Control method of driving motor and transmission control unit (TCU)

Abstract

The invention relates to a control method for a driving motor in the gear shifting period of a gearbox of an electric vehicle, and the method comprises the steps that in the first stage of gear engaging stages, the driving motor is controlled to be in a rotating speed control mode, and the gear engaging stages are in the gear shifting period; in the second stage of the gear engaging stage, the driving motor is controlled to be in a free mode or a torque mode for requesting zero torque, and the second stage is located after the first stage; and in a third stage of the gear engaging stages, the driving motor is controlled to be in a motor torque control mode (a torque mode requesting small torque), and the third stage is located after the second stage. The invention further relates to a computer storage medium, a computer program product and a transmission control unit (TCU).

Description

Technical Field

[0001] The present application relates to the field of control of a drive motor, and more specifically, to a control method for a drive motor during gear shifting of an electric vehicle gearbox, a gearbox controller TCU, a computer storage medium, and a computer program product. Background Art

[0002] In the field of electric vehicle transmission without synchronizer ring, there are primary and secondary impacts in the gear shifting stage, which bring jerks and noises during the gear shifting process. The greater the impact, the more obvious the jerks and noises, and the worse the mechanical life and durability, and the lower the success rate of gear shifting. Therefore, it is very important to reduce the primary and secondary impacts of electric vehicle gear shifting.

[0003] The so-called "primary impact" refers to the collision between the synchronizer tooth top (also called sleeve tooth) and the ring gear tooth top (also called ring gear tooth) in the transmission or gearbox during the gear shifting stage. It is also the first collision between the synchronizer (or sleeve) and the ring gear, so it is called the primary impact. The "secondary impact" refers to the impact caused by the side meshing of the sleeve tooth and the ring gear. Figure 4 , wherein the left half of the figure shows a primary impact 430 between the sleeve teeth 410 and the ring gear teeth 420 , and the right half of the figure shows a secondary impact 440 between the sleeve teeth 410 and the ring gear teeth 420 .

[0004] In particular, the prior art uses a free mode (outputting zero torque) for the drive motor during the gear shifting stage, and controls the shifting mechanism to shift gears. Figure 4 After that, the ring gear teeth 420 will vibrate back and forth in the tooth side gap between the sleeve teeth 410 and the ring gear teeth 420, thereby causing noise, impact, and affecting durability. Summary of the invention

[0005] According to one aspect of the present application, a control method for a drive motor during a gear shift of an electric vehicle transmission is provided, the method comprising: in a first stage in a gear-engaging phase, controlling the drive motor to be in a speed control mode, wherein the gear-engaging phase is during the gear shift; in a second stage in the gear-engaging phase, controlling the drive motor to be in a free mode or a torque mode requesting zero torque, wherein the second stage is located after the first stage; and in a third stage in the gear-engaging phase, controlling the drive motor to be in a motor torque control mode, wherein the third stage is located after the second stage.

[0006] As a supplement or alternative to the above scheme, in the above method, the first stage is the idle travel stage from the movement of the sleeve in the gearbox from the neutral position to the first collision between the sleeve and the ring gear; the second stage is the early stage of contact between the sleeve and the ring gear; and the third stage is the stage after the sleeve and the ring gear collide with the tooth side.

[0007] As a supplement or alternative to the above solution, the above method may further include: receiving a shift fork position; and determining that the gearbox is in a specific stage of the gear-engaging stage based on the shift fork position.

[0008] As a supplement or alternative to the above-mentioned scheme, the above-mentioned method may also include: receiving a motor speed request and a motor torque request, wherein in the first stage, the speed of the drive motor is controlled to the requested motor speed by adjusting the current of the drive motor, and the requested motor speed is output; in the second stage, the drive motor is controlled in the free mode, and the requested motor speed and motor torque are cleared and output; and in the third stage, the output torque of the drive motor is controlled to the requested motor torque by adjusting the current of the drive motor and the requested motor torque is output.

[0009] According to another aspect of the present application, a transmission controller TCU is provided, which includes: a first control unit for controlling the drive motor to be in a speed control mode in a first stage of a gear engagement phase, wherein the gear engagement phase is during the gear shifting period; a second control unit for controlling the drive motor to be in a free mode or a torque mode requesting zero torque in a second stage of the gear engagement phase, wherein the second stage is located after the first stage; and a third control unit for controlling the drive motor to be in a motor torque control mode (a torque mode requesting a small torque) in a third stage of the gear engagement phase, wherein the third stage is located after the second stage.

[0010] As a supplement or alternative to the above scheme, in the above-mentioned transmission controller TCU, the first stage is the idle travel stage from the movement of the sleeve in the transmission from the neutral position to the first collision between the sleeve and the ring gear; the second stage is the early stage of contact between the sleeve and the ring gear; and the third stage is the stage after the sleeve and the ring gear collide with the tooth side.

[0011] As a supplement or alternative to the above solution, the transmission controller TCU further includes: a first receiving unit for receiving a shift fork position; and a determining unit for determining that the transmission is in a specific stage of the gear-engaging stage based on the shift fork position.

[0012] As a supplement or alternative to the above-mentioned scheme, in the above-mentioned device, the first control unit is configured to control the speed of the drive motor to the requested motor speed by adjusting the current of the drive motor in the first stage, and output the requested motor speed; the second control unit is configured to control the drive motor in the free mode in the second stage, and clear the requested motor speed and motor torque to zero and output; and the third control unit is configured to control the output torque of the drive motor to the requested motor torque and output the requested motor torque in the third stage by adjusting the current of the drive motor.

[0013] According to another aspect of the present application, a computer storage medium is provided, wherein the medium includes instructions, and the instructions execute the above method when running.

[0014] According to another aspect of the present application, a computer program product is provided, comprising a computer program, and when the computer program is executed by a processor, the method described above is implemented.

[0015] The inventor of the present application realizes that the single-mode control of the drive motor during the gear shifting stage in the prior art causes greater jerking and noise in the vehicle during the gear shifting process.

[0016] Therefore, in the drive motor control scheme of the present application, the secondary impact caused by the side meshing of the gears is greatly reduced through better control in the gear-engaging stage (i.e., controlling the drive motor for segmented control in the gear-engaging stage), thereby greatly reducing the setbacks and noise in the gear-engaging process, and increasing the smoothness, success rate and durability of the gear-engaging process. Specifically, the segmented control of the drive motor includes: controlling the drive motor to be in speed control mode in the early stage of gear-engaging (i.e., the first stage), controlling the drive motor to be in free mode or a torque mode requesting zero torque in the middle stage of gear-engaging (i.e., the second stage), and controlling the drive motor to be in motor torque control mode (i.e., a torque mode requesting a small torque) in the late stage of gear-engaging (i.e., the third stage). This control scheme can improve the success rate of gear shifting, reduce impact to enhance driving experience, and is also beneficial to reduce wear on transmission gears and increase the life and reliability of the power system. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and other objects and advantages of the present application will become more fully apparent from the following detailed description in conjunction with the accompanying drawings, wherein the same or similar elements are represented by the same reference numerals.

[0018] Figure 1 A schematic flow chart of a control method for a drive motor during a gear shift of an electric vehicle transmission according to an embodiment of the present application is shown;

[0019] Figure 2A schematic diagram of the structure of a transmission controller TCU according to an embodiment of the present application is shown;

[0020] Figure 3 shows multiple stages during a gear shift according to one embodiment of the present application;

[0021] Figure 4 A schematic diagram showing two impacts of the sleeve teeth and the ring gear teeth in the transmission during the gear-engaging phase; and

[0022] Figure 5 A logical schematic diagram of a control device for driving a motor according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0023] Hereinafter, a control scheme for a driving motor during a gear shift of an electric vehicle transmission according to various exemplary embodiments of the present application will be described in detail with reference to the accompanying drawings.

[0024] Figure 1 FIG. 1 is a flow chart of a control method 1000 for a drive motor during a gear shift of an electric vehicle transmission according to an embodiment of the present application. Figure 1 As shown, the control method 1000 of the drive motor includes:

[0025] In step S110, in the first stage of the gear-engaging phase, the driving motor is controlled to be in a speed control mode, wherein the gear-engaging phase is during the gear shifting period;

[0026] In step S120, in a second stage in the gear-engaging stage, the driving motor is controlled to be in a free mode or a torque mode requesting zero torque, wherein the second stage is located after the first stage; and

[0027] In step S130 , in a third stage in the gear-engaging stage, the driving motor is controlled to be in a motor torque control mode (ie, a torque mode requesting a small torque), wherein the third stage is located after the second stage.

[0028] It should be noted that, in the context of this application, "electric vehicle" refers to any transport vehicle driven by a traction motor using electrical energy as power, including pure electric vehicles, hybrid electric vehicles, etc.

[0029] For the gearbox of an electric vehicle (especially a multi-speed gearbox), in the absence of a clutch or synchronizer ring, the gearbox controller needs to coordinate the drive motor to shift gears during the gear shift period. Here, "gear shift period" may include multiple stages. Figure 3As shown, the gear shift period 3000 includes in sequence: a torque reduction stage 310, a gear disengagement stage 320, a motor speed regulation stage 330, a gear engagement stage 340, and a torque recovery stage 350. Among them, the torque reduction stage 310, as the name implies, refers to the stage in which the motor is driven to reduce the torque under the control of the transmission controller TCU after the vehicle is triggered and enters the gear shift process. After completing the torque reduction stage 310, the gear disengagement stage 320 is entered, so that the vehicle enters neutral. The motor speed regulation stage 330 is also called the speed synchronization stage (for example, by adjusting the motor speed to a difference between the shaft sleeve speed and the meshing gear ring speed of less than 50rpm, and then controlling the shaft sleeve and the meshing gear ring to perform mechanical hard meshing to synchronize the speed). After the speed is synchronized, the gear engagement stage 340 is entered to complete the gear engagement. Finally, in the torque recovery stage 350, the transmission controller TCU controls the drive motor to recover the torque, so that the transmission can smoothly and reliably complete the gear shift.

[0030] The term "drive motor" refers to the power source of the powertrain, which may be, for example, a permanent magnet synchronous motor. In the field of gear shifting, those skilled in the art will understand that a "drive motor" is distinguished from a "gear shifting motor" used to drive a gear shifting mechanism.

[0031] In step S110, in the first stage of the gear-engaging stage, the drive motor is controlled to be in a speed control mode. Here, the term "speed control mode" is also referred to as "motor speed control mode", which means that the speed of the drive motor is controlled at a certain set value by adjusting the current.

[0032] The inventors of this application noticed that if the "motor speed control mode" is used throughout the gear meshing contact during the gear shifting stage, the torque at the input end will cause a very large impact on the gear contact, so the motor speed control mode cannot be used throughout the gear shifting stage.

[0033] In step S120, in the second stage of the gear-engaging stage, the driving motor is controlled to be in a free mode or a torque mode requesting zero torque. Here, in the "free mode" or the "torque mode requesting zero torque", the motor outputs zero torque.

[0034] The inventors of the present application noticed that if the "torque mode with zero torque request" is used throughout the gear meshing contact during the gear engagement stage, the speed difference between the sleeve and the ring gear will no longer be the expected value during the gear engagement stage due to the idle stroke between the neutral position and the gear meshing position, and an additional predictive compensation control algorithm needs to be introduced to compensate for it; moreover, in order to maintain the output of zero torque, the motor will output a smaller force to maintain zero torque, which will also have a smaller impact when the sleeve and the ring gear are in contact; in addition, due to the existence of the tooth side clearance, after the secondary impact between the sleeve and the ring gear, the ring gear teeth will oscillate back and forth in the tooth side clearance, causing noise, impact, and durability issues.

[0035] In step S130, in the third stage of the gear-engaging stage, the drive motor is controlled to be in a motor torque control mode. Here, the term "motor torque control mode" means controlling the output torque of the drive motor to a certain torque setting value by adjusting the current. It should be pointed out that the "motor torque control mode" is different from the "free mode or torque mode requesting zero torque", which is a torque mode requesting a small torque.

[0036] By controlling the drive motor for segmented control (using different control modes) during the gear shifting stage, better control can be achieved when the sleeve and the ring gear are combined, thereby obtaining less gear shifting shock and noise, better gear shifting smoothness, success rate and durability.

[0037] The above-mentioned gear shifting stage can be divided into multiple stages. In one embodiment, the first stage is the idle stroke stage when the sleeve in the gearbox moves from the neutral position to the first collision between the sleeve and the gear ring; the second stage is the early stage when the sleeve and the gear ring come into contact; and the third stage is the stage after the sleeve and the gear ring have a tooth side collision. In one embodiment, during the idle stroke when the sleeve moves from the neutral position to the first collision between the sleeve and the gear ring, the drive motor is controlled in the speed control mode and the speed is maintained; at the early stage of the contact between the sleeve and the gear ring, the motor is immediately switched to the free mode, and the IGBT is turned off and no longer outputs power; after the sleeve and the gear ring have a tooth side collision, the drive motor is immediately switched to the torque mode and a small torque is output to quickly converge the tooth side clearance, so that the sleeve and the gear ring can quickly mesh to avoid back and forth collision.

[0038] The different stages in the above-mentioned gear-engaging phase can be determined by the fork position. Figure 1 Not shown in the figure, the method 1000 further includes: receiving a shift fork position; and determining that the gearbox is in a specific stage of the gear-engaging stage based on the shift fork position.

[0039] In one or more embodiments, the fork position can be detected by a sensor. In one embodiment, when the fork position is 0-3 mm, it indicates that the sleeve is in the idle travel (first stage) from the neutral position to the first collision between the sleeve and the gear ring; when the fork position is 3-5 mm, it indicates that the sleeve and the gear ring are currently in the early stage of contact; when the fork position is >5 mm, it indicates that the sleeve and the gear ring are currently in the tooth side collision.

[0040] In one embodiment, the method 1000 may further include: receiving a motor speed request and a motor torque request. In this embodiment, in the first stage of the speed control mode, the speed of the drive motor may be controlled to be at the requested motor speed by adjusting the current of the drive motor, and the requested motor speed may be output; and in the third stage of the motor torque mode, the output torque of the drive motor may be controlled to be at the requested motor torque by adjusting the current of the drive motor, and the requested motor torque may be output.

[0041] In summary, the secondary impact can be reduced by controlling the drive motor for segmented control during the gear shifting stage, i.e., controlling the motor speed mode in the early stage of gear shifting, controlling the motor free mode in the middle stage of gear shifting, and controlling the motor torque mode in the late stage of gear shifting.

[0042] In addition, it is easy for a person skilled in the art to understand that the control method 1000 for the drive motor during the gear shifting of the electric vehicle transmission provided by the above one or more embodiments of the present application can be implemented by a computer program. For example, the computer program is contained in a computer program product, and when the computer program is executed by a processor, the control method 1000 for the drive motor during the gear shifting of the electric vehicle transmission of one or more embodiments of the present application is implemented. For another example, when a computer storage medium (such as a USB flash drive) storing the computer program is connected to a computer, the control method 1000 for the drive motor during the gear shifting of the electric vehicle transmission of one or more embodiments of the present application can be executed by running the computer program.

[0043] refer to Figure 2 , Figure 2 FIG. 2 shows a schematic diagram of the structure of a transmission controller TCU 2000 according to an embodiment of the present application. Figure 2 As shown, the transmission controller TCU 2000 includes: a first control unit 210, a second control unit 220 and a third control unit 230. The first control unit 210 is used to control the drive motor to be in a speed control mode in the first stage of the gear-engaging stage, wherein the gear-engaging stage is during the gear shifting period; the second control unit 220 is used to control the drive motor to be in a free mode or a torque mode requesting zero torque in the second stage of the gear-engaging stage, wherein the second stage is located after the first stage; and the third control unit 230 is used to control the drive motor to be in a motor torque control mode (torque mode requesting small torque) in the third stage of the gear-engaging stage, wherein the third stage is located after the second stage.

[0044] It should be noted that, in the context of this application, "electric vehicle" refers to any transport vehicle driven by a traction motor using electrical energy as power, including pure electric vehicles, hybrid electric vehicles, etc.

[0045] For the gearbox of an electric vehicle (especially a multi-speed gearbox), in the absence of a clutch or synchronizer ring, the gearbox controller needs to coordinate the drive motor to shift gears during the gear shift period. Here, "gear shift period" may include multiple stages. Figure 3 As shown, the gear shift period 3000 includes in sequence: a torque reduction stage 310, a gear disengagement stage 320, a motor speed regulation stage 330, a gear engagement stage 340, and a torque recovery stage 350. Among them, the torque reduction stage 310, as the name implies, refers to the stage in which the motor is driven to reduce the torque under the control of the transmission controller TCU after the vehicle is triggered and enters the gear shift process. After completing the torque reduction stage 310, the gear disengagement stage 320 is entered, so that the vehicle enters neutral. The motor speed regulation stage 330 is also called the speed synchronization stage (for example, by adjusting the motor speed to a difference between the shaft sleeve speed and the meshing gear ring speed of less than 50rpm, and then controlling the shaft sleeve and the meshing gear ring to perform mechanical hard meshing to synchronize the speed). After the speed is synchronized, the gear engagement stage 340 is entered to complete the gear engagement. Finally, in the torque recovery stage 350, the transmission controller TCU controls the drive motor to recover the torque, so that the transmission can smoothly and reliably complete the gear shift.

[0046] The term "drive motor" refers to the power source of the powertrain, which may be, for example, a permanent magnet synchronous motor. In the field of gear shifting, those skilled in the art will understand that a "drive motor" is distinguished from a "gear shifting motor" used to drive a gear shifting mechanism.

[0047] The first control unit 210 is configured to control the drive motor to be in a speed control mode in the first stage of the gear-engaging stage. Here, the term "speed control mode" is also referred to as "motor speed control mode", which means that the speed of the drive motor is controlled at a certain set value by adjusting the current.

[0048] The inventors of this application noticed that if the "motor speed control mode" is used throughout the gear meshing contact during the gear shifting stage, the torque at the input end will cause a very large impact on the gear contact, so the motor speed control mode cannot be used throughout the gear shifting stage.

[0049] The second control unit 220 is configured to control the driving motor to be in a free mode or a torque mode requesting zero torque in a second phase of the gear-engaging phase.

[0050] The inventor of the present application noticed that if the "torque mode with zero torque request" is used throughout the gear engagement phase, the speed difference between the sleeve and the ring gear will no longer be the expected value due to the idle travel between the neutral position and the gear engagement position, and an additional predictive compensation control algorithm needs to be introduced to compensate for it; moreover, since the motor will output a smaller force to maintain zero torque in order to maintain the output, there will also be a smaller impact when the sleeve and the ring gear are in contact; in addition, due to the existence of the tooth side clearance, after the sleeve and the ring gear have a secondary impact, the ring gear teeth will oscillate back and forth in the tooth side clearance, causing noise, impact, and durability issues. Therefore, the "free mode" or "torque mode with zero torque request" cannot be used throughout the gear engagement phase.

[0051] The third control unit 230 is configured to control the drive motor to be in a motor torque control mode in the third stage of the gear-engaging stage. Here, the term "motor torque control mode" means controlling the output torque of the drive motor to a certain set value by adjusting the current. It should be pointed out that the "motor torque control mode" is different from the "free mode or torque mode requesting zero torque", which is a torque mode requesting a small torque.

[0052] The transmission controller TCU 2000 controls the drive motor in segments during the gear shifting phase (using different control modes), achieving better control when the sleeve and ring gear are combined, thereby obtaining less gear shifting shock and noise, better gear shifting smoothness, success rate and durability.

[0053] The above-mentioned gear shifting stage can be divided into multiple stages. In one embodiment, the first stage is the idle stroke stage when the sleeve in the gearbox moves from the neutral position to the first collision between the sleeve and the gear ring; the second stage is the early stage when the sleeve and the gear ring come into contact; and the third stage is the stage after the sleeve and the gear ring have a tooth side collision. In one embodiment, during the idle stroke when the sleeve moves from the neutral position to the first collision between the sleeve and the gear ring, the drive motor is controlled in the speed control mode and the speed is maintained; at the early stage of the contact between the sleeve and the gear ring, the motor is immediately switched to the free mode, and the IGBT is turned off and no longer outputs power; after the sleeve and the gear ring have a tooth side collision, the drive motor is immediately switched to the torque mode and a small torque is output to quickly converge the tooth side clearance, so that the sleeve and the gear ring can quickly mesh to avoid back and forth collision.

[0054] In electric vehicle transmissions, the term "sleeve" is also called a coupling sleeve, a meshing sleeve or a synchronizer sleeve, which is used for the speed synchronization phase during gear shifting (i.e. Figure 3The motor speed control stage 330 in the gearbox is mechanically hard-engaged with the meshing ring gear. In the neutral range, the rotation speed of the sleeve is related to the wheel rotation speed (for example, connected through the first fixed gear pair). The term "ring gear" is also referred to as the meshing ring gear, and its rotation speed is related to the rotation speed of the drive motor (for example, connected through the second fixed gear pair). In one embodiment, the rotation speed of the ring gear can be obtained by an input shaft rotation speed sensor, and the rotation speed of the sleeve can be obtained by an output shaft rotation speed sensor.

[0055] The different stages in the above-mentioned gear-engaging phase can be determined by the fork position. Figure 2 Not shown in the figure, the transmission controller TCU 2000 further includes: a first receiving unit for receiving a shift fork position; and a determining unit for determining that the transmission is in a specific stage of the gear-engaging stage based on the shift fork position.

[0056] In one or more embodiments, the first receiving unit may be configured to receive the fork position from a sensor (i.e., the fork position may be detected by the sensor). In one embodiment, the determining unit is configured to determine that the gearbox is in the idle stroke (first stage) from the start of the sleeve moving from the neutral position to the first collision between the sleeve and the gear ring when the fork position is 0-3 mm; determine that the gearbox is in the early stage of contact between the sleeve and the gear ring when the fork position is 3-5 mm; and determine that the gearbox is after the sleeve and the gear ring have a tooth side collision when the fork position is >5 mm.

[0057] In one embodiment, the transmission controller TCU 2000 further includes: a second receiving unit for receiving a motor speed request and a motor torque request. In this embodiment, the first control unit 210 may be configured to control the speed of the drive motor to the requested motor speed by adjusting the current of the drive motor in the first stage, and output the requested motor speed; and the third control unit 230 may be configured to control the output torque of the drive motor to the requested motor torque by adjusting the current of the drive motor in the third stage, and output the requested motor torque.

[0058] In one or more embodiments, the transmission controller TCU 2000 may be an electric vehicle multi-speed transmission controller TCU or a hybrid powertrain transmission controller TCU.

[0059] Figure 5 FIG. 5 shows a logic diagram of a control device 5000 for driving a motor according to an embodiment of the present application. Figure 5As shown, the control device 5000 receives a first signal 510, a second signal 520, and a third signal 530, and outputs a fourth signal 540. In one embodiment, the first signal 510 indicates the position of the shift fork, the second signal 520 indicates the motor torque and the motor speed, and the third signal 530 indicates the ring gear speed and the sleeve speed. In one embodiment, the ring gear speed can be obtained through an input shaft speed sensor, and the sleeve speed can be obtained through an output shaft speed sensor.

[0060] The fourth signal 540 represents the output of the drive motor. In one embodiment, the fourth signal 540 represents the motor control mode, the requested motor speed, and the requested motor torque.

[0061] In one or more embodiments, the control device 5000 is configured to control the motor speed mode and output the requested speed in the early stage of gear engagement, control the motor free mode and clear the speed and torque request in the middle stage of gear engagement, and control the motor torque mode and output the requested torque in the late stage of gear engagement. Through better control in the gear engagement stage, the secondary impact caused by the side meshing during the gear engagement process is greatly reduced, thereby greatly reducing the setback and noise during the gear engagement process, and increasing the smoothness, success rate and durability of the gear engagement.

[0062] The above-mentioned control device 5000 can be integrated into various types of transmission controllers, including but not limited to, electric vehicle multi-speed transmission controller TCU, hybrid powertrain transmission controller TCU, etc.

[0063] In summary, in the drive motor control scheme of the present application, the secondary impact caused by the side meshing of the gears is greatly reduced through better control in the gear-engaging stage (i.e., controlling the drive motor for segmented control in the gear-engaging stage), thereby greatly reducing the setbacks and noise in the gear-engaging process, and increasing the smoothness, success rate and durability of the gear-engaging process. Specifically, the segmented control of the drive motor includes: controlling the drive motor to be in speed control mode in the early stage of gear-engaging (i.e., the first stage), controlling the drive motor to be in free mode or torque mode requesting zero torque in the middle stage of gear-engaging (i.e., the second stage), and controlling the drive motor to be in motor torque control mode (torque mode requesting small torque) in the late stage of gear-engaging (i.e., the third stage). This control scheme can improve the success rate of gear shifting, reduce impact to enhance driving experience, and is also beneficial to reduce wear on transmission gears and increase the life and reliability of the power system.

[0064] The above examples mainly illustrate the drive motor control scheme of the embodiment of the present application. Although only some of the embodiments of the present application are described, it should be understood by those skilled in the art that the present application can be implemented in many other forms without departing from its subject matter and scope. Therefore, the examples and embodiments shown are regarded as illustrative rather than restrictive, and the present application may cover various modifications and substitutions without departing from the spirit and scope of the present application as defined in the claims.

Claims

1. A control method for a drive motor during a gear shift of an electric vehicle transmission, characterized in that: The method comprises: In a first stage of a gear-engaging phase, the driving motor is controlled to be in a speed control mode, wherein the gear-engaging phase is during the gear shifting period; In a second stage in the gear-in-gear stage, controlling the drive motor to be in a free mode or a torque mode requesting zero torque, wherein the second stage is located after the first stage; and In a third stage of the gear-engaging stage, the driving motor is controlled to be in a motor torque control mode, wherein the third stage is located after the second stage.

2. The method of claim 1, wherein: The first stage is the idle travel stage from the movement of the sleeve in the gearbox from the neutral position to the first collision between the sleeve and the gear ring; the second stage is the early stage of contact between the sleeve and the gear ring; and the third stage is the stage after the sleeve and the gear ring collide with the tooth side.

3. The method of claim 1, further comprising: Receive fork position; as well as A particular stage of the in-gear phase in which the transmission is located is determined based on the shift fork position.

4. The method of claim 1, further comprising: Receiving a motor speed request and a motor torque request, wherein in the first stage, the speed of the drive motor is controlled to be at the requested motor speed by adjusting the current of the drive motor, and the requested motor speed is output; in the second stage, the drive motor is controlled in the free mode, and the requested motor speed and motor torque are cleared and output; and in the third stage, the output torque of the drive motor is controlled to be the requested motor torque by adjusting the current of the drive motor, and the requested motor torque is output.

5. A transmission controller TCU, characterized in that: The transmission controller TCU comprises: A first control unit is used to control the drive motor to be in a speed control mode in a first stage of a gear-engaging stage, wherein the gear-engaging stage is during the gear shifting period; a second control unit, configured to control the drive motor to be in a free mode or a torque mode requesting zero torque in a second stage in the gear-engaging stage, wherein the second stage is located after the first stage; and A third control unit is used to control the drive motor to be in a motor torque control mode in a third stage of the gear-engaging stage, wherein the third stage is located after the second stage.

6. The transmission controller TCU as claimed in claim 5, wherein: The first stage is the idle travel stage from the movement of the sleeve in the gearbox from the neutral position to the first collision between the sleeve and the gear ring; the second stage is the early stage of contact between the sleeve and the gear ring; and the third stage is the stage after the sleeve and the gear ring collide with the tooth side.

7. The transmission controller TCU as claimed in claim 5, further comprising: A first receiving unit, used for receiving a shift fork position; as well as A determination unit is used to determine that the gearbox is in a specific stage of the gear-engaging stage based on the shift fork position.

8. The transmission controller TCU as claimed in claim 5, wherein: The first control unit is configured to control the rotation speed of the drive motor to a requested motor rotation speed by adjusting the current of the drive motor in the first stage, and output the requested motor rotation speed; The second control unit is configured to control the drive motor in the free mode in the second stage, and reset the requested motor speed and motor torque to zero and output; And the third control unit is configured to control the output torque of the drive motor to be the requested motor torque and output the requested motor torque by adjusting the current of the drive motor in the third stage.

9. A computer storage medium, characterized in that The medium includes instructions that, when executed, perform the method of any one of claims 1 to 4.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 4 is implemented.

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