Driving structure, motor rotating speed adjusting method and device and storage medium

Abstract

The invention relates to a driving structure, a motor rotating speed adjusting method and device and a storage medium, relates to the technical field of vehicles, and at least solves the technical problem that a motor driving system in the related technology is large in size. The driving structure comprises a first driving device and a second driving device, the first driving device comprises a motor, an input shaft, a first-gear gear, a synchronizer and a second-gear gear, the input shaft is connected with the motor, the first-gear gear and the second-gear gear are both rotationally connected to the input shaft, and the synchronizer is arranged on the input shaft and located between the first-gear gear and the second-gear gear; the second driving device comprises a first driven gear, an intermediate shaft, a main reducing gear and a second driven gear, the first driven gear is meshed with the first-gear gear, the second driven gear is meshed with the second-gear gear, the first driven gear and the second driven gear are both rotationally connected to the intermediate shaft, the main reducing gear is arranged on the intermediate shaft, and the main reducing gear is arranged on the intermediate shaft; and the gear is positioned between the first driven gear and the second driven gear.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, in particular to the technical field of vehicle power transmission, and specifically relates to a drive structure, a method, a device for adjusting the rotational speed of an electric motor, and a storage medium. Background Art

[0002] Distributed vehicles can achieve torque vector control of vehicle tires while ensuring sufficient power. In traditional technologies, a single-stage reducer is generally equipped for the electric motor drive system.

[0003] With the vigorous development of vehicle technologies, the application scenarios of distributed vehicles have gradually become complex. The single-stage reducer cannot meet the needs of users, and it is necessary to equip the electric motor drive system with two sets of reducers and increase the number of vehicle gears at the same time. In this way, the size of the electric motor drive system will be relatively large.

[0004] Therefore, how to reduce the size of the electric motor drive system has become an urgent problem to be solved currently. Summary of the Invention

[0005] The present application provides a drive structure, a method, a device for adjusting the rotational speed of an electric motor, and a storage medium to at least solve the technical problem of the relatively large size of the electric motor drive system in related technologies. The technical solutions of the present application are as follows:

[0006] According to a first aspect of the present application, a drive structure is provided. The drive structure includes: a first drive device, including: an electric motor, an input shaft, a first gear, a synchronizer, and a second gear. The input shaft is connected to the electric motor. The first gear and the second gear are both rotatably connected to the input shaft. The synchronizer is arranged on the input shaft and is located between the first gear and the second gear.

[0007] A second drive device, including: a first driven gear, an intermediate shaft, a main reduction gear, and a second driven gear. The first driven gear meshes with the first gear. The second driven gear meshes with the second gear. The first driven gear and the second driven gear are both rotatably connected to the intermediate shaft. The main reduction gear is arranged on the intermediate shaft and is located between the first driven gear and the second driven gear.

[0008] In a possible implementation, the drive structure further includes: a third drive device, including: a main reduction large gear and an output shaft, the main reduction large gear meshes with the main reduction gear, and the main reduction large gear is rotatably connected to the output shaft.

[0009] According to a second aspect of the present application, a method for adjusting the rotational speed of an electric motor is provided, including: in response to switching to a target power gear, obtaining the rotational speed of the synchronizer of the vehicle in the target power gear. Adjusting the rotational speed of the electric motor of the vehicle to a target rotational speed so that the rotational speed of the gear connected to the electric motor is the same as the rotational speed of the synchronizer.

[0010] In a possible implementation, the target rotational speed is obtained in the following manner: Obtain the current state information of the vehicle and the power transmission parameters corresponding to the target power gear. Based on the power transmission parameters and the current state information, obtain the target rotational speed.

[0011] In a possible implementation, the current state information includes: the current vehicle speed of the vehicle, and the power transmission parameters include: the speed ratio of the target power gear and the target torque. Obtaining the target rotational speed based on the power transmission parameters and the current state information includes: Obtain the tire radius of the vehicle, the weight of the vehicle, and the preset shift time. Based on the preset shift time, the weight of the vehicle, the target torque, and the tire radius, obtain the change speed of the vehicle, and the change speed is used to indicate the speed change of the vehicle during the process of adjusting the current power gear to the target power gear. Based on the change speed and the current vehicle speed, obtain the target speed of the vehicle. Based on the target speed, the speed ratio of the target power gear, and the tire radius, obtain the initial motor rotational speed. Based on the initial motor rotational speed, obtain the target rotational speed.

[0012] In a possible implementation, the initial motor rotational speed satisfies the following formula:

[0013]

[0014] where, r m is the target rotational speed, V is the current vehicle speed, t1 is the preset shift time, T is the target torque, R is the tire radius, m is the weight of the vehicle, n is the speed ratio of the target power gear, and PI is the circumference ratio.

[0015] In a possible implementation, obtaining the target rotational speed based on the initial motor rotational speed includes: Obtain the fluctuation threshold, and the fluctuation threshold is used to adjust the rotational speed of the motor. Based on the fluctuation threshold and the initial motor rotational speed, obtain the target rotational speed.

[0016] In a possible implementation, the method for adjusting the motor rotational speed further includes: Before obtaining the current state information of the vehicle and the target power gear information of the vehicle, obtain the gear voltage when the synchronizer is in the target power gear and the current position voltage of the synchronizer. Based on the gear voltage and the current position voltage, obtain the reverse gear pressure, and the reverse gear pressure is the reverse gear force required for the synchronizer to move from the current position to the target power gear.

[0017] In a possible implementation, the gear voltage includes: the minimum voltage when the synchronizer is in the target power gear and the maximum voltage when the synchronizer is in the target power gear. Obtaining the reverse gear pressure based on the gear voltage and the current position voltage includes: Based on the minimum voltage and the maximum voltage, obtain the voltage difference between the minimum voltage and the maximum voltage. Based on the voltage difference and the current position voltage, obtain the reverse gear pressure.

[0018] According to a third aspect provided by the present application, there is provided a device for adjusting the rotational speed of an electric motor. The device includes an acquisition module and a processing module. The acquisition module is configured to, in response to switching to a target power gear position, acquire the rotational speed of the synchronizer of the vehicle in the target power gear position. The processing module is configured to adjust the rotational speed of the electric motor of the vehicle to a target rotational speed so that the rotational speed of the gear engaged with the electric motor is the same as the rotational speed of the synchronizer.

[0019] In a possible implementation manner, the target rotational speed is obtained through the following steps: The acquisition module is configured to acquire the current state information of the vehicle and the power transmission parameters corresponding to the target power gear position. The processing module is configured to obtain the target rotational speed based on the power transmission parameters and the current state information.

[0020] In a possible implementation manner, the current state information includes the current vehicle speed of the vehicle, and the power transmission parameters include the target power gear ratio and the target torque. The acquisition module is configured to acquire the tire radius of the vehicle, the weight of the vehicle, and a preset shift time. The processing module is configured to obtain a change speed of the vehicle based on the preset shift time, the weight of the vehicle, the target torque, and the tire radius, where the change speed is used to indicate the speed change of the vehicle during the process of adjusting the current power gear position to the target power gear position. The processing module is further configured to obtain the target speed of the vehicle based on the change speed and the current vehicle speed. The processing module is further configured to obtain an initial electric motor rotational speed based on the target speed, the target power gear ratio, and the tire radius. The processing module is further configured to obtain the target rotational speed based on the initial electric motor rotational speed.

[0021] In a possible implementation manner, the initial electric motor rotational speed satisfies the following formula:

[0022]

[0023] where, r m is the target rotational speed, V is the current vehicle speed, t1 is the preset shift time, T is the target torque, R is the tire radius, m is the weight of the vehicle, n is the target power gear ratio, and PI is the pi.

[0024] In a possible implementation manner, the acquisition module is configured to acquire a fluctuation threshold, where the fluctuation threshold is used to adjust the rotational speed of the electric motor. The processing module is configured to obtain the target rotational speed based on the fluctuation threshold and the initial electric motor rotational speed.

[0025] In a possible implementation manner, the acquisition module is configured to acquire the gear position voltage when the synchronizer is in the target power gear position and the current position voltage of the synchronizer before acquiring the current state information of the vehicle and the target power gear position information of the vehicle. The processing module is configured to obtain a reverse gear pressure based on the gear position voltage and the current position voltage, where the reverse gear pressure is the reverse gear force required for the synchronizer to move from the current position to the target power gear position.

[0026] In a possible implementation, the gear voltage includes: the minimum voltage when the synchronizer is in the target power gear and the maximum voltage when the synchronizer is in the target power gear. The processing module is configured to obtain a voltage difference between the minimum voltage and the maximum voltage based on the minimum voltage and the maximum voltage. The processing module is further configured to obtain a reverse gear pressure based on the voltage difference and the current position voltage.

[0027] In a fourth aspect, the present application provides a device for adjusting the rotational speed of an electric motor, including: a processor; a memory for storing instructions executable by the processor; wherein, the processor is configured to execute the instructions to implement the method according to the second aspect and any one of its possible implementations.

[0028] In a fifth aspect, the present application provides a computer-readable storage medium, when the instructions in the computer-readable storage medium are executed by the processor of the device for adjusting the rotational speed of the electric motor, enabling the device for adjusting the rotational speed of the electric motor to execute the method according to the second aspect and any one of its possible implementations.

[0029] Advantages of the present invention:

[0030] (1) By arranging the synchronizer on the input shaft and between the first gear and the second gear, and arranging the main reduction gear on the intermediate shaft and between the first driven gear and the second driven gear, the axial width of the main reduction gear is reduced, achieving a two-speed structure while saving the overall axial space and improving the space utilization rate of the vehicle.

[0031] (2) The main reduction large gear meshes with the main reduction small gear, and the main reduction large gear is rotatably connected to the output shaft, enabling the main reduction small gear to drive the main reduction large gear to rotate and distribute power to the vehicle wheels. Further, the axial dimension of the drive structure can be reduced, improving the space utilization rate of the vehicle.

[0032] (3) By adjusting the rotational speed of the electric motor of the vehicle to the target rotational speed, the gear can be driven to rotate by the electric motor, so that the rotational speed of the gear is the same as that of the synchronizer, and the gear and the synchronizer can be coupled to complete the switching of the power gear.

[0033] (4) By considering the current state of the vehicle and the power transmission parameters of the target power gear, the target rotational speed can be obtained more accurately, so that when the rotational speed of the electric motor is adjusted to the rotational speed of the target power gear, the rotational speed of the gear connected to the electric motor is the same as that of the synchronizer.

[0034] (5) Since there is a delay during the process of the vehicle switching from the current power gear to the target power gear, by presetting the shift time, the weight of the vehicle, the target torque, and the tire radius, the changing speed of the vehicle during the gear shift can be obtained, and the target speed of the vehicle can be adjusted based on the changing speed, thereby adjusting the target speed of the motor, making the target speed of the motor more accurate, in line with the actual situation, more accurately assisting the synchronizer to couple with the gear, and switching the power gear to the target power gear.

[0035] (6) The synchronizer is of an inverted cone structure. In order to prevent the synchronizer from being unable to overcome the motor inertia to complete gear engagement, during the process of the synchronizer engaging with the gear, by obtaining the target speed based on the fluctuation threshold and the initial motor speed, the target speed can be made to fluctuate to assist the synchronizer in shifting gears.

[0036] (7) The synchronizer can be moved more accurately from the current position to the position where the target power gear is located, thereby realizing gear shifting.

[0037] It should be noted that for the technical effects brought by any implementation manner in the second aspect to the fifth aspect, reference can be made to the technical effects brought by the corresponding implementation manner in the first aspect, which will not be elaborated here.

[0038] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit this application. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application, and do not constitute an improper limitation to this application.

[0040] Figure 1 is a schematic structural diagram of a drive structure shown according to an exemplary embodiment;

[0041] Figure 2 is a schematic structural diagram of a power gear shown according to an exemplary embodiment;

[0042] Figure 3 is a schematic structural diagram of another drive structure shown according to an exemplary embodiment;

[0043] Figure 4 is a schematic structural diagram of another drive structure shown according to an exemplary embodiment;

[0044] Figure 5 is a schematic structural diagram of a differential lock shown according to an exemplary embodiment;

[0045] Figure 6is a schematic structural diagram of a vehicle shown according to an exemplary embodiment;

[0046] Figure 7 is a schematic flowchart of a method for adjusting the rotational speed of an electric motor shown according to an exemplary embodiment;

[0047] Figure 8 is a schematic structural diagram of a device for adjusting the rotational speed of an electric motor shown according to an exemplary embodiment;

[0048] Figure 9 is a schematic structural diagram of another device for adjusting the rotational speed of an electric motor shown according to an exemplary embodiment.

[0049] Reference numerals:

[0050] 1, electric motor; 2, input shaft; 3, first gear; 4, synchronizer; 5, second gear;

[0051] 6, second driven gear; 7, intermediate shaft; 8, first driven gear; 9, main reduction gear; 10, output shaft; 11, main reduction large gear; 12, differential lock. Detailed implementation manners

[0052] In order to enable those of ordinary skill in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0053] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such used data may be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0054] Some embodiments of the present disclosure provide a means of transportation. The means of transportation includes a drive structure.

[0055] The means of transportation described in the present application includes, but is not limited to, vehicles, airplanes, or ships, etc., and the means of transportation has a drive structure.

[0056] The following takes a distributed vehicle as an example of the means of transportation to illustrate some embodiments of the present application.

[0057] In some embodiments, the vehicle includes at least one power system, and the power system includes: at least one drive structure, and the at least one drive structure includes: a first drive structure and a second drive structure.

[0058] Optionally, the first drive structure and the second drive structure are the same and symmetric in structure.

[0059] It should be noted that in the conventional technology, the synchronizer 4 in the drive structure is usually arranged between the first driven gear 8 and the second driven gear 6, and the main reduction gear 9 is usually arranged on either side of the first driven gear 8 and the second driven gear 6. In this way, the axial dimension of the drive structure will be relatively large, affecting the utilization rate of the vehicle.

[0060] Based on this, as Figure 1 shown, the present application provides a drive structure, and the drive structure includes: a first drive device and a second drive device.

[0061] Among them, the first drive device includes: a motor 1, an input shaft 2, a first gear 3, a synchronizer 4 and a second gear 5. The input shaft 2 is connected to the motor 1. Both the first gear 3 and the second gear 5 are rotatably connected to the input shaft 2. The synchronizer 4 is arranged on the input shaft 2 and is located between the first gear 3 and the second gear 5. The second drive device includes: a first driven gear 8, an intermediate shaft 7, a main reduction gear 9 and a second driven gear 6. The first driven gear 8 meshes with the first gear 3, the second driven gear 6 meshes with the second gear 5. Both the first driven gear 8 and the second driven gear 6 are rotatably connected to the intermediate shaft 7. The main reduction gear 9 is arranged on the intermediate shaft 7 and is located between the first driven gear 8 and the second driven gear 6.

[0062] It should be noted that the power gear of the vehicle can be switched by coupling the synchronizer 4 with the first gear 3 or the second gear 5.

[0063] It should be understood that during the process of switching the power gear of the vehicle, the synchronizer 4 needs to be pushed to the neutral position.

[0064] Optionally, the power gears include: first gear and second gear.

[0065] Exemplarily, as Figure 2 shown in (a) of [], when the first gear 3 is coupled with the synchronizer 4, the vehicle is in the first gear. When the vehicle needs to be switched from the first gear to the second gear, the synchronizer 4 needs to be pushed to the neutral position. As Figure 2 shown in (b) of [], the synchronizer 4 is in the neutral position, neither coupled with the first gear 3 nor with the second gear 5. When the vehicle has been switched to the second gear, as Figure 2 shown in (c) of [], the second gear 5 is coupled with the synchronizer 4.

[0066] It should be noted that the present application does not limit the speed ratios of the first gear and the second gear. For example, the speed ratio of the first gear can be 20, 22, 25 or 30, and the speed ratio of the second gear can be 8, 10, 12, 14 or 15.

[0067] In this way, by rotatably connecting both the first gear 3 and the second gear 5 to the input shaft 2 (i.e., the first gear 3 and the second gear 5 are sleeved on the input shaft 2), and arranging the synchronizer 4 on the input shaft 2 (i.e., the synchronizer 4 is fixedly connected to the input shaft 2), it can be made that the synchronizer 4 moves towards the first gear 3 to be coupled with the first gear 3, and the synchronizer 4 moves towards the second gear 5 to be coupled with the second gear 5. At the same time, the main reduction gear 9 is arranged on the intermediate shaft 7 and is located between the first driven gear 8 and the second driven gear 6 (i.e., the first driven gear 8, the second driven gear 6, the main reduction gear 9 and the intermediate shaft 7 are fixedly connected), which can make the first gear 3 drive the first driven gear 8 to rotate, and the second gear 5 drive the second driven gear 6 to rotate, so as to adjust the torque of the vehicle.

[0068] Furthermore, by arranging the synchronizer 4 on the input shaft 2 and between the first gear 3 and the second gear 5, and arranging the main reduction gear 9 on the intermediate shaft 7 and between the first driven gear 8 and the second driven gear 6, the axial width of the main reduction gear 9 is reduced, the two-speed structure is realized while saving the axial space of the assembly, and the space utilization rate of the vehicle is improved.

[0069] It should be noted that the present application does not limit the size of the main reduction gear 9. For example, one side of the main reduction gear 9 is 50 millimeters (mm), and the total length is 100 mm.

[0070] In some embodiments, as Figure 3 shown, the drive structure further includes: a third drive device. Wherein, the third drive device includes: a main reduction large gear 11 and an output shaft 10, the main reduction large gear 11 meshes with the main reduction small gear 9, and the main reduction large gear is rotatably connected to the output shaft 10.

[0071] It can be understood that the main reduction large gear 11 meshes with the main reduction small gear 9, and the main reduction large gear 11 is rotatably connected to the output shaft 10, which can make the main reduction small gear 9 drive the main reduction large gear 11 to rotate and distribute power to the wheels of the vehicle. Further, the axial dimension of the drive structure can be reduced, and the space utilization rate of the vehicle is improved.

[0072] It should be noted that the structures of the first drive structure and the second drive structure are the same.

[0073] In some embodiments, as Figure 4 shown, a differential lock 12 is provided between the first drive structure and the second drive structure.

[0074] Among them, the differential lock 12 includes: two differential half shafts.

[0075] It should be noted that the output end is directly connected and coupled through the two differential half shafts of the differential lock 12, which can realize the single-side output of the dual motors and improve the off-road ability.

[0076] Exemplarily, as Figure 5 shown in (a) of [], when the differential lock is not activated, one differential half shaft of the differential lock controls the first driving structure, and the other differential half shaft controls the second driving structure, and the two differential half shafts rotate independently. As Figure 5 shown in (b) of [], when the differential lock is activated, the two differential half shafts are coupled and have the same rotational speed, and the power of the first driving structure and the second driving structure is combined to the same side (i.e., the single-side output of the dual motors).

[0077] In this way, adding the differential lock 12 can output the dual-motor power from the single-side output shaft to meet the off-road requirements.

[0078] Furthermore, if the vehicle includes two power systems and both power systems are provided with differential locks, a four-wheel drive configuration with front and rear power decoupling can be obtained.

[0079] Exemplarily, as Figure 6 shown, the vehicle includes a power system 1 and a power system 2. The power system 1 is deployed on the front axle of the vehicle, and the power system 2 is deployed on the rear axle of the vehicle. Both the power system 1 and the power system 2 are provided with differential locks.

[0080] It should be noted that although setting the synchronizer 4 on the input shaft 2 can reduce the size of the driving device, it will reduce one-stage speed ratio reduction, that is, reduce the rotational speed conversion between the driving gear and the driven gear, and the rotational speed of the synchronizer 4 is increased by 3 to 4 times. However, since the synchronizer 4 and the main reduction gear 9 affect each other in the radial space, it further affects the model of the synchronizer 4, so that the synchronization ability of the synchronizer 4 is limited, thereby affecting the synchronization duration between the synchronizer 4 and the gearshift gear. Moreover, power loss jerks will occur during the vehicle gearshift process.

[0081] It should be noted that this structure is mainly applied to four-wheel drive off-road devices. In order to meet the off-road requirement characteristics of high torque and low vehicle speed, the first gear can be designed as an off-road gear for high-torque scenarios such as off-roading and getting out of trouble, and the second gear can be designed as a normal gear for urban road driving scenarios.

[0082] It should be noted that compared with the engine, the maximum rotational speed of the motor can be greater than or equal to 6000 and less than or equal to 20000 rpm, or the maximum rotational speed of the motor can be greater than or equal to 20000 rpm.

[0083] Based on this, the present application provides a method for adjusting the rotational speed of the motor, and the method includes:

[0084] As Figure 7 shown, the method includes the following steps:

[0085] S701. In response to switching to a target power gear, obtain the rotational speed of the synchronizer of the vehicle in the target power gear.

[0086] In a possible implementation, sensors are deployed in the vehicle. The rotational speed of the synchronizer of the vehicle in the target power gear can be obtained based on the sensors.

[0087] Exemplarily, the target power gear includes switching from the first gear to the second gear and switching from the second gear to the first gear. In the case of switching from the first gear to the second gear, after receiving a gearshift signal, the vehicle can calculate based on the throttle opening, the current slope, and the speed of the vehicle to obtain the required torque of the vehicle. Then, based on the current rotational speed of the motor and the external characteristics of the motor, the maximum torque of the vehicle is obtained. If the required torque of the vehicle is greater than the maximum torque, the gearshift time can be postponed until the required torque of the vehicle is less than or equal to the maximum torque, and then a gearshift instruction is issued. If the requirement is still not met after 1 s, a prompt message is sent by the instrument of the vehicle, such as "The current working condition of the user does not support upshifting. It is recommended to shift gears after a higher vehicle speed". In the case of switching from the second gear to the first gear, if the vehicle speed is greater than 3 kilometers per hour (km / h), the instrument prompts the user that the vehicle speed is too high to shift gears; if the vehicle speed is less than 3 km / h, a gearshift instruction is issued.

[0088] It should be noted that the first gear is an off-road gear designed for four-wheel drive users. The user can switch the current power gear of the vehicle to the first gear in scenarios such as off-roading and getting unstuck. If the user forgets to request a gearshift after using the first gear to get unstuck, in order to meet power economy, when the vehicle speed reaches the threshold, the vehicle will automatically issue a gearshift instruction and prompt the user to exit the first gear.

[0089] S702. Adjust the rotational speed of the motor of the vehicle to a target rotational speed so that the rotational speed of the gear engaged with the motor is the same as the rotational speed of the synchronizer.

[0090] In a possible implementation, the rate of change of the rotational speed of the motor can be obtained. Then, based on the rate of change of the rotational speed of the motor, the rotational speed of the motor of the vehicle can be adjusted to the target rotational speed.

[0091] It should be noted that this application does not limit the rate of change of the rotational speed of the motor. For example, multiple preset rates of change of the rotational speed are pre-stored in the rotational speed adjustment device of the motor, and the rate of change of the rotational speed of the motor can be the maximum rate of change of the rotational speed among the multiple preset rates of change.

[0092] In a possible implementation, the current state information of the vehicle and the power transmission parameters corresponding to the target power gear can be obtained. Subsequently, based on the power transmission parameters and the current state information, the target speed can be obtained.

[0093] It can be understood that by considering the current state of the vehicle and the power transmission parameters of the target power gear, the target speed can be obtained more accurately, so that when the speed of the motor is adjusted to the speed of the target power gear, the speed of the gear engaged with the motor is the same as the speed of the synchronizer.

[0094] In a possible design, the current state information includes: the current vehicle speed of the vehicle, and the power transmission parameters include: the target power gear ratio and the target torque. The tire radius of the vehicle, the weight of the vehicle, and a preset shift time are obtained. The change speed of the vehicle can be obtained based on the preset shift time, the weight of the vehicle, the target torque, and the tire radius, and the change speed is used to indicate the speed change of the vehicle during the process of adjusting the current power gear to the target power gear. Subsequently, based on the change speed and the current vehicle speed, the target speed of the vehicle can be obtained. Subsequently, based on the target speed, the target power gear ratio, and the tire radius, the initial motor speed can be obtained. Subsequently, based on the initial motor speed, the target speed can be obtained.

[0095] Optionally, the initial motor speed is the target speed.

[0096] Exemplarily, the initial motor speed satisfies Equation 1.

[0097]

[0098] where r m is the initial motor speed, V is the current vehicle speed, t1 is the preset shift time, T is the target torque, R is the tire radius, m is the weight of the vehicle, n is the target power gear ratio, and PI is the pi.

[0099] Optionally, in the case where the vehicle switches from a low power gear to a high power gear, the initial motor speed satisfies Equation 2.

[0100]

[0101] Optionally, in the case where the vehicle switches from a high power gear to a low power gear, the initial motor speed satisfies Equation 3.

[0102]

[0103] It can be understood that there will be a delay during the process of the vehicle switching from the current power gear to the target power gear. Therefore, by presetting the shifting time, the weight of the vehicle, the target torque, and the tire radius, the changing speed of the vehicle during the shifting process can be obtained. Subsequently, based on the changing speed, the target speed of the vehicle is adjusted, which can adjust the target rotational speed of the motor, making the target rotational speed of the motor more accurate, in line with the actual situation, and more accurately assisting the synchronizer to couple with the gear to switch the power gear to the target power gear.

[0104] Optionally, a fluctuation threshold can be obtained, and the fluctuation threshold is used to adjust the rotational speed of the motor. Subsequently, based on the fluctuation threshold and the initial rotational speed of the motor, the target rotational speed can be obtained.

[0105] It can be understood that the synchronizer is of an inverted cone structure. To prevent the synchronizer from being unable to overcome the rotational inertia of the motor to complete gear engagement, during the process of the synchronizer engaging with the gear, based on the fluctuation threshold and the initial rotational speed of the motor, obtaining the target rotational speed can cause the target rotational speed to fluctuate, assisting the synchronizer to shift gears.

[0106] It should be noted that the present application places no restrictions on the fluctuation threshold. For example, the fluctuation threshold can be 5 revolutions per minute (rpm), 10 (rpm), 15 (rpm), 20 (rpm), 25 (rpm).

[0107] Based on the above technical solution, by adjusting the rotational speed of the motor of the vehicle to the target rotational speed, the gear can be driven to rotate by the motor, so that the rotational speed of the gear is the same as that of the synchronizer, and the gear and the synchronizer can be coupled to complete the switching of the power gear.

[0108] It should be understood that when the vehicle switches from the current power gear to the target power gear, it needs to go through three stages: gear disengagement, synchronization, and gear engagement. After obtaining the shifting instruction, in the gear disengagement stage, the synchronizer can be disengaged from the current power gear to reach the neutral gear. Subsequently, the synchronizer can be controlled to move towards the target power gear. Due to the speed ratio difference, there is a speed difference between the synchronizer and the first gear or the second gear. In the synchronization stage, the synchronizer needs to contact the first gear or the second gear through the friction element to generate frictional force, so that the speed of the synchronizer is the same as that of the first gear or the second gear. Subsequently, in the gear engagement stage, the synchronizer can be coupled with the first gear or the second gear to complete gear engagement.

[0109] It should be noted that there is a power interruption during the gear engagement stage of the synchronizer.

[0110] The gear disengagement operation will be introduced below.

[0111] In some embodiments, after obtaining the shifting signal, a gear disengagement operation needs to be performed.

[0112] It should be noted that in the case where the vehicle has two power systems, if the vehicle needs to switch from the current power gear to the target power gear, in order to maintain the power of the vehicle without loss, one of the two power systems can first reduce the torque for shifting, while the other power system increases the torque to meet the power demand of the vehicle.

[0113] Exemplarily, the throttle opening, slope, and vehicle speed can be obtained, and calculations can be performed based on the throttle opening, slope, and vehicle speed to obtain the torque of the power system with torque reduction in the vehicle and the torque of the power system with torque increase. After that, based on the torque of the power system with torque reduction and the torque of the power system with torque increase, the torque required for the vehicle to travel currently can be obtained. After that, the preset torque reduction time can be obtained, and based on the preset torque reduction time and the torque of the power system with torque reduction, the torque change rate can be obtained. After that, the torque of the power system with torque reduction and the power system with torque increase can be adjusted based on the torque change rate to obtain the total torque.

[0114] For example, power system 1 undertakes torque T1, power system 2 undertakes torque T2, and the torque required for the vehicle to travel currently satisfies Formula Four.

[0115] T = T1 + T2 Formula Four.

[0116] Where, T is the torque required for the vehicle to travel currently.

[0117] For another example, if power system 2 is the power system with torque reduction and needs to shift gears, with the preset torque reduction time as the target, based on the preset torque reduction time and the torque of power system 2, the torque change rate P can be obtained.

[0118] Where, the torque change rate satisfies Formula Five.

[0119]

[0120] Where, Δt is the preset torque reduction time.

[0121] It should be noted that this application does not limit the preset torque reduction time. For example, the preset torque reduction time can be 10 seconds (s), 20 s, 30 s, 40 s, or 50 s. To ensure smooth power alternation, the torque change rate can be less than 500 Nm / s. Power system 1 can reduce its own torque according to the torque change rate, while power system 1 can increase its own torque according to the torque change rate. After the torque interaction between power system 1 and power system 2 is completed, the synchronizer can perform a downshift operation.

[0122] It should be noted that in order to prevent the synchronizer from failing to downshift due to excessive motor drag, the speed of the motor can be adjusted through the speed change rate of the motor, so that the speed of the motor changes continuously until it is monitored that the synchronizer has completed the downshift operation according to the synchronizer position signal.

[0123] It should be noted that considering the part clearance and stress deformation, the position signal of the synchronizer is the range value of the synchronizer. The specific range value of the synchronizer needs to be calculated in combination with the dimension chain of the synchronizer.

[0124] The following introduces the gear shifting operation.

[0125] In some embodiments, the target rotation speed can be continuously monitored and the gear shifting time can be obtained. If the synchronizer fails to complete the gear shifting operation within the preset gear shifting time, and the difference between the target rotation speed and the current rotation speed of the motor is less than the preset gear shifting speed difference, the motor can be controlled to stop the rotation speed fluctuation, and the synchronizer can be controlled to return to the neutral gear.

[0126] In this way, the occurrence of a secondary speed difference caused by a stuck shift can be prevented.

[0127] It should be noted that this application does not limit the preset gear shifting time. For example, the preset gear shifting time can be 200 milliseconds (ms). This application does not limit the preset gear shifting difference. For example, the preset gear shifting speed difference can be 50 rpm.

[0128] It should be understood that in order to prevent the gear shifting from failing due to hardware failure, when the speed adjustment is repeated 3 times and the gear shifting still cannot be completed, it is determined that there is a gear shifting failure, and a "motor gear shifting failure" fault is reported.

[0129] It should be noted that during the process of completing the gear shifting operation, since the two driving structures of a power system shift gears simultaneously, there will be a delay in response, and it is necessary for both driving structures to complete the gear shifting to determine that the gear shifting is completed. Therefore, when one of the driving structures completes the gear shifting first, in order to maintain the running balance of the vehicle, the driving structure that has completed the gear shifting only provides the torque to overcome the system drag until the other driving structure completes the gear shifting and starts to work.

[0130] It should be noted that when one of the driving structures reports a fault, both synchronizers need to enter the neutral gear control.

[0131] In some embodiments, after it is determined that the synchronizer has completed the reverse gear and the forward gear, it is necessary to judge the state of the vehicle according to the moving distance of the synchronizer, the rotation speed of the motor, and the current vehicle speed, and complete the safety check.

[0132] It should be noted that due to the manufacturing errors and assembly errors of different parts in the vehicle, it is necessary to complete the position self-learning of the target power gear before the vehicle leaves the factory.

[0133] It should be understood that it is possible to determine whether the vehicle has completed the gear shifting based on the voltage of the Hall sensor.

[0134] In some embodiments, before obtaining the current state information of the vehicle and the target power gear information of the vehicle, the gear voltage when the synchronizer is in the target power gear and the current position voltage of the synchronizer can be obtained. Thereafter, based on the gear voltage and the current position voltage, a reverse gear pressure can be obtained, and the reverse gear pressure is the reverse gear force required for the synchronizer to move from the current position to the target power gear.

[0135] In a possible design, the gear voltage includes: the minimum voltage when the synchronizer is in the target power gear and the maximum voltage when the synchronizer is in the target power gear. Thereafter, based on the minimum voltage and the maximum voltage, the voltage difference between the minimum voltage and the maximum voltage can be obtained. Thereafter, based on the voltage difference and the current position voltage, the reverse gear pressure can be obtained.

[0136] Optionally, an adjustment factor can be obtained, and the adjustment factor is used to adjust the pressure for the synchronizer to reach the target power gear. Thereafter, based on the adjustment factor, the voltage difference, and the current position voltage, the reverse gear pressure can be obtained.

[0137] Exemplarily, the reverse gear pressure satisfies Formula Six.

[0138] F=(x-(X 0max -X 0min ))×A Formula Six.

[0139] Wherein, F is the reverse gear pressure, X is the current position voltage, X 0max is the maximum voltage, X 0min is the minimum voltage, and A is the adjustment factor.

[0140] It should be noted that the present application does not limit the adjustment factor. For example, the adjustment factor can be a pre-calibrated value, and the adjustment factor can be 40 Newtons (N), 45 N, 50 N, 55 N, or 60 N.

[0141] It should be noted that the sensor voltage range corresponding to the neutral position of the synchronizer (i.e., L0) can be calculated according to the hardware size. If the synchronizer is not at the position where the target power gear is located, it can be pushed towards this range according to the reverse neutral pressure, and the reverse neutral pressure is dynamically loaded.

[0142] Exemplarily, when the synchronizer approaches the position where the neutral gear is located, the force controlling the synchronizer gradually decreases to prevent overshoot. When the voltage at the current position of the synchronizer is greater than or equal to the minimum voltage and less than or equal to the maximum voltage, the synchronizer can be unloaded. After 200 ms, if the voltage at the current position of the synchronizer is still greater than or equal to the minimum voltage and less than or equal to the maximum voltage, it is determined that the synchronizer is at the position where the neutral gear is located at this time. Then, the voltage at the current position of the synchronizer can be determined as the neutral gear position voltage. If the voltage at the current position of the synchronizer is less than the minimum voltage or greater than the maximum voltage, the synchronizer can be controlled again to move towards the position where the neutral gear is located based on the position where the neutral gear is located. If the synchronizer fails to move to the position where the neutral gear is located three times in a row, a neutral gear learning failure warning is issued, such as "Neutral gear learning failed".

[0143] After the neutral gear learning is completed, after pushing the synchronizer to move towards the first gear side until the position no longer changes, the synchronizer can be unloaded. After 200 ms, if the voltage at the current position of the synchronizer is still greater than or equal to the minimum voltage and less than or equal to the maximum voltage, it is determined that the synchronizer is at the position where the first gear is located at this time. Then, the voltage at the current position of the synchronizer can be determined as the first gear position voltage. If the voltage at the current position of the synchronizer is less than the minimum voltage or greater than the maximum voltage, the synchronizer can be controlled again to move towards the position where the first gear is located based on the position where the first gear is located. If the synchronizer fails to move to the position where the first gear is located three times in a row, a first gear learning failure warning is issued, such as "First gear learning failed".

[0144] It should be noted that for the specific learning method of the second gear, the learning method of the first gear can be referred to, and this application will not elaborate on it.

[0145] In this way, the synchronizer can be moved from the current position to the position where the target power gear is located more accurately, thus realizing the gear shift.

[0146] It should be noted that after the position learning is completed, taking the example of downshifting one gear and then shifting to the second gear, when controlling the synchronizer to move from the position where the first gear is located to the position where the neutral gear is located, it is determined that the downshift is completed. Then, the synchronizer can be controlled to continue moving to the position where the second gear is located, and it is determined that the upshift is completed.

[0147] It should be understood that in order to prevent "false" upshift completion due to inaccurate position, the speed difference between the motor speed and the wheel speed needs to be calculated according to the speed ratio of the second gear. If the speed difference is greater than the preset speed difference threshold, a fault warning is issued, such as the "Motor gear disengaged" fault.

[0148] It should be noted that this application does not limit the preset speed difference threshold. For example, the preset speed difference threshold can be 50 rpm.

[0149] The above mainly introduced the solution provided by the embodiments of the present application from the perspective of methods. To implement the above functions, the device for adjusting the motor speed includes the corresponding hardware structures and / or software modules for performing each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of the examples described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the manner of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0150] According to the above method, the embodiments of the present application can divide the functional modules of the device for adjusting the motor speed. For example, the device for adjusting the motor speed can include each functional module corresponding to each functional division, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware or in the form of a software functional module. It should be noted that the division of modules in the embodiments of the present application is illustrative, only a logical functional division, and there can be other division methods in actual implementation.

[0151] Figure 8 is a schematic structural diagram of a device for adjusting the motor speed shown according to an exemplary embodiment. Referring to Figure 8 , the device for adjusting the motor speed includes an acquisition module 801 and a processing module 802.

[0152] The acquisition module 801 is configured to acquire the speed of the synchronizer of the vehicle in the target power gear in response to switching to the target power gear.

[0153] The processing module 802 is configured to adjust the speed of the motor of the vehicle to the target speed so that the speed of the gear engaged with the motor is the same as the speed of the synchronizer.

[0154] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated herein.

[0155] Figure 9 is a schematic structural diagram of another device for adjusting the motor speed shown according to an exemplary embodiment. As Figure 9 shown, the device for adjusting the motor speed includes, but is not limited to: a processor 901 and a memory 902.

[0156] Among them, the above-mentioned memory 902 is used to store executable instructions of the above-mentioned processor 901. It can be understood that the above-mentioned processor 901 is configured to execute instructions to implement the method for adjusting the motor speed in the above-mentioned embodiments.

[0157] It should be noted that those skilled in the art can understand that Figure 9 the structure of the motor speed adjustment device shown in Figure 9 does not constitute a limitation on the motor speed adjustment device. The motor speed adjustment device may include more or fewer components than

[0158] shown, or combine some components, or have different component arrangements.

[0159] The processor 901 is the control center of the motor speed adjustment device, connecting various parts of the entire motor speed adjustment device through various interfaces and lines. By running or executing software programs and / or modules stored in the memory 902, and calling data stored in the memory 902, it executes various functions of the motor speed adjustment device and processes data, thereby monitoring the entire motor speed adjustment device. The processor 901 may include one or more processing units. Optionally, the processor 901 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 901 either.

[0160] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as the memory 902 including instructions. The above-mentioned instructions can be executed by the processor 901 of the motor speed adjustment device to implement the method in the above-mentioned embodiments.

[0161] In actual implementation, Figure 8 the functions of the acquisition module 801 and the processing module 802 in Figure 9 can both be implemented by the processor 901 in

[0162] calling the computer program stored in the memory 902. The specific execution process can refer to the description of the method part in the above embodiments and will not be elaborated here.Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium. For example, the non-transitory computer-readable storage medium may be a Read-Only Memory (ROM), a Random Access Memory (RAM), a Compact Disc Read-Only Memory (CD-ROM), magnetic tape, a floppy disk, and an optical data storage device, etc.

[0163] In an exemplary embodiment, the embodiments of the present application further provide a computer program product including one or more instructions, and the one or more instructions may be executed by a processor 901 of the motor speed adjustment device to complete the method in the above embodiments.

[0164] It should be noted that when the instructions in the above computer-readable storage medium or the one or more instructions in the computer program product are executed by the processor of the motor speed adjustment device, each process of the above method embodiments is implemented, and the same technical effects as the above method can be achieved. To avoid repetition, it will not be elaborated here.

[0165] Through the description of the above embodiments, those skilled in the art can clearly understand that for the convenience and simplicity of description, only the above division of each functional module is used as an example. In practical applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0166] In several embodiments provided by the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical functional division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point, the displayed or discussed coupling or direct coupling or communication connection between each other may be through some interfaces. The indirect coupling or communication connection of the device or unit may be in an electrical, mechanical or other form.

[0167] The unit described as a separated component may or may not be physically separated, and the component displayed as a unit may be a physical unit or multiple physical units, that is, it may be located in one place, or may be distributed to multiple different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0168] In addition, in each embodiment of the present application, each functional unit may be integrated into one processing unit, may exist separately as individual physical units, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of a software functional unit.

[0169] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it may be stored in a readable storage medium. Based on such an understanding, the technical solution of the embodiments of the present application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, may be embodied in the form of a software product. The software product is stored in a storage medium and includes several instructions for causing a device (which may be a single-chip microcomputer, a chip, etc.) or a processor to execute all or part of the steps of the methods of the embodiments of the present application. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, ROM, RAM, magnetic disks, or optical discs that can store program codes.

[0170] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A driving structure, characterized in that, Comprising: A first driving device, comprising: a motor (1), an input shaft (2), a first gear (3), a synchronizer (4) and a second gear (5), wherein the input shaft (2) is connected to the motor (1), the first gear (3) and the second gear (5) are both rotatably connected to the input shaft (2), and the synchronizer (4) is arranged on the input shaft (2) and is located between the first gear (3) and the second gear (5); A second driving device, comprising: a first driven gear (8), an intermediate shaft (7), a main reduction gear (9) and a second driven gear (6), wherein the first driven gear (8) meshes with the first gear (3), the second driven gear (6) meshes with the second gear (5), the first driven gear (8) and the second driven gear (6) are both rotatably connected to the intermediate shaft (7), and the main reduction gear (9) is arranged on the intermediate shaft (7) and is located between the first driven gear (8) and the second driven gear (6).

2. The drive structure according to claim 1, wherein, Further comprising: A third driving device, comprising: a main reduction large gear (11) and an output shaft (10), wherein the main reduction large gear (11) meshes with the main reduction gear (9), and the main reduction large gear (11) is rotatably connected to the output shaft (10).

3. A method for adjusting the rotational speed of an electric motor, characterized in that, Applied to the driving structure according to claim 1 or 2, the method comprising: In response to switching to a target power gear, obtaining the rotational speed of the synchronizer of the vehicle in the target power gear; Adjusting the rotational speed of the motor of the vehicle to a target rotational speed so that the rotational speed of the gear connected to the motor is the same as the rotational speed of the synchronizer.

4. The method according to claim 3, characterized in that The target rotational speed is obtained by the following method: Obtaining the current state information of the vehicle and the power transmission parameters corresponding to the target power gear; Based on the power transmission parameters and the current state information, obtaining the target rotational speed.

5. The method according to claim 4, wherein The current state information includes: the current vehicle speed of the vehicle, and the power transmission parameters include: the target power gear ratio and the target torque; the obtaining the target rotational speed based on the power transmission parameters and the current state information includes: Obtaining the tire radius of the vehicle, the weight of the vehicle and a preset shift time; Based on the preset shift time, the weight of the vehicle, the target torque and the tire radius, obtaining a change speed of the vehicle, and the change speed is used to indicate the speed change condition of the vehicle during the process of adjusting the current power gear to the target power gear; Based on the change speed and the current vehicle speed, obtaining the target speed of the vehicle; Based on the target speed, the target power gear ratio and the tire radius, obtaining an initial motor rotational speed; Based on the initial motor rotational speed, obtaining the target rotational speed.

6. The method according to claim 5, characterized in that, The initial motor rotational speed satisfies the following formula: where r m is the target rotational speed, V is the current vehicle speed, t1 is the preset shift time, T is the target torque, R is the tire radius, m is the weight of the vehicle, n is the target power gear ratio, and PI is the pi.

7. The method according to claim 5 or 6, characterized in that, The obtaining the target rotational speed based on the initial motor rotational speed includes: Obtaining a fluctuation threshold, and the fluctuation threshold is used to adjust the rotational speed of the motor; Based on the fluctuation threshold and the initial motor rotational speed, obtaining the target rotational speed.

8. The method according to any one of claims 3-6, characterized in that, The method further includes: Before obtaining the current state information of the vehicle and the target power gear information of the vehicle, obtaining the gear voltage when the synchronizer is in the target power gear and the current position voltage of the synchronizer; Based on the gear voltage and the current position voltage, obtaining a reverse gear pressure, where the reverse gear pressure is the reverse force required for the synchronizer to move from the current position to the target power gear.

9. The method according to claim 8, characterized in that, The gear voltage includes: the minimum voltage when the synchronizer is in the target power gear and the maximum voltage when the synchronizer is in the target power gear; The obtaining the reverse gear pressure based on the gear voltage and the current position voltage includes: Based on the minimum voltage and the maximum voltage, obtaining a voltage difference between the minimum voltage and the maximum voltage; Based on the voltage difference and the current position voltage, obtaining the reverse gear pressure.

10. An adjustment device for the rotational speed of an electric motor, characterized in that, Applied to the drive structure according to claim 1 or 2, the device includes: An obtaining module, configured to obtain the rotation speed of the synchronizer of the vehicle in the target power gear in response to switching to the target power gear; A processing module, configured to adjust the rotation speed of the motor of the vehicle to a target rotation speed so that the rotation speed of the gear engaged with the motor is the same as the rotation speed of the synchronizer.

11. An adjustment device for the rotational speed of an electric motor, characterized in that, Comprising: A processor; A memory for storing executable instructions of the processor; wherein, the processor is configured to execute the instructions to implement the method according to any one of claims 3-9.

12. A computer-readable storage medium, characterized in that, When the computer-executable instructions stored in the computer-readable storage medium are executed by the processor of the motor rotation speed adjustment device, the motor rotation speed adjustment device can execute the method according to any one of claims 3-9.

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