Shift control methods, vehicles, media, and program products for dual-electric drive axle vehicles

Abstract

This invention relates to the field of vehicle technology and discloses a shift control method, vehicle, medium, and program product for a dual-electric drive axle vehicle. The method includes: obtaining the target gear corresponding to the first electric drive axle based on the current vehicle driving state; controlling the first electric drive axle to reduce torque according to the target torque reduction time, while simultaneously controlling the second electric drive axle to perform torque compensation based on the driver's required torque and the actual output torque of the first electric drive axle; controlling the first electric drive axle to perform reverse torque adjustment; obtaining the target speed and controlling the input shaft speed of the first electric drive axle to reach the target speed; and controlling the first electric drive axle to increase torque according to the target torque increase time, thereby achieving shift control of the first electric drive axle. This embodiment's solution can ensure vehicle power while maintaining smooth shifting during the shifting process, thus improving the user's vehicle driving experience.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a shift control method, vehicle, medium, and program product for a dual-electric drive axle vehicle. Background Technology

[0002] An electric drive axle integrates the power motor, drive axle, and transmission shift mechanism into one unit. The transmission shift mechanism enables gear changes, ensuring the power motor always operates within its highest efficiency range, effectively improving the economy and power performance of the electric drive axle assembly. Furthermore, electric drive axles are characterized by low manufacturing costs, simple mechanical structure, and high transmission efficiency, and can significantly save vehicle space, making them a promising area for development.

[0003] Currently, existing shift control methods for dual-electric drive axle vehicles typically employ an auxiliary control axle to compensate for power loss during shifting by the main control axle. This method comprehensively considers the impact of the main control axle's power output, battery capacity, and motor capacity on the theoretical output torque of the auxiliary control axle's drive motor to determine the theoretical output torque. However, current technology cannot guarantee the smoothness of overall vehicle shifting, potentially leading to a poor user experience. Summary of the Invention

[0004] This invention provides a shift control method, vehicle, medium, and program product for a dual-electric drive axle vehicle, which can ensure vehicle power and smooth shifting during the shifting process, thereby improving the user's vehicle experience.

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

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

[0007] If it is determined that the target gear meets the preset shift conditions, the target torque reduction time is obtained, and the first electric drive axle is controlled to reduce torque according to the target torque reduction time. At the same time, 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.

[0008] After the first electric drive axle reduces torque, the first electric drive axle is controlled to perform reverse torque adjustment so that the first electric drive axle can disengage. Based on the torque required by the driver for the first electric drive axle, the second electric drive axle is controlled to perform torque compensation.

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

[0010] After the first electric drive axle successfully engages a gear, the 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, 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, so as to realize the gear shift control of the first electric drive axle.

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

[0012] The target gear acquisition module is used to acquire the current vehicle driving status and, based on the current vehicle driving status, acquire the target gear corresponding to the first electric drive axle.

[0013] The torque reduction control module is used to obtain the target torque reduction time if it is determined that the target gear meets the preset shift conditions, and control the first electric drive axle to reduce torque according to the target torque reduction time. At the same time, it controls the second electric drive axle to perform torque compensation according to the driver's required torque and the actual output torque of the first electric drive axle.

[0014] The shift control module is used to control the first electric drive axle to perform reverse torque adjustment after the first electric drive axle has completed torque reduction, so that the first electric drive axle can shift out of gear, and to control the second electric drive axle to perform torque compensation according to the torque required by the driver of the first electric drive axle.

[0015] The speed control module is used to obtain the target speed corresponding to the target gear, control the input shaft speed of the first electric drive bridge to reach the target speed, and control the first electric drive bridge to shift gears.

[0016] The torque boosting control module is used to obtain the target torque boosting time after the first electric drive axle successfully engages a gear, and control the first electric drive axle to boost torque according to the target torque boosting time. At the same time, it controls the second electric drive axle to perform torque compensation according to the driver's required torque and the actual output torque of the first electric drive axle, so as to realize the gear shifting control of the first electric drive axle.

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

[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 that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform 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, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program configured to cause a processor to execute and implement the shift control method for a dual-electric drive axle vehicle according to any embodiment of the present invention.

[0022] According to another aspect of the present invention, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the shift control method for a dual-electric drive axle vehicle as described in any embodiment of the present invention.

[0023] The technical solution of this invention involves obtaining the current vehicle driving state and, based on the current vehicle driving state, obtaining the target gear corresponding to the first electric drive axle; if it is determined that the target gear meets the preset shifting conditions, then the target torque reduction time is obtained, and based on the target torque reduction time, the first electric drive axle is controlled to reduce torque, while simultaneously, based on the driver's required 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 disengages from the gear, and based on the driver's required torque of the first electric drive axle, the second electric drive axle is controlled to perform torque compensation; obtaining the target gear corresponding to the first electric drive axle... The system determines the target speed and controls the input shaft speed of the first electric drive axle to reach the target speed, then controls the first electric drive axle to engage gears. After the first electric drive axle successfully engages a gear, it obtains the target torque increase time and controls the first electric drive axle to increase torque based on the target torque increase time. Simultaneously, based on the driver's required torque and the actual output torque of the first electric drive axle, it controls the second electric drive axle to perform torque compensation, thereby achieving gear shift control of the first electric drive axle. By sequentially performing torque reduction, disengagement, motor speed adjustment, gear engagement, and torque increase control, and through torque compensation via the other electric drive axle, the system can ensure vehicle power while maintaining smooth gear shifting during gear changes, thus improving the user's vehicle driving experience.

[0024] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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 effort.

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

[0027] Figure 2 This is a schematic diagram of the gear shift control device for a dual-electric drive axle vehicle according to Embodiment 2 of the present invention;

[0028] Figure 3 This is a schematic diagram of the vehicle structure for implementing the shift control method for a dual-electric drive axle vehicle according to an embodiment of the present invention. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first," "second," "target," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] Example 1

[0032] Figure 1 This is a flowchart illustrating a shift control method for a dual-electric-drive axle vehicle according to Embodiment 1 of the present invention. This embodiment is applicable to situations requiring lossless shift control for dual-electric-drive axle vehicles. The method can be executed by a shift control device for the dual-electric-drive axle vehicle, which can be implemented in hardware and / or software. Typically, this shift control device can be configured within the vehicle. Figure 1 As shown, the method includes:

[0033] S110. Obtain the current vehicle driving status, and based on the current vehicle driving status, obtain the target gear corresponding to the first electric drive axle.

[0034] In this embodiment, the dual electric drive axle includes a rear electric drive axle and a front electric drive axle, with the rear electric drive axle serving as the main controller and the front electric drive axle as the auxiliary controller. During gear shifting, the rear electric drive axle performs the shift first. After the rear electric drive axle completes the shift, 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 shift.

[0035] The vehicle driving status includes both vehicle status and driving environment status. Vehicle status can include accelerator pedal opening, accelerator pedal opening rate of change, vehicle load, speed, acceleration, etc., while driving environment status can include road gradient, etc. In this embodiment, the real-time vehicle driving status can be monitored using pre-deployed sensors of different types.

[0036] For example, taking the first electric drive axle as the rear electric drive axle and the second electric drive axle as the front electric drive axle, after obtaining the current vehicle driving status, the speed of the power motor of the rear electric drive axle can be obtained, and the target gear can be obtained by looking up the preset mapping relationship table between vehicle driving status, motor speed and gear based on the current vehicle driving status and power motor speed.

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

[0038] Based on the current vehicle driving status, obtain the upshift speed value and downshift speed value, and obtain the speed value of the power motor of the first electric drive axle;

[0039] The target gear is obtained based on the motor speed, the upshift speed, and the downshift speed.

[0040] Specifically, firstly, based on the current vehicle driving status, the system obtains the characteristic curve of the power motor (the curve corresponding to torque and speed), road gradient, vehicle load, and vehicle acceleration. Then, based on these parameters, it looks up a preset mapping table between torque, speed, road gradient, vehicle load, acceleration, upshift speed, and downshift speed to obtain the current upshift and downshift speed values. Further, if the power motor speed reaches the upshift or downshift speed value, the gear corresponding to that speed value is determined as the target gear. Each upshift or downshift speed value corresponds one-to-one with a gear.

[0041] In this embodiment, the target gear is determined based on the characteristic curve of the power motor and the vehicle dynamics, which can effectively ensure the overall power performance of the vehicle.

[0042] S120. If it is determined that the target gear meets the preset shifting conditions, the target torque reduction time is obtained, and the first electric drive axle is controlled to reduce torque according to the target torque reduction time. At the same time, 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.

[0043] The preset shift conditions can be pre-defined conditions required for a shift, such as the vehicle's driving force in the target gear being greater than its rolling resistance. In this embodiment, if the target gear meets the preset shift conditions, the shift operation is initiated based on that target gear.

[0044] In this embodiment, after determining that gear shifting can begin, the process enters the torque reduction phase of the power motor. Specifically, firstly, based on the accelerator pedal opening, vehicle load, and road gradient, the target torque reduction time is obtained by looking up a table; then, the current torque of the power motor of the first electric drive axle is divided by the target torque reduction time to obtain the torque reduction rate; finally, the first electric drive axle is controlled to reduce the power motor torque according to the torque reduction rate until the power motor torque is reduced to 0.

[0045] Secondly, to achieve zero power loss during gear shifts, the torque loss during the torque reduction of the first electric drive axle is compensated by the second electric drive axle. As the torque of the first electric drive axle's motor gradually decreases, the torque of the second electric drive axle's motor gradually increases. Typically, the difference between the driver's required torque and the actual output torque of the first electric drive axle can be calculated as the torque compensation value for the second electric drive axle, and the second electric drive axle's motor can be controlled to output this compensation value to compensate for the torque loss of the first electric drive axle.

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

[0047] The maximum available torque of the first motor of the first electric drive axle in the target gear and the maximum available torque of the second motor of the second electric drive axle in the current gear are obtained, and the maximum available torque of the first motor is added to the maximum available torque of the second motor to obtain the driving force of the whole vehicle.

[0048] Based on the current vehicle driving state, the overall vehicle driving resistance is calculated. If the overall vehicle driving force is detected to be greater than the overall vehicle driving resistance, then the target gear is determined to meet the preset shifting conditions.

[0049] In an optional example, firstly, based on a preset correspondence between gears and torque ranges, the torque range of the first electric drive axle in the target gear can be obtained, and the maximum value of this torque range can be taken as the maximum available torque of the first motor. Similarly, the maximum available torque of the second electric drive axle in the current gear can be obtained. The torque ranges corresponding to each gear for the first and second electric drive axles 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 driving force of the entire vehicle. Further, this can be achieved using the formula F = fM + C. D AρV 2 / 2+Msinα, the total vehicle running resistance F is calculated, where f represents the rolling resistance coefficient, M represents the vehicle's load mass, and C D Here, A represents the vehicle's frontal area, V represents the vehicle's speed, ρ represents the air density, and α represents the road gradient angle. Finally, if the vehicle's driving force is detected to be greater than its drag force, then the preset shifting conditions can be determined.

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

[0051] The vehicle shift shock is obtained, and the shock influence coefficient is calculated based on the vehicle shift shock and the preset maximum shock for ride satisfaction.

[0052] Based on the current vehicle driving state, the basic torque reduction time is obtained, and the target torque reduction time is calculated based on the basic torque reduction time and the impact coefficient.

[0053] In an optional example, it can be based on the formula The vehicle shift shock J is calculated, where i0 represents the current electric drive axle final reduction ratio, i c Indicates the current electric drive axle gear ratio, η represents the transmission efficiency, δ represents the rotational mass conversion factor, r represents the driving wheel rolling radius, and T c This represents the actual torque transmitted by the input shaft of the current electric drive bridge. Then, it can be calculated using the formula k = J / J. max The impact factor k, J was calculated. max This indicates the preset maximum impact level for satisfactory ride comfort, which can be preset according to specified vehicle standards. Furthermore, based on the current accelerator pedal opening, vehicle load, and road gradient, a matching torque reduction time can be obtained by looking up a preset mapping table between accelerator pedal opening, vehicle load, road gradient, and torque reduction time, serving as the basic torque reduction time t. b Finally, we can use the formula t rolloff =t b +k×t b The target torque reduction time t was calculated.rolloff .

[0054] In this embodiment, by comprehensively considering parameters such as accelerator pedal opening, vehicle weight, and road slope, and simultaneously calculating the overall vehicle impact, the maximum impact value for passenger satisfaction is taken into account to calculate the torque reduction time of the power motor, which can effectively ensure the overall vehicle comfort during the torque reduction phase.

[0055] Optionally, based on 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 may include:

[0056] The torque difference is obtained by subtracting the actual output torque from the driver's required torque.

[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 the compensation torque based on the torque difference, the first gear ratio and the second gear ratio;

[0058] Based on the compensation torque, the second electric drive bridge is controlled to perform torque compensation.

[0059] In one optional example, the compensation torque = (driver's required torque - actual output torque) × first gear ratio ÷ second gear ratio. Furthermore, the second electric drive axle can be controlled to output this compensation torque additionally to compensate the power of the first electric drive axle. The gear ratios of different electric drive axles can be calculated by dividing the corresponding output shaft speed by the input shaft speed.

[0060] In this embodiment, during each stage of the current axle shift (torque reduction, disengagement, speed adjustment, gear engagement, torque increase), the other axle will perform torque compensation based on the actual torque transmitted to the wheel ends by the current axle and the torque required by the driver of the current axle. This can achieve shifting without power loss for the entire vehicle, avoid the jerking sensation caused by power interruption during shifting, and effectively ensure shifting comfort.

[0061] S130. 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 disengage from gear, and the second electric drive axle is controlled to perform torque compensation according to the torque required by the driver of the first electric drive axle.

[0062] In this embodiment, after the first electric drive axle completes torque reduction, the gear disengagement control phase begins. It should be noted that because the vehicle's traction torque remains constant throughout the gear shift (assuming the driver's torque demand on both the front and rear axles remains constant during shifting), and the motor has significant inertia, the engagement sleeve tooth surface experiences considerable pressure (perpendicular to the tooth surface). This can cause disengagement sticking or jerking. To address this issue, in this embodiment, the power motor's reverse torque can be adjusted based on the vehicle's acceleration. Specifically, the power motor of the first electric drive axle is controlled to rotate in the opposite direction to the current rotation direction, outputting a preset, smaller torque value. This reduces the pressure on the engagement sleeve tooth surface, thus enabling smooth gear disengagement.

[0063] During the disengagement control phase, the torque demanded by the driver on the first electric drive axle is completely compensated by the second electric drive axle. Typically, the compensated torque = the torque demanded by the driver on 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 bridge to reach the target speed, and control the first electric drive bridge to shift gears.

[0065] In this embodiment, after disengaging the gear, the speed control phase begins. Specifically, based on a preset mapping relationship between gears and speeds, the target speed corresponding to the target gear can be determined. Then, the input shaft speed of the first electric drive axle's power motor can be gradually increased until the target speed is reached. At this point, the power motor stops adjusting its speed, and the shift control phase begins. During this process, the driver's torque demand from the first electric drive axle is still entirely 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 bridge, and obtain the synchronous speed based on the target gear ratio and the output shaft speed;

[0068] The input shaft natural deceleration rate and the shift sleeve's time to eliminate idle travel are obtained, and the synchronous speed compensation value is obtained based on the current vehicle driving state;

[0069] The target speed corresponding to the target gear is calculated based on the synchronous speed, the natural speed reduction rate of the input shaft, the time for the shift sleeve to eliminate idle travel, and the synchronous speed compensation value.

[0070] In an optional example, when obtaining the target speed, firstly, based on the preset mapping relationship between gears and gear ratios, the target gear ratio i corresponding to the target gear is found. tarAnd based on pre-deployed sensors, the output shaft speed n of the first electric drive bridge is obtained. os Then, according to formula n syn =n os ×i tar The synchronous speed n was calculated. syn Furthermore, based on vehicle acceleration, road gradient, and vehicle load, the synchronous speed compensation value n for the target gear is obtained by looking up a table. offset Finally, we can use formula n tar =n syn +n offset +n nat ×t nat The target rotational speed n was calculated. tar n nat The input shaft's natural deceleration rate, t nat This indicates the time for the shift sleeve to eliminate free travel, i.e., the time it takes for the shift fork to reach the synchronized position of the sliding sleeve. The input shaft natural deceleration rate and the shift sleeve free travel elimination time can be preset parameter values.

[0071] In this embodiment, by comprehensively considering the vehicle acceleration, road gradient, vehicle weight, 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 engages gear, the 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, 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, so as to realize the gear shift control of the first electric drive axle.

[0073] In this embodiment, after the first electric drive axle successfully engages a gear, it enters the torque boosting control stage. Specifically, firstly, based on a preset mapping relationship between vehicle driving state and torque boosting time, the torque boosting time corresponding to the current vehicle driving state is found and used as the target torque boosting time. Then, the driver's required torque for the first electric drive axle can be divided by the target torque boosting time to obtain the quotient as the torque boosting rate. Based on this torque boosting rate, the first electric drive axle is subjected to torque boosting control until the output torque of the power motor reaches the driver's required torque, thus completing the gear shifting control of the first electric drive axle. During this process, based on the difference between the driver's required torque and the actual output torque, the torque required to be supplemented by the second electric drive axle is calculated, and torque compensation for 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] Based on the current vehicle driving state, the basic torque increase time and the power torque increase time weighting coefficient are obtained, and based on the overall vehicle shift shock, the smoothness torque increase time weighting coefficient is obtained.

[0076] The target torque increase time is calculated based on the basic torque increase time, the power torque increase time weighting coefficient, and the smoothness torque increase time weighting coefficient.

[0077] In one optional example, firstly, based on the current vehicle load and road gradient, the basic torque increase time t can be obtained by looking up a preset mapping table between vehicle load, road gradient, and torque increase time. rollon,b Based on the current accelerator pedal opening and the rate of change of the accelerator pedal opening, the power torque increase time weighting coefficient k is obtained by looking up a preset mapping table between accelerator pedal opening, the rate of change of the accelerator pedal opening and the weighting coefficient. rollon,b Secondly, based on the overall vehicle shift shock J, the smoothness torque increase time weighting coefficient k is obtained by looking up the preset mapping table between the overall vehicle shift shock and the weighting coefficient. rollon,c Finally, we can base our analysis on formula t. rollon =k rollon,b ×t rollon,b +k rollon,c ×t rollon,b The target torque increase time t was calculated. rollon .

[0078] In this embodiment, by comprehensively considering parameters such as accelerator pedal opening, accelerator pedal opening change rate, vehicle weight, and road slope, and simultaneously calculating the vehicle's shift shock, weighting coefficients are configured to perform weighted control calculations for torque increase time, thus balancing the vehicle's power performance and comfort.

[0079] The technical solution of this invention involves obtaining the current vehicle driving state and, based on the current vehicle driving state, obtaining the target gear corresponding to the first electric drive axle; if it is determined that the target gear meets the preset shifting conditions, then the target torque reduction time is obtained, and based on the target torque reduction time, the first electric drive axle is controlled to reduce torque, while simultaneously, based on the driver's required 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 disengages from the gear, and based on the driver's required torque of the first electric drive axle, the second electric drive axle is controlled to perform torque compensation; obtaining the target gear corresponding to the first electric drive axle... The system determines the target speed and controls the input shaft speed of the first electric drive axle to reach the target speed, then controls the first electric drive axle to engage gears. After the first electric drive axle successfully engages a gear, it obtains the target torque increase time and controls the first electric drive axle to increase torque based on the target torque increase time. Simultaneously, based on the driver's required torque and the actual output torque of the first electric drive axle, it controls the second electric drive axle to perform torque compensation, thereby achieving gear shift control of the first electric drive axle. By sequentially performing torque reduction, disengagement, motor speed adjustment, gear engagement, and torque increase control, and through torque compensation via the other electric drive axle, the system can ensure vehicle power while maintaining smooth gear shifting during gear changes, thus improving the user's vehicle driving experience.

[0080] Example 2

[0081] Figure 2 This is a schematic diagram of the shift control device for a dual-electric drive axle vehicle provided in Embodiment 2 of the present invention. Figure 2 As 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 used to acquire the current vehicle driving status and, based on the current vehicle driving status, acquire the target gear corresponding to the first electric drive axle.

[0083] The torque reduction control module 220 is used to obtain the target torque reduction time if it is determined that the target gear meets the preset shift conditions, and control the first electric drive axle to reduce torque according to the target torque reduction time. At the same time, it controls the second electric drive axle to perform torque compensation according to the driver's required torque and the actual output torque of the first electric drive axle.

[0084] The disengagement control module 230 is used to control the first electric drive axle to perform reverse torque adjustment after the first electric drive axle has completed torque reduction, so that the first electric drive axle can disengage, and to control the second electric drive axle to perform torque compensation according to the driver's required torque of the first electric drive axle.

[0085] The speed control module 240 is used to obtain the target speed corresponding to the target gear, control the input shaft speed of the first electric drive bridge to reach the target speed, and control the first electric drive bridge to shift gears.

[0086] The torque boosting control module 250 is used to obtain the target torque boosting time after the first electric drive axle successfully engages gear, and control the first electric drive axle to boost torque according to the target torque boosting time. At the same time, it controls the second electric drive axle to perform torque compensation according to the driver's required torque and the actual output torque of the first electric drive axle, so as to realize the gear shifting control of the first electric drive axle.

[0087] The technical solution of this invention involves obtaining the current vehicle driving state and, based on the current vehicle driving state, obtaining the target gear corresponding to the first electric drive axle; if it is determined that the target gear meets the preset shifting conditions, then the target torque reduction time is obtained, and based on the target torque reduction time, the first electric drive axle is controlled to reduce torque, while simultaneously, based on the driver's required 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 disengages from the gear, and based on the driver's required torque of the first electric drive axle, the second electric drive axle is controlled to perform torque compensation; obtaining the target gear corresponding to the first electric drive axle... The system determines the target speed and controls the input shaft speed of the first electric drive axle to reach the target speed, then controls the first electric drive axle to engage gears. After the first electric drive axle successfully engages a gear, it obtains the target torque increase time and controls the first electric drive axle to increase torque based on the target torque increase time. Simultaneously, based on the driver's required torque and the actual output torque of the first electric drive axle, it controls the second electric drive axle to perform torque compensation, thereby achieving gear shift control of the first electric drive axle. By sequentially performing torque reduction, disengagement, motor speed adjustment, gear engagement, and torque increase control, and through torque compensation via the other electric drive axle, the system can ensure vehicle power while maintaining smooth gear shifting during gear changes, thus improving the user's vehicle driving experience.

[0088] Optionally, the target gear acquisition module 210 is specifically used to acquire upshift speed value and downshift speed value according to the current vehicle driving state, and to acquire the power motor speed value of the first electric drive axle;

[0089] The target gear is obtained based on the motor speed, the upshift speed, and the downshift speed.

[0090] Optionally, the torque reduction control module 220 is specifically used to obtain the maximum available torque of the first motor of the first electric drive axle in the target gear and the maximum available torque of the second motor of the second electric drive axle in the current gear, and to add 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.

[0091] Based on the current vehicle driving state, the overall vehicle driving resistance is calculated. If the overall vehicle driving force is detected to be greater than the overall vehicle driving resistance, then the target gear is determined to meet the preset shifting conditions.

[0092] Optionally, the torque reduction control module 220 is specifically used to acquire the vehicle shift shock and calculate the shock influence coefficient based on the vehicle shift shock and the preset maximum shock for ride satisfaction.

[0093] Based on the current vehicle driving state, the basic torque reduction time is obtained, and the target torque reduction time is calculated based on the basic torque reduction time and the impact coefficient.

[0094] Optionally, the torque reduction control module 220 is specifically used to subtract the actual output torque from the torque required by the driver to obtain the 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 the compensation torque based on the torque difference, the first gear ratio and the second gear ratio;

[0096] Based on the compensation torque, the second electric drive bridge is controlled to perform torque compensation.

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

[0098] The input shaft natural deceleration rate and the shift sleeve's time to eliminate idle travel are obtained, and the synchronous speed compensation value is obtained based on the current vehicle driving state;

[0099] The target speed corresponding to the target gear is calculated based on the synchronous speed, the natural speed reduction rate of the input shaft, the time for the shift sleeve to eliminate idle travel, and the synchronous speed compensation value.

[0100] Optionally, the torque boosting control module 250 is specifically used to obtain the basic torque boosting time and the power torque boosting time weighting coefficient according to the current vehicle driving state, and to obtain the smoothness torque boosting time weighting coefficient according to the vehicle shift shock.

[0101] The target torque increase time is calculated based on the basic torque increase time, the power torque increase time weighting coefficient, and the smoothness torque increase time weighting coefficient.

[0102] The shift control device for a dual-electric drive axle vehicle provided in this embodiment of the invention can execute the shift control method for a dual-electric drive axle vehicle provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method.

[0103] Example 3

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

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

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

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

[0108] In some embodiments, the shift control method for a dual-electric-drive axle vehicle can be implemented as a computer program tangibly contained 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 on 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 a dual-electric-drive axle vehicle described above can be performed. Alternatively, in other embodiments, processor 31 can be configured to perform the shift control method for a dual-electric-drive axle vehicle by any other suitable means (e.g., by means of firmware).

[0109] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays, application-specific integrated circuits (ASICs), application-specific standard products (ASICs), systems-on-a-chip (SoCs), payload programmable logic devices, computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

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

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

[0112] To provide interaction with the user, the systems and techniques described herein can be implemented on vehicle 30, which includes: a display device (e.g., a cathode ray tube or liquid crystal display) for displaying information to the user; and a pointing device through which the user provides input to vehicle 30. Other types of devices can also be used to provide interaction with the user; for example, 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 sound input, voice input, or tactile input).

[0113] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0114] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact via 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 also include a computer program product, which includes a computer program that, when executed by a processor, implements the shift control method for a dual-electric drive axle vehicle provided in any embodiment of the present invention.

[0116] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0117] The specific embodiments described above do not constitute a limitation on the scope of protection of this 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 this invention should be included within the scope of protection of this invention.

Claims

1. A shift control method for a dual-electric drive axle vehicle, characterized in that, include: Obtain the current vehicle driving status, and based on the current vehicle driving status, obtain the target gear corresponding to the first electric drive axle; Vehicle driving status includes vehicle status and driving environment status. Vehicle status includes accelerator pedal opening, accelerator pedal opening change rate, vehicle load, speed and acceleration. Driving environment status includes road gradient. If it is determined that the target gear meets the preset shift conditions, the target torque reduction time is obtained, and the first electric drive axle is controlled to reduce torque according to the target torque reduction time. At the same time, 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 reduces torque, the first electric drive axle is controlled to perform reverse torque adjustment so that the first electric drive axle can disengage. Based on the torque required by the driver for the first electric drive axle, the second electric drive axle is controlled to perform torque compensation. The target speed of the input shaft corresponding to the target gear is obtained, and the input shaft speed of the first electric drive bridge is controlled to reach the target speed, and the first electric drive bridge is controlled to shift gears. After the first electric drive axle successfully engages a gear, the 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, 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, so as to realize the gear shift control of the first electric drive axle.

2. The method according to claim 1, characterized in that, Based on the current vehicle driving state, the target gear corresponding to the first electric drive axle is obtained, including: Based on the current vehicle driving status, obtain the upshift speed value and downshift speed value, and obtain the speed value of the power motor of the first electric drive axle; The target gear is obtained based on the motor speed, the upshift speed, and the downshift speed.

3. The method according to claim 1, characterized in that, Determining that the target gear meets the preset shift conditions includes: The maximum available torque of the first motor of the first electric drive axle in the target gear and the maximum available torque of the second motor of the second electric drive axle in the current gear are obtained, and the maximum available torque of the first motor is added to the maximum available torque of the second motor to obtain the driving force of the whole vehicle. Based on the current vehicle driving state, the overall vehicle driving resistance is calculated. If the overall vehicle driving force is detected to be greater than the overall vehicle driving resistance, then the target gear is determined to meet the preset shifting conditions.

4. The method according to claim 1, characterized in that, Obtain the target torque reduction time, including: The vehicle shift shock is obtained, and the shock influence coefficient is calculated based on the vehicle shift shock and the preset maximum shock for ride satisfaction. Based on the current vehicle driving state, the basic torque reduction time is obtained, and the target torque reduction time is calculated based on the basic torque reduction time and the impact coefficient.

5. The method according to claim 1, characterized in that, Based on the driver's required torque and the actual output torque of the first electric drive axle, the second electric drive axle is controlled to perform torque compensation, including: The torque difference is obtained by subtracting the actual output torque from the driver's required torque. Obtain the first gear ratio of the first electric drive axle and the second gear ratio of the second electric drive axle, and calculate the compensation torque based on the torque difference, the first gear ratio and the second gear ratio; Based on the compensation torque, the second electric drive bridge is controlled to perform torque compensation.

6. The method according to claim 1, characterized in that, Obtaining the target rotational speed of the input shaft corresponding to the target gear includes: Obtain the target gear ratio corresponding to the target gear and the output shaft speed of the first electric drive bridge, and obtain the synchronous speed based on the target gear ratio and the output shaft speed; The input shaft natural deceleration rate and the shift sleeve's time to eliminate idle travel are obtained, and the synchronous speed compensation value is obtained based on the current vehicle driving state; The target speed of the input shaft corresponding to the target gear is calculated based on the synchronous speed, the natural speed reduction rate of the input shaft, the time for the shift sleeve to eliminate idle travel, and the synchronous speed compensation value.

7. The method according to claim 1, characterized in that, Obtain the target torque increase time, including: Based on the current vehicle driving state, the basic torque increase time and the power torque increase time weighting coefficient are obtained, and based on the overall vehicle shift shock, the smoothness torque increase time weighting coefficient is obtained. The target torque increase time is calculated based on the basic torque increase time, the power torque increase time weighting coefficient, and the smoothness torque increase time weighting coefficient.

8. A vehicle, characterized in that, The vehicles include: 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, which is executed by the at least one processor to enable the at least one processor to perform the shift control method for the dual electric drive axle vehicle according to any one of claims 1-7.

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

10. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the shift control method for a dual-electric drive axle vehicle as described in any one of claims 1-7.

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