Gear shifting control method and device for double-electric-drive-axle pure-electric commercial vehicle

Abstract

The invention provides a gear shifting control method and device for a double-electric-drive-axle pure-electricity commercial vehicle, and belongs to the technical field of electric automobiles. The method comprises the steps that the whole vehicle power, a driving map and front vehicle data currently required by a driver are obtained; under the conditions that the power of the whole vehicle is smaller than a target power threshold value, the gradient of uphill and downhill in a driving map is smaller than a first target gradient threshold value, and it is determined that no obstacle exists in front of the vehicle on the basis of front vehicle data, one drive axle in double electric drive axles is controlled to be in a neutral gear, and a transmission chain between the double electric drive axles is controlled to be disconnected; the other drive axle is controlled for driving and energy recovery; and under the condition that it is determined that an upslope exists in front of the vehicle based on the driving map and the gradient of the upslope is larger than a second target gradient threshold value, before the vehicle upslopes, the drive axle engaged in the neutral gear is controlled to be engaged in the first target gear. According to the invention, the purpose of reducing the energy consumption of the vehicle under the condition that the power response of the vehicle is not influenced can be achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and in particular to a gear shift control method and device for a dual-electric drive axle pure electric commercial vehicle. Background Art

[0002] Compared with existing centrally driven vehicles, pure electric commercial vehicles equipped with dual electric drive axles usually have a larger total motor power. However, in the actual operation scenarios of vehicles, in a considerable number of cases, the power demand of the entire vehicle is not that large, resulting in a low motor load rate for pure electric commercial vehicles with dual electric drive axles, which in turn leads to low motor efficiency, which has a negative impact on the economy of the vehicle. In order to solve this problem, on the one hand, an effective motor torque distribution strategy should be adopted to improve the working efficiency of the drive system. Furthermore, for pure electric commercial vehicles equipped with dual electric drive axles, when the load rate of the entire vehicle is low, it is possible to consider using only one of the drive axles to drive the vehicle, while the other drive axle does not work. However, the drive axle that does not work will be dragged to run, which will cause oil stirring loss and weak magnetic loss of the motor, increasing energy consumption. If the drive axle that does not work is disconnected, when the power demand of the entire vehicle increases and the driver steps on the accelerator deeply, the power system capacity response cannot keep up, resulting in poor power performance of the entire vehicle. Therefore, the existing technical solutions cannot reduce the energy consumption of the vehicle without affecting the power response of the vehicle. Summary of the invention

[0003] In view of this, it is necessary to provide a shift control method and device for a dual electric drive axle pure electric commercial vehicle to solve the technical problem that the existing technical solutions cannot reduce the energy consumption of the vehicle without affecting the vehicle's dynamic response.

[0004] In order to solve the above problems, the present invention provides a shift control method for a pure electric commercial vehicle with dual electric drive axles, comprising: Obtain the vehicle power, driving map and vehicle data ahead of the vehicle currently required by the driver; When the vehicle power currently required by the driver is less than the target power threshold, the uphill and downhill slopes in the driving map are less than the first target slope threshold, and it is determined based on the front vehicle data that there is no vehicle in front of the vehicle that is blocking the vehicle from driving, one of the dual electric drive axles is controlled to be in neutral gear, the transmission chain between the dual electric drive axles is controlled to be disconnected, and the other drive axle is controlled to drive and recover energy; When it is determined based on the driving map that there is an uphill slope ahead of the vehicle and the uphill slope is greater than the second target slope threshold, before the vehicle goes uphill, the drive axle that has been put in neutral is controlled to be put in the first target gear.

[0005] In a possible implementation, the first target slope threshold is determined based on the following steps: Obtaining the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle windage coefficient, the vehicle frontal area, the current vehicle speed, and the first vehicle required power when the vehicle is traveling on a road with a slope equal to the first target slope threshold; A first target slope threshold is obtained based on the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle wind resistance coefficient, the vehicle frontal area, the current vehicle speed and the first vehicle required power.

[0006] In a possible implementation, the calculation formula of the first target slope threshold is as follows: P 1=( mgf + C D Au 2 / 21.15+ mgi 0) u / 3600 in, m is the total vehicle mass, g is the gravitational acceleration constant, f is the wheel rolling resistance coefficient, C D is the vehicle drag coefficient, A is the frontal area of ​​the vehicle, u is the current vehicle speed, i 0 is the first target slope threshold, P 1 is the first vehicle required power.

[0007] In a possible implementation, the second target slope threshold is determined based on the following steps: Obtaining the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle windage coefficient, the vehicle frontal area, the current vehicle speed, and the second vehicle required power when the vehicle is traveling on a road with a slope equal to the second target slope threshold; A second target slope threshold is obtained based on the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle wind resistance coefficient, the vehicle frontal area, the current vehicle speed and the second vehicle required power.

[0008] In a possible implementation, the calculation formula of the second target slope threshold is as follows: P 2=( mgf + C D Au 2 / 21.15+ mgi 1) u / 3600 in, m is the total vehicle mass, gis the gravitational acceleration constant, f is the wheel rolling resistance coefficient, C D is the vehicle drag coefficient, A is the frontal area of ​​the vehicle, u is the current vehicle speed, i 1 is the second target slope threshold, P 2 is the power required by the second vehicle.

[0009] In a possible implementation, the first target gear is obtained based on the following steps: Get the current speed, motor speed and wheel radius of the vehicle; determining a target gearbox speed ratio based on the product of the motor speed and the wheel radius being at the current vehicle speed; Based on the target transmission speed ratio, a first target gear is determined.

[0010] In a possible implementation, the shift control method for a dual electric drive axle pure electric commercial vehicle further includes: When it is determined based on the driving map that there is a downhill slope ahead of the vehicle, or there is an obstacle to the vehicle's travel ahead, the drive axle that has been put into neutral is controlled to be put into the second target gear.

[0011] In a possible implementation, determining that there is a downhill slope ahead of the vehicle based on the driving map includes: Obtaining the slope within a first target distance ahead of the vehicle from the driving map; Determine the vehicle regenerative braking power required to maintain the current vehicle speed when the vehicle is driving on a downhill road; Determining a downhill target slope based on the vehicle regenerative braking power, the vehicle gross mass, the gravitational acceleration constant, the wheel rolling resistance coefficient, the vehicle windage coefficient, the vehicle frontal area and the current vehicle speed; When the slope within the first target distance ahead of the vehicle is greater than the downhill target slope, it is determined that there is a downhill slope ahead of the vehicle. In a possible implementation, determining that there is an obstacle ahead for the vehicle to travel based on the driving map includes: Obtaining the speed of the vehicle closest to the vehicle in front of the vehicle from the driving map; When it is determined that the speed of the vehicle closest to the host vehicle in front of the host vehicle is less than the target vehicle speed threshold, it is determined that there is an obstructing vehicle ahead.

[0012] On the other hand, the present invention also provides a shift control device for a dual electric drive axle pure electric commercial vehicle, comprising: The data acquisition module is used to obtain the vehicle power, driving map and the vehicle data ahead of the vehicle currently required by the driver; The first control module of the dual electric drive axle is used to control one of the dual electric drive axles to be put into neutral gear, control the transmission chain between the dual electric drive axles to be disconnected, and control the other drive axle to drive and recover energy when the vehicle power currently required by the driver is less than the target power threshold, the uphill and downhill slopes in the driving map are less than the first target slope threshold, and it is determined based on the front vehicle data that there is no vehicle in front of the vehicle that is obstructing the driving; The second control module of the dual electric drive axle is used to control the drive axle that has been put in neutral to shift into the first target gear before the vehicle goes uphill when it is determined based on the driving map that there is an uphill slope ahead of the vehicle and the slope of the uphill slope is greater than the second target slope threshold.

[0013] The beneficial effect of adopting the above implementation mode is: the shift control method and device of the dual electric drive axle pure electric commercial vehicle provided by the present invention, when the vehicle power currently required by the driver is less than the target power threshold, the uphill and downhill slopes in the driving map are less than the first target slope threshold, and it is determined based on the data of the vehicle ahead that there is no vehicle obstructing the driving in front of the vehicle, it is determined that the vehicle power requirement is small. At this time, one of the dual electric drive axles can be controlled to be put into neutral, and the transmission chain between the dual electric drive axles can be controlled to be disconnected, and the other drive axle can be controlled to drive and recover energy, thereby improving the motor load rate. A part of the oil stirring loss and motor loss is reduced, and the economy of the whole vehicle is optimized; when it is determined based on the driving map that there is an uphill slope ahead of the vehicle and the slope of the uphill slope is greater than the second target slope threshold, it is determined that the vehicle has a large power demand. Before the vehicle goes uphill, the drive axle that has been put in neutral is controlled to be put into the first target gear, and the drive axle that has been put in neutral is controlled to be put into the appropriate gear in advance to ensure that the vehicle has sufficient power when going uphill to avoid affecting the power response of the whole vehicle; thereby reducing the energy consumption of the vehicle without affecting the power response of the vehicle and improving the economy of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0015] Figure 1 A flow chart of an embodiment of a shift control method for a dual electric drive axle pure electric commercial vehicle provided by the present invention; Figure 2 A flow chart of another embodiment of the shift control method for a dual electric drive axle pure electric commercial vehicle provided by the present invention; Figure 3 A principle block diagram of an embodiment of a gear shift control device for a pure electric commercial vehicle with dual electric drive axles provided by the present invention; Figure 4 A schematic structural diagram of an embodiment of an electronic device provided by the present invention. DETAILED DESCRIPTION

[0016] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 those skilled in the art without creative work are within the scope of protection of the present invention.

[0017] In the description of the embodiments of the present application, unless otherwise specified, “plurality” means two or more than two.

[0018] The terms "including" and "having" and any variations thereof in the embodiments of the present invention are intended to cover non-exclusive inclusions. For example, a process, method, apparatus, product or equipment comprising a series of steps or modules is not necessarily limited to those steps or modules clearly listed, but may include other steps or modules not clearly listed or inherent to these processes, methods, products or equipment.

[0019] The naming or numbering of the steps in the embodiments of the present invention does not mean that the steps in the method flow must be executed in the time / logical sequence indicated by the naming or numbering. The execution order of the named or numbered process steps can be changed according to the technical purpose to be achieved, as long as the same or similar technical effects can be achieved.

[0020] Reference to an "embodiment" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0021] The present invention provides a shift control method and device for a dual electric drive axle pure electric commercial vehicle, which are described below respectively.

[0022] like Figure 1 As shown, the present invention provides a shift control method for a dual electric drive axle pure electric commercial vehicle, comprising: S101, obtaining the vehicle power currently required by the driver, the driving map, and the data of the vehicle ahead of the vehicle; S102: when the vehicle power currently required by the driver is less than the target power threshold, the uphill and downhill slopes in the driving map are less than the first target slope threshold, and it is determined based on the front vehicle data that there is no vehicle in front of the vehicle that is obstructing the driving, one of the dual electric drive axles is controlled to be in neutral gear, the transmission chain between the dual electric drive axles is controlled to be disconnected, and the other drive axle is controlled to drive and recover energy; S103: When it is determined based on the driving map that there is an uphill slope ahead of the vehicle and the uphill slope is greater than the second target slope threshold, before the vehicle goes uphill, the drive axle that has been shifted into neutral is controlled to shift into the first target gear.

[0023] It can be understood that the shift control method for a pure electric commercial vehicle with dual electric drive axles provided by the present invention is applicable to a pure electric commercial vehicle with a dual electric drive axle configuration, and is specifically as follows: When it is detected that the current driver's demand for vehicle power is low, and there are no obvious uphill and downhill slopes ahead and no slow vehicles hindering the normal driving of the vehicle based on the predictive map, one of the drive axles is controlled to be in neutral gear, the transmission chain is disconnected, and the other drive axle is used for driving and energy recovery, which increases the motor load rate while reducing some oil stirring losses and motor losses; When it is detected based on the map data that the road ahead is uphill and the slope is greater than a certain value, the drive axle that has been put into neutral gear is controlled to shift into the appropriate gear in advance to ensure that the vehicle has sufficient power when going uphill; When it is detected based on map data that the road ahead is downhill or a slow vehicle is about to hinder the normal driving of the vehicle, the drive axle that has been put in neutral is controlled to shift into the appropriate gear in advance to ensure that the vehicle has sufficient capacity for regenerative braking.

[0024] The method provided by the present invention controls one of the two electric drive axles to be shifted into neutral gear when it is identified that the power demand of the vehicle is relatively small, and uses the other axle for driving, thereby reducing oil stirring loss and weak magnetic loss of the motor, etc., and optimizing the economy of the whole vehicle. When it is identified that the vehicle is about to have a large power demand, which may be a driving power demand or a regenerative braking energy recovery power demand, etc., or when the vehicle is preparing to go uphill, the drive axle that has been shifted into neutral gear is controlled in advance to be shifted into a suitable gear to avoid affecting the power response of the whole vehicle; while not affecting the power response of the vehicle, the economy of the whole vehicle is improved.

[0025] In some embodiments, the first target slope threshold is determined based on the following steps: Obtaining the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle windage coefficient, the vehicle frontal area, the current vehicle speed, and the first vehicle required power when the vehicle is traveling on a road with a slope equal to the first target slope threshold; A first target slope threshold is obtained based on the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle wind resistance coefficient, the vehicle frontal area, the current vehicle speed and the first vehicle required power.

[0026] It is understandable that the car is equipped with a sensor for measuring the weight of the whole vehicle, through which the total mass of the whole vehicle can be obtained and uploaded to the CAN bus. Parameters such as wheel rolling resistance coefficient, vehicle wind resistance coefficient, and vehicle frontal area can be obtained in advance and then set. The vehicle speed can be detected based on the vehicle speed sensor.

[0027] In some embodiments, the calculation formula of the first target slope threshold is as follows: P 1=( mgf + C D Au 2 / 21.15+ mgi 0) u / 3600 in, m is the total vehicle mass, g is the gravitational acceleration constant, f is the wheel rolling resistance coefficient, C D is the vehicle drag coefficient, A is the frontal area of ​​the vehicle, u is the current vehicle speed, i 0 is the first target slope threshold, P 1 is the first vehicle required power.

[0028] Understandably, i 0 corresponds to the vehicle's required power P 1 The rated power of the motor can be taken to calculate i 0, when the slope i Less than i When the value is 0, it can be judged that there are no obvious uphill or downhill slopes ahead.

[0029] In some embodiments, the second target slope threshold is determined based on the following steps: Obtaining the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle windage coefficient, the vehicle frontal area, the current vehicle speed, and the second vehicle required power when the vehicle is traveling on a road with a slope equal to the second target slope threshold; A second target slope threshold is obtained based on the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle wind resistance coefficient, the vehicle frontal area, the current vehicle speed and the second vehicle required power.

[0030] In some embodiments, the calculation formula of the second target slope threshold is as follows: P 2=( mgf + C D Au 2 / 21.15+ mgi 1) u / 3600 in, m is the total vehicle mass, g is the gravitational acceleration constant, f is the wheel rolling resistance coefficient, C D is the vehicle drag coefficient, A is the frontal area of ​​the vehicle, u is the current vehicle speed, i 1 is the second target slope threshold, P 2 is the power required by the second vehicle.

[0031] Understandably, P The value of 2 can be the rated power of the motor; when the slope is detected i Greater than i 1, at the first appearance i Greater than i 1 A distance ahead d 3. Control the drive axle that has been put into neutral gear to put it into the appropriate gear. S .

[0032] In some embodiments, the first target gear position is obtained based on the following steps: Get the current speed, motor speed and wheel radius of the vehicle; determining a target gearbox speed ratio based on the product of the motor speed and the wheel radius being at the current vehicle speed; Based on the target transmission speed ratio, a first target gear is determined.

[0033] In some embodiments, the shift control method for a dual electric drive axle pure electric commercial vehicle further includes: When it is determined based on the driving map that there is a downhill slope ahead of the vehicle, or there is an obstacle to the vehicle's travel ahead, the drive axle that has been put into neutral is controlled to be put into the second target gear.

[0034] In some embodiments, determining that there is a downhill slope ahead of the vehicle based on the driving map includes: Obtaining the slope within a first target distance ahead of the vehicle from the driving map; Determine the vehicle regenerative braking power required to maintain the current vehicle speed when the vehicle is driving on a downhill road; Determining a downhill target slope based on the vehicle regenerative braking power, the vehicle gross mass, the gravitational acceleration constant, the wheel rolling resistance coefficient, the vehicle windage coefficient, the vehicle frontal area and the current vehicle speed; When the slope within the first target distance ahead of the vehicle is greater than the downhill target slope, it is determined that there is a downhill slope ahead of the vehicle.

[0035] In some embodiments, determining that there is an obstacle ahead for the vehicle to travel based on the driving map includes: Obtaining the speed of the vehicle closest to the vehicle in front of the vehicle from the driving map; When it is determined that the speed of the vehicle closest to the host vehicle in front of the host vehicle is less than the target vehicle speed threshold, it is determined that there is an obstructing vehicle ahead.

[0036] In some embodiments, obtaining the vehicle power currently required by the driver includes: Get the current torque and current speed of the two motors of the dual electric drive axle; Determine the current power of the first motor based on the current torque and current speed of the first motor of the two motors of the dual electric drive bridge, and determine the current power of the second motor based on the current torque and current speed of the second motor of the two motors of the dual electric drive bridge; Based on the sum of the current power of the first motor and the current power of the second motor, the vehicle power currently required by the driver is obtained.

[0037] In some embodiments, Figure 2 As shown, the shift control method of the dual electric drive axle pure electric commercial vehicle includes the following steps: Step S201: Detect the current vehicle power required by the driver Pr When the vehicle is relatively small and there is no obvious uphill or downhill slope ahead based on the driving map, and no slow vehicles are blocking the normal driving of the vehicle, one of the drive axles is controlled to be in neutral gear, the transmission chain is disconnected, and the other drive axle is used for driving and energy recovery, which increases the motor load rate while reducing some of the oil stirring loss and motor loss; Specifically, the driver requires vehicle power Pr for:

[0038] In the formula, Tm 1 is the current torque of the motor of drive axle 1, n m1 is the current speed of the motor of drive axle 1, Tm 2 is the current torque of the motor of drive axle 2, n m2 is the current speed of the motor of drive axle 2. The above data can be obtained in real time through the CAN bus; determine the vehicle power required by the driver PrLess than a certain value P 0, preferably P 0 can be the rated power of the motor and it will be maintained for a certain period of time t 0, preferred t 0 can be set to 3 seconds, which means the current driver needs the vehicle power. Pr Smaller; Furthermore, based on the predictive map, it is determined that there is no obvious uphill or downhill slope ahead: a distance ahead is obtained from the map module d Slope within 0 i , the preferred distance d 0 can be 3km to determine the slope i Is it less than a certain value i0, where i 0 can be calculated by solving the following formula for preliminary selection: P 1=( mgf + C D Au 2 / 21.15+ mgi 0) u / 3600 in, m is the total vehicle mass, g is the gravitational acceleration constant, f is the wheel rolling resistance coefficient, C D is the vehicle drag coefficient, A is the frontal area of ​​the vehicle, u is the current vehicle speed, i 0 is the first target slope threshold, P 1 is the first vehicle required power.

[0039] slope i 0 corresponds to the vehicle's required power P 1 The rated power of the motor can be taken to calculate i 0, when the slope i Less than i When the value is 0, it can be judged that there are no obvious uphill or downhill slopes ahead.

[0040] Further, it is determined that there is no slow vehicle ahead that is blocking the normal driving of the vehicle: a certain distance ahead is obtained from the map module d The speed of the nearest vehicle within 1 u 1. Preferably, d 1 can take 500m to judge the speed u 1 Is the vehicle speed less than a certain speed? u 0, preferred, u 0 can be taken as the distance ahead d 1 Speed ​​limit on roads withinu max Subtract 10, the speed limit u max Can be obtained through the map module, when the vehicle speed u 1 not less than u When the vehicle speed is 0, it can be determined that there is no slow vehicle ahead that would hinder the normal driving of the vehicle; one of the drive axles is controlled to be in neutral gear, the transmission chain is disconnected, and the other drive axle is used for driving and energy recovery; preferably, in order to make the two drive axles wear evenly, one of the drive axles can be drive axle 1 and the other can be drive axle 2. After each mileage of the vehicle, preferably, for example, after each mileage of 100 km, one of the drive axles can be switched to drive axle 2 and the other can be switched to drive axle 1, and the switching is carried out in a cycle.

[0041] Step S202: Based on the map data, it is detected that the road ahead has an uphill slope and the slope i Greater than a certain value i At 1, the drive axle that has been put into neutral gear is controlled to shift into the appropriate gear in advance to ensure that the vehicle has enough power when going uphill; Specifically, get the distance ahead from the map module d Slope within 2 i 1. Preferably, the distance d 1 can take 3km to determine the slope i Is it less than a certain value i1, where i1 can be calculated by the following formula for preliminary selection: P 2=( mgf + C D Au 2 / 21.15+ mgi 1) u / 3600 in, m is the total vehicle mass, g is the gravitational acceleration constant, f is the wheel rolling resistance coefficient, C D is the vehicle drag coefficient, A is the frontal area of ​​the vehicle, u is the current vehicle speed, i 1 is the second target slope threshold, P 2 is the power required by the second vehicle.

[0042] P The value of 2 can be the rated power of the motor; when the slope is detected i Greater than i 1, at the first appearance i Greater than i1 A distance ahead d 3. Control the drive axle that has been put into neutral gear to put it into the appropriate gear. S .

[0043] Preferably, the distance d 3 can take 200m, suitable gear S It can be calculated by the following formula: Ra =0.377 rn 1 / u In the formula Ra For gear S The corresponding gearbox ratio is r is the wheel radius, n 1 is the motor speed. Taking the electric drive axle matched with 2AMT as an example, the gearbox has two gears, 1st gear and 2nd gear, and the corresponding gearbox ratios are 45.5 and 15.5 respectively. Ra Substitute 45.5 and 15.5 into the above formula to calculate the motor speed n 1, determine which of the two values ​​is in the speed range n L and n H Before, preferably, the speed range n L and n H It can be determined based on the high efficiency range of the motor system efficiency map, for example n L is 3000rpm, take n H is 7500rpm.

[0044] Step S203: When it is detected based on the map data that the road ahead is downhill or a slow vehicle is about to hinder the normal driving of the vehicle, the drive axle that has been put into neutral is controlled to be put into a suitable gear in advance to ensure that the vehicle has sufficient capacity for regenerative braking.

[0045] Specifically, based on the map data, detect whether the road ahead is downhill: obtain a distance ahead from the map module d Slope within 4 i , the preferred distance d 4 You can take 3km to determine the slope i Is it greater than a certain value? i 2, where i 2 The following formula can be used to solve the calculation for the preliminary selection: P 3=( mgi 2- mgf - AU2 / 21.15) u / 3600 In the formula P 3 is when the slope is i Maintain the current speed on the slope of 2 u The required vehicle regenerative braking power, preferably, P 3. You can take the rated power of the motor, when the slope i Greater than i 2, it can be judged that there is a downhill demand ahead; Further, determine whether there is a slow vehicle ahead that will hinder the normal driving of the vehicle: obtain a certain distance ahead from the map module d The speed of the nearest vehicle within 5 u 2. Preferably, d 5 can take 200m to judge the speed u 2 Is the vehicle speed less than a certain value? u 0, when the vehicle speed u 2 is less than u 0, it can be judged that there will be a slow vehicle ahead that will hinder the normal driving of the vehicle; i Greater than i 2 or u 2 is less than u Before 0:00, select the judgment condition that is closer to the current vehicle position and advance a certain distance d 2 Control the drive axle that has been put into neutral gear to the appropriate gear S , to ensure that the vehicle has sufficient capacity for regenerative braking.

[0046] like Figure 3 As shown, the present invention also provides a shift control device 300 for a dual electric drive axle pure electric commercial vehicle, comprising: The data acquisition module 301 is used to obtain the vehicle power, driving map and the vehicle data ahead of the vehicle currently required by the driver; The first control module 302 of the dual electric drive axle is used to control one of the dual electric drive axles to be put into neutral gear, control the transmission chain between the dual electric drive axles to be disconnected, and control the other drive axle to drive and recover energy when the vehicle power currently required by the driver is less than the target power threshold, the uphill and downhill slopes in the driving map are less than the first target slope threshold, and it is determined based on the front vehicle data that there is no vehicle in front of the vehicle that is obstructing the driving; The second control module 303 of the dual electric drive axle is used to control the drive axle that has been put in neutral to shift into the first target gear before the vehicle goes uphill when it is determined based on the driving map that there is an uphill slope ahead of the vehicle and the slope of the uphill slope is greater than the second target slope threshold.

[0047] The shift control device for a dual-electric drive axle pure electric commercial vehicle provided in the above embodiment can implement the technical solution described in the above embodiment of the shift control method for a dual-electric drive axle pure electric commercial vehicle. The specific implementation principles of the above modules or units can refer to the corresponding contents in the above embodiment of the shift control method for a dual-electric drive axle pure electric commercial vehicle, which will not be repeated here.

[0048] like Figure 4 As shown, the present invention also provides an electronic device 400. The electronic device 400 includes a processor 401, a memory 402 and a display 403. Figure 4 Only some components of the electronic device 400 are shown, but it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.

[0049] In some embodiments, the memory 402 may be an internal storage unit of the electronic device 400, such as a hard disk or memory of the electronic device 400. In other embodiments, the memory 402 may also be an external storage device of the electronic device 400, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc., equipped on the electronic device 400.

[0050] Furthermore, the memory 402 may include both an internal storage unit of the electronic device 400 and an external storage device. The memory 402 is used to store application software installed in the electronic device 400 and various data.

[0051] In some embodiments, the processor 401 can be a central processing unit (CPU), a microprocessor or other data processing chip, which is used to run the program code or process data stored in the memory 402, such as the shift control method of the dual electric drive axle pure electric commercial vehicle in the present invention.

[0052] In some embodiments, the display 403 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, an OLED (Organic Light-Emitting Diode) touch device, etc. The display 403 is used to display information on the electronic device 400 and to display a visual user interface. The components 401-403 of the electronic device 400 communicate with each other via a system bus.

[0053] In some embodiments of the present invention, when the processor 401 executes the shift control program of the dual electric drive axle pure electric commercial vehicle in the memory 402, the following steps may be implemented: Obtain the vehicle power, driving map and vehicle data ahead of the vehicle currently required by the driver; When the vehicle power currently required by the driver is less than the target power threshold, the uphill and downhill slopes in the driving map are less than the first target slope threshold, and it is determined based on the front vehicle data that there is no vehicle in front of the vehicle that is blocking the vehicle from driving, one of the dual electric drive axles is controlled to be in neutral gear, the transmission chain between the dual electric drive axles is controlled to be disconnected, and the other drive axle is controlled to drive and recover energy; When it is determined based on the driving map that there is an uphill slope ahead of the vehicle and the uphill slope is greater than the second target slope threshold, before the vehicle goes uphill, the drive axle that has been put in neutral is controlled to be put in the first target gear.

[0054] It should be understood that: when the processor 401 executes the shift control program of the dual-electric drive axle pure electric commercial vehicle in the memory 402, in addition to the above functions, other functions can also be realized. For details, please refer to the description of the corresponding method embodiment above.

[0055] Furthermore, the embodiment of the present invention does not specifically limit the type of the electronic device 400 mentioned, and the electronic device 400 may be a portable electronic device such as a mobile phone, a tablet computer, a personal digital assistant (PDA), a wearable device, a laptop computer, etc. Exemplary embodiments of portable electronic devices include but are not limited to portable electronic devices equipped with IOS, Android, Microsoft or other operating systems. The above-mentioned portable electronic device may also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, the electronic device 400 may not be a portable electronic device, but a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0056] In another aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the method for controlling the shifting of a pure electric commercial vehicle with a dual electric drive axle provided by the above methods is implemented, and the method comprises: Obtain the vehicle power, driving map and vehicle data ahead of the vehicle currently required by the driver; When the vehicle power currently required by the driver is less than the target power threshold, the uphill and downhill slopes in the driving map are less than the first target slope threshold, and it is determined based on the front vehicle data that there is no vehicle in front of the vehicle that is blocking the vehicle from driving, one of the dual electric drive axles is controlled to be in neutral gear, the transmission chain between the dual electric drive axles is controlled to be disconnected, and the other drive axle is controlled to drive and recover energy; When it is determined based on the driving map that there is an uphill slope ahead of the vehicle and the uphill slope is greater than the second target slope threshold, before the vehicle goes uphill, the drive axle that has been put in neutral is controlled to be put in the first target gear.

[0057] Those skilled in the art will appreciate that all or part of the processes of the above-mentioned embodiments can be implemented by instructing related hardware through a computer program, and the program can be stored in a computer-readable storage medium, wherein the computer-readable storage medium is a disk, an optical disk, a read-only storage memory, or a random access memory, etc.

[0058] The above is a detailed introduction to the shift control method and device for the dual-electric drive axle pure electric commercial vehicle provided by the present invention. Specific examples are used in this article to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea; at the same time, for technical personnel in this field, according to the idea of ​​the present invention, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A shift control method for a pure electric commercial vehicle with dual electric drive axles, characterized in that: include: Obtain the vehicle power, driving map and vehicle data ahead of the vehicle currently required by the driver; When the vehicle power currently required by the driver is less than the target power threshold, the uphill and downhill slopes in the driving map are less than the first target slope threshold, and it is determined based on the front vehicle data that there is no vehicle in front of the vehicle that is blocking the vehicle from driving, one of the dual electric drive axles is controlled to be in neutral gear, the transmission chain between the dual electric drive axles is controlled to be disconnected, and the other drive axle is controlled to drive and recover energy; When it is determined based on the driving map that there is an uphill slope ahead of the vehicle and the uphill slope is greater than the second target slope threshold, before the vehicle goes uphill, the drive axle that has been put in neutral is controlled to be put in the first target gear.

2. The shift control method for a dual electric drive axle pure electric commercial vehicle according to claim 1, characterized in that: The first target slope threshold is determined based on the following steps: Obtaining the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle windage coefficient, the vehicle frontal area, the current vehicle speed, and the first vehicle required power when the vehicle is traveling on a road with a slope equal to the first target slope threshold; A first target slope threshold is obtained based on the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle wind resistance coefficient, the vehicle frontal area, the current vehicle speed and the first vehicle required power.

3. The shift control method for a dual electric drive axle pure electric commercial vehicle according to claim 2, characterized in that: The calculation formula of the first target slope threshold is as follows: P 1=( mgf + C D Au 2 / 21.15+ mgi 0) u / 3600 in, m is the total vehicle mass, g is the gravitational acceleration constant, f is the wheel rolling resistance coefficient, C D is the vehicle drag coefficient, A is the frontal area of ​​the vehicle, u is the current vehicle speed, i 0 is the first target slope threshold, P 1 is the first vehicle required power.

4. The shift control method for a dual electric drive axle pure electric commercial vehicle according to claim 1, characterized in that: The second target slope threshold is determined based on the following steps: Obtaining the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle windage coefficient, the vehicle frontal area, the current vehicle speed, and the second vehicle required power when the vehicle is traveling on a road with a slope equal to the second target slope threshold; A second target slope threshold is obtained based on the total mass of the vehicle, the wheel rolling resistance coefficient, the vehicle wind resistance coefficient, the vehicle frontal area, the current vehicle speed and the second vehicle required power.

5. The shift control method for a dual electric drive axle pure electric commercial vehicle according to claim 4, characterized in that: The calculation formula of the second target slope threshold is as follows: P 2=( mgf + C D Au 2 / 21.15+ mgi 1) u / 3600 in, m is the total vehicle mass, g is the gravitational acceleration constant, f is the wheel rolling resistance coefficient, C D is the vehicle drag coefficient, A is the frontal area of ​​the vehicle, u is the current vehicle speed, i 1 is the second target slope threshold, P 2 is the power required by the second vehicle.

6. The shift control method for a dual electric drive axle pure electric commercial vehicle according to claim 1, characterized in that: The first target gear position is obtained based on the following steps: Get the current speed, motor speed and wheel radius of the vehicle; determining a target gearbox speed ratio based on the product of the motor speed and the wheel radius being at the current vehicle speed; Based on the target transmission speed ratio, a first target gear is determined.

7. The shift control method for a dual electric drive axle pure electric commercial vehicle according to any one of claims 1 to 6, characterized in that: Also includes: When it is determined based on the driving map that there is a downhill slope ahead of the vehicle, or there is an obstacle to the vehicle's travel ahead, the drive axle that has been put into neutral is controlled to be put into the second target gear.

8. The shift control method for a dual electric drive axle pure electric commercial vehicle according to claim 7, characterized in that: Determining that there is a downhill slope ahead of the vehicle based on the driving map includes: Obtaining the slope within a first target distance ahead of the vehicle from the driving map; Determine the vehicle regenerative braking power required to maintain the current vehicle speed when the vehicle is driving on a downhill road; Determining a downhill target slope based on the vehicle regenerative braking power, the vehicle gross mass, the gravitational acceleration constant, the wheel rolling resistance coefficient, the vehicle windage coefficient, the vehicle frontal area and the current vehicle speed; When the slope within the first target distance ahead of the vehicle is greater than the downhill target slope, it is determined that there is a downhill slope ahead of the vehicle.

9. The shift control method for a dual electric drive axle pure electric commercial vehicle according to claim 7, characterized in that: Determining that there is a vehicle obstructing driving ahead based on the driving map includes: Obtaining the speed of the vehicle closest to the vehicle in front of the vehicle from the driving map; When it is determined that the speed of the vehicle closest to the host vehicle in front of the host vehicle is less than the target vehicle speed threshold, it is determined that there is an obstructing vehicle ahead.

10. A gear shift control device for a pure electric commercial vehicle with dual electric drive axles, characterized in that: include: The data acquisition module is used to obtain the vehicle power, driving map and the vehicle data ahead of the vehicle currently required by the driver; The first control module of the dual electric drive axle is used to control one of the dual electric drive axles to be put into neutral gear, control the transmission chain between the dual electric drive axles to be disconnected, and control the other drive axle to drive and recover energy when the vehicle power currently required by the driver is less than the target power threshold, the uphill and downhill slopes in the driving map are less than the first target slope threshold, and it is determined based on the front vehicle data that there is no vehicle in front of the vehicle that is obstructing the driving; The second control module of the dual electric drive axle is used to control the drive axle that has been put in neutral to shift into the first target gear before the vehicle goes uphill when it is determined based on the driving map that there is an uphill slope ahead of the vehicle and the slope of the uphill slope is greater than the second target slope threshold.

Images