Power-interruption-free gear shifting control method for electric tractor and electric trailer

Abstract

The invention provides a power-interruption-free gear shifting control method for an electric tractor and an electric trailer. A signal collecting and preprocessing unit, a gear shifting mode decision-making unit, an inter-axle torque dynamic distribution unit and a self-adaptive learning unit are included. The signal acquisition and preprocessing unit is used for receiving vehicle state information acquired by the sensor in real time; the gear shifting mode decision-making unit is used for judging a whole vehicle gear shifting mode signal, adjusting a gear shifting compensation coefficient and dynamically dividing and switching a gear shifting mode; the inter-axle torque dynamic distribution unit is used for dynamically adjusting the distribution proportion of the driving torque of an electric drive axle carried by a second axle of the electric tractor, the driving torque of an electric drive axle carried by a third axle of the electric tractor and the driving torque of an electric drive axle carried by the electric trailer in the gear shifting process. And the adaptive learning unit is used for calculating a compensation factor and realizing online updating of the mode switching rule base.

Description

Technical Field

[0001] The present invention relates to a shifting control method without power interruption for an electric tractor and an electric trailer. Background Art

[0002] When shifting gears, a traditional mechanical automatic two-speed gearbox for commercial vehicles needs to cut off power transmission, resulting in a power interruption of 0.5 to 1.5 seconds, and there are problems such as poor scene adaptability, low energy consumption efficiency, and high hardware loss.

[0003] Currently, existing solutions have limitations. The solution with dual-motor parallel connection needs to limit torque output for the design of the hollow shaft. The solution with a three-clutch structure has high mechanical complexity and the cost increases by more than 50%. The solution with a single compensation motor has a response delay greater than 0.2 seconds and insufficient smoothness.

[0004] To improve the above problems, the present invention proposes a shifting control method without power interruption for an electric tractor and an electric trailer. Summary of the Invention

[0005] The purpose of the present invention is to provide a shifting control method without power interruption for an electric tractor and an electric trailer to solve the problems faced in the above background art. To achieve the above purpose, the present invention provides the following technical solutions.

[0006] A shifting control method without power interruption for an electric tractor and an electric trailer is applicable to the shifting process of an electric tractor and an electric trailer. The electric tractor is a three-axle vehicle, where the first axle of the tractor is a steering axle, and the second and third axles of the tractor are electric drive axles; the electric trailer has three axles, and only the second axle of the electric trailer is an electric drive axle; the electric tractor is equipped with a power battery, and the electric trailer is equipped with a power battery; the electric drive axles of the electric tractor are equipped with drive motors and mechanical automatic two-speed gearboxes, and the electric drive axles of the electric trailer are equipped with drive motors and mechanical automatic two-speed gearboxes;

[0007] The shifting control method without power interruption for an electric tractor and an electric trailer includes: a signal acquisition and preprocessing unit, a shifting mode decision unit, an inter-axle torque dynamic distribution unit, and an adaptive learning unit;

[0008] The signal acquisition and preprocessing unit is used to collect the brake pedal opening signal K a 、the accelerator pedal opening signal K b 、the accelerator pedal opening change rate signal K c 、the vehicle speed v x 、the remaining power SOC1 of the power battery carried by the electric tractor, and the remaining power SOC2 of the power battery carried by the electric trailer;

[0009] The shift mode decision unit is used to judge the vehicle shift mode signal shift modei , and adjust the shift compensation coefficient K comp . The vehicle shift mode signal shift modei includes shift mode1 normal driving mode, shift mode2 heavy load mode and climbing mode, shift mode3 economy mode and energy-saving mode, shift mode4 sports mode and sudden acceleration mode, shift mode5 downhill mode and braking mode, shift mode6 congestion mode and low-speed mode;

[0010] The determination process of the shift compensation coefficient K comp is as follows:

[0011]

[0012] where M is the vehicle load, M max is the maximum rated load, i is the longitudinal road gradient value, K s is the calculation compensation factor, K mi is the mode factor;

[0013] The inter-axle torque dynamic distribution unit is used to dynamically adjust the distribution ratio among the driving torques of the electric drive axles carried by the second axle of the electric tractor, the driving torques of the electric drive axles carried by the third axle of the electric tractor, and the driving torques of the electric drive axles carried by the electric trailer during the shifting process. The inter-axle torque distribution algorithm satisfies the following formula:

[0014] The total required torque T t is obtained by weighted summation of the distributed torque T 1 of the electric drive axle carried by the second axle of the tractor, the distributed torque T 2 of the electric drive axle carried by the third axle of the tractor, and the distributed torque T 3 of the electric drive axle carried by the electric trailer:

[0015] T t = K comp × (T 1 × α + T 2 × β + T 3 × γ)

[0016] where the weight coefficients α, β, γ are calculated through the following steps:

[0017]

[0018] γ = 1 - α - β

[0019] Among them, the weight factor W 1 、W 1 、W 1 are calculated through the following steps:

[0020]

[0021] Among them, T max is the maximum output torque of the electric drive axle carried by the second axle of the tractor, λ 1 is the slip ratio of the drive wheels of the second axle of the tractor, λ s is the maximum slip ratio threshold of the drive wheels of the second axle of the tractor, μ is the road surface adhesion coefficient, μ p is the reference value of the dry road surface adhesion coefficient, a x is the longitudinal acceleration of the vehicle, k 1 、k 2 、k 3 、k 4 、k 5 、k 6 、k 7 、k 8 are preset calibration coefficients, and their calibrated standard values are k 1s 、k 2s 、k 3s 、k 4s 、k 5s 、k 6s 、k 7s 、k 8s .

[0022] The determination method and trigger condition of the vehicle shift mode signal shift modei and the adjustment method of the preset calibration coefficients k 1 、k 2 、k 3 、k 4 、k 5 、k 6 、k 7 、k 8 are as follows:

[0023] The vehicle load M is less than half of the maximum rated load M max , the road longitudinal slope value i does not exceed 5%, and the vehicle is in steady-state driving; the driver actively selects the conventional driving mode. At this time, the vehicle shift mode signal shift modei is shift mode1 、the mode factor K mi is K m1 、k 1 =k 1s 、k 2 =k 2s 、k 3 =k3s , k 4 = k 4s , k 5 = k 5s , k 6 = k 6s , k 7 = k 7s , k 8 = k 8s ;

[0024] The gross vehicle weight M is greater than 70% of the maximum rated load M max ; the longitudinal road gradient value i exceeds 8%; the accelerator pedal opening signal K b continues to exceed 60%; the driver actively selects the heavy load mode and the climbing mode, and at this time the vehicle gear shift mode signal shift modei is shift mode2 , the mode factor K mi is K m2 , k 1 = k 1s , k 2 = k 2s , k 3 = k 3s , k 4 = k 4s , k 5 = 1.4k 5s , k 6 = 1.5k 6s , k 7 = k 7s , k 8 = k 8s ;

[0025] The accelerator pedal opening signal K b is less than 30%; the remaining power SOC1 of the power battery carried by the electric tractor does not exceed 20%; the remaining power SOC2 of the power battery carried by the electric trailer does not exceed 20%; the driver actively selects the economy mode and the energy-saving mode, and at this time the vehicle gear shift mode signal shift mode is shift mode3 , the mode factor K mi is K m3 , k 1 = 1.2k 1s , k 2 = k 2s , k 3 = k 3s , k 4 = 1.1k 4s , k 5 = k 5s , k 6 = k 6s, k 7 = 0.8k 7s , k 8 = k 8s ;

[0026] Acceleration pedal opening rate signal K c exceeds 20% per second; The driver actively selects the sport mode and hard acceleration mode. At this time, the vehicle gearshift mode signal shift modei is shift mode4 , mode factor K mi is K m4 , k 1 = k 1s , k 2 = 1.5k 2s , k 3 = k 3s , k 4 = 1.2k 4s , k 5 = 1.3k 5s , k 6 = k 6s , k 7 = k 7s , k 8 = k 8s ;

[0027] The longitudinal road slope value i is less than -5%; The brake pedal opening signal K in the cab a exceeds 50%; The driver actively selects the downhill mode and braking mode. At this time, the vehicle gearshift mode signal shift mode is shift mode5 , mode factor K mi is K m5 , k 1 = k 1s , k 2 = k 2s , k 3 = 1.2k 3s , k 4 = k 4s , k 5 = 0.8k 5s , k 6 = k 6s , k 7 = k 7s , k 8 = 1.2k 8s ;

[0028] Vehicle speed v x is less than 20 km / h, start-stop frequency n s is greater than 5 times / minute; Clutch temperature T lGreater than 100°C; the driver actively selects the congestion mode and the low-speed mode. At this time, the vehicle gear-shifting mode signal shift modei is shift mode6 , the mode factor K mi is K m6 , k 1 = 0.8k 1s , k 2 = 0.7k 2s , k 3 = 0.9k 3s , k 4 = k 4s , k 5 = k 5s , k 6 = k 6s , k 7 = k 7s , k 8 = k 8s .

[0029] The adaptive learning unit is used to calculate the compensation factor K s , to realize the online update of the mode switching rule base, and continuously adjust during vehicle operation. The learning rate α = 0.001, and the calculation method of its reward function is as follows:

[0030]

[0031] Among them, Δa is the acceleration volatility, η 1 is the energy efficiency of the power battery carried by the electric tractor, η 2 is the energy efficiency of the power battery carried by the electric trailer, t s is the gear-shifting time, w 1 , w 2 , w 3 are the weight coefficients;

[0032] Among them, the acceleration volatility Δa is the standard deviation of the longitudinal acceleration during gear shifting, reflecting the smoothness of the gear-shifting process. The specific calculation method is as follows:

[0033]

[0034] Among them, a t is the longitudinal acceleration at during this gear-shifting time, is the average longitudinal acceleration of this gear shift, and N is the accuracy;

[0035] The reward function simultaneously weighs the impacts of smoothness, energy utilization efficiency, and gear-shifting speed. The specific weighing strategy is as follows:

[0036] The smaller the acceleration fluctuation Δa, the higher the reward; the higher the average energy efficiency of the power battery carried by the electric tractor and the power battery carried by the electric trailer, the higher the reward; the shorter the shift time, the smaller the penalty. The shift mode decision unit dynamically divides and switches the shift mode based on real-time sensor data and driving mode selection, supporting both manual mode switching and automatic mode switching;

[0037] The shift mode decision unit handles possible multi-mode conflict situations during automatic mode switching through mode priority management, where the different mode priorities from high to low are: sport mode and hard acceleration mode, heavy load mode and climbing mode, downhill mode and braking mode, congestion mode and low-speed mode, economy mode and energy-saving mode, normal driving mode;

[0038] The basis for the division of the mode priority management is the following weighted scoring model:

[0039] S mode = 0.4S s + 0.3S e + 0.3S d

[0040] where S s represents the safety score, and its value is based on the road longitudinal slope value i and the vehicle load M; S e represents the energy efficiency score, and its value is based on the remaining battery charge SOC1 of the power battery carried by the electric tractor, the remaining battery charge SOC2 of the power battery carried by the electric trailer, and the historical energy consumption; S d represents the driver intention score, and its value is based on the acceleration pedal opening change rate signal K c and the vehicle shift mode signal shift modei .

[0041] The control unit further includes a fault tolerance module. When the electric drive axle carried by the second axle of the electric tractor, the electric drive axle carried by the third axle of the electric tractor, or the electric drive axle carried by the electric trailer fails, it automatically increases the driving torque output of the non-failed electric drive axles and redistributes the weight coefficients to maintain the minimum power demand of the vehicle.

[0042] The shift control method without power interruption for an electric tractor and an electric trailer is compatible with an extended-range hybrid architecture. The electric drive axle of the trailer can be switched to the power generation mode, and the energy distribution between the power batteries is coordinated by the vehicle controller. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 is a schematic flow chart of a shift control method without power interruption for an electric tractor and an electric trailer according to the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0044] To more clearly demonstrate the technical solution of the present invention, the present invention will be described in detail below according to the accompanying drawings and specific embodiments.

[0045] As Figure 1 shown, an embodiment of the present invention provides a shift control method without power interruption for an electric tractor and an electric trailer, which is used to improve the power performance and smoothness of the vehicle during shifting. The invention includes a signal acquisition and preprocessing unit, a shift mode decision unit, an inter-axle torque dynamic distribution unit, and an adaptive learning unit. The method includes the following steps:

[0046] The signal acquisition and preprocessing unit is used to receive the following information collected in real time from sensors: the brake pedal opening signal K a 、the accelerator pedal opening signal K b 、the accelerator pedal opening change rate signal K c 、the vehicle speed v x 、the remaining power SOC1 of the power battery carried by the electric tractor, and the remaining power SOC2 of the power battery carried by the electric trailer.

[0047] The shift mode decision unit is used to judge the vehicle shift mode signal shift modei and adjust the shift compensation coefficient K comp . The vehicle shift mode signal shift modei includes shift mode1 conventional driving mode, shift mode2 heavy load mode and climbing mode, shift mode3 economic mode and energy-saving mode, shift mode4 sports mode and sudden acceleration mode, shift mode5 downhill mode and braking mode, shift mode6 congestion mode and low-speed mode;

[0048] The determination process of the shift compensation coefficient K comp is as follows:

[0049]

[0050] where M is the vehicle load, M max is the maximum rated load, i is the longitudinal road gradient value, K s is the calculation compensation factor, and K mi is the mode factor;

[0051] The inter-axle torque dynamic distribution unit is used to dynamically adjust the distribution ratio among the driving torques of the electric drive axles carried by the second axle of the electric tractor, the driving torques of the electric drive axles carried by the third axle of the electric tractor, and the driving torques of the electric drive axles carried by the electric trailer during the shifting process. The inter-axle torque distribution algorithm satisfies the following formula:

[0052] Total demand torque T t The distributed torque T of the electric drive axle carried by the second axle of the tractor 1 and the distributed torque T of the electric drive axle carried by the third axle of the tractor 2 and the distributed torque T of the electric drive axle carried by the electric trailer 3 are obtained by weighted summation as follows:

[0053] T t = K comp × (T 1 × α + T 2 × β + T 3 × γ)

[0054] Among them, the weight coefficients α, β, γ are calculated through the following steps:

[0055]

[0056] γ = 1 - α - β

[0057] Among them, the weight factors W 1 , W 1 , W 1 are calculated through the following steps:

[0058]

[0059] Among them, T max is the maximum output torque of the electric drive axle carried by the second axle of the tractor, λ 1 is the slip ratio of the drive wheels of the second axle of the tractor, λ is the maximum slip ratio threshold of the drive wheels of the second axle of the tractor, μ is the road surface adhesion coefficient, μ p is the reference value of the dry road surface adhesion coefficient, a x is the longitudinal acceleration of the vehicle, k 1 , k 2 , k 3 , k 4 , k 5 , k 6 , k 7 , k 8 are preset calibration coefficients, and their calibrated standard values are k 1s , k 2s , k 3s , k 4s , k 5s , k 6s , k 7s , k 8s .

[0060] The vehicle gear shifting mode signal shift modeiDetermination method, triggering conditions and preset calibration coefficient k 1 , k 2 , k 3 , k 4 , k 5 , k 6 , k 7 , k 8 The adjustment method is as follows:

[0061] The total vehicle load M is less than half of the maximum rated load M max , the longitudinal road gradient value i does not exceed 5%, and the vehicle is in steady-state driving; the driver actively selects the normal driving mode, and at this time the vehicle shift mode signal shift modei is shift mode1 , mode factor K mi is K m1 , k 1 = k 1s , k 2 = k 2s , k 3 = k 3s , k 4 = k 4s , k 5 = k 5s , k 6 = k 6s , k 7 = k 7s , k 8 = k 8s ;

[0062] The total vehicle load M is greater than 70% of the maximum rated load M max ; the longitudinal road gradient value i exceeds 8%; the accelerator pedal opening signal K b continues to exceed 60%; the driver actively selects the heavy load mode and the climbing mode, and at this time the vehicle shift mode signal shift modei is shift mode2 , mode factor K mi is K m2 , k 1 = k 1s , k 2 = k 2s , k 3 = k 3s , k 4 = k 4s , k 5 = 1.4k 5s , k 6 = 1.5k 6s , k 7 = k 7s , k 8 = k8s ;

[0063] Accelerator pedal opening signal K b Less than 30%; the remaining battery power SOC1 of the electric tractor does not exceed 20%; the remaining battery power SOC2 of the electric trailer does not exceed 20%; the driver actively selects the economy mode and the energy-saving mode, and at this time the vehicle gear-shifting mode signal shift modei is shift mode3 , mode factor K mi is K m3 , k 1 = 1.2k 1s , k 2 = k 2s , k 3 = k 3s , k 4 = 1.1k 4s , k 5 = k 5s , k 6 = k 6s , k 7 = 0.8k 7s , k 8 = k 8s ;

[0064] Accelerator pedal opening change rate signal K c Exceeds 20% per second; the driver actively selects the sport mode and the hard acceleration mode, and at this time the vehicle gear-shifting mode signal shift modei is shift mode4 , mode factor K mi is K m4 , k 1 = k 1s , k 2 = 1.5k 2s , k 3 = k 3s , k 4 = 1.2k 4s , k 5 = 1.3k 5s , k 6 = k 6s , k 7 = k 7s , k 8 = k 8s ;

[0065] The longitudinal road slope value i is less than -5%; the brake pedal opening signal K in the cab a Exceeds 50%; the driver actively selects the downhill mode and the braking mode, and at this time the vehicle gear-shifting mode signal shift modei is shiftmode5 、 Mode factor K mi is K m5 、 k 1 = k 1s 、 k 2 = k 2s 、 k 3 = 1.2k 3s 、 k 4 = k 4s 、 k 5 = 0.8k 5s 、 k 6 = k 6s 、 k 7 = k 7s 、 k 8 = 1.2k 8s ;

[0066] Vehicle speed v x is less than 20 km / h, start-stop frequency n s is greater than 5 times / minute; Clutch temperature T l is greater than 100 °C; The driver actively selects the congestion mode and the low-speed mode. At this time, the vehicle gear-shifting mode signal shift modei is shift mode6 、 Mode factor K mi is K m6 、 k 1 = 0.8k 1s 、 k 2 = 0.7k 2s 、 k 3 = 0.9k 3s 、 k 4 = k 4s 、 k 5 = k 5s 、 k 6 = k 6s 、 k 7 = k 7s 、 k 8 = k 8s .

[0067] The adaptive learning unit is used to calculate the compensation factor K s , realize the online update of the mode switching rule base, continuously adjust during vehicle operation, learning rate α = 0.001, and the calculation method of its reward function is as follows:

[0068]

[0069] Among them, Δa is the acceleration volatility, η 1 is the energy efficiency of the power battery carried by the electric tractor, η 2 is the energy efficiency of the power battery carried by the electric trailer, ts For the shift time, w 1 、w 2 、w 3 are weight coefficients;

[0070] Among them, the acceleration volatility Δa is the standard deviation of the longitudinal acceleration during the shift process, reflecting the smoothness of the shift process. The specific calculation method is as follows:

[0071]

[0072] Among them, a t is the longitudinal acceleration at the time of this shift time 、 is the average longitudinal acceleration of this shift, and N is the accuracy;

[0073] The reward function simultaneously weighs the impacts of smoothness, energy utilization efficiency, and shift speed. The specific weighing strategy is as follows:

[0074] The smaller the acceleration fluctuation Δa, the higher the reward; the higher the average energy efficiency of the power battery carried by the electric tractor and the power battery carried by the electric trailer, the higher the reward; the shorter the shift time, the smaller the penalty. The shift mode decision unit dynamically divides and switches the shift mode based on real-time sensor data and driving mode selection, supporting manual mode switching and automatic mode switching;

[0075] The shift mode decision unit processes possible multi-mode conflict situations during automatic mode switching through mode priority management. Among them, the different mode priorities from high to low are: sports mode and sudden acceleration mode, heavy load mode and climbing mode, downhill mode and braking mode, congestion mode and low-speed mode, economy mode and energy-saving mode, conventional driving mode;

[0076] The division basis of the mode priority management is the following weighted scoring model:

[0077] S mode = 0.4S s + 0.3S e + 0.3S d

[0078] Among them, S s represents the safety score, and its value is based on the road longitudinal slope value i and the vehicle load M; S e represents the energy efficiency score, and its value is based on the remaining battery power SOC1 of the power battery carried by the electric tractor, the remaining battery power SOC2 of the power battery carried by the electric trailer, and the historical energy consumption; S d represents the driver intention score, and its value is based on the acceleration pedal opening change rate signal K c 、the vehicle shift mode signal shiftmodei 。

[0079] The control unit further includes a fault tolerance module. When the electric drive axle mounted on the second axle of the electric tractor, the electric drive axle mounted on the third axle of the electric tractor, or the electric drive axle mounted on the electric trailer fails, it automatically increases the driving torque output of the non-failed electric drive axles and redistributes the weight coefficients to maintain the minimum power demand of the vehicle.

[0080] The shift control method without power interruption for the electric tractor and the electric trailer is compatible with the extended-range hybrid architecture. The electric drive axle of the trailer can be switched to the power generation mode, and the energy distribution between the power batteries is coordinated by the vehicle controller.

[0081] The above content describes the main features and basic principles of the present invention. The specific implementation manners of the present invention are not limited to the above manners. As long as various non-substantive improvements are made in accordance with the method idea and technical solution of the present invention, they are all within the protection scope of the present invention.

Claims

1. A non-power interruption shift control method for an electric tractor and an electric trailer, characterized in that: The method includes the following: The non-power interruption shift control method of an electric tractor and an electric trailer is applicable to the shift process of an electric tractor and an electric trailer, wherein the electric tractor is a three-axle vehicle, wherein the first axle of the tractor is a steering axle, and the second axle and the third axle of the tractor are electric drive axles; the electric trailer has three axles, and only the second axle of the electric trailer is an electric drive axle; the electric tractor is equipped with a power battery, and the electric trailer is equipped with a power battery; the electric drive axle of the electric tractor is equipped with a drive motor and a mechanical automatic two-speed gearbox, and the electric drive axle of the electric trailer is equipped with a drive motor and a mechanical automatic two-speed gearbox; The non-power interruption shift control method of an electric tractor and an electric trailer comprises: a signal acquisition and preprocessing unit, a shift mode decision unit, an inter-axle torque dynamic distribution unit, and an adaptive learning unit; The signal acquisition and preprocessing unit is used to acquire the brake pedal opening signal K a , Accelerator pedal opening signal K b , Accelerator pedal opening rate signal K c , vehicle speed x , the remaining power SOC1 of the power battery carried by the electric tractor, the remaining power SOC2 of the power battery carried by the electric trailer; The shift mode decision unit is used to determine the vehicle shift mode signal shift modei , adjust the gear shift compensation coefficient K comp , the vehicle shift mode signal shift modei Including shift mode1 Normal driving mode, shift mode2 Heavy load mode, climbing mode, shift mode3 Economy mode and energy saving mode, shift mode4 Sport mode, rapid acceleration mode, shift mode5 Downhill mode and braking mode, shift mode6 Congestion mode and low-speed mode; The gear shift compensation coefficient K comp The determination process is as follows: Among them, M is the vehicle load, M max is the maximum rated load, i is the longitudinal slope of the road, K s To calculate the compensation factor, K mi is the mode factor; The inter-axle torque dynamic distribution unit is used to dynamically adjust the distribution ratio between the driving torque of the electric drive axle carried by the second axle of the electric tractor, the driving torque of the electric drive axle carried by the third axle of the electric tractor and the driving torque of the electric drive axle carried by the electric trailer during the gear shifting process. The inter-axle torque distribution algorithm satisfies the following formula: Total required torque T t The weighted sum of the distributed torque T1 of the electric drive axle carried by the second axle of the tractor, the distributed torque T2 of the electric drive axle carried by the third axle of the tractor, and the distributed torque T3 of the electric drive axle carried by the electric trailer is obtained: T t =K comp ×(T1×α+T2×β+T3×γ) Among them, the weight coefficients α, β, and γ are calculated by the following steps: γ=1-α-β Among them, the weight factors W1, W1, and W1 are calculated by the following steps: Among them, T max is the maximum output torque of the electric drive axle carried by the second axle of the tractor, λ1 is the slip rate of the driving wheel of the second axle of the tractor, λ s is the maximum slip rate threshold of the second axle driving wheel of the tractor, μ is the road adhesion coefficient, μ p is the reference value of dry road adhesion coefficient, a x is the longitudinal acceleration of the vehicle, k1, k2, k3, k4, k5, k6, k7, k8 are preset calibration coefficients, and their standard values ​​are k 1s , k 2s , k 3s , k 4s , k 5s , k 6s , k 7s , k 8s .

2. The non-power interruption shift control method of an electric tractor and an electric trailer according to claim 1, characterized in that: The vehicle shift mode signal shift modei The determination method and trigger conditions and the adjustment method of the preset calibration coefficients k1, k2, k3, k4, k5, k6, k7, k8 are as follows: The vehicle load M is less than the maximum rated load M max The longitudinal slope value i of the road does not exceed 5%, and the vehicle is in steady-state driving; the driver actively selects the conventional driving mode, at which time the vehicle shift mode signal shift modei for shift mode1 , mode factor K mi K m1 , k1=k 1s , k2=k 2s , k3=k 3s , k4=k 4s , k5=k 5s , k6=k 6s 、k7=k 7s 、k8=k 8s ; The vehicle load M is greater than the maximum rated load M max 70%; the road longitudinal slope value i exceeds 8%; the accelerator pedal opening signal K b Continues to exceed 60%; the driver actively selects the heavy load mode and climbing mode, at this time the vehicle shift mode signal shift modei for shift mode2 , mode factor K mi K m2 , k1=k 1s , k2=k 2s , k3=k 3s , k4=k 4s , k5=1.4k 5s , k6=1.5k 6s 、k7=k 7s 、k8=k 8s ; Accelerator pedal opening signal K b Less than 30%; the remaining power SOC1 of the power battery carried by the electric tractor does not exceed 20%; the remaining power SOC2 of the power battery carried by the electric trailer does not exceed 20%; the driver actively selects the economic mode and energy-saving mode, at this time the vehicle shift mode signal shift modei for shift mode3 , mode factor K mi K m3 , k1=1.2k 1s , k2=k 2s , k3=k 3s , k4=1.1k 4s , k5=k 5s , k6=k 6s , k7=0.8k 7s 、k8=k 8s ; Accelerator pedal opening rate change signal K c More than 20% per second; the driver actively selects the sports mode and the rapid acceleration mode, at this time the vehicle shift mode signal shift modei for shift mode4 , mode factor K mi K m4 , k1=k 1s , k2=1.5k 2s , k3=k 3s , k4=1.2k 4s , k5=1.3k 5s , k6=k 6s 、k7=k 7s 、k8=k 8s ; The longitudinal slope value of the road i is less than -5%; the brake pedal opening signal K in the cab a More than 50%; the driver actively selects downhill mode and braking mode, at this time the vehicle shift mode signal shift modei for shift mode5 , mode factor K mi K m5 , k1=k 1s , k2=k 2s , k3=1.2k 3s , k4=k 4s , k5=0.8k 5s , k6=k 6s 、k7=k 7s , k8 = 1.2k 8s ; Speed x Less than 20km / h, start-stop frequency n s Greater than 5 times / minute; clutch temperature T l Greater than 100℃; the driver actively selects congestion mode and low speed mode, at this time the vehicle shift mode signal shift modei for shift mode6 , mode factor K mi K m6 , k1=0.8k 1s , k2=0.7k 2s , k3=0.9k 3s , k4=k 4s , k5=k 5s , k6=k 6s 、k7=k 7s 、k8=k 8s .

3. The non-power interruption shift control method of an electric tractor and an electric trailer according to claim 1, characterized in that: The adaptive learning unit is used to calculate the compensation factor K s , the mode switching rule base is updated online, and the vehicle is continuously adjusted during operation. The learning rate α = 0.001, and the calculation method of the reward function is as follows: Wherein, Δa is the acceleration fluctuation rate, η1 is the energy efficiency of the power battery carried by the electric tractor, η2 is the energy efficiency of the power battery carried by the electric trailer, and t s is the shift time, w1, w2, w3 are weight coefficients; Among them, the acceleration fluctuation rate Δa is the standard deviation of the longitudinal acceleration during the gear shifting process, which reflects the smoothness of the gear shifting process. The specific calculation method is as follows: Among them, a t For the shift time The longitudinal acceleration at This is the average longitudinal acceleration for this gear shift, N is the accuracy; The reward function simultaneously weighs the impact of smoothness, energy efficiency and shift speed. The specific weighing strategy is as follows: The smaller the acceleration fluctuation Δa, the higher the reward; the higher the average energy efficiency of the power battery carried by the electric tractor and the power battery carried by the electric trailer, the higher the reward; the shorter the gear shift time, the smaller the penalty.

4. The non-power interruption shift control method of an electric tractor and an electric trailer according to claim 1, characterized in that: The shift mode decision unit dynamically divides and switches the shift mode based on real-time sensor data and driving mode selection, supporting manual mode switching and automatic mode switching; The shift mode decision unit handles the multi-mode conflict that may exist during automatic mode switching through mode priority management, wherein the priorities of different modes are, from high to low, sports mode and rapid acceleration mode, heavy load mode and climbing mode, downhill mode and braking mode, congestion mode and low speed mode, economic mode and energy-saving mode, and normal driving mode; The mode priority management is divided according to the following weighted scoring model: S mode =0.4S s +0.3S e +0.3S d Among them, S s Represents the safety score, whose value is based on the road longitudinal slope value i and the vehicle load M; S e Represents the energy efficiency score, whose value is based on the remaining power SOC1 of the power battery carried by the electric tractor, the remaining power SOC2 of the power battery carried by the electric trailer, and the historical energy consumption; S d Represents the driver intention score, whose value is based on the accelerator pedal opening rate change signal K c , vehicle shift mode signal shift modei .

5. The non-power interruption shift control method of an electric tractor and an electric trailer according to claim 1, characterized in that: The control unit also includes a fault tolerance module, which automatically increases the drive torque output of the surviving electric drive axle and redistributes the weight coefficient to maintain the minimum power requirement of the vehicle when the electric drive axle carried by the second axle of the electric tractor, the electric drive axle carried by the third axle of the electric tractor, or the electric drive axle carried by the electric trailer fails.

6. The non-power interruption shift control method of an electric tractor and an electric trailer according to claim 1, characterized in that: The non-power interruption shift control method for an electric tractor and an electric trailer is compatible with an extended-range hybrid architecture. The electric drive axle of the trailer can be switched to a power generation mode, and the energy distribution between the power batteries is coordinated through a vehicle controller.

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