Gear shifting control method of double-electric-drive-axle vehicle, vehicle, medium and program product

Abstract

The invention relates to the technical field of vehicles, and discloses a gear shifting control method of a double-electric-drive-axle vehicle, the vehicle, a medium and a program product. The method comprises the steps that according to the current vehicle driving state, a target gear corresponding to a first electric drive axle is obtained; according to the target torque reduction time, the first electric drive axle is controlled to reduce the torque, and meanwhile, according to the driver demand torque and the actual output torque of the first electric drive axle, the second electric drive axle is controlled to compensate the torque; the first electric drive axle is controlled to conduct reverse torque adjustment; acquiring a target rotating speed, and controlling the rotating speed of the input shaft of the first electric drive axle to reach the target rotating speed; and according to the target torque increasing time, the first electric drive axle is controlled to increase the torque, so that gear shifting control over the first electric drive axle is achieved. According to the scheme of the embodiment, the vehicle power can be guaranteed in the gear shifting process, meanwhile, the gear shifting smoothness of the whole vehicle is guaranteed, and the vehicle use experience of a user can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular, to a shift control method, a vehicle, a medium, and a program product for a dual electric drive axle vehicle. Background Art

[0002] An electric drive axle integrates a power motor, a drive axle, and a speed change and shift mechanism. The gear shift is achieved through the speed change and shift mechanism, which can ensure that the power motor always operates in the highest efficiency range, effectively improving the economy and power performance of the electric drive axle assembly. At the same time, the electric drive axle has the characteristics of low manufacturing cost, simple mechanical structure, high transmission efficiency, etc., and can save a large amount of vehicle space to a great extent, having good development prospects.

[0003] Currently, for the shift control method of existing dual electric drive axle vehicles, the auxiliary control axle is usually used to compensate for the power loss during the shift of the main control axle, and the influence of the power output of the main control axle, the battery capacity, and the motor capacity on the theoretical output torque of the drive motor of the auxiliary control axle is comprehensively considered to determine the theoretical output torque of the drive motor of the auxiliary control axle. However, in the prior art, the smoothness of the vehicle shift cannot be guaranteed, which easily leads to a poor user experience. Summary of the Invention

[0004] The present invention provides a shift control method, a vehicle, a medium, and a program product for a dual electric drive axle vehicle, which can ensure the vehicle power during the shift process and the smoothness of the vehicle shift, and can improve the user's vehicle use experience.

[0005] According to one aspect of the present invention, there is provided a shift control method for a dual electric drive axle vehicle, including:

[0006] Obtain the current vehicle driving state, and obtain the target gear corresponding to the first electric drive axle according to the current vehicle driving state;

[0007] If it is determined that the target gear satisfies the preset shift condition, obtain the target torque reduction time, and control the first electric drive axle to reduce torque according to the target torque reduction time. At the same time, according to the driver demand torque and the actual output torque of the first electric drive axle, control the second electric drive axle to perform torque compensation;

[0008] After the torque reduction of the first electric drive axle is completed, control the first electric drive axle to perform reverse torque adjustment so that the first electric drive axle realizes gear disengagement, and control the second electric drive axle to perform torque compensation according to the driver demand torque of the first electric drive axle;

[0009] Obtain the target speed corresponding to the target gear, control the input shaft speed of the first electric drive axle to reach the target speed, and control the first electric drive axle to shift into gear;

[0010] After the first electric drive axle successfully engages a gear, obtain the target torque increase time, and control the first electric drive axle to increase torque according to the target torque increase time. At the same time, control the second electric drive axle to perform torque compensation according to the driver demand torque and the actual output torque of the first electric drive axle, so as to achieve the shift control of the first electric drive axle.

[0011] According to another aspect of the present invention, there is provided a shift control device for a dual electric drive axle vehicle, including:

[0012] A target gear position acquisition module, configured to acquire the current vehicle driving state, and acquire the target gear position corresponding to the first electric drive axle according to the current vehicle driving state;

[0013] A torque reduction control module, configured to, if it is determined that the target gear position meets the preset shift condition, acquire the target torque reduction time, and control the first electric drive axle to reduce torque according to the target torque reduction time. At the same time, control the second electric drive axle to perform torque compensation according to the driver demand torque and the actual output torque of the first electric drive axle;

[0014] A gear disengagement control module, configured to, after the first electric drive axle completes torque reduction, control the first electric drive axle to perform reverse torque adjustment so that the first electric drive axle disengages the gear, and control the second electric drive axle to perform torque compensation according to the driver demand torque of the first electric drive axle;

[0015] A rotational speed control module, configured to acquire the target rotational speed corresponding to the target gear position, control the rotational speed of the input shaft of the first electric drive axle to reach the target rotational speed, and control the first electric drive axle to engage a gear;

[0016] A torque increase control module, configured to, after the first electric drive axle successfully engages a gear, acquire the target torque increase time, and control the first electric drive axle to increase torque according to the target torque increase time. At the same time, control the second electric drive axle to perform torque compensation according to the driver demand torque and the actual output torque of the first electric drive axle, so as to achieve the shift control of the first electric drive axle.

[0017] According to another aspect of the present invention, there is provided a vehicle, the vehicle includes:

[0018] At least one processor; and

[0019] A memory communicatively connected to the at least one processor; wherein,

[0020] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the shift control method for a dual electric drive axle vehicle according to any embodiment of the present invention.

[0021] According to another aspect of the present invention, there is provided a computer-readable storage medium storing a computer program for causing a processor to implement the shift control method of the dual electric drive axle vehicle according to any embodiment of the present invention when executed.

[0022] According to another aspect of the present invention, there is provided a computer program product including a computer program which implements the shift control method of the dual electric drive axle vehicle according to any embodiment of the present invention when executed by a processor.

[0023] The technical solution of the embodiment of the present invention is to obtain the current vehicle driving state, and according to the current vehicle driving state, obtain the target gear of the first electric drive axle; if it is determined that the target gear meets the preset shift condition, obtain the target torque reduction time, and according to the target torque reduction time, control the first electric drive axle to reduce torque, and at the same time, according to the driver demand torque and the actual output torque of the first electric drive axle, control the second electric drive axle to perform torque compensation; after the first electric drive axle completes torque reduction, control the first electric drive axle to perform reverse torque adjustment so that the first electric drive axle can disengage the gear, and according to the driver demand torque of the first electric drive axle, control the second electric drive axle to perform torque compensation; obtain the target speed corresponding to the target gear, control the input shaft speed of the first electric drive axle to reach the target speed, and control the first electric drive axle to engage the gear; after the first electric drive axle successfully engages the gear, obtain the target torque increase time, and according to the target torque increase time, control the first electric drive axle to increase torque, and at the same time, according to the driver demand torque and the actual output torque of the first electric drive axle, control the second electric drive axle to perform torque compensation to achieve the shift control of the first electric drive axle; by sequentially performing torque reduction, gear disengagement, motor speed regulation, gear engagement, and torque increase control, and performing torque compensation through another electric drive axle, it is possible to ensure the vehicle power during the shift process and ensure the smoothness of the vehicle shift, and improve the user's vehicle use experience.

[0024] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present invention, and for those of ordinary skill in the art, other drawings can be obtained without creative efforts based on these drawings.

[0026] Figure 1 is a flowchart of a shift control method for a dual electric drive axle vehicle provided according to Embodiment 1 of the present invention;

[0027] Figure 2 It is a schematic structural diagram of a shift control device for a dual-motor drive axle vehicle provided in Embodiment 2 of the present invention;

[0028] Figure 3 It is a schematic structural diagram of a vehicle implementing the shift control method for a dual-motor drive axle vehicle of the embodiments of the present invention. Detailed implementation manners

[0029] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0030] It should be noted that the terms "first", "second", "target", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not have to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0031] Embodiment 1

[0032] Figure 1 This is a flowchart of a shift control method for a dual-motor drive axle vehicle provided in Embodiment 1 of the present invention. This embodiment is applicable to the situation of performing shift control without power loss on a dual-motor drive axle vehicle. This method can be executed by a shift control device of a dual-motor drive axle vehicle. The shift control device of the dual-motor drive axle vehicle can be implemented in the form of hardware and / or software. Typically, the shift control device of the dual-motor drive axle vehicle can be configured in a vehicle. As Figure 1 shown, the method includes:

[0033] S110. Obtain the current vehicle driving state, and obtain the target gear corresponding to the first motor drive axle according to the current vehicle driving state.

[0034] In this embodiment, the dual electric drive axle includes a rear electric drive axle and a front electric drive axle. The rear electric drive axle serves as the main controller, and the front electric drive axle serves as the auxiliary controller. When shifting gears, the rear electric drive axle shifts gears first. After the rear electric drive axle completes shifting, it can transmit the target gear position of the front axle to the front axle controller via the bus, and then the front axle executes the gear shift.

[0035] Among them, the vehicle driving state includes the vehicle state and the driving environment state. The vehicle state may include the throttle pedal opening, the change rate of the throttle pedal opening, the vehicle load, the speed, the acceleration, etc. The driving environment state may include the road gradient, etc. In this embodiment, the real-time vehicle driving state can be monitored through pre-deployed different types of sensors.

[0036] Exemplarily, taking the first electric drive axle as the rear electric drive axle and the second electric drive axle as the front electric drive axle as an example, after obtaining the current vehicle driving state, the rotational speed of the power motor of the rear electric drive axle can be obtained, and based on the current vehicle driving state and the rotational speed of the power motor, by looking up the pre-set mapping relationship table between the vehicle driving state, the motor rotational speed, and the gear position, the target gear position can be obtained.

[0037] Optionally, obtaining the target gear position corresponding to the first electric drive axle according to the current vehicle driving state may include:

[0038] According to the current vehicle driving state, obtain the upshift rotational speed value and the downshift rotational speed value, and obtain the rotational speed value of the power motor of the first electric drive axle;

[0039] According to the rotational speed value of the power motor, the upshift rotational speed value, and the downshift rotational speed value, obtain the target gear position.

[0040] Specifically, first, according to the current vehicle driving state, obtain the power motor characteristic curve (the corresponding curve of torque and rotational speed), the road gradient, the vehicle load, and the vehicle acceleration; then, according to the above parameters, look up the pre-set mapping relationship table between torque, rotational speed, road gradient, vehicle load, acceleration, upshift rotational speed value, and downshift rotational speed value to obtain the current upshift rotational speed value and downshift rotational speed value; further, if it is detected that the rotational speed value of the power motor reaches the upshift rotational speed value or the downshift rotational speed value, the gear position corresponding to the reached rotational speed value can be determined as the target gear position. Among them, the upshift rotational speed value or the downshift rotational speed value corresponds one-to-one with the gear position.

[0041] In this embodiment, by determining the target gear position based on the power motor characteristic curve and the vehicle dynamics, the overall vehicle power performance can be effectively guaranteed.

[0042] S120. If it is determined that the target gear meets the preset shifting condition, obtain the target torque reduction time, and according to the target torque reduction time, control the first electric drive axle to reduce torque. At the same time, according to the driver demand torque and the actual output torque of the first electric drive axle, control the second electric drive axle to perform torque compensation.

[0043] Among them, the preset shifting condition can be the condition information required to perform shifting preset. For example, it can be that the vehicle driving force at the target gear is greater than the vehicle driving resistance, etc. In this embodiment, if it is determined that the target gear meets the preset shifting condition, start performing the shifting operation according to this target gear.

[0044] In this embodiment, after determining that shifting can start, enter the power motor torque reduction stage. Specifically, first, according to the throttle pedal opening, vehicle load, and road gradient, obtain the target torque reduction time by looking up a table; then, the current power motor torque of the first electric drive axle can be divided by the target torque reduction time to obtain the torque reduction rate; finally, control the first electric drive axle to reduce the power motor torque at this torque reduction rate until the power motor torque is reduced to 0.

[0045] Secondly, in order to achieve no power loss of the vehicle during shifting, during the torque reduction of the first electric drive axle, the lost torque is compensated by the second electric drive axle. As the power motor torque of the first electric drive axle gradually decreases, the power motor torque of the second electric drive axle gradually increases. Typically, the difference between the driver demand torque and the actual output torque of the first electric drive axle can be calculated as the torque compensation value of the second electric drive axle, and control the power motor of the second electric drive axle to additionally output this torque compensation value to achieve torque compensation for the first electric drive axle.

[0046] Optionally, determining that the target gear meets the preset shifting condition may include:

[0047] Obtain the maximum available torque of the first motor of the first electric drive axle at the target gear, and the maximum available torque of the second motor of the second electric drive axle at the current gear, and add the maximum available torque of the first motor and the maximum available torque of the second motor to obtain the vehicle driving force;

[0048] According to the current vehicle driving state, calculate the vehicle driving resistance. If it is detected that the vehicle driving force is greater than the vehicle driving resistance, determine that the target gear meets the preset shifting condition.

[0049] In an optional example, first, according to the correspondence between the preset gear and torque range, the torque range of the first electric drive axle at the target gear can be obtained, and the maximum value of this torque range can be used as the maximum available torque of the first motor. Similarly, the maximum available torque of the second motor of the second electric drive axle at the current gear can be obtained. For the first and second electric drive axles, the torque range corresponding to each gear can be the same or different. Then, the sum of the maximum available torque of the first motor and the maximum available torque of the second motor can be used as the vehicle driving force. Further, according to the formula F = fM + C D AρV 2 / 2 + Msinα, the vehicle driving resistance F can be calculated, where f represents the rolling resistance coefficient, M represents the vehicle mass, C D represents the air resistance coefficient, A represents the vehicle frontal area, V represents the vehicle driving speed, ρ represents the air density, and α represents the road slope angle. Finally, if it is detected that the vehicle driving force is greater than the vehicle driving resistance, it can be determined that the preset shifting condition is satisfied.

[0050] Optionally, obtaining the target torque reduction time may include:

[0051] Obtaining the vehicle shifting shock degree, and calculating an impact degree influence coefficient according to the vehicle shifting shock degree and the preset maximum impact degree for passenger satisfaction;

[0052] According to the current vehicle driving state, obtaining the basic torque reduction time, and calculating the target torque reduction time according to the basic torque reduction time and the impact degree influence coefficient.

[0053] In an optional example, the vehicle shifting shock degree J can be calculated according to the formula , where i 0 represents the current main reduction ratio of the electric drive axle, i c represents the current gear ratio of the electric drive axle, η represents the transmission efficiency, δ represents the rotating mass conversion coefficient, r represents the rolling radius of the drive wheel, and T c represents the actual transmitted torque of the input shaft of the current electric drive axle. Then, the impact degree influence coefficient k can be calculated according to the formula k = J / J max , J max represents the preset maximum impact degree for passenger satisfaction, which can be preset according to the specified vehicle standard. Further, according to the current throttle pedal opening, vehicle mass, and road slope, by looking up the mapping relationship table between the throttle pedal opening, vehicle mass, road slope and torque reduction time, the matching torque reduction time can be obtained as the basic torque reduction time t b . Finally, according to the formula t rolloff = t b + k × t b, the target torque reduction time t is calculated rolloff .

[0054] In this embodiment, by comprehensively considering parameters such as the throttle pedal opening, vehicle load, and road gradient, and simultaneously calculating the vehicle impact degree, taking the maximum impact degree value for satisfactory riding as a consideration, the torque reduction time of the power motor is calculated, which can effectively ensure the vehicle comfort during the torque reduction stage.

[0055] Optionally, according to the driver demand torque and the actual output torque of the first electric drive axle, controlling the second electric drive axle for torque compensation may include:

[0056] Subtract the actual output torque from the driver demand torque to obtain a torque difference;

[0057] Obtain the first gear ratio of the first electric drive axle and the second gear ratio of the second electric drive axle, and calculate a compensation torque according to the torque difference, the first gear ratio, and the second gear ratio;

[0058] Control the second electric drive axle for torque compensation according to the compensation torque.

[0059] In an optional example, the compensation torque = (driver demand torque - actual output torque) × first gear ratio ÷ second gear ratio. Further, the second electric drive axle can be controlled to additionally output this compensation torque to achieve power compensation for the first electric drive axle. Among them, the gear ratios of different electric drive axles can be calculated by dividing the output shaft speed by the input shaft speed.

[0060] In this embodiment, during each stage of shifting of the current axle (torque reduction, gear disengagement, speed adjustment, gear engagement, torque increase), the other axle will perform torque compensation based on the torque actually transmitted to the wheel end of the current axle and the driver demand torque of the current axle, which can achieve shift without power loss of the whole vehicle, avoid the vehicle jerks caused by shift power interruption, and effectively ensure shift comfort.

[0061] S130. After the torque reduction of the first electric drive axle is completed, control the first electric drive axle to perform reverse torque adjustment so that the first electric drive axle realizes gear disengagement, and control the second electric drive axle to perform torque compensation according to the driver demand torque of the first electric drive axle.

[0062] In this embodiment, after the torque reduction of the first electric drive axle is completed, the gear disengagement control stage is entered. It should be noted that since the vehicle traction torque remains unchanged during the entire shifting process (on the premise that the driver demand torques of the front and rear axles remain unchanged during the shifting process), and the inertia of the motor is relatively large, and there is a large pressure on the tooth surface of the coupling sleeve (perpendicular to the tooth surface), gear disengagement jamming or gear disengagement jerks will occur during gear disengagement at this time. To address the above problems, in this embodiment, the power motor can be adjusted with a small reverse torque according to the vehicle acceleration, that is, the power motor of the first electric drive axle is controlled to rotate in the direction opposite to the current rotation direction to output a preset small torque value. In this way, the pressure on the tooth surface of the coupling sleeve can be reduced, and smooth gear disengagement can be achieved.

[0063] In the gear disengagement control stage, the driver demand torque of the first electric drive axle is completely compensated by the second electric drive axle. Typically, the compensation torque = the driver demand torque of the first electric drive axle × the current gear ratio of the first electric drive axle ÷ the current gear ratio of the second electric drive axle.

[0064] S140. Obtain the target speed corresponding to the target gear, control the input shaft speed of the first electric drive axle to reach the target speed, and control the first electric drive axle to shift into gear.

[0065] In this embodiment, after gear disengagement is completed, the speed regulation control stage is entered. Specifically, the target speed corresponding to the target gear can be found according to the preset mapping relationship between the gear and the speed; then, the input shaft speed of the power motor of the first electric drive axle can be gradually increased until the target speed is reached, and the power motor stops adjusting the speed and enters the gear engagement control stage. During this process, the driver demand torque of the first electric drive axle is still completely taken over and compensated by the second electric drive axle.

[0066] Optionally, obtaining the target speed corresponding to the target gear may include:

[0067] Obtain the target gear ratio corresponding to the target gear and the output shaft speed of the first electric drive axle, and obtain the synchronous speed according to the target gear ratio and the output shaft speed;

[0068] Obtain the natural deceleration rate of the input shaft and the time for the shifting sleeve to eliminate the free travel, and obtain the synchronous speed compensation value according to the current vehicle driving state;

[0069] Calculate the target speed corresponding to the target gear according to the synchronous speed, the natural deceleration rate of the input shaft, the time for the shifting sleeve to eliminate the free travel, and the synchronous speed compensation value.

[0070] In an optional example, when obtaining the target speed, first, according to the preset mapping relationship between the gear and the gear ratio, find the target gear ratio i corresponding to the target gear tar, and based on the pre-deployed sensor, obtain the output shaft speed n of the first electric drive bridge os ; Then, according to the formula n syn =n os ×i tar Calculate the synchronous speed n syn ; Further, according to the vehicle acceleration, road slope and vehicle mass, the synchronous speed compensation value n of the target gear is obtained by looking up the table offset ; Finally, according to the formula n tar =n syn +n offset +n nat ×t nat Calculate the target speed n tar , n nat Indicates the natural deceleration rate of the input shaft, t nat Indicates the time for the shift sleeve to eliminate the idle travel, that is, the time for the shift fork to eliminate the idle travel to the synchronous position of the sliding sleeve. The natural deceleration rate of the input shaft and the time for the shift sleeve to eliminate the idle travel can be preset parameter values.

[0071] In this embodiment, by comprehensively considering the vehicle acceleration, road slope, vehicle mass and the time to eliminate idle travel from the shift fork to the synchronous position of the sliding sleeve, the synchronous target speed is accurately calculated, which can effectively ensure the smoothness of the sliding sleeve shifting.

[0072] S150: After the first electric drive axle successfully shifts into gear, a target torque increase time is obtained, and the first electric drive axle is controlled to increase torque according to the target torque increase time. At the same time, according to the driver's required torque and actual output torque of the first electric drive axle, the second electric drive axle is controlled to perform torque compensation to achieve gear shifting control of the first electric drive axle.

[0073] In this embodiment, after the first electric drive axle successfully shifts into gear, it enters the torque increase control stage. Specifically, first, according to the preset mapping relationship between the vehicle driving state and the torque increase time, the torque increase time corresponding to the current vehicle driving state is found as the target torque increase time; then, the driver's required torque of the first electric drive axle can be divided by the target torque increase time to obtain the quotient as the torque increase rate, and the first electric drive axle is subjected to torque increase control based on the torque increase rate until the output torque of the power motor reaches the driver's required torque, completing the shift control of the first electric drive axle. In this process, according to the difference between the driver's required torque and the actual output torque, it is converted to the torque required to be supplemented by the second electric drive axle, and the torque compensation of the second electric drive axle is performed through coordination between the front and rear axles. At this time, the compensation torque = (driver's required torque - actual output torque) × first gear ratio ÷ second gear ratio.

[0074] Optionally, obtaining the target torque increase time may include:

[0075] Obtain a basic torque increase time and a weighted coefficient of the torque increase time for power performance according to the current vehicle driving state, and obtain a weighted coefficient of the torque increase time for smoothness according to the shift shock degree of the whole vehicle;

[0076] Calculate a target torque increase time according to the basic torque increase time, the weighted coefficient of the torque increase time for power performance, and the weighted coefficient of the torque increase time for smoothness.

[0077] In an optional example, first, according to the current on-vehicle mass and road gradient, by looking up a pre-set mapping relationship table between the on-vehicle mass, road gradient and torque increase time, obtain the basic torque increase time t rollon,b , and according to the current throttle pedal opening and the change rate of the throttle pedal opening, by looking up a pre-set mapping relationship table between the throttle pedal opening, the change rate of the throttle pedal opening and the weighted coefficient, obtain the weighted coefficient k rollon,b of the torque increase time for power performance; second, according to the shift shock degree J of the whole vehicle, by looking up a pre-set mapping relationship table between the shift shock degree of the whole vehicle and the weighted coefficient, obtain the weighted coefficient k rollon,c of the torque increase time for smoothness; finally, based on the formula t rollon = k rollon,b × t rollon,b + k rollon,c × t rollon,b calculate the target torque increase time t rollon .

[0078] In this embodiment, by comprehensively considering parameters such as the throttle pedal opening, the change rate of the throttle pedal opening, the on-vehicle mass, and the road gradient, and calculating the shift shock degree of the whole vehicle at the same time, and performing weighted control calculation of the torque increase time by configuring the weight coefficient, the power performance and comfort of the whole vehicle can be taken into account.

[0079] In the technical solution of the embodiment of the present invention, the current vehicle driving state is obtained, and according to the current vehicle driving state, the target gear of the first electric drive axle is obtained; if it is determined that the target gear meets the preset shifting condition, the target torque reduction time is obtained, and according to the target torque reduction time, the first electric drive axle is controlled to reduce torque, and at the same time, according to the driver demand torque and the actual output torque of the first electric drive axle, the second electric drive axle is controlled to perform torque compensation; after the first electric drive axle completes torque reduction, the first electric drive axle is controlled to perform reverse torque adjustment so that the first electric drive axle realizes gear disengagement, and according to the driver demand torque of the first electric drive axle, the second electric drive axle is controlled to perform torque compensation; the target speed corresponding to the target gear is obtained, and the input shaft speed of the first electric drive axle is controlled to reach the target speed, and the first electric drive axle is controlled to shift gears; after the first electric drive axle successfully shifts gears, the target torque increase time is obtained, and according to the target torque increase time, the first electric drive axle is controlled to increase torque, and at the same time, according to the driver demand torque and the actual output torque of the first electric drive axle, the second electric drive axle is controlled to perform torque compensation to realize the shifting control of the first electric drive axle; by sequentially performing torque reduction, gear disengagement, motor speed regulation, gear engagement, and torque increase control, and performing torque compensation through another electric drive axle, the vehicle power can be ensured during the shifting process, and the shifting smoothness of the whole vehicle can be ensured, which can improve the vehicle use experience of users.

[0080] Embodiment 2

[0081] Figure 2 It is a schematic structural diagram of a shifting control device for a dual-electric drive axle vehicle provided in Embodiment 2 of the present invention. As Figure 2 shown, the device includes: a target gear acquisition module 210, a torque reduction control module 220, a gear disengagement control module 230, a speed control module 240, and a torque increase control module 250; wherein,

[0082] The target gear acquisition module 210 is configured to obtain the current vehicle driving state and obtain the target gear corresponding to the first electric drive axle according to the current vehicle driving state;

[0083] The torque reduction control module 220 is configured to, if it is determined that the target gear meets the preset shifting condition, obtain the target torque reduction time, control the first electric drive axle to reduce torque according to the target torque reduction time, and at the same time, control the second electric drive axle to perform torque compensation according to the driver demand torque and the actual output torque of the first electric drive axle;

[0084] The gear disengagement control module 230 is configured to, after the first electric drive axle completes torque reduction, control the first electric drive axle to perform reverse torque adjustment so that the first electric drive axle realizes gear disengagement, and control the second electric drive axle to perform torque compensation according to the driver demand torque of the first electric drive axle;

[0085] A rotational speed control module 240, configured to obtain a target rotational speed corresponding to the target gear position, control the rotational speed of the input shaft of the first electric drive axle to reach the target rotational speed, and control the first electric drive axle to shift gears;

[0086] A torque increasing control module 250, configured to, after the first electric drive axle successfully shifts gears, obtain a target torque increasing time, and control the first electric drive axle to increase torque according to the target torque increasing time. Meanwhile, according to the driver demand torque and the actual output torque of the first electric drive axle, control the second electric drive axle to perform torque compensation, so as to implement the shift control of the first electric drive axle.

[0087] The technical solution of the embodiment of the present invention obtains the current vehicle driving state, and according to the current vehicle driving state, obtains the target gear position corresponding to the first electric drive axle; if it is determined that the target gear position meets the preset shift condition, then obtains the target torque decreasing time, and controls the first electric drive axle to decrease torque according to the target torque decreasing time. Meanwhile, according to the driver demand torque and the actual output torque of the first electric drive axle, control the second electric drive axle to perform torque compensation; after the first electric drive axle finishes decreasing torque, control the first electric drive axle to perform reverse torque adjustment, so that the first electric drive axle realizes gear disengagement, and according to the driver demand torque of the first electric drive axle, control the second electric drive axle to perform torque compensation; obtain the target rotational speed corresponding to the target gear position, and control the rotational speed of the input shaft of the first electric drive axle to reach the target rotational speed, and control the first electric drive axle to shift gears; after the first electric drive axle successfully shifts gears, obtain the target torque increasing time, and control the first electric drive axle to increase torque according to the target torque increasing time. Meanwhile, according to the driver demand torque and the actual output torque of the first electric drive axle, control the second electric drive axle to perform torque compensation, so as to implement the shift control of the first electric drive axle; by sequentially performing torque decreasing, gear disengagement, motor speed regulation, gear engagement, and torque increasing control, and performing torque compensation through another electric drive axle, it is possible to ensure the vehicle power during the shift process while ensuring the smoothness of the whole vehicle shift, and improve the vehicle use experience of users.

[0088] Optionally, the target gear position obtaining module 210 is specifically configured to obtain an upshift rotational speed value and a downshift rotational speed value according to the current vehicle driving state, and obtain the rotational speed value of the power motor of the first electric drive axle;

[0089] Obtain the target gear position according to the rotational speed value of the power motor, the upshift rotational speed value, and the downshift rotational speed value.

[0090] Optionally, the torque decreasing control module 220 is specifically configured to obtain the maximum available torque of the first motor of the first electric drive axle at the target gear position, and the maximum available torque of the second motor of the second electric drive axle at the current gear position, and add the maximum available torque of the first motor to the maximum available torque of the second motor to obtain the vehicle driving force;

[0091] According to the current vehicle driving state, calculate the driving resistance of the whole vehicle. If it is detected that the driving force of the whole vehicle is greater than the driving resistance of the whole vehicle, it is determined that the target gear meets the preset shifting condition.

[0092] Optionally, the torque reduction control module 220 is specifically configured to obtain the shifting impact degree of the whole vehicle, and calculate an impact degree influence coefficient according to the shifting impact degree of the whole vehicle and the maximum impact degree of preset ride satisfaction.

[0093] According to the current vehicle driving state, obtain the basic torque reduction time, and calculate the target torque reduction time according to the basic torque reduction time and the impact degree influence coefficient.

[0094] Optionally, the torque reduction control module 220 is specifically configured to subtract the actual output torque from the driver demand torque to obtain a torque difference.

[0095] Obtain the first gear ratio of the first electric drive axle and the second gear ratio of the second electric drive axle, and calculate a compensation torque according to the torque difference, the first gear ratio and the second gear ratio.

[0096] Control the second electric drive axle to perform torque compensation according to the compensation torque.

[0097] Optionally, the speed control module 240 is specifically configured to obtain the target gear ratio corresponding to the target gear and the output shaft speed of the first electric drive axle, and obtain the synchronous speed according to the target gear ratio and the output shaft speed.

[0098] Obtain the natural deceleration rate of the input shaft and the time for the shift sleeve to eliminate the idle stroke, and obtain a synchronous speed compensation value according to the current vehicle driving state.

[0099] Calculate the target speed corresponding to the target gear according to the synchronous speed, the natural deceleration rate of the input shaft, the time for the shift sleeve to eliminate the idle stroke and the synchronous speed compensation value.

[0100] Optionally, the torque increase control module 250 is specifically configured to obtain the basic torque increase time and the power performance torque increase time weighting coefficient according to the current vehicle driving state, and obtain the smoothness torque increase time weighting coefficient according to the shifting impact degree of the whole vehicle.

[0101] Calculate the target torque increase time according to the basic torque increase time, the power performance torque increase time weighting coefficient and the smoothness torque increase time weighting coefficient.

[0102] The shifting control device of the dual electric drive axle vehicle provided by the embodiment of the present invention can execute the shifting control method of the dual electric drive axle vehicle provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method.

[0103] Embodiment III

[0104] Figure 3 FIG. 3 shows a schematic structural diagram of a vehicle 30 that can be used to implement embodiments of the present invention. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0105] As Figure 3 shown, the vehicle 30 includes at least one processor 31 and a memory communicatively connected to the at least one processor 31, such as a read-only memory (ROM) 32, a random access memory (RAM) 33, etc. The memory stores a computer program executable by the at least one processor. The processor 31 can perform various appropriate actions and processes according to the computer program stored in the read-only memory 32 or the computer program loaded from the storage unit 38 into the random access memory 33. In the RAM 33, various programs and data required for the operation of the vehicle 30 can also be stored. The processor 31, the ROM 32, and the RAM 33 are connected to each other via a bus 34. An input / output (I / O) interface 35 is also connected to the bus 34.

[0106] Multiple components in the vehicle 30 are connected to the I / O interface 35, including: an input unit 36, an output unit 37, such as various types of displays, speakers, etc.; a storage unit 38, such as a magnetic disk, an optical disc, etc.; and a communication unit 39, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 39 allows the vehicle 30 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0107] The processor 31 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 31 include, but are not limited to, a central processing unit, a graphics processing unit, various dedicated artificial intelligence computing chips, various processors running machine learning model algorithms, a digital signal processor, and any appropriate processor, controller, microcontroller, etc. The processor 31 executes the various methods and processes described above, such as the shift control method for a dual-motor drive vehicle.

[0108] In some embodiments, the shift control method for a dual electric drive axle vehicle can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 38. In some embodiments, part or all of the computer program can be loaded and / or installed onto vehicle 30 via ROM 32 and / or communication unit 39. When the computer program is loaded into RAM 33 and executed by processor 31, one or more steps of the shift control method for the dual electric drive axle vehicle described above can be performed. Alternatively, in other embodiments, processor 31 can be configured to execute the shift control method for the dual electric drive axle vehicle by any other suitable means (e.g., by means of firmware).

[0109] The various embodiments of the systems and techniques described above in this document can be implemented in digital electronic circuitry, integrated circuit systems, field programmable gate arrays, application specific integrated circuits, application specific standard products, systems on a chip, complex programmable logic devices, computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special-purpose or general-purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0110] The computer programs for implementing the methods of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer programs are executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer programs can be executed entirely on the machine, partially on the machine, as a stand-alone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0111] In the context of the present invention, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0112] To provide interaction with a user, the systems and techniques described herein can be implemented on a vehicle 30 having: a display device (e.g., a cathode ray tube or a liquid crystal display) for displaying information to the user; and a pointing device by which the user can provide input to the vehicle 30. Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0113] The systems and techniques described herein can be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local area networks, wide area networks, blockchain networks, and the Internet.

[0114] The computing system can include a client and a server. The client and the server are generally remote from each other and typically interact through a communication network. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server.

[0115] This embodiment may further include a computer program product, which includes a computer program that, when executed by a processor, implements the shift control method for a dual-motor drive axle vehicle provided in any embodiment of the present invention.

[0116] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in the present invention can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitations are imposed herein.

[0117] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A shift control method for a dual electric drive axle vehicle, characterized in that: include: Acquire the current driving state of the vehicle, and acquire the target gear position corresponding to the first electric drive axle according to the current driving state of the vehicle; If it is determined that the target gear position satisfies the preset shifting condition, a target torque reduction time is obtained, and the first electric drive axle is controlled to reduce torque according to the target torque reduction time, and the second electric drive axle is controlled to perform torque compensation according to the driver's required torque and the actual output torque of the first electric drive axle; After the first electric drive axle has completed torque reduction, the first electric drive axle is controlled to perform reverse torque adjustment so that the first electric drive axle can be disengaged, and the second electric drive axle is controlled to perform torque compensation according to the driver's required torque of the first electric drive axle; Obtaining a target speed corresponding to the target gear, controlling the input shaft speed of the first electric drive axle to reach the target speed, and controlling the first electric drive axle to shift into gear; After the first electric drive axle successfully shifts into gear, a target torque increase time is obtained, and the first electric drive axle is controlled to increase torque according to the target torque increase time. At the same time, according to the driver's required torque and actual output torque of the first electric drive axle, the second electric drive axle is controlled to perform torque compensation to achieve gear shifting control of the first electric drive axle.

2. The method according to claim 1, characterized in that According to the current vehicle driving state, obtaining a target gear position corresponding to the first electric drive axle includes: According to the current vehicle driving state, obtaining an upshift speed value and a downshift speed value, and obtaining a speed value of the power motor of the first electric drive axle; A target gear position is obtained according to the power motor speed value, the upshift speed value and the downshift speed value.

3. The method according to claim 1, characterized in that Determining that the target gear position satisfies a preset gear shift condition includes: Obtaining the maximum available torque of the first motor of the first electric drive axle at the target gear position and the maximum available torque of the second motor of the second electric drive axle at the current gear position, and adding the maximum available torque of the first motor to the maximum available torque of the second motor to obtain the driving force of the whole vehicle; The whole vehicle driving resistance is calculated according to the current vehicle driving state, and if it is detected that the whole vehicle driving force is greater than the whole vehicle driving resistance, it is determined that the target gear position meets the preset gear shifting condition.

4. The method according to claim 1, characterized in that: Get the target torque reduction time, including: Obtaining a gear shift impact degree of the entire vehicle, and calculating an impact degree influence coefficient according to the gear shift impact degree of the entire vehicle and a preset maximum impact degree of ride satisfaction; According to the current vehicle driving state, a basic torque reduction time is acquired, and according to the basic torque reduction time and the impact coefficient, a target torque reduction time is calculated.

5. The method according to claim 1, characterized in that According to the driver's required torque and the actual output torque of the first electric drive axle, controlling the second electric drive axle to perform torque compensation includes: Subtracting the actual output torque from the driver demand torque to obtain a torque difference; Obtaining a first gear speed ratio of the first electric drive axle and a second gear speed ratio of the second electric drive axle, and calculating a compensation torque according to the torque difference, the first gear speed ratio and the second gear speed ratio; According to the compensation torque, the second electric drive axle is controlled to perform torque compensation.

6. The method according to claim 1, characterized in that Obtaining a target speed corresponding to the target gear position includes: Obtaining a target gear speed ratio corresponding to the target gear and an output shaft speed of the first electric drive axle, and obtaining a synchronous speed according to the target gear speed ratio and the output shaft speed; Obtaining the natural deceleration rate of the input shaft and the time for eliminating idle travel of the shifting gear sleeve, and obtaining a synchronous speed compensation value according to the current vehicle driving state; The target speed corresponding to the target gear position is calculated according to the synchronous speed, the natural speed reduction rate of the input shaft, the idle stroke elimination time of the shift sleeve and the synchronous speed compensation value.

7. The method according to claim 1, characterized in that Get the target torque increase time, including: According to the current vehicle driving state, a basic torque increase time and a dynamic torque increase time weighting coefficient are obtained, and according to the gear shift impact degree of the whole vehicle, a smoothness torque increase time weighting coefficient is obtained; The target torque increase time is calculated according to the basic torque increase time, the dynamic torque increase time weighting coefficient and the smoothness torque increase time weighting coefficient.

8. A vehicle, characterized in that: The vehicle comprises: at least one processor, and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the shift control method for a dual electric drive axle vehicle according to any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and the computer program is used to enable a processor to implement the shift control method for a dual electric drive axle vehicle according to any one of claims 1 to 7 when executed.

10. A computer program product, characterized in that The invention comprises a computer program, which, when executed by a processor, implements the shift control method for a dual electric drive axle vehicle according to any one of claims 1 to 7.

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