Active gear engagement method, device, equipment and storage medium for new energy commercial vehicles

Abstract

A method, device, equipment and computer-readable storage medium for active gear engagement of a new energy commercial vehicle, comprising: determining whether a torque output condition is met based on the vehicle's current gear information, speed, creep function information, cruise control function information and hill-holding function information; if it is determined that the torque output condition is met, obtaining the gear engagement torque and the requested torque, wherein the gear engagement torque is calculated based on the speed expression of the electric drive system; determining whether to smoothly output the gear engagement torque through a preset PI regulator based on the gear engagement torque and the requested torque to complete active gear engagement, thereby solving the technical problem in related technologies that torque is generally determined by calibration or experience and that tooth clearance cannot be eliminated, and realizing the gear engagement torque calculated through the speed expression of the electric drive system, eliminating the gear clearance of the electric drive system, making the gear engagement process smoother, and improving the driving experience and system efficiency.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to an active gear engagement method, device, equipment and computer-readable storage medium for a new energy commercial vehicle. Background Art

[0002] When an electric vehicle is driving, its motor controller is responsible for driving the motor to output torque, which is transmitted through the vehicle's mechanical transmission system. However, when the vehicle starts, accelerates rapidly, or decelerates, the torque of the transmission system will increase linearly and smoothly. However, due to the inter-tooth clearance in the transmission gear system, the torque can only be transmitted to the next level after the gears are engaged. In this case, the torque has been added to a large value, but the inter-tooth clearance is decreasing. When the gears are engaged, a large torque is directly transmitted, which means that there is a torque surge at the vehicle level. This not only causes unstable vehicle speed, but may also generate noise and vibration due to the clearance and impact between transmission components, thereby affecting passenger comfort. Currently, electric vehicles directly output a torque to reduce the inter-tooth clearance when shifting or starting. However, this torque is generally determined through calibration or experience. Due to production and assembly errors in the transmission system, it is impossible to eliminate the inter-tooth clearance to achieve the effect of reducing impact. Summary of the Invention

[0003] The present application provides an active gear-engaging method, device, equipment and computer-readable storage medium for new energy commercial vehicles, which can solve the technical problem in the prior art that the torque is generally determined by calibration or experience, and due to production and assembly errors of the transmission system, the gap between the teeth cannot be eliminated, thereby achieving the effect of reducing impact.

[0004] In a first aspect, an embodiment of the present application provides an active gear engagement method for a new energy commercial vehicle, the active gear engagement method for a new energy commercial vehicle comprising:

[0005] Determining whether torque output conditions are met based on the vehicle's current gear information, speed, creep function information, cruise control function information, and hill-holding function information;

[0006] If it is determined that the torque output condition is met, the gear torque and the requested torque are obtained, wherein the gear torque is expressed according to the speed of the electric drive system. Calculated, For tooth torque, is the rotation angle of the drive shaft, is the rotation angle of the load axis, is the viscous damping coefficient of the driving wheel shaft system, is the viscous damping coefficient of the driven wheel shaft system, is the equivalent inertia of the drive shaft system, is the equivalent inertia of the load shaft system, T is the equivalent torque acting on the gear pair, is the load torque, i is the gear reduction ratio, t is the time, d is the distance, and the gear rotation speed and s is a complex variable;

[0007] According to the tooth-engaging torque and the requested torque, it is determined whether to smoothly output the tooth-engaging torque through a preset PI regulator to complete active tooth-engaging.

[0008] In combination with the first aspect, in one embodiment, determining whether to smoothly output the tooth-engaging torque through a preset PI regulator to achieve active tooth-engaging based on the tooth-engaging torque and the requested torque includes:

[0009] Comparing the obtained tooth-taking torque with the requested torque;

[0010] If the requested torque is less than the gear-relying torque, it is determined to smoothly output the target torque to the gear-relying torque through a preset PI regulator to complete active gear-relying.

[0011] In combination with the first aspect, in one embodiment, before completing the active tooth engagement, the method includes:

[0012] Calculating the acceleration of the motor speed of the vehicle in real time;

[0013] determining whether active gear engagement is completed according to the acceleration of the motor speed;

[0014] If the acceleration of the motor speed increases from a negative value to a target acceleration, it is determined that the active gear engagement is completed.

[0015] In conjunction with the first aspect, in one embodiment, calculating the acceleration of the current motor speed of the vehicle in real time includes:

[0016] Get the motor speed and motor speed of the previous moment in real time;

[0017] The acceleration of the current motor speed of the vehicle is calculated based on the motor speed at the previous moment, the motor speed and a preset formula.

[0018] In combination with the first aspect, in one embodiment, after completing the active tooth engagement, the method further includes:

[0019] Obtaining the acceleration of the current motor speed of the vehicle;

[0020] If the current acceleration of the motor speed is the target acceleration, the holding torque is calculated according to the first preset ratio and the gear torque;

[0021] If the current acceleration of the motor speed is not the target acceleration, calculating the holding torque according to the second preset ratio and the gear torque;

[0022] The vehicle is driven normally by the holding torque.

[0023] In combination with the first aspect, in one embodiment, after comparing the acquired tooth-taking torque with the requested torque, the method further includes:

[0024] If the requested torque is greater than or equal to the gear torque, the requested torque is subjected to first-order filtering and then outputted, so as to allow the vehicle to travel normally.

[0025] In combination with the first aspect, in one embodiment, before obtaining the gear torque and the requested torque, the method further includes:

[0026] According to the Laplace transformation of the obtained force balance equation of the preset input shaft and the force balance equation of the preset output shaft, a speed expression of the electric drive system is obtained;

[0027] The speed expression of the electric drive system is calculated based on the obtained driving shaft angle, load shaft angle, viscous damping coefficient of the driving wheel shaft system, viscous damping coefficient of the driven wheel shaft system, equivalent inertia of the driving shaft system, equivalent inertia of the load shaft system, equivalent torque on the gear pair, load torque, gear reduction ratio and preset speed to determine the tooth torque.

[0028] In a second aspect, an embodiment of the present application provides an active gear-adjusting device for a new energy commercial vehicle, the active gear-adjusting device for the new energy commercial vehicle comprising:

[0029] a determination module, configured to determine whether a torque output condition is met based on the vehicle's current gear information, speed, activation information of the creep function, cruise control function information, and hill-holding function information;

[0030] The acquisition module is used to obtain the tooth torque and the requested torque if it is determined that the torque output condition is met, wherein the tooth torque is expressed according to the speed of the electric drive system. Calculated, For tooth torque, is the rotation angle of the drive shaft, is the rotation angle of the load axis, is the viscous damping coefficient of the driving wheel shaft system, is the viscous damping coefficient of the driven wheel shaft system, is the equivalent inertia of the drive shaft system, is the equivalent inertia of the load shaft system, T is the equivalent torque acting on the gear pair, is the load torque, i is the gear reduction ratio, t is the time, d is the distance, and the gear rotation speed and s is a complex variable;

[0031] The active gear-engaging module is used to determine whether to smoothly output the gear-engaging torque to the gear-engaging torque through a preset PI regulator according to the gear-engaging torque and the requested torque to complete active gear-engaging.

[0032] In a third aspect, an embodiment of the present application provides an active gear-engaging device for a new energy commercial vehicle, wherein the active gear-engaging device for the new energy commercial vehicle includes a processor, a memory, and an active gear-engaging program for the new energy commercial vehicle stored on the memory and executable by the processor. When the active gear-engaging program for the new energy commercial vehicle is executed by the processor, the steps of the active gear-engaging method for the new energy commercial vehicle as described above are implemented.

[0033] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which is stored an active gear engagement program for a new energy commercial vehicle. When the active gear engagement program for the new energy commercial vehicle is executed by a processor, the steps of the active gear engagement method for the new energy commercial vehicle as described above are implemented.

[0034] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0035] By obtaining the current gear information, speed, creep function information, cruise control function information and hill-holding function information of the vehicle, it is determined whether the torque output condition is met; if it is determined that the torque output condition is met, the gear torque and the requested torque are obtained, wherein the gear torque is expressed according to the speed of the electric drive system. Calculated, For tooth torque, is the rotation angle of the drive shaft, is the rotation angle of the load axis, is the viscous damping coefficient of the driving wheel shaft system, is the viscous damping coefficient of the driven wheel shaft system, is the equivalent inertia of the drive shaft system, is the equivalent inertia of the load shaft system, T is the equivalent torque acting on the gear pair, is the load torque, i is the gear reduction ratio, t is the time, d is the distance, and the gear rotation speed and s is a complex variable; according to the tooth-engaging torque and the requested torque, it is determined whether to smoothly output the tooth-engaging torque through a preset PI regulator to complete active tooth-engaging, which solves the technical problem in related technologies that the torque is generally determined by calibration or experience, and the tooth gap cannot be eliminated due to production and assembly errors of the transmission system, thereby achieving the effect of reducing the impact, and the tooth-engaging torque is obtained by calculating the speed expression of the electric drive system, eliminating the gear gap of the electric drive system, making the tooth-engaging process smoother, and improving the driving experience and system efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 This is a flow chart of the first embodiment of the active gear engagement method for a new energy commercial vehicle of this application;

[0037] Figure 2 This is a flow chart of the second embodiment of the active gear engagement method for a new energy commercial vehicle of this application;

[0038] Figure 3 This is a flow chart of the third embodiment of the active gear engagement method for a new energy commercial vehicle of this application;

[0039] Figure 4 This is a functional module diagram of an embodiment of an active gear-receiving device for a new energy commercial vehicle of the present application;

[0040] Figure 5 This is a schematic diagram of the hardware structure of the active gear-receiving equipment of the new energy commercial vehicle involved in the embodiment of this application. DETAILED DESCRIPTION

[0041] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0042] First, some technical terms in this application are explained to facilitate those skilled in the art to understand this application.

[0043] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0044] In a first aspect, an embodiment of the present application provides an active gear engagement method for a new energy commercial vehicle.

[0045] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the active gear-engaging method for new energy commercial vehicles of this application. Figure 1 As shown in the figure, the active gear engagement methods of new energy commercial vehicles include:

[0046] Step S10: determining whether a torque output condition is met based on the acquired vehicle's current gear information, speed, creep function information, cruise control function information, and hill-holding function information;

[0047] For example, the vehicle's current gear information is obtained. If the gear information indicates forward or reverse gear, the vehicle's engine speed is obtained. The obtained engine speed is compared with a preset speed. If the engine speed is greater than the preset speed, the creep function information, cruise control function information, and hill-holding function information are obtained. For example, the preset speed is 10 rpm. If the creep function information, cruise control function information, and hill-holding function information are all activated, the torque output condition is determined to be met.

[0048] Step S20: If it is determined that the torque output condition is met, the gear torque and the requested torque are obtained, wherein the gear torque is expressed according to the speed of the electric drive system. Calculated, For tooth torque, is the rotation angle of the drive shaft, is the rotation angle of the load axis, is the viscous damping coefficient of the driving wheel shaft system, is the viscous damping coefficient of the driven wheel shaft system, is the equivalent inertia of the drive shaft system, is the equivalent inertia of the load shaft system, T is the equivalent torque acting on the gear pair, is the load torque, i is the gear reduction ratio, t is the time, d is the distance, and the gear rotation speed and s is a complex variable;

[0049] Exemplarily, if it is determined that the torque output condition is met, the tooth-dependent torque and the requested torque are obtained, wherein the tooth-dependent torque is calculated based on the speed expression of the electric drive system, and the requested torque is sent based on the VCU.

[0050] Specifically, before obtaining the tooth torque and the requested torque, the method further includes: performing Laplace transformation on the obtained preset input shaft force balance equation and the preset output shaft force balance equation to obtain the speed expression of the electric drive system; calculating the speed expression of the electric drive system based on the obtained tooth torque, [1] the rotation angle of the drive shaft, the rotation angle of the load shaft, the viscous damping coefficient of the active wheel shaft system, the viscous damping coefficient of the driven wheel shaft system, the equivalent inertia of the drive shaft system, the equivalent inertia of the load shaft system, the equivalent torque on the gear pair, the load torque, the gear reduction ratio, the time, the distance and the preset speed to determine the tooth torque.

[0051] Exemplarily, the force balance equation of the preset input shaft and the force balance equation of the preset output shaft are obtained. The force balance equation of the preset input shaft is , the force balance equation of the preset output shaft is ,in, For tooth torque, is the rotation angle of the drive shaft, is the rotation angle of the load axis, is the viscous damping coefficient of the driving wheel shaft system, is the viscous damping coefficient of the driven wheel shaft system, is the equivalent inertia of the drive shaft system, is the equivalent inertia of the load shaft system, T is the equivalent torque acting on the gear pair, is the load torque, i is the gear reduction ratio, t is the time, and d is the distance. Performing Laplace transform on the force balance equations of the input shaft and output shaft respectively yields: and . Combine the two equations, and The speed expression of the electric drive system [2] is obtained , [3] According to the obtained driving shaft angle, load shaft angle, active wheel shaft system viscous damping coefficient, driven wheel shaft system viscous damping coefficient, the equivalent inertia of the driving shaft system, the equivalent inertia of the load shaft system, the equivalent torque on the gear pair, the load torque, the gear reduction ratio and the preset speed, the speed expression of the electric drive system is calculated to determine the tooth torque. Since the transmission system has no load at the rear end when there is a gap, that is, =0, select the appropriate gear rotation speed and substitute it into the speed expression to get the gear torque [4].

[0052] Step S30: Determine whether to smoothly output the tooth-engaging torque through a preset PI regulator to complete active tooth-engaging according to the tooth-engaging torque and the requested torque.

[0053] Exemplarily, when the gear-relying torque and the requested torque are obtained, the gear-relying torque and the requested torque are respectively compared with the preset torque. If both the gear-relying torque and the requested torque are greater than the preset torque, it is determined that the gear-relying torque is smoothly output through a preset PI regulator to achieve active gear-relying. Alternatively, the torque difference between the gear-relying torque and the requested torque is obtained. If the torque difference is a positive number, it is determined that the gear-relying torque is smoothly output through a preset PI regulator to achieve active gear-relying.

[0054] Specifically, according to the tooth-engaging torque and the requested torque, determining whether to smoothly output the tooth-engaging torque through a preset PI regulator to complete active tooth-engaging includes: comparing the acquired tooth-engaging torque and the requested torque; if the requested torque is less than the tooth-engaging torque, determining to smoothly output from the target torque to the tooth-engaging torque through a preset PI regulator to complete active tooth-engaging.

[0055] Exemplarily, the obtained tooth-relying torque is compared with the requested torque. If the requested torque is less than the tooth-relying torque, it is determined that the target torque is smoothly output to the tooth-relying torque through the preset PI regulator to complete active tooth-relying. For example, the preset PI regulator starts outputting from the target torque 0 until the target torque is increased to the tooth-relying torque to complete active tooth-relying.

[0056] Specifically, after comparing the acquired gear-reliant torque with the requested torque, the method further includes: if the requested torque is greater than or equal to the gear-reliant torque, performing first-order filtering on the requested torque and then outputting the result to allow the vehicle to travel normally.

[0057] Exemplarily, the obtained gear torque is compared with the requested torque. If the requested torque is greater than or equal to the gear torque, a first-order filtering link is added to the requested torque and output to reduce the impact of the entire vehicle, especially the impact when starting with a large throttle, so that the vehicle can run normally.

[0058] In this embodiment, whether the torque output condition is met is determined based on the vehicle's current gear information, speed, creep function information, cruise control function information and hill-holding function information; if it is determined that the torque output condition is met, the tooth-relying torque and the requested torque are obtained, wherein the tooth-relying torque is calculated based on the speed expression of the electric drive system; based on the tooth-relying torque and the requested torque, it is determined whether the tooth-relying torque is smoothly output through a preset PI regulator to complete active tooth-relying, which solves the technical problem in the related art that the torque is generally determined by calibration or experience, and the tooth gap cannot be eliminated due to production and assembly errors of the transmission system, thereby achieving the effect of reducing impact, and the tooth-relying torque calculated through the speed expression of the electric drive system is realized, the gear gap of the electric drive system is eliminated, the tooth-relying process is smoother, and the driving experience and system efficiency are improved.

[0059] In one embodiment, referring to Figure 2 , Figure 2 This is a flow chart of the second embodiment of the active gear-engaging method for new energy commercial vehicles of this application. Figure 2 As shown, the active gear-engaging method of new energy commercial vehicles also includes:

[0060] Step S21: Calculating the acceleration of the motor speed of the vehicle in real time;

[0061] For example, the motor speed and the motor speed at the previous moment are obtained in real time; based on the motor speed and the motor speed at the previous moment and the preset formula, the acceleration of the vehicle's current motor speed is calculated. For example, the motor speed at the previous moment is obtained and motor speed , according to the preset formula , where t is the duration.

[0062] Step S22: determining whether active gear engagement is completed according to the acceleration of the motor speed;

[0063] Exemplarily, whether active engagement is completed is determined by the acceleration of the motor speed. For example, the acceleration of the motor speed is compared with a preset acceleration. If the comparison is consistent, it is determined that active engagement is completed; if the comparison is inconsistent, it is determined that active engagement is not completed, and the engagement torque is re-obtained.

[0064] Step S23: If the acceleration of the motor speed increases from a negative value to a target acceleration, it is determined that the active gear engagement is completed.

[0065] For example, active engagement is determined when the motor speed acceleration decreases to a negative value and then increases to zero. Due to manufacturing and installation errors, the center of mass of the gear set may vary, and the holding torque may also vary. This can be automatically calibrated through self-learning methods. When engaging the gear, the speed acceleration is positive. As the inter-tooth clearance decreases, the acceleration decreases to a negative value and then decreases to zero.

[0066] In this embodiment, the acceleration of the vehicle's motor speed is calculated in real time; based on the acceleration of the motor speed, it is determined whether active engagement is completed; if the acceleration of the motor speed increases from a negative value to a target acceleration, it is determined that active engagement is completed, which solves the technical problem in the related art that whether active engagement of new energy commercial vehicles is successful is not determined. By determining whether active engagement is completed through the acceleration of the motor speed, the certainty of active engagement is improved.

[0067] In one embodiment, referring to Figure 2 , Figure 2 This is a flow chart of the second embodiment of the active gear-engaging method for new energy commercial vehicles of this application. Figure 2 As shown, the active gear-engaging method of new energy commercial vehicles also includes:

[0068] Step S31: determining whether a torque output condition is met based on the acquired vehicle's current gear information, speed, creep function information, cruise control function information, and hill-holding function information;

[0069] For example, the vehicle's current gear information is obtained. If the gear information indicates forward or reverse gear, the vehicle's engine speed is obtained. The obtained engine speed is compared with a preset speed. If the engine speed is greater than the preset speed, the creep function information, cruise control function information, and hill-holding function information are obtained. For example, the preset speed is 10 rpm. If the creep function information, cruise control function information, and hill-holding function information are all activated, the torque output condition is determined to be met.

[0070] Step S32: If it is determined that the torque output condition is met, the gear torque and the requested torque are obtained, wherein the gear torque is expressed according to the speed of the electric drive system. Calculated, For tooth torque, is the rotation angle of the drive shaft, is the rotation angle of the load axis, is the viscous damping coefficient of the driving wheel shaft system, is the viscous damping coefficient of the driven wheel shaft system, is the equivalent inertia of the drive shaft system, is the equivalent inertia of the load shaft system, T is the equivalent torque acting on the gear pair, is the load torque, i is the gear reduction ratio, t is the time, d is the distance, and the gear rotation speed and s is a complex variable;

[0071] Exemplarily, if it is determined that the torque output condition is met, the tooth-dependent torque and the requested torque are obtained, wherein the tooth-dependent torque is calculated based on the speed expression of the electric drive system, and the requested torque is sent based on the VCU.

[0072] Specifically, before obtaining the tooth torque and the requested torque, it also includes: performing a Laplace transform on the obtained preset input shaft force balance equation and the preset output shaft force balance equation to obtain a speed expression of the electric drive system; calculating the speed expression of the electric drive system according to the obtained driving shaft angle, the load shaft angle, the viscous damping coefficient of the driving wheel shaft system, the viscous damping coefficient of the driven wheel shaft system, the equivalent inertia of the driving shaft system, the equivalent inertia of the load shaft system, the equivalent torque on the gear pair, the load torque, the gear reduction ratio, the time, the distance and the preset speed to determine the tooth torque.

[0073] Exemplarily, the force balance equation of the preset input shaft and the force balance equation of the preset output shaft are obtained. The force balance equation of the preset input shaft is , the force balance equation of the preset output shaft is ,in, For tooth torque, is the rotation angle of the drive shaft, is the rotation angle of the load axis, is the viscous damping coefficient of the driving wheel shaft system, is the viscous damping coefficient of the driven wheel shaft system, is the equivalent inertia of the drive shaft system, is the equivalent inertia of the load shaft system, T is the equivalent torque acting on the gear pair, is the load torque, i is the gear reduction ratio, t is the time, and d is the distance. Performing Laplace transform on the force balance equations of the input shaft and output shaft respectively yields: and . Combine the two equations, and . Get the speed expression of the electric drive system , the speed expression of the electric drive system is calculated based on the obtained tooth torque, the rotation angle of the drive shaft, the rotation angle of the load shaft, the viscous damping coefficient of the driving wheel shaft system, the viscous damping coefficient of the driven wheel shaft system, the equivalent inertia of the driving shaft system, the equivalent inertia of the load shaft system, the equivalent torque on the gear pair, the load torque, the gear reduction ratio and the preset speed to determine the tooth torque. Since the transmission system has no load at the rear end when there is a gap, that is, =0, select the appropriate gear rotation speed and substitute it into the speed expression to get the gear torque .

[0074] Step S33: According to the gear-engaging torque and the requested torque, determine whether to smoothly output the gear-engaging torque through a preset PI regulator to complete active gear-engaging.

[0075] Exemplarily, when the gear-relying torque and the requested torque are obtained, the gear-relying torque and the requested torque are respectively compared with the preset torque. If both the gear-relying torque and the requested torque are greater than the preset torque, it is determined that the gear-relying torque is smoothly output through a preset PI regulator to achieve active gear-relying. Alternatively, the torque difference between the gear-relying torque and the requested torque is obtained. If the torque difference is a positive number, it is determined that the gear-relying torque is smoothly output through a preset PI regulator to achieve active gear-relying.

[0076] Specifically, according to the tooth-engaging torque and the requested torque, determining whether to smoothly output the tooth-engaging torque through a preset PI regulator to complete active tooth-engaging includes: comparing the acquired tooth-engaging torque and the requested torque; if the requested torque is less than the tooth-engaging torque, determining to smoothly output from the target torque to the tooth-engaging torque through a preset PI regulator to complete active tooth-engaging.

[0077] Exemplarily, the obtained tooth-relying torque is compared with the requested torque. If the requested torque is less than the tooth-relying torque, it is determined that the target torque is smoothly output to the tooth-relying torque through the preset PI regulator to complete active tooth-relying. For example, the preset PI regulator starts outputting from the target torque 0 until the target torque is increased to the tooth-relying torque to complete active tooth-relying.

[0078] Specifically, after comparing the acquired gear-reliant torque with the requested torque, the method further includes: if the requested torque is greater than or equal to the gear-reliant torque, performing first-order filtering on the requested torque and then outputting the result to allow the vehicle to travel normally.

[0079] Exemplarily, the obtained gear torque is compared with the requested torque. If the requested torque is greater than or equal to the gear torque, a first-order filtering link is added to the requested torque and output to reduce the impact of the entire vehicle, especially the impact when starting with a large throttle, so that the vehicle can run normally.

[0080] Step S34: obtaining the acceleration of the current motor speed of the vehicle;

[0081] Step S35: If the current acceleration of the motor speed is the target acceleration, the holding torque is calculated according to the first preset ratio and the gear torque;

[0082] Exemplarily, if the acceleration of the current motor speed is 0, the tooth torque is reduced according to the first preset ratio of 0.5%. For example, the holding torque is calculated based on the multiplication of the first preset ratio of 0.5% and the tooth torque.

[0083] Step S36: If the current acceleration of the motor speed is not the target acceleration, calculating the holding torque according to the second preset ratio and the gear torque;

[0084] Exemplarily, if the acceleration of the current motor speed is not 0, a second preset ratio of 5% is obtained to increase the tooth torque. For example, the second preset ratio of 5% is multiplied by the tooth torque to calculate the holding torque.

[0085] Step S37: Maintaining the torque to allow the vehicle to travel normally.

[0086] Exemplarily, the holding torque is output to enable the vehicle to travel normally.

[0087] In this embodiment, whether the torque output condition is met is determined based on the vehicle's current gear information, speed, creep function information, cruise control function information and hill-holding function information; if it is determined that the torque output condition is met, the gear torque and the requested torque are obtained, wherein the gear torque is calculated based on the speed expression of the electric drive system; based on the gear torque and the requested torque, it is determined whether the gear torque is output smoothly through a preset PI regulator to complete active gear engagement, and then the holding torque is calculated to ensure normal operation of the vehicle.

[0088] In a second aspect, an embodiment of the present application also provides an active gear-receiving device for a new energy commercial vehicle.

[0089] In one embodiment, referring to Figure 4 , Figure 4 This is a functional module diagram of an embodiment of an active gear-receiving device for a new energy commercial vehicle of this application. Figure 4 As shown in the figure, the active gear device of the new energy commercial vehicle includes:

[0090] A determination module 10 is configured to determine whether a torque output condition is satisfied based on the vehicle's current gear information, speed, activation information of the creep function, cruise control function information, and hill-holding function information;

[0091] The acquisition module 20 is used to obtain the gear torque and the requested torque if it is determined that the torque output condition is met, wherein the gear torque is expressed according to the speed of the electric drive system. Calculated, For tooth torque, is the rotation angle of the drive shaft, is the rotation angle of the load axis, is the viscous damping coefficient of the driving wheel shaft system, is the viscous damping coefficient of the driven wheel shaft system, is the equivalent inertia of the drive shaft system, is the equivalent inertia of the load shaft system, T is the equivalent torque acting on the gear pair, is the load torque, i is the gear reduction ratio, t is the time, d is the distance, and the gear rotation speed and s is a complex variable;

[0092] The active gear-engaging module 30 is used to determine whether to smoothly output the gear-engaging torque to the gear-engaging torque through a preset PI regulator according to the gear-engaging torque and the requested torque, so as to achieve active gear-engaging.

[0093] Furthermore, in one embodiment, the active toothed module 30 is used to:

[0094] Comparing the obtained tooth-taking torque with the requested torque;

[0095] If the requested torque is less than the gear-relying torque, it is determined to smoothly output the target torque to the gear-relying torque through a preset PI regulator to complete active gear-relying.

[0096] Furthermore, in one embodiment, the active gear-adjusting device of the new energy commercial vehicle further includes a new module for:

[0097] Calculating the acceleration of the motor speed of the vehicle in real time;

[0098] determining whether active gear engagement is completed according to the acceleration of the motor speed;

[0099] If the acceleration of the motor speed increases from a negative value to a target acceleration, it is determined that the active gear engagement is completed.

[0100] Furthermore, in one embodiment, the active gear-adjusting device of the new energy commercial vehicle further includes a new module for:

[0101] Get the motor speed and motor speed of the previous moment in real time;

[0102] The acceleration of the current motor speed of the vehicle is calculated based on the motor speed at the previous moment, the motor speed and a preset formula.

[0103] Furthermore, in one embodiment, the active gear-adjusting device of the new energy commercial vehicle further includes a new module for:

[0104] Obtaining the acceleration of the current motor speed of the vehicle;

[0105] If the current acceleration of the motor speed is the target acceleration, the holding torque is calculated according to the first preset ratio and the gear torque;

[0106] If the current acceleration of the motor speed is not the target acceleration, calculating the holding torque according to the second preset ratio and the gear torque;

[0107] The vehicle is driven normally by the holding torque.

[0108] Furthermore, in one embodiment, the active gear-adjusting device of the new energy commercial vehicle further includes a new module for:

[0109] If the requested torque is greater than or equal to the gear torque, the requested torque is subjected to first-order filtering and then outputted, so as to allow the vehicle to travel normally.

[0110] Furthermore, in one embodiment, the active gear-adjusting device of the new energy commercial vehicle further includes a new module for:

[0111] According to the Laplace transformation of the obtained force balance equation of the preset input shaft and the force balance equation of the preset output shaft, a speed expression of the electric drive system is obtained;

[0112] The speed expression of the electric drive system is calculated based on the obtained driving shaft angle, load shaft angle, viscous damping coefficient of the driving wheel shaft system, viscous damping coefficient of the driven wheel shaft system, equivalent inertia of the driving shaft system, equivalent inertia of the load shaft system, equivalent torque on the gear pair, load torque, gear reduction ratio and preset speed to determine the tooth torque.

[0113] Among them, the functional implementation of each module in the active gear-engaging device of the above-mentioned new energy commercial vehicle corresponds to the various steps in the embodiment of the active gear-engaging method of the above-mentioned new energy commercial vehicle, and their functions and implementation processes will not be repeated here one by one.

[0114] In a third aspect, an embodiment of the present application provides an active gear-adjusting device for a new energy commercial vehicle. The active gear-adjusting device for a new energy commercial vehicle can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0115] Reference Figure 5 , Figure 5 Schematic diagram of the hardware structure of the active gear-adjusting device of the new energy commercial vehicle involved in the embodiment of the present application. In the embodiment of the present application, the active gear-adjusting device of the new energy commercial vehicle may include a processor, a memory, a communication interface and a communication bus.

[0116] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0117] Communication interfaces include input / output (I / O), physical, and logical interfaces, used to interconnect components within the active gear system of new energy commercial vehicles, as well as interfaces used to interconnect the active gear system with other devices (such as other computing devices or user devices). Physical interfaces can include Ethernet, fiber optic, and ATM interfaces; user devices can include displays and keyboards.

[0118] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0119] The processor may be a general-purpose processor that can call an active gear engagement program for a new energy commercial vehicle stored in a memory and execute the active gear engagement method for a new energy commercial vehicle provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the active gear engagement program for a new energy commercial vehicle is called can be referenced to the various embodiments of the active gear engagement method for a new energy commercial vehicle of the present application and will not be further described here.

[0120] Those skilled in the art will understand that Figure 5 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0121] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0122] The computer-readable storage medium of the present application stores an active gear engagement program for a new energy commercial vehicle, wherein when the active gear engagement program for a new energy commercial vehicle is executed by a processor, the steps of the active gear engagement method for a new energy commercial vehicle as described above are implemented.

[0123] Among them, the method implemented when the active gear engagement program of the new energy commercial vehicle is executed can refer to the various embodiments of the active gear engagement method of the new energy commercial vehicle of this application, and will not be repeated here.

[0124] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0125] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0126] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0127] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0128] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0129] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, or the part that contributes to the existing technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of this application.

[0130] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. An active gear engagement method for a new energy commercial vehicle, characterized in that: The active gear engagement method of the new energy commercial vehicle includes: Determining whether torque output conditions are met based on the vehicle's current gear information, speed, creep function information, cruise control function information, and hill-holding function information; If it is determined that the torque output condition is met, obtaining the gear torque and the requested torque, wherein the gear torque is calculated according to the speed expression of the electric drive system; Before obtaining the gear torque and the requested torque, the method further includes: According to the Laplace transformation of the obtained preset input shaft force balance equation and the preset output shaft force balance equation, the speed expression of the electric drive system is obtained. ; According to the obtained driving shaft angle , the angle of the load axis , viscous damping coefficient of the driving wheel shaft system , viscous damping coefficient of the driven wheel shaft system , Equivalent inertia of the drive shaft system , Equivalent inertia of the load shaft system , equivalent torque T on the gear pair, load torque , gear reduction ratio i, time t, distance d and preset speed The speed expression for the electric drive system is Perform calculations to determine the tooth torque ; According to the tooth-engaging torque and the requested torque, it is determined whether to smoothly output the tooth-engaging torque through a preset PI regulator to complete active tooth-engaging.

2. The active gear engagement method for a new energy commercial vehicle according to claim 1, characterized in that: The step of determining whether to smoothly output the tooth-engaging torque through a preset PI regulator according to the tooth-engaging torque and the requested torque to complete active tooth-engaging includes: Comparing the obtained tooth-taking torque with the requested torque; If the requested torque is less than the gear-relying torque, it is determined to smoothly output the target torque to the gear-relying torque through a preset PI regulator to complete active gear-relying.

3. The active gear engagement method for a new energy commercial vehicle according to claim 1, characterized in that: Before the active tooth engagement is completed, the process includes: Calculating the acceleration of the motor speed of the vehicle in real time; determining whether active gear engagement is completed according to the acceleration of the motor speed; If the acceleration of the motor speed increases from a negative value to a target acceleration, it is determined that the active gear engagement is completed.

4. The active gear engagement method for a new energy commercial vehicle according to claim 3, characterized in that: The real-time calculation of the acceleration of the current motor speed of the vehicle includes: Get the motor speed and motor speed of the previous moment in real time; The acceleration of the current motor speed of the vehicle is calculated based on the motor speed at the previous moment, the motor speed and a preset formula.

5. The active gear engagement method for a new energy commercial vehicle according to claim 1, characterized in that: After the active tooth engagement is completed, the method further comprises: Obtaining the acceleration of the current motor speed of the vehicle; If the current acceleration of the motor speed is the target acceleration, the holding torque is calculated according to the first preset ratio and the gear torque; If the current acceleration of the motor speed is not the target acceleration, calculating the holding torque according to the second preset ratio and the gear torque; The vehicle is driven normally by the holding torque.

6. The active gear engagement method for a new energy commercial vehicle according to claim 2, characterized in that: After comparing the acquired tooth-taking torque with the requested torque, the method further includes: If the requested torque is greater than or equal to the gear torque, the requested torque is subjected to first-order filtering and then outputted, so as to allow the vehicle to travel normally.

7. An active gear device for a new energy commercial vehicle, characterized in that: The active gear device of the new energy commercial vehicle includes: a determination module, configured to determine whether a torque output condition is met based on the vehicle's current gear information, speed, activation information of the creep function, cruise control function information, and hill-holding function information; an acquisition module, configured to acquire the toothed torque and the requested torque if it is determined that the torque output condition is satisfied, wherein the toothed torque is calculated based on a speed expression of the electric drive system; Before obtaining the gear torque and the requested torque, the method further includes: According to the Laplace transformation of the obtained preset input shaft force balance equation and the preset output shaft force balance equation, the speed expression of the electric drive system is obtained. ; According to the obtained driving shaft angle , the angle of the load axis , viscous damping coefficient of the driving wheel shaft system , viscous damping coefficient of the driven wheel shaft system , Equivalent inertia of the drive shaft system , Equivalent inertia of the load shaft system , equivalent torque T on the gear pair, load torque , gear reduction ratio i, time t, distance d and preset speed The speed expression for the electric drive system is Perform calculations to determine the tooth torque ; The active gear-engaging module is used to determine whether to smoothly output the gear-engaging torque to the gear-engaging torque through a preset PI regulator according to the gear-engaging torque and the requested torque to complete active gear-engaging.

8. An active gear device for a new energy commercial vehicle, characterized in that: The active gear engagement device of the new energy commercial vehicle includes a processor, a memory, and an active gear engagement program for the new energy commercial vehicle stored on the memory and executable by the processor. When the active gear engagement program for the new energy commercial vehicle is executed by the processor, the steps of the active gear engagement method for the new energy commercial vehicle as described in any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores an active gear engagement program for a new energy commercial vehicle, wherein when the active gear engagement program for a new energy commercial vehicle is executed by a processor, the steps of the active gear engagement method for a new energy commercial vehicle as described in any one of claims 1 to 6 are implemented.

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