Control method of gear shifting motor and gearbox controller
By controlling the working mode of the shift motor in stages during the shifting stage, the primary impact and noise of the gearbox of the electric vehicle are reduced, and the smoothness of the gearbox and the durability of the gearbox are improved.
Patent Information
- Application Number
- CN202310797721.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-06-30
- Publication Date
- 2024-12-31
AI Technical Summary
The transmission of the electric vehicle's synchronous ring has primary and secondary impacts during the gear-mounting stage, resulting in pauses and noise, affecting the mechanical life and durability, and has a low gear-mounting success rate.
During the gear-mounting stage, the working mode of the shift motor is controlled in stages. The first stage starts with a 100% duty cycle output capability, the second stage reduces the acceleration or speed, and the third stage again rotates with a 100% duty cycle output capability, so that the The shift fork drives the sleeve to the target position to reduce one impact and noise.
Through segmented control, the gear meshing impact during gearing is reduced, the gear shifting quality and life of the gearbox are improved, noise is reduced, and the durability of the machinery is increased.
Smart Images
Figure CN119222317A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of control of a shift motor, and more particularly, to a control method for a shift motor during a shift of an electric vehicle transmission, a computer storage medium, a computer program product, and a transmission controller. 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] In particular, 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] from Figure 4 It can be seen from the figure that "primary impact" is the face-to-face collision of the sleeve and the gear ring. A primary impact will cause a loud collision sound, which is part of the shifting noise. Moreover, a primary impact will also cause serious wear problems, affecting the life and durability of the tooth top. Summary of the invention
[0005] The inventors of the present application realized that since collision impact = synchronizer (or sleeve) mass * synchronizer (or sleeve) axial movement speed, if the sleeve axial movement speed at the collision moment is too large, it may cause a large collision impact, i.e., "one impact".
[0006] According to one aspect of the present application, a control method for a shift motor during the gear shifting of an electric vehicle transmission is provided, the method comprising: in a first stage in a gear engagement phase, controlling the shift motor to operate in a first operating mode, wherein the gear engagement phase is during the gear shifting period; in a second stage in the gear engagement phase, controlling the shift motor to operate in a second operating mode different from the first operating mode, wherein the second stage is located after the first stage; and in a third stage in the gear engagement phase, controlling the shift motor to operate in a third operating mode different from the second operating mode, wherein the third stage is located after the second stage.
[0007] As a supplement or alternative to the above scheme, in the above method, the gear shifting period includes a torque reduction stage, a gear disengagement stage, a motor speed regulation stage, the gear engagement stage and a torque recovery stage.
[0008] As a supplement or alternative to the above solution, in the above method, the first working mode is the same as the third working mode.
[0009] As a supplement or alternative to the above-mentioned scheme, in the above-mentioned method, in the first stage, the shift motor is controlled to rotate with a 100% duty cycle output capacity, so that the shift fork drives the sleeve to move from rest; in the second stage, the acceleration or speed of the shift motor is reduced, so that the shift fork drives the sleeve to decelerate; and in the third stage, the shift motor is controlled to rotate again with a 100% duty cycle output capacity, so that the shift fork continues to drive the sleeve to reach the target position.
[0010] As a supplement or alternative to the above solution, the method further includes: receiving a position of a shift fork; and determining that the transmission is in a specific stage of the gear-engaging stage based on the position of the shift fork.
[0011] According to another aspect of the present application, a transmission controller TCU is provided, which includes: a first control unit for controlling the shift motor to operate in a first working 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 shift motor to operate in a second working mode different from the first working mode 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 shift motor to operate in a third working mode different from the second working mode in a third stage of the gear engagement phase, wherein the third stage is located after the second stage.
[0012] As a supplement or replacement for the above solution, in the above transmission controller TCU, the first working mode is the same as the third working mode.
[0013] As a supplement or replacement for the above-mentioned scheme, in the above-mentioned transmission controller TCU, the first control unit is configured to: in the first stage, control the shift motor to rotate with a 100% duty cycle output capacity, so that the shift fork drives the shaft sleeve to move from stationary; the second control unit is configured to: in the second stage, reduce the acceleration or speed of the shift motor, so that the shift fork drives the shaft sleeve to decelerate; and the third control unit is configured to: in the third stage, control the shift motor to rotate again with a 100% duty cycle output capacity, so that the shift fork continues to drive the shaft sleeve to reach the target position.
[0014] As a supplement or alternative to the above solution, the transmission controller TCU further includes: a receiving unit for receiving the position of a shift fork; and a determining unit for determining that the transmission is in a specific stage of the gear engagement stage based on the position of the shift fork.
[0015] 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.
[0016] 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.
[0017] By performing segmented control on the gear shift actuator (i.e., the gear shift motor) during the gear shifting process, the gear meshing process can be made smoother, thereby reducing the primary impact and noise during the gear shifting process, thereby increasing the gear shifting quality, life, and durability of the gearbox. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] 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.
[0019] Figure 1 A flow chart of a control method for a shift motor during a shift of an electric vehicle transmission according to an embodiment of the present application is shown;
[0020] Figure 2 A schematic diagram of the structure of a transmission controller TCU according to an embodiment of the present application is shown;
[0021] Figure 3 shows multiple stages during a gear shift according to one embodiment of the present application; and
[0022] Figure 4A schematic diagram showing two impacts (including a "primary impact" and a "secondary impact") occurring between the sleeve teeth and the ring gear teeth in the transmission during the gear-engaging phase. DETAILED DESCRIPTION
[0023] Hereinafter, a control scheme for a shift motor during a 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 shift motor during a shift of an electric vehicle transmission according to an embodiment of the present application. Figure 1 As shown, the control method 1000 of the shift motor includes:
[0025] In step S110, in a first stage of the gear-engaging phase, the gear-shifting motor is controlled to operate in a first working mode, wherein the gear-engaging phase is during the gear-shifting period;
[0026] In step S120, in a second stage of the gear-engaging stage, the gear-shifting motor is controlled to operate in a second working mode different from the first working mode, wherein the second stage is located after the first stage; and
[0027] In step S130 , in a third stage of the gear-engaging stage, the gear-shifting motor is controlled to operate in a third working mode different from the second working mode, 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 and the shift motor to perform the shift operation 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 can be, for example, a permanent magnet synchronous motor. The term "shift motor" refers to a small motor located on the gearbox for controlling the gear shift. In the field of gear shifting, those skilled in the art will understand that "shift motor" and "drive motor" are different concepts.
[0031] In step S110, in the first stage of the gear-engaging stage, the shift motor is controlled to operate in the first working mode, wherein the gear-engaging stage is during the gear-shifting period. In one embodiment, the first stage refers to when the gear-engaging stage is just entered. In the first stage, the MOS tube in the controller is driven with a 100% full duty cycle, so that the shift motor rotates with a 100% duty cycle output capacity (for example, the shift motor inputs an average maximum voltage of 24V), and the shift fork drives the synchronizer to move quickly from rest.
[0032] In step S120, in the second stage of the gear engagement stage, the shift motor is controlled to operate in a second working mode different from the first working mode. In one embodiment, the second stage represents the stage before the synchronizer (or sleeve) and the ring gear are about to collide. In this second stage, for example, by reducing or stopping the MOS tube in the duty cycle drive controller, the shift motor begins to decelerate (for example, the input average voltage is reduced or is 0V voltage to reduce the acceleration or speed of the shift motor). At this time, the shift fork will drive the sleeve to decelerate rapidly. In this way, when the sleeve collides with the ring gear, the collision impact is also reduced because the axial speed of the sleeve has been reduced.
[0033] In step S130, in the third stage of the gear-engaging stage, the shift motor is controlled to operate in a third working mode different from the second working mode. In one embodiment, the third stage represents a stage after the sleeve and the ring gear have been preliminarily combined. In the third stage, for example, by driving the MOS tube in the controller with a large duty cycle again, the shift motor is rotated again with a 100% duty cycle output capacity (for example, inputting a large voltage (close to or equal to 24V)). At this time, the shift fork will continue to drive the sleeve to quickly reach the target position.
[0034] In one embodiment, the first working mode of the shift motor in step S110 is the same as the third working mode of the shift motor in step S130. However, those skilled in the art can also understand that the shift motor can be operated in a third working mode different from the first working mode, so as to drive the shift fork to continue to drive the sleeve to the target position.
[0035] The different stages in the above-mentioned gear phase can be determined by the (shift) fork position. In one embodiment, although 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.
[0036] In one or more embodiments, the shift fork position can be detected by a sensor. In one embodiment, when the shift fork position is 0-3 mm, the gearbox is judged to be in the first stage; when the shift fork position is 3-5 mm, the gearbox is judged to be in the second stage; when the shift fork position is >5 mm, the gearbox is judged to be in the third stage.
[0037] In summary, by performing segmented control on the shift motor during the gear engagement stage, namely: starting and accelerating the shift motor quickly in the first segment; reducing the acceleration or speed of the shift motor in the second segment; and allowing the shift motor to run quickly again to the target position in the third segment, the impact of the electric vehicle gearbox during the gear engagement stage can be reduced, thereby increasing the gear shifting quality and durability of the gearbox.
[0038] In addition, it is easy for a person skilled in the art to understand that the control method 1000 for the shift motor during the 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 included in a computer program product, and when the computer program is executed by a processor, the control method 1000 for the shift motor during the 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 shift motor during the shifting of the electric vehicle transmission of one or more embodiments of the present application can be executed by running the computer program.
[0039] 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 shift motor to operate in a first working mode in a 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 shift motor to operate in a second working mode different from the first working mode in a 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 shift motor to operate in a third working mode different from the second working mode in a third stage of the gear-engaging stage, wherein the third stage is located after the second stage.
[0040] 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.
[0041] 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.
[0042] The term "drive motor" refers to the power source of the powertrain, which can be, for example, a permanent magnet synchronous motor. The term "shift motor" refers to a small motor located on the gearbox for controlling the gear shift. In the field of gear shifting, those skilled in the art will understand that "shift motor" and "drive motor" are different concepts.
[0043] The first control unit 210 is configured to: in the first stage of the gear-engaging stage, control the shift motor to operate in the first working mode, wherein the gear-engaging stage is during the gear-shifting period. In one embodiment, the first stage represents when the gear-engaging stage is just entered. In the first stage, the first control unit 210 is configured to drive the MOS tube in the controller with a 100% full duty cycle, so that the shift motor rotates with a 100% duty cycle output capacity (for example, the shift motor inputs an average maximum voltage of 24V), and at this time the shift fork drives the synchronizer to move quickly from rest.
[0044] The second control unit 220 is configured to: in the second stage of the gear engagement stage, control the shift motor to operate in a second working mode different from the first working mode. In one embodiment, the second stage represents the stage before the synchronizer (or sleeve) and the ring gear are about to collide. In this second stage, the second control unit 220 is configured to, for example, reduce or stop the MOS tube in the duty cycle drive controller to cause the shift motor to start decelerating (for example, the input average voltage is reduced or is 0V voltage to reduce the acceleration or speed of the shift motor). At this time, the shift fork will drive the sleeve to decelerate rapidly. In this way, when the sleeve collides with the ring gear, the collision impact is also reduced because the axial speed of the sleeve has been reduced.
[0045] The third control unit 230 is configured to: in the third stage of the gear engagement stage, control the shift motor to operate in a third working mode different from the second working mode. In one embodiment, the third stage represents the stage after the sleeve and the ring gear have been preliminarily combined. In this third stage, the third control unit 230 is configured to, for example, drive the MOS tube in the controller with a large duty cycle again, so that the shift motor rotates again with a 100% duty cycle output capacity (for example, input a large voltage (close to or equal to 24V)). At this time, the shift fork will continue to drive the sleeve to quickly reach the target position.
[0046] In one embodiment, the first working mode of the shift motor is the same as the third working mode of the shift motor. However, those skilled in the art can also understand that the third control unit 230 can operate the shift motor in a third working mode different from the first working mode, thereby driving the shift fork to continue to drive the sleeve to reach the target position.
[0047] 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 receiving unit for receiving the position of a shift fork; and a determining unit for determining that the transmission is in a specific stage of the gear-engaging stage based on the position of the shift fork.
[0048] In one or more embodiments, the shift fork position may be detected by a sensor. In one embodiment, when the shift fork position is 0-3 mm, the determination unit is configured to determine that the gearbox is currently in the first stage of the gear-engaging stage; when the shift fork position is 3-5 mm, the determination unit is configured to determine that the gearbox is currently in the second stage of the gear-engaging stage; when the shift fork position is >5 mm, the determination unit is configured to determine that the gearbox is currently in the third stage of the gear-engaging stage.
[0049] 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.
[0050] In summary, in the shift motor control scheme of the present application, the shift motor is controlled in sections during the gear shifting stage, that is, the shift motor is quickly started and accelerated in the first section, the acceleration or speed of the shift motor is reduced in the second section, and the shift motor is quickly restarted to the target position in the third section, so that the gear engagement process of the gear shifting is smoother, thereby reducing the primary impact and noise during the gear shifting process, and then increasing the shifting quality, life and durability of the gearbox.
[0051] The above examples mainly illustrate the shift 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 shift motor during a gear shift of an electric vehicle transmission, characterized in that: The method comprises: In a first stage of the gear-engaging phase, the gear-shifting motor is controlled to operate in a first working mode, wherein the gear-engaging phase is during the gear-shifting period; In a second stage of the gear-engaging stage, controlling the gear-shifting motor to operate in a second working mode different from the first working mode, wherein the second stage is located after the first stage; and In a third stage in the gear-engaging stage, the shift motor is controlled to operate in a third working mode different from the second working mode, wherein the third stage is located after the second stage.
2. The method of claim 1, wherein: The first operating mode is the same as the third operating mode.
3. The method of claim 2, wherein: In the first stage, the shift motor is controlled to rotate with a 100% duty cycle output capacity, so that the shift fork drives the shaft sleeve to move from rest; In the second stage, the acceleration or speed of the shift motor is reduced so that the shift fork drives the shaft sleeve to decelerate; as well as In the third stage, the shift motor is controlled to rotate again with a 100% duty cycle output capacity, so that the shift fork continues to drive the shaft sleeve to reach the target position.
4. The method of claim 1, further comprising: receiving the position of the shift fork; as well as A particular stage of the in-gear phase in which the transmission is located is determined based on the position of the shift fork.
5. A transmission controller TCU, characterized in that: The transmission controller TCU comprises: A first control unit is used to control the shift motor to operate in a first working 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 shift motor to operate in a second working mode different from the first working mode in a second stage of the gear-engaging stage, wherein the second stage is located after the first stage; and A third control unit is used to control the shift motor to operate in a third working mode different from the second working mode in a third stage of the gear engagement stage, wherein the third stage is located after the second stage.
6. The transmission controller TCU as claimed in claim 6, wherein: The first operating mode is the same as the third operating mode.
7. The transmission controller TCU as claimed in claim 8, wherein: The first control unit is configured to: in the first stage, control the shift motor to rotate with a 100% duty cycle output capacity, so that the shift fork drives the shaft sleeve to move from rest; The second control unit is configured to: in the second stage, reduce the acceleration or speed of the shift motor so that the shift fork drives the shaft sleeve to decelerate; as well as The third control unit is configured to: in the third stage, control the shift motor to rotate again with a 100% duty cycle output capacity, so that the shift fork continues to drive the sleeve to reach the target position.
8. The transmission controller TCU as claimed in claim 6, further comprising: A receiving unit, used for receiving the position of the shift fork; as well as A determination unit is used to determine that the transmission is in a specific stage of the gear-engaging stage based on the position of the shift fork.
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.