An electric vehicle tip-in anti-collision gear control system and control method

Abstract

A kind of electric vehicle Tip-in anti-collision gear control system and control method, belong to the technical field of automobile driving performance optimization, wherein the electric vehicle Tip-in anti-collision gear control system, including the detection component that detection loosens acceleration pedal and then carries out Tip-in operation and makes the detection component of whole car gear impact risk state, detection component is connected with motor controller by whole car controller to control motor gear front and reducer gear reverse side keeps meshing, the beneficial effects of the present application are, the present application increases reasonable gear torque to motor in the process of vehicle sliding, optimizes the whole car gear impact feeling when Tip-in operation again in the process of low-speed sliding under non-energy recovery state, further improves the driving comfort of whole car.

Description

Technical Field

[0001] This invention relates to the field of automotive driving performance optimization technology, and in particular to a Tip-in anti-collision tooth control system and control method for electric vehicles. Background Technology

[0002] Tip-in (rapid acceleration) gear impact is one of the most common problems in the drivability calibration of pure electric vehicles, and it is also one of the main factors affecting the actual driving experience. From the perspective of drivability calibration, tip-in gear impact can be divided into two situations: The first is tip-in gear impact in non-energy recovery state, when the driver releases the accelerator pedal, the vehicle control unit (VCU) requests torque to drop to 0, and then a tip-in operation is performed again, resulting in a gear impact sensation; the second is tip-in gear impact in energy recovery state, when the driver releases the accelerator pedal, the VCU requests torque to switch to negative torque, and then a tip-in operation is performed again, resulting in a gear impact sensation.

[0003] Whether it's the first or the second reason, the underlying cause is that after releasing the accelerator pedal, the motor changes from a driving state (motor gears meshing with the reducer gears on the opposite side) to a driven state (motor gears on the opposite side meshing with the reducer gears on the front side). For example... Figure 1 This is a schematic diagram illustrating the changes in the gear meshing state of the transmission system during the pressing and releasing of the accelerator pedal, as shown below. Figure 1 (a) When the vehicle is in motion, the accelerator pedal is depressed, and the front of motor gear A meshes with the back of reducer gear B under the action of driving torque, generating a driving effect. Figure 1 (b) At this point, releasing the accelerator pedal causes a speed difference between motor gear A and reducer gear B due to the disappearance of driving torque, the damping of the motor rotor itself, and the inertia of the entire vehicle. This results in the separation of the front side of motor gear A from the back side of reducer gear B. Figure 1 (c) Finally, the motor gear A is connected to the front of the reducer gear B, and a gap is formed between the front of the motor gear A and the back of the reducer gear B.

[0004] When the tip-in operation is performed again, the front of the motor gear, which receives the driving torque, needs to cross the tooth gap before it can mesh with the back of the reducer gear again and enter the driving state. The impact sensation occurs at the moment when the front of the motor gear crosses the gap and meshes with the back of the reducer gear.

[0005] The tip-in collision issue causes a poor driving experience for users, and there is currently no good solution. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention provides an electric vehicle Tip-in anti-collision tooth control system and method, which ensures that during the coasting phase after releasing the accelerator pedal, the front of the motor gear remains engaged with the back of the reducer gear, effectively suppressing the generation of tooth gaps. This optimizes the overall vehicle tooth impact sensation during low-speed coasting in non-energy recovery mode, further improving the overall driving comfort of the vehicle.

[0007] To achieve the above objectives, the technical solution adopted by the present invention to solve its technical problem is as follows: the electric vehicle Tip-in anti-collision gear control system includes a detection component that detects that the vehicle is in a gear collision risk state when the accelerator pedal is released and then the Tip-in operation is performed. The detection component is connected to the motor controller through the vehicle controller to control the front of the motor gear to maintain meshing with the back of the reducer gear.

[0008] The detection components include an accelerator pedal position sensor, a gear position sensor, a vehicle speed sensor, and an energy recovery function detection component. When the detection signals from the accelerator pedal position sensor, gear position sensor, vehicle speed sensor, and energy recovery function detection component are target signals, the vehicle controller transmits the set gear torque value to the motor controller to output the corresponding three-phase current value.

[0009] The target signal of the accelerator pedal position sensor is that the accelerator pedal is in the released state.

[0010] The target signal of the gear position sensor is that the gear is in D or R.

[0011] The target signal detected by the vehicle speed sensor is a vehicle speed between the creep exit speed and the energy recovery exit speed, wherein the creep exit speed ranges from 6 to 7 kph and the energy recovery exit speed ranges from 12 to 13 kph.

[0012] The energy recovery function detection component includes a battery power sensor, and the target signal of the battery power sensor is that the remaining battery power is greater than 0 and less than 98%.

[0013] The energy recovery function detection component includes an energy recovery braking switch, and the target signal of the energy recovery braking switch is that the energy recovery braking switch is in the closed state.

[0014] A method for controlling the tip-in anti-collision teeth of an electric vehicle, utilizing the aforementioned control system, includes the following steps:

[0015] Step 1: Calibrate the gear torque value;

[0016] Step 2: Input the calibrated gear torque value and the detected target signal into the vehicle controller;

[0017] Step 3: The vehicle controller determines whether the vehicle is in a state of gear impact risk;

[0018] Step 4: When the vehicle is in a gear collision risk state, the vehicle controller sends the gear engagement torque value to the motor controller. After analyzing the gear engagement torque value, the motor controller outputs the corresponding three-phase current to drive the front of the motor gear to maintain meshing with the back of the reducer gear. When the vehicle is not in a gear collision risk state, the vehicle controller does not send the gear engagement torque value to the motor controller.

[0019] The specific method for calibrating the tooth torque value in step 1 is as follows:

[0020] 1) Find the minimum torque that enables the vehicle's transmission system to generate a driving effect through software simulation;

[0021] 2) Based on the minimum torque, the torque value obtained after each reduction of 0.1 to 0.2 N·m is input into the vehicle controller to perform a real vehicle tip-in operation. The vehicle controller controls the motor controller to determine the strength of the gear impact sensation.

[0022] 3) The critical torque value at which the gear impact sensation disappears is the calibrated gear torque value.

[0023] In step 2, the detected target signal includes:

[0024] 1) The accelerator pedal is in the released state;

[0025] 2) The gear is in D or R;

[0026] 3) The vehicle speed is between the creep exit speed and the energy recovery exit speed;

[0027] 4) The remaining charge of the battery is greater than 90% but less than 100%, or the energy recovery braking switch is in the off state;

[0028] When the above target signals are met simultaneously, the vehicle controller determines that the vehicle is in a gear collision risk state.

[0029] The beneficial effects of this invention are:

[0030] 1. This invention detects that the vehicle is in a gear impact risk state when the accelerator pedal is released and then a tip-in operation is performed. The vehicle controller sends the set gear engagement torque value to the motor controller, which then outputs the corresponding three-phase current to drive the front of the motor gear to maintain meshing with the back of the reducer gear. This avoids speed difference between the reducer gear and the motor gear, ensuring that the front of the motor gear remains meshed with the back of the reducer gear during the coasting phase after the accelerator pedal is released. This effectively suppresses the generation of tooth gaps, thereby optimizing the overall gear impact feeling when the vehicle is tipped in again during low-speed coasting in non-energy recovery mode, and further improving the overall driving comfort of the vehicle.

[0031] 2. This invention uses the vehicle controller to determine the current allowable output torque based on the vehicle's current accelerator pedal being released, gear being in D or R, vehicle speed being between the creep exit speed and the energy recovery exit speed, and the energy recovery function being disabled. The above states of the vehicle comprehensively reflect the situation of tip-in operation causing tip-in collision. By applying a reasonable tip-in torque to the motor, the tip-in collision problem can be effectively solved.

[0032] 3. This invention obtains the minimum torque required for the vehicle transmission system to generate a driving effect through software simulation, and obtains the critical torque value at which the gear impact sensation disappears through actual vehicle tip-in operation tests. Using this value as the calibrated gear engagement torque value, it can ensure that the gear engagement effect will not produce any substantial driving effect on the vehicle.

[0033] In summary, this invention optimizes the overall vehicle's driving comfort by adding a reasonable tooth-gripping torque to the motor during vehicle coasting, thus reducing the tooth-gripping sensation during low-speed coasting in non-energy recovery states when performing another tip-in operation. Attached Figure Description

[0034] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0035] Figure 1 A schematic diagram illustrating the changes in the gear meshing state of the transmission system during the pressing and releasing of the accelerator pedal;

[0036] Figure 2 This is a control flowchart of the anti-collision tooth control method in this invention;

[0037] Figure 3 The actual vehicle test curve of motor speed fluctuation during Tip-in operation to provide the tooth torque for this invention;

[0038] Figure 4 The actual vehicle test curve of motor speed fluctuation during Tip-in operation is shown as the torque without tooth contact. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0040] In the description of this invention, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0041] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0042] The specific implementation of this invention is as follows: an electric vehicle tip-in anti-collision gear control system, including a detection component that detects when the accelerator pedal is released and then a tip-in operation is performed, thus placing the vehicle in a gear collision risk state. This detection component is connected to the motor controller via the vehicle controller to control the front of the motor gear to maintain meshing with the back of the reducer gear. This invention detects when the accelerator pedal is released and then a tip-in operation is performed, placing the vehicle in a gear collision risk state. The vehicle controller sends a set tooth engagement torque value to the motor controller, which then analyzes the tooth engagement torque value and outputs a corresponding three-phase current to drive the front of the motor gear to maintain meshing with the back of the reducer gear. This avoids a speed difference between the reducer gear and the motor gear, ensuring that during the coasting phase after the accelerator pedal is released, the front of the motor gear remains meshed with the back of the reducer gear, effectively suppressing the generation of tooth clearance. This optimizes the overall vehicle tooth collision sensation during low-speed coasting in non-energy recovery states, further improving the overall driving comfort.

[0043] Specifically, the detection components include an accelerator pedal position sensor, a gear position sensor, a vehicle speed sensor, and an energy recovery function detection component. When the detection signals from the accelerator pedal position sensor, gear position sensor, vehicle speed sensor, and energy recovery function detection component are target signals, the vehicle controller transmits the set gear torque value to the motor controller to output the corresponding three-phase current value.

[0044] The target signal of the accelerator pedal position sensor is that the accelerator pedal is in the released state; the target signal of the gear position sensor is that the gear is in D or R; the target signal detected by the vehicle speed sensor is that the vehicle speed is between the creep exit speed and the energy recovery exit speed. The creep exit speed refers to the speed at which the vehicle speed reaches the exit from creep mode during the increase of speed, and the range of the creep exit speed is 6-7 kph. The energy recovery exit speed refers to the speed at which the vehicle speed reaches the exit from energy recovery mode during the decrease of speed, and the range of the energy recovery exit speed is 12-13 kph. The toothed torque strategy is allowed to be added only when the current vehicle speed is between the creep exit speed and the energy recovery exit speed. That is, when the vehicle speed is lower than the creep speed, the vehicle is in creep mode and there is no tip-in collision; when the vehicle speed is higher than the energy recovery exit speed, the vehicle is in regenerative braking mode, and the toothed torque cannot be added at this time. The energy recovery function detection component includes a battery power sensor or an energy recovery braking switch. The target signal of the battery power sensor is that the remaining battery power is greater than 90% and less than 100%, and the target signal of the energy recovery braking switch is that the energy recovery braking switch is in the closed state. Therefore, the target signal of the energy recovery function detection component is that the energy recovery function is in the disabled state.

[0045] The method for controlling the tip-in anti-collision teeth of an electric vehicle using the above-mentioned control system includes the following steps:

[0046] Step 1: Calibrate the gear torque value.

[0047] The specific method for calibrating the gear torque value is as follows:

[0048] 1) Simulate using AVL CRUISE software, and find the minimum torque that will enable the vehicle's transmission system to generate a driving effect by inputting the torque value;

[0049] 2) Based on the minimum torque, the torque value obtained after each reduction of 0.1 to 0.2 N·m is input into the vehicle controller to perform the actual vehicle tip-in operation. The vehicle controller controls the motor controller to operate. Noise sensors can be installed at the installation positions of the motor and reducer. The intensity of the gear impact sensation can be judged by the detection data of the noise sensors.

[0050] 3) The critical torque value at which the gear impact sensation disappears (when the noise sensor's detection data approaches 0) is the calibrated gear torque value.

[0051] Step 2: Input the calibrated gear torque value and the detected target signal into the vehicle controller;

[0052] The target signals to be detected include: 1) the accelerator pedal is released; 2) the gear is in D or R; 3) the vehicle speed is between the creep exit speed and the energy recovery exit speed; 4) the remaining battery charge is greater than 90% and less than 100%, or the energy recovery brake switch is in the off state.

[0053] Step 3: The vehicle controller determines whether the vehicle is in a state of gear impact risk;

[0054] When all of the above target signals are met, the vehicle controller determines that the vehicle is in a gear collision risk state; if one detection signal does not meet the target signal, the vehicle controller determines that the vehicle is not in a gear collision risk state.

[0055] Step 4: When the vehicle is in a gear collision risk state, the vehicle controller sends the gear engagement torque value to the motor controller. After analyzing the gear engagement torque value, the motor controller outputs the corresponding three-phase current to drive the front of the motor gear to maintain meshing with the back of the reducer gear. When the vehicle is not in a gear collision risk state, the vehicle controller does not send the gear engagement torque value to the motor controller.

[0056] Example 1

[0057] When the driver releases the accelerator pedal, the vehicle controller requests the torque to drop to 0. At this point, a tip-in operation is performed again, the vehicle speed is 10 kph, and the battery has 98% charge remaining. The vehicle controller determines that the vehicle is in a gear impact risk state and sends a gear engagement torque value of 2 N·m to the motor controller. After analyzing the gear engagement torque value, the motor controller outputs the corresponding three-phase current to drive the front of the motor gear to maintain meshing with the back of the reducer gear.

[0058] like Figure 3 As shown, the tip-in operation is performed after applying a tooth-aligning torque of 2 N·m using INCA software simulation. Figure 3 The curves from top to bottom in the figure represent the changes in the gear position signal, motor speed signal, VCU requested torque, MCU actual torque, and braking signal during this process. As can be seen from the second curve in the figure, when the gear torque value of 2 N·m is applied, the motor speed is shifted by 18 rpm and there is no obvious impact feeling in the gear.

[0059] Comparative Example 1

[0060] The difference from Example 1 is that no tooth torque value is applied to the motor, such as... Figure 4 As shown, the curves from top to bottom represent the changes in the gear position signal, motor speed signal, VCU requested torque, MCU actual torque, and braking signal during this process, respectively. These curves were obtained through software simulation. Figure 4 The second curve shows that when the motor speed is turned up to 95 rpm without applying gear torque, the gear impact is obvious.

[0061] Therefore, as can be seen from the above embodiments and comparative examples, the present invention, by adding a reasonable tooth-gripping torque to the motor during vehicle coasting, avoids the speed difference between the reducer gear and the motor gear, so that during the coasting phase after the accelerator pedal is released, the front of the motor gear remains engaged with the back of the reducer gear, effectively suppressing the generation of tooth gaps. This optimizes the overall vehicle tooth-gripping sensation when re-tipping during low-speed coasting in non-energy recovery state, further improving the overall driving comfort of the vehicle.

[0062] The above description is merely an illustration of some principles of the present invention. This specification is not intended to limit the present invention to the specific structures and applicable scope shown. Therefore, all possible modifications and equivalents that may be used fall within the scope of the patent application of this invention.

Claims

1. A method for controlling tip-in anti-collision teeth in electric vehicles, characterized in that: Includes the following steps: Step 1: Calibrate the gear torque value; Step 2: Input the calibrated gear torque value and the detected target signal into the vehicle controller; Step 3: The vehicle controller determines whether the vehicle is in a state of gear impact risk; Step 4: When the vehicle is in a gear collision risk state, the vehicle controller sends the gear engagement torque value to the motor controller. After analyzing the gear engagement torque value, the motor controller outputs the corresponding three-phase current to drive the front of the motor gear to maintain meshing with the back of the reducer gear. When the vehicle is not in a gear collision risk state, the vehicle controller does not send the gear engagement torque value to the motor controller. In step 2, the detected target signal includes: 1) The accelerator pedal is in the released state; 2) The gear is in D or R; 3) The vehicle speed is between the creep exit speed and the energy recovery exit speed; 4) The remaining battery charge is greater than 90% but less than 100%, or the energy recovery braking switch is in the off state; When the above target signals are met simultaneously, the vehicle controller determines that the vehicle is in a gear collision risk state.

2. The method for controlling the tip-in anti-collision teeth of electric vehicles according to claim 1, characterized in that: The specific method for calibrating the tooth torque value in step 1 is as follows: 1) Find the minimum torque that enables the vehicle's transmission system to generate a driving effect through software simulation; 2) Based on the minimum torque, the torque value obtained after each reduction of 0.1~0.2 N·m is input into the vehicle controller to perform a real vehicle tip-in operation. The vehicle controller controls the motor controller to determine the strength of the gear impact sensation. 3) The critical torque value at which the gear impact sensation disappears is the calibrated gear torque value.

3. A tip-in anti-collision tooth control system for an electric vehicle, the system being used to implement the tip-in anti-collision tooth control method for an electric vehicle as described in any one of claims 1-2, characterized in that, The system includes a detection component that detects when the accelerator pedal is released and then a tip-in operation is performed, which puts the vehicle at risk of gear impact. The detection component is connected to the motor controller via the vehicle controller to control the front of the motor gear to maintain meshing with the back of the reducer gear.

4. The electric vehicle tip-in anti-collision tooth control system according to claim 3, characterized in that: The detection components include an accelerator pedal position sensor, a gear position sensor, a vehicle speed sensor, and an energy recovery function detection component. When the detection signals from the accelerator pedal position sensor, gear position sensor, vehicle speed sensor, and energy recovery function detection component are target signals, the vehicle controller transmits the set gear torque value to the motor controller to output the corresponding three-phase current value.

5. The electric vehicle tip-in anti-collision tooth control system according to claim 4, characterized in that: The target signal of the accelerator pedal position sensor is that the accelerator pedal is in the released state.

6. The electric vehicle tip-in anti-collision tooth control system according to claim 4, characterized in that: The target signal of the gear position sensor is that the gear is in D or R.

7. The electric vehicle tip-in anti-collision tooth control system according to claim 4, characterized in that: The target signal detected by the vehicle speed sensor is a vehicle speed between the creep exit speed and the energy recovery exit speed, wherein the creep exit speed ranges from 6 to 7 kph and the energy recovery exit speed ranges from 12 to 13 kph.

8. The electric vehicle tip-in anti-collision tooth control system according to claim 4, characterized in that: The energy recovery function detection component includes a battery power sensor, and the target signal of the battery power sensor is that the remaining battery power is greater than 90% and less than 100%.

9. The electric vehicle tip-in anti-collision tooth control system according to claim 4, characterized in that: The energy recovery function detection component includes an energy recovery braking switch, and the target signal of the energy recovery braking switch is that the energy recovery braking switch is in the closed state.

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