduced: the VCU 3 detects a voltage value |V|<4v, and the VCU 3 sends a torque command T=0 to reduce the torque; when the gear is disengaged: the driver operates the shift handle 4, the shift pull wire 5 controls the rotation of the shift hub, and the synchronizer sleeve 7 is disengaged from the current gear; when the speed is adjusted, the VCU 3 sends a command to actively adjust the drive motor 1 speed to the target speed, which can match the current vehicle speed through the target gear speed ratio; when the gear is engaged: the driver operates the shift handle 4, the shift pull wire 5 controls the rotation of the shift hub, and the synchronizer sleeve 7 is engaged with the gear of the target gear; when the torque is recovered, the VCU 3 controls the drive motor 1 to respond to the current accelerator pedal demand torque.

[0081] The present application proposes a two-gear box electric drive axle control method and system. When the driver manually shifts, the VCU 3 collects the voltage value of the rotary sensor to obtain the current gear position value, and then controls the MCU 2 and the drive motor 1 to cooperate with the driver's manual operation of the shift handle 4 to complete the shift. Compared with the commonly used transmission control system of new energy vehicles, the present application can eliminate the TCU and integrate the shift function in the VCU 3; and the shift motor or shift cylinder power source is also eliminated, and the shift handle 4 is manually operated by the driver to achieve the shift. This can reduce costs and improve product competitiveness, and the driver can better match the driving experience according to his own shift requirements.

[0082] It should be noted that the descriptions of the various embodiments are each given with emphasis on certain features of the embodiments. The descriptions of the other embodiments can be understood with reference to the descriptions of the other embodiments.

[0083] Those skilled in the art will appreciate that embodiments of the present application can be readily used as a method, a system or a computer program product. Accordingly, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, etc.) embodying computer readable program code.

[0084] The present application is described in reference to the flowchart illustrations and / or block diagrams of the methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 means for performing each of the one or more functions specified in the flowchart illustrations and / or block diagrams.

[0085] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 means for performing each of the one or more functions specified in the flowchart illustrations and / or block diagrams.

[0086] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 Figure 1 means for performing each of the one or more functions specified in the flowchart illustrations and / or block diagrams.

[0087] While the preferred embodiments of the application have been described, additional variations and modifications can be made to these embodiments by those skilled in the art once they have the benefit of the present disclosure without departing from the spirit and scope of the application. Accordingly, it is intended that the appended claims include all such modifications and variations as fall within the scope of the present application.

[0088] It is apparent that those skilled in the art can make various changes and modifications to the application without departing from the spirit and scope of the application. It is therefore intended that the present application cover all such changes and modifications that are within its scope.

Claims

1. A control method of a two-gear electric drive axle, characterized in that, The method comprises: S1, detecting a current rotation angle of the shift mechanism, substituting the current rotation angle into a matching relationship between the rotation angle and the gear position, and obtaining a stroke range corresponding to the current rotation angle; wherein the step of calibrating the rotation angle of the shift mechanism comprises: obtaining self-locking positions, idle stroke ranges and shift stroke ranges corresponding to each gear position of the shift mechanism; determining a rotation angle range of the shift mechanism in the shift process according to the self-locking positions of each gear position, and dividing the rotation angle range into corresponding multiple angle intervals according to the idle stroke ranges and the shift stroke ranges; generating a matching relationship between the rotation angle and the gear position of the shift mechanism according to the one-to-one correspondence relationship between the angle intervals and the stroke range of the shift mechanism; judging a next gear position according to the current stroke range and the change trend of the rotation angle, and taking the next gear position as a target gear position; S2, controlling the rotation speed and the torque of the electric drive axle according to the target gear position and a shift rule.

2. The control method of a two-gear box electric drive axle according to claim 1, characterized in that, In step S1, the rotation angle of the shift mechanism is detected, which comprises: detecting a real-time voltage signal in the rotation process of the shift mechanism, converting the current voltage value into a corresponding angle value according to the corresponding relationship between the current voltage value and the rotation angle, and obtaining a change trend of the angle value at adjacent detection time.

3. The control method of a two-gear box electric drive axle according to claim 1, characterized in that, The gear positions comprise a current gear position, an N gear position and a target gear position arranged in sequence, and the shift rule is: when shifting from the current gear position, the torque of the vehicle driving motor is reduced to 0; when in the N gear position, the rotation speed of the vehicle driving motor is adjusted to match the vehicle speed of the target gear position; in the process of shifting to the target gear position, the torque of the vehicle driving motor is adjusted to 0, and after the shifting is completed, the vehicle driving motor responds to the torque value corresponding to the current accelerator pedal signal.

4. A two-gearbox electric drive axle control system, characterized in that, The system comprises: a shift mechanism for performing gear position switching according to the operation of a driver; an angle detection unit arranged on the shift mechanism for detecting the rotation angle of the shift mechanism; a control unit for judging a target gear position of the shift according to the rotation angle, and for controlling the rotation speed and the torque of the electric drive axle according to the target gear position and a shift rule.

5. The two-gearbox electric drive axle control system of claim 4, wherein, The shift mechanism comprises a shift handle, a shift wire, a shift hub and an execution mechanism, a shift knob, a shift fork and a fork shaft, the shift handle and the shift hub and the execution mechanism are connected in transmission through the shift wire, when the shift handle is actuated, the shift wire drives the shift hub and the execution mechanism to rotate, the angle detection unit is arranged on the shift hub; the shift hub and the execution mechanism are in transmission connection with the shift knob, the shift knob, the shift fork and the shift shaft are in rigid connection, when the shift hub and the execution mechanism rotate, the shift knob, the shift fork and the shift shaft are driven to translate; the shift fork is in meshing and abutting cooperation with the synchronizer meshing sleeve, the synchronizer meshing sleeve can be in meshing with any gear transmission gear.

6. The two-gearbox electric drive axle control system of claim 5, wherein, The shift mechanism is provided with a self-locking structure corresponding to each gear position.

7. The two-gearbox electric drive axle control system of claim 4, wherein, The angle detection unit is a rotation sensor.

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