A kind of active corner collaborative gear shifting control method applied to double-motor drive system

Abstract

The application discloses a kind of active corner collaborative gear shifting control method applied to double motor drive system, belong to gear shifting control technical field, method includes: issuing gear shifting instruction by automobile control unit;Torque unloading instruction is issued by transmission control unit, and torque unloading is carried out;Gear position is moved to neutral gear position;Transmission control unit sends speed synchronization instruction to drive motor controller, and driving torque is respectively applied to input shaft and output shaft, when the speed difference between input shaft and output shaft is in preset range, next step is entered;According to the real-time speed difference between input shaft and output shaft, the difference of angle, the torque of auxiliary drive motor and the position of gear shifting mechanism, gear engagement feasibility detection is carried out, whether gear engagement can be judged, if yes, next step is entered;Planning engagement sleeve displacement time curve in gear shifting mechanism;Transmission control unit tracks engagement sleeve displacement curve and carries out gear engagement;Transmission control unit sends torque recovery instruction, and torque recovery is carried out.

Description

Technical Field

[0001] This invention belongs to the field of shift control technology, specifically relating to an active steering angle coordinated shift control method and device applied to a dual-motor drive system. Background Technology

[0002] The coordinated shifting strategy between the main drive motor, auxiliary drive motor, and shifting mechanism is one of the core technologies of new energy vehicles with dual-motor drive systems. The transmission drive unit includes parallel-shaft and planetary gearbox transmissions equipped with multiple motors, and the shifting mechanism mainly includes electric, hydraulic, and pneumatic mechanisms.

[0003] Traditional transmissions without a synchronizing ring have vertical end faces for the spline teeth inside the engagement sleeve and the gear ring teeth, without a locking angle. Therefore, if the spline teeth inside the engagement sleeve and the gear ring teeth face each other during gear shifting, it will cause shifting jamming or even shifting failure.

[0004] Currently, the traditional method for addressing the gear jamming problem during shifting in non-synchronous ring transmission drive systems is to re-attempt the shift. This involves returning the shift mechanism to neutral and waiting for the permanent magnet synchronous motor to adjust its speed before re-engaging. While this re-attempt can succeed with a certain probability, it doesn't fundamentally solve the gear jamming problem and may even increase the time of power interruption and shift shock during the shifting process, thus affecting the overall vehicle performance. Summary of the Invention

[0005] To address the technical problem that current traditional methods of re-attempting gear shifting cannot fundamentally solve the problem of gear jamming during gear shifting, and may even increase the time of power interruption and shifting shock during gear shifting, thereby affecting the overall vehicle performance, this invention provides an active steering angle coordinated shifting control method and device for dual-motor drive systems.

[0006] First aspect

[0007] This invention provides an active steering angle coordinated shifting control method applied to a dual-motor drive system, comprising:

[0008] S1: Sends a gear shift command through the vehicle control unit;

[0009] S2: The torque unloading command is issued through the transmission control unit to unload the torque;

[0010] S3: Apply an initial duty cycle through the shift mechanism to move the gear to neutral;

[0011] S4: The transmission control unit sends a speed synchronization command to the drive motor controller to apply drive torque to the input shaft and output shaft respectively, so as to reduce the speed difference between the input shaft and the output shaft. When the speed difference between the input shaft and the output shaft is within a preset range, proceed to the next step.

[0012] S5: Based on the real-time speed difference, angle difference, auxiliary drive motor torque, and position of the shifting mechanism between the input shaft and the output shaft, perform a gear engagement feasibility test to determine whether gear engagement is possible. If yes, proceed to the next step; otherwise, wait for the next cycle and repeat S5.

[0013] S6: Plan the displacement-time curve of the engagement sleeve in the shifting mechanism;

[0014] S7: The transmission control unit tracks the displacement curve of the engagement sleeve to engage gears;

[0015] S8: The transmission control unit sends a torque recovery command to perform torque recovery.

[0016] Second aspect

[0017] This invention provides an active steering angle coordinated shifting control device for a dual-motor drive system, comprising:

[0018] The shift command module is used to issue shift commands through the vehicle control unit;

[0019] The torque unloading module is used to unload torque by issuing a torque unloading command through the transmission control unit.

[0020] The shift module is used to apply an initial duty cycle through the shift mechanism to move the gear to neutral.

[0021] The transmission module is used to send a speed synchronization command to the drive motor controller through the transmission control unit, apply drive torque to the input shaft and the output shaft respectively, so as to reduce the speed difference between the input shaft and the output shaft. When the speed difference between the input shaft and the output shaft is within a preset range, the detection module is invoked.

[0022] The detection module is used to perform a gear engagement feasibility test based on the real-time speed difference, angle difference, auxiliary drive motor torque, and position of the gear shifting mechanism between the input shaft and the output shaft, and to determine whether gear engagement is possible. If so, the planning module is called; otherwise, the detection module is called again in the next cycle.

[0023] The planning module is used to plan the displacement-time curve of the engagement sleeve in the gear shifting mechanism;

[0024] A gear shifting module is used by the transmission control unit to track the displacement curve of the engagement sleeve to shift gears.

[0025] The torque recovery module is used by the transmission control unit to send torque recovery commands to perform torque recovery.

[0026] Compared with the prior art, the present invention has at least the following beneficial technical effects:

[0027] In this invention, upon receiving a shift command from the vehicle control unit, the main drive motor, auxiliary drive motor, and shift motor of the transmission drive system are coordinated and controlled. Simultaneously, the shift mechanism is controlled to achieve seamless engagement while the rotational speed and angle of the engagement sleeve and engagement gear ring converge, thus smoothly engaging the gear. This addresses the root cause of the shift gear jamming problem, improves shift reliability, reduces the time of power interruption and shift shock during the shift process, and enhances the overall vehicle power performance. Attached Figure Description

[0028] The preferred embodiments will now be described in a clear and easy-to-understand manner, in conjunction with the accompanying drawings, to further explain the above-mentioned characteristics, technical features, advantages, and implementation methods of the present invention.

[0029] Figure 1 This is a flowchart illustrating an active steering angle coordinated shifting control method for a dual-motor drive system provided by the present invention.

[0030] Figure 2 This is a schematic diagram of the structure of a dual-motor coupled drive system provided by the present invention.

[0031] Figure 3 This is a schematic diagram of the structure of an electric gear shifting mechanism provided by the present invention.

[0032] Figure 4 This is a schematic diagram of the structure of an active steering angle coordinated shifting control device for a dual-motor drive system provided by the present invention. Detailed Implementation

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the specific implementation methods of the present invention will be described below with reference to the accompanying drawings. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without any creative effort.

[0034] To keep the drawings concise, each figure only schematically shows the parts relevant to the invention, and these do not represent the actual structure of the product. Furthermore, to facilitate understanding, in some figures, only one of components with the same structure or function is schematically depicted, or only one is labeled. In this document, "one" not only means "only one," but can also mean "more than one."

[0035] It should also be further understood that the term "and / or" as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0036] In this document, 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 fixed connections, detachable connections, or integral connections. They can refer to mechanical connections or electrical connections. They can refer to direct connections or indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0037] Furthermore, in the description of this invention, the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0038] Example 1

[0039] In one embodiment, refer to the appendix to the specification. Figure 1 The diagram shows a flowchart of an active steering angle coordinated shifting control method for a dual-motor drive system provided by the present invention.

[0040] This invention provides an active steering angle coordinated shifting control method for a dual-motor drive system, specifically applicable to a dual-motor coupled drive system. (See attached specification.) Figure 2 The diagram shows a structural schematic of a dual-motor coupled drive system provided by the present invention.

[0041] exist Figure 2 In the dual-motor coupled drive system, the shift actuator 1, auxiliary drive motor 2, main drive motor 3, engagement gear ring 4, engagement gear 5, engagement sleeve 6, and splined hub 7 are mainly included. Through the coordinated control between the shift actuator 1, auxiliary drive motor 2, and main drive motor 3, the shift process without synchronizer is realized.

[0042] This invention provides an active steering angle coordinated shifting control method for a dual-motor drive system, comprising:

[0043] S1: Sends a shift command through the vehicle control unit.

[0044] The Vehicle Control Unit (VCU) is one of the core components of a vehicle's electronic system. It integrates and controls various electronic control units on the vehicle, coordinating different systems such as engine control, braking, suspension, and electric drive.

[0045] S2: The torque unloading command is issued through the transmission control unit to unload the torque.

[0046] Specifically, torque unloading is performed, reducing the auxiliary drive motor torque to 0, and the increase in main drive motor torque is the result of multiplying the decrease in auxiliary drive motor torque by the corresponding gear ratio.

[0047] The Transmission Control Unit (TCU) is primarily responsible for controlling the vehicle's transmission (drivetrain). By monitoring information such as vehicle speed, engine load, and driver input, the TCU adjusts the transmission's operation in real time to ensure optimal performance and fuel efficiency under various driving conditions.

[0048] It should be noted that torque unloading is a vehicle control strategy designed to reduce or interrupt the torque transmitted to the vehicle's drive wheels by adjusting engine torque, thereby controlling the vehicle's power. This strategy is typically used in specific driving situations, such as during gear shifting, braking, and acceleration / deceleration.

[0049] Furthermore, torque unloading is a common control strategy during gear shifting, which reduces or interrupts the torque output from the engine, making it easier for the transmission to shift gears.

[0050] S3: Apply an initial duty cycle through the shift mechanism to move the gear to neutral.

[0051] Duty cycle is a measure of the proportion of signal activation time to the total cycle time. In motor drive systems, duty cycle typically refers to the ratio of the motor's operating time to the total cycle time.

[0052] Furthermore, the initial duty cycle is used to characterize the initial shift force.

[0053] The gear shifting mechanism mainly includes electric, hydraulic and pneumatic mechanisms.

[0054] Reference manual attached Figure 3 The diagram shows a structural schematic of an electric gear shifting mechanism provided by the present invention.

[0055] exist Figure 3In the electric shift mechanism, the shift motor 1, the worm gear 2, the worm 4 and the bearing 3 are mainly included. The shift motor 1 outputs torque, and the worm gear 2 and the worm 4 convert the torque into a linear force along the axial direction of the worm 4, thereby performing the shifting action.

[0056] In this invention, the action of the shifting mechanism is controlled by applying an initial duty cycle, which helps to optimize the shifting process, reduce shock and vibration, improve driving comfort, reduce system load, and improve overall vehicle performance.

[0057] S4: The transmission control unit sends a speed synchronization command to the drive motor controller to apply drive torque to the input shaft and output shaft respectively, so as to reduce the speed difference between the input shaft and output shaft. When the speed difference between the input shaft and output shaft is within the preset range, proceed to the next step.

[0058] Those skilled in the art can set the specific size of the preset range according to the actual situation, and the present invention does not limit it.

[0059] In this invention, smooth speed synchronization can be achieved by reducing the speed difference between the input and output shafts. During gear shifting, the speeds of the input and output shafts need to be synchronized to ensure that unnecessary shocks and vibrations are not generated during the shift. Smooth speed synchronization contributes to improved driving comfort during gear shifting. Simultaneously, by ensuring speed synchronization, the relative speed difference between gears can be reduced, thereby reducing gear wear at the moment of gear shifting. This helps extend the life of the transmission system and reduce maintenance costs.

[0060] S5: Based on the real-time speed difference, angle difference, auxiliary drive motor torque, and shift mechanism position between the input and output shafts, perform a gear engagement feasibility test to determine if gear engagement is possible. If yes, proceed to the next step. Otherwise, wait for the next cycle and repeat S5.

[0061] In one possible implementation, S5 specifically includes sub-steps S501 to S505:

[0062] S501: Based on the real-time speed difference Δω, angle difference Δθ, and auxiliary drive motor torque T between the input and output shafts. AM Query the global shift reliability MAP to obtain the time t required for shifting gears. map .

[0063] A global shift reliability map (MAP) is a graphical or tabular tool used to represent the shift reliability of a system under different operating conditions. A global shift reliability map is typically a multi-dimensional table or chart containing information on various parameters and conditions related to shift reliability. The time required to shift gears can be obtained based on the global shift reliability map.

[0064] In this invention, by querying the global shift reliability map and comprehensively considering parameters such as real-time speed difference, angle difference, and auxiliary drive motor torque, the system can more comprehensively evaluate the feasibility of the current shift timing. This helps improve the reliability of gear engagement, prevents shifting under inappropriate conditions, and reduces the possibility of shift failure.

[0065] S502: Based on the position of the engagement sleeve of the shift mechanism and the resistance during gear engagement, calculate the time required for the engagement sleeve to reach the target position using the maximum shifting force, according to Formula 1:

[0066]

[0067] Among them, t lim This indicates that the maximum shifting force is used to bring the engagement sleeve to the target position x. slv_last The required time, Δs, represents the distance the coupling sleeve needs to move to reach the target position, in meters. shν Indicates the mass of the coupling sleeve, F smax f represents the maximum shift force. s This indicates the sliding friction resistance between the engagement sleeve and the engagement gear ring.

[0068] In this invention, Formula 1 can more accurately determine the time required for the engagement sleeve to reach the target position under given conditions when using the maximum shifting force, which helps to optimize the timing of shifting and improve the efficiency of the entire shifting process.

[0069] S503: The time required to reach the target position via the engagement sleeve and the compensation delay time are calculated according to Formula 2, which determines the fastest gear shift time.

[0070] t s =t lim +t com Formula 2

[0071] Among them, t s Indicates the fastest shift-in time, t com This indicates the compensation delay time.

[0072] In this invention, the compensation delay time t is taken into account. com This allows for better adaptation to changes in system response speed, accurate determination of the fastest gear shift time, and ensures that the system can shift gears more promptly in actual operation, thereby improving the system's real-time performance.

[0073] S504: When t map >t s At that time, enter S6.

[0074] S505: When t map <t s Then, wait for the next cycle and return to S501.

[0075] In this invention, a gear engagement feasibility test is performed to enable gear engagement even when the spline end face inside the engagement sleeve and the engagement gear ring end face are misaligned. This technical feature solves the problem of gear shifting jamming and reduces shifting shock. It ensures the reliability of gear shifting, shortens shifting time, and improves the vehicle's power and smoothness.

[0076] In one possible implementation, S505 specifically includes:

[0077] When t map <t s Then, according to Formula 3, the first delay time is obtained:

[0078]

[0079] Where t1 represents the first delay time, N represents the number of teeth on the engagement gear ring, Δθ represents the angle difference, and Δω represents the speed difference.

[0080] With the speed difference Δω remaining constant, after the first delay time, the cycle begins and returns to S501.

[0081] In this invention, by waiting for a first delay time t1, the system can ensure that sufficient time is available before shifting gears so that the angle difference and speed difference can stabilize within an acceptable range, helping to avoid instability and vibration that may be caused by shifting gears too early. Simultaneously, maintaining a constant speed difference during the waiting period helps maintain the stability and controllability of the system, while reducing instability during gear shifting.

[0082] S6: Displacement-time curve of the engagement sleeve in the gear shifting mechanism.

[0083] The engagement sleeve displacement-time curve refers to the curve that determines the displacement of the engagement sleeve over time during gear shifting. The engagement sleeve displacement-time curve describes the process of the engagement sleeve moving from its initial position to its target position during gear shifting, with time as the independent variable.

[0084] In one possible implementation, S6 specifically includes:

[0085] S601: Employs positive maximum shifting force to control the engagement sleeve movement to the 90% Δs position, via the public...

[0086] Equation 4 calculates the motion time to the 90% Δs position:

[0087]

[0088] Where t2 represents the motion time to the 90% Δs position, F s,max This indicates the maximum forward shift force.

[0089] S602: Calculate the control force according to Formula 5, and plan the displacement-time curve of the coupling sleeve to control the movement of the coupling sleeve to the target position:

[0090]

[0091] Among them, F s t represents the shifting force. con t represents the remaining time. con =t s -t2.

[0092] In this invention, the displacement-time curve of the engagement sleeve can be planned by calculating the control force using Formula 4. This helps ensure smooth movement of the engagement sleeve during gear shifting, avoiding shift shocks and jamming, and improving the reliability and performance of the entire shifting system.

[0093] S7: The transmission control unit tracks the displacement curve of the coupling sleeve to engage gears.

[0094] In this invention, the optimal shift displacement is planned for the position control of the shift mechanism, so that the shift mechanism can smoothly reach the target position within a specified time even in the case of "misaligned gears". This avoids the wear of the end face of the engagement sleeve and the end face of the engagement gear ring caused by excessive shifting force, improves the life of shifting components and reduces maintenance costs.

[0095] S8: The transmission control unit sends a torque recovery command to perform torque recovery.

[0096] Compared with the prior art, the present invention has at least the following beneficial technical effects:

[0097] In this invention, upon receiving a shift command from the vehicle control unit, the main drive motor, auxiliary drive motor, and shift motor of the transmission drive system are coordinated and controlled. Simultaneously, the shift mechanism is controlled to achieve seamless engagement while the rotational speed and angle of the engagement sleeve and engagement gear ring converge, thus smoothly engaging the gear. This addresses the root cause of the shift gear jamming problem, improves shift reliability, reduces the time of power interruption and shift shock during the shift process, and enhances the overall vehicle power performance.

[0098] Example 2

[0099] In one embodiment, refer to the appendix to the specification. Figure 4 The diagram shows a structural schematic of an active steering angle coordinated shifting control device for a dual-motor drive system provided by the present invention.

[0100] This invention provides an active steering angle coordinated shifting control device for a dual-motor drive system, comprising:

[0101] The shift command module 201 is used to issue shift commands through the vehicle control unit;

[0102] The torque unloading module 202 is used to unload torque by issuing a torque unloading command through the transmission control unit;

[0103] The moving module 203 is used to apply an initial duty cycle through the shifting mechanism to move the gear to neutral.

[0104] The transmission module 204 is used to send a speed synchronization command to the drive motor controller through the transmission control unit, apply drive torque to the input shaft and the output shaft respectively, so as to reduce the speed difference between the input shaft and the output shaft. When the speed difference between the input shaft and the output shaft is within a preset range, the detection module is invoked.

[0105] The detection module 205 is used to perform a gear engagement feasibility test based on the real-time speed difference, angle difference, auxiliary drive motor torque, and position of the gear shifting mechanism between the input shaft and the output shaft, and to determine whether gear engagement is possible. If so, the planning module is called; otherwise, the detection module is called again in the next cycle.

[0106] Planning module 206 is used to plan the displacement-time curve of the engagement sleeve in the gear shifting mechanism;

[0107] The gear shifting module 207 is used by the transmission control unit to track the displacement curve of the engagement sleeve to shift gears;

[0108] The torque recovery module 208 is used by the transmission control unit to send a torque recovery command to perform torque recovery.

[0109] In one possible implementation, the initial duty cycle is used to characterize the initial shift force.

[0110] In one possible implementation, the detection module 205 is specifically used for:

[0111] Based on the real-time speed difference Δω, angle difference Δθ, and auxiliary drive motor torque T between the input shaft and the output shaft. AM Query the global shift reliability MAP to obtain the time t required for shifting gears. map ;

[0112] Based on the position of the engagement sleeve of the shifting mechanism and the resistance during gear engagement, according to Formula 1, the time required for the engagement sleeve to reach the target position using the maximum shifting force is calculated:

[0113]

[0114] Among them, t limThis indicates that the maximum shifting force is used to bring the engagement sleeve to the target position x. slv_last The required time, Δs, represents the distance the coupling sleeve needs to move to reach the target position, in meters. shν Indicates the mass of the coupling sleeve, F smax f represents the maximum shift force. s This indicates the sliding friction resistance between the engagement sleeve and the engagement gear ring;

[0115] The time required to reach the target position via the engagement sleeve and the compensation delay time are used to calculate the fastest gear advance time according to Formula 2:

[0116] t s =t lim +t com Formula 2

[0117] Among them, t s Indicates the fastest shift-in time, t com Indicates the compensation delay time;

[0118] When t map >t s At that time, the planning module 206 is invoked;

[0119] When t map <t s When the next cycle begins, the detection module 205 is called again.

[0120] In one possible implementation, the detection module 205 is specifically used for:

[0121] When t map <t s Then, according to Formula 3, the first delay time is obtained:

[0122]

[0123] Where t1 represents the first delay time, N represents the number of teeth on the engagement gear ring, Δθ represents the angle difference, and Δω represents the speed difference;

[0124] With the rotational speed difference Δω remaining constant, after the first delay time, the next cycle begins, and the detection module 205 is called again.

[0125] In one possible implementation, the planning module 206 is specifically used for:

[0126] Using the maximum positive shifting force, the engagement sleeve is controlled to move to the 90% Δs position. The movement time to the 90% Δs position is calculated using Formula 4:

[0127]

[0128] Where t2 represents the motion time to the 90% Δs position, F s,max Indicates the maximum forward shift force;

[0129] The control force is calculated according to Formula 5, and the displacement-time curve of the coupling sleeve is planned to control the movement of the coupling sleeve to the target position:

[0130]

[0131] Among them, F s t represents the shifting force. con t represents the remaining time. con =t s -t2.

[0132] The active angle coordinated shifting control device for a dual-motor drive system provided by the present invention can realize the steps and effects of the active angle coordinated shifting control method for a dual-motor drive system in Embodiment 1 above. To avoid repetition, the present invention will not repeat them.

[0133] Compared with the prior art, the present invention has at least the following beneficial technical effects:

[0134] In this invention, upon receiving a shift command from the vehicle control unit, the main drive motor, auxiliary drive motor, and shift motor of the transmission drive system are coordinated and controlled. Simultaneously, the shift mechanism is controlled to achieve seamless engagement while the rotational speed and angle of the engagement sleeve and engagement gear ring converge, thus smoothly engaging the gear. This addresses the root cause of the shift gear jamming problem, improves shift reliability, reduces the time of power interruption and shift shock during the shift process, and enhances the overall vehicle power performance.

[0135] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0136] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. An active steering angle coordinated shifting control method applied to a dual-motor drive system, characterized in that, include: S1: Sends a gear shift command through the vehicle control unit; S2: The torque unloading command is issued through the transmission control unit to unload the torque; S3: Apply an initial duty cycle through the shift mechanism to move the gear to neutral; S4: The transmission control unit sends a speed synchronization command to the drive motor controller to apply drive torque to the input shaft and output shaft respectively, so as to reduce the speed difference between the input shaft and the output shaft. When the speed difference between the input shaft and the output shaft is within a preset range, proceed to the next step. S5: Based on the real-time speed difference, angle difference, auxiliary drive motor torque, and position of the shifting mechanism between the input shaft and the output shaft, perform a gear engagement feasibility test to determine whether gear engagement is possible. If yes, proceed to the next step; otherwise, wait for the next cycle and repeat S5. S6: Plan the displacement-time curve of the engagement sleeve in the shifting mechanism; S7: The transmission control unit tracks the displacement-time curve of the engagement sleeve to engage gears; S8: The transmission control unit sends a torque recovery command to perform torque recovery; Specifically, S5 includes: S501: Based on the real-time speed difference between the input shaft and the output shaft Angular difference Auxiliary drive motor torque Query the global shift reliability map to obtain the time required to shift gears. ; S502: Based on the position of the engagement sleeve of the shifting mechanism and the resistance during gear engagement, calculate the time required for the engagement sleeve to reach the target position using the maximum shifting force, according to Formula 1: in, This indicates that the maximum shifting force is used to bring the engagement sleeve to the target position. Time required This indicates the distance the coupling sleeve needs to move to reach the target position. Indicates the quality of the coupling sleeve. Indicates the maximum shift force. This indicates the sliding friction resistance between the engagement sleeve and the engagement gear ring; S503: The time required to reach the target position via the engagement sleeve and the compensation delay time are calculated according to Formula 2, which determines the fastest gear shift time. in, Indicates the fastest shift-in time. Indicates the compensation delay time; S504: When At that time, enter S6; S505: When When the time comes, wait for the next cycle and return to S501; Specifically, S505 includes: when Then, according to Formula 3, the first delay time is obtained: in, Indicates the first delay time. N Indicates the number of teeth on the engaging gear ring. Indicates the difference in angle. Indicates the speed difference; With speed difference Remain unchanged, wait for the first delay time, then enter the next cycle and return to S501.

2. The active steering angle coordinated shifting control method applied to a dual-motor drive system according to claim 1, characterized in that, The initial duty cycle is used to characterize the initial shift force.

3. The active steering angle coordinated shifting control method applied to a dual-motor drive system according to claim 1, characterized in that, S6 specifically includes: S601: Using the maximum positive shifting force, the movement of the engagement sleeve is controlled to 90%. At the location, the motion is calculated to 90% using Formula 4. Time of movement at location: in, Indicates exercise up to 90% Time of movement at location Indicates the maximum forward shift force; S602: Calculate the control force according to Formula 5, and plan the displacement-time curve of the coupling sleeve to control the movement of the coupling sleeve to the target position: in, Indicates shifting force. Indicates the remaining time. .

4. An active steering angle coordinated shifting control device applied to a dual-motor drive system, characterized in that, include: The shift command module is used to issue shift commands through the vehicle control unit; The torque unloading module is used to unload torque by issuing a torque unloading command through the transmission control unit. The shift module is used to apply an initial duty cycle through the shift mechanism to move the gear to neutral. The transmission module is used to send a speed synchronization command to the drive motor controller through the transmission control unit, apply drive torque to the input shaft and the output shaft respectively, so as to reduce the speed difference between the input shaft and the output shaft. When the speed difference between the input shaft and the output shaft is within a preset range, the detection module is invoked. The detection module is used to perform a gear engagement feasibility test based on the real-time speed difference, angle difference, auxiliary drive motor torque, and position of the gear shifting mechanism between the input shaft and the output shaft, and to determine whether gear engagement is possible. If so, the planning module is called; otherwise, the detection module is called again in the next cycle. The planning module is used to plan the displacement-time curve of the engagement sleeve in the gear shifting mechanism; The gear shifting module is used by the transmission control unit to track the displacement-time curve of the engagement sleeve to shift gears. The torque recovery module is used by the transmission control unit to send a torque recovery command to perform torque recovery. Specifically, the detection module is used for: Based on the real-time speed difference between the input shaft and the output shaft Angular difference Auxiliary drive motor torque Query the global shift reliability map to obtain the time required to shift gears. ; Based on the position of the engagement sleeve of the shifting mechanism and the resistance during gear engagement, according to Formula 1, the time required for the engagement sleeve to reach the target position using the maximum shifting force is calculated: in This indicates that the maximum shifting force is used to bring the engagement sleeve to the target position. Time required This indicates the distance the coupling sleeve needs to move to reach the target position. Indicates the quality of the coupling sleeve. Indicates the maximum shift force. This indicates the sliding friction resistance between the engagement sleeve and the engagement gear ring; The time required for the engagement sleeve to reach the target position and the compensation delay time are used to calculate the fastest gear advance time according to Formula 2: in, Indicates the fastest shift-in time. Indicates the compensation delay time; when At that time, the planning module is invoked; when If necessary, wait for the next cycle and then re-invoke the detection module; when Then, according to Formula 3, the first delay time is obtained: in, Indicates the first delay time. N Indicates the number of teeth on the engaging gear ring. Indicates the difference in angle. Indicates the speed difference; With speed difference The process remains unchanged, and after the first delay time, the next cycle begins, and the detection module is called again.

5. The active steering angle coordinated shifting control device for a dual-motor drive system according to claim 4, characterized in that, The initial duty cycle is used to characterize the initial shift force.

6. The active steering angle coordinated shifting control device for a dual-motor drive system according to claim 4, characterized in that, The planning module is specifically used for: Using the maximum positive shifting force, the movement of the engagement sleeve is controlled to 90%. At the location, calculate the motion up to 90% using Formula 4. Time of movement at location: in, Indicates exercise up to 90% Time of movement at location Indicates the maximum forward shift force; The control force is calculated according to Formula 5, and the displacement-time curve of the coupling sleeve is planned to control the movement of the coupling sleeve to the target position: in, Indicates shifting force. Indicates the remaining time. .

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