Gear shifting control method of vehicle, controller and vehicle

Abstract

The invention relates to the field of vehicle control, in particular to a vehicle gear shifting control method, a controller and a vehicle. The technical problems that in the prior art, due to the fact that the gear shifting precision is low during multi-gear gear shifting, the speed change stability of the whole vehicle is reduced, and the riding comfort is reduced are solved. According to the gear shifting control method of the vehicle, the position parameters of the joint sleeve are calculated through the rotor angular displacement, detected by the rotary transformer sensor of the driving motor, of the driving motor, and the position parameters of the driven wheel are calculated according to the angular speeds, detected by the wheel Hall sensors of the two driving wheels, of the driving wheels; and then, when the absolute value of the position deviation value between the position parameter of the joint sleeve and the position parameter of the driven wheel is smaller than a preset deviation value, it is indicated that the phase of the joint sleeve is accurately matched with the phase of the driven wheel, torque is cleared, and gear shifting is executed.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle control, in particular to a gear shifting control method of a vehicle, a controller and the vehicle. BACKGROUND

[0002] In the driving process of the vehicle, the gear position of the vehicle is mainly switched and controlled between the parking gear (P gear), the reverse gear (R gear), the neutral gear (N gear) and the forward gear (D gear) to meet the driving requirements of the vehicle in different scenarios.

[0003] With the increasing pursuit of energy efficiency and high-speed performance of electric vehicles, the application of multi-gear transmission is gradually popularized. However, the precision of gear shifting control is low, and once the gear shifting fails, the power transmission will be delayed or terminated, which reduces the transmission stability of the entire vehicle. In addition, it will also cause abnormal gear meshing and transmission shaft vibration, thereby reducing the gear life and ride comfort. SUMMARY

[0004] Therefore, the present application provides a gear shifting control method of a vehicle, a controller and the vehicle, which solves the technical problems of low gear shifting precision in the prior art, thereby reducing the transmission stability of the entire vehicle, reducing ride comfort and the like.

[0005] In order to achieve the above purpose, the present application provides a gear shifting control method of a vehicle for controlling the gear shifting of the vehicle, wherein the vehicle comprises a driving motor, a coupling sleeve, a driven wheel, a gear transmission structure, a differential and first and second driving wheels which are sequentially connected in power; the gear shifting control method comprises:

[0006] determining the position parameter of the coupling sleeve according to the rotor angular displacement of the driving motor;

[0007] calculating the target angular velocity and the target angular displacement of the driven wheel according to the first angular velocity of the first driving wheel, the second angular velocity of the second driving wheel and the target transmission ratio from the driven wheel to the differential corresponding to the target gear position;

[0008] calculating the position parameter of the driven wheel according to the target angular displacement of the driven wheel;

[0009] calculating the absolute value of the position deviation value between the position parameter of the coupling sleeve and the position parameter of the driven wheel; and when the absolute value of the position deviation value is less than a preset deviation value, performing gear shifting based on the rotor angular velocity of the driving motor and the target angular velocity of the driven wheel.

[0010] In one embodiment of this application, calculating the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear includes:

[0011] The target angular displacement of the first drive wheel is calculated based on the first angular velocity and the first initial angular displacement of the first drive wheel.

[0012] Calculate the target angular displacement of the second drive wheel based on the second angular velocity and the second initial angular displacement of the second drive wheel;

[0013] When the target angular displacement of the first drive wheel and the target angular displacement of the second drive wheel are both less than or equal to a preset value, the initial angular displacement of the driven wheel is calculated based on the target angular displacement of the first drive wheel, the target angular displacement of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear.

[0014] When the initial angular displacement of the driven wheel is less than or equal to the preset value, the initial angular displacement of the driven wheel is determined to be the target angular displacement of the driven wheel.

[0015] In one embodiment of this application, the step of calculating the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear further includes:

[0016] When the initial angular displacement of the driven wheel is greater than the preset value, the initial angular displacement of the driven wheel is updated at least once according to the preset value until the initial angular displacement after the last update is less than or equal to the preset value, and then the initial angular displacement after the last update is determined as the target angular displacement of the driven wheel.

[0017] In one embodiment of this application, the step of calculating the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear further includes:

[0018] When the target angular displacement of the first drive wheel is greater than the preset value, the target angular displacement of the first drive wheel is updated at least once according to the preset value, until the target angular displacement of the first drive wheel after the last update is less than or equal to the preset value; and / or

[0019] When the target angular displacement of the second drive wheel is greater than the preset value, the target angular displacement of the second drive wheel is updated at least once according to the preset value until the target angular displacement of the second drive wheel after the last update is less than or equal to the preset value.

[0020] In one embodiment of this application, before calculating the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear, the shift control method further includes:

[0021] Acquire the first current pulse signal output by the first Hall sensor regarding the first drive wheel, and the second current pulse signal output by the second Hall sensor regarding the second drive wheel;

[0022] The first pulse frequency of the first drive wheel is obtained based on the first current pulse signal, and the second pulse frequency of the second drive wheel is obtained based on the second current pulse signal.

[0023] The first angular velocity of the first drive wheel is calculated based on the first pulse frequency, the number of gear teeth matched with the first Hall sensor, the offset compensation value corresponding to the first drive wheel, and the temperature compensation value.

[0024] The second angular velocity of the second drive wheel is calculated based on the second pulse frequency, the number of teeth of the gear matched with the second Hall sensor, the offset compensation value corresponding to the second drive wheel, and the temperature compensation value.

[0025] In one embodiment of this application, the temperature compensation value is calculated based on a pre-calibrated linear temperature coefficient, a pre-calibrated reference temperature, the current temperature, and a pre-calibrated quadratic temperature coefficient.

[0026] In one embodiment of this application, before calculating the position parameters of the driven wheel based on the target angular displacement of the driven wheel, the shift control method further includes:

[0027] Based on the preset completion time from neutral to target gear and the speed regulation constant, the target angular displacement of the driven wheel is corrected to obtain the corrected target angular displacement of the driven wheel.

[0028] In one embodiment of this application, determining the position parameters of the engagement sleeve based on the rotor angular displacement of the drive motor includes:

[0029] The rotor angular displacement of the drive motor detected by the resolver sensor is obtained;

[0030] Based on the rotor angular displacement of the drive motor, the position parameters of the engagement sleeve that match the rotor angular displacement are found in the pre-constructed first mapping relationship curve;

[0031] The first mapping curve is the relationship curve between the rotor angular displacement of the drive motor and the standard position parameters of the coupling sleeve. The maximum standard position parameter of the coupling sleeve in the first mapping curve is 1, and the minimum standard position parameter is 0.

[0032] As a second aspect of this application, this application also provides a vehicle shift controller for controlling vehicle shifting, wherein the vehicle includes: a drive motor, a coupling sleeve, a driven wheel, a gear transmission structure, a differential, and a first drive wheel and a second drive wheel, which are connected in sequence; the shift controller includes:

[0033] The engagement sleeve state determination unit is used to determine the position parameters of the engagement sleeve based on the rotor angular displacement of the drive motor;

[0034] The first calculation unit is used to calculate the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear.

[0035] The driven wheel state determination unit is used to calculate the position parameters of the driven wheel based on the target angular displacement of the driven wheel;

[0036] The shift control unit is used to calculate the absolute value of the position deviation between the position parameters of the engagement sleeve and the position parameters of the driven wheel; and when the absolute value of the position deviation is less than a preset deviation value, it performs a shift based on the rotor angular velocity of the drive motor and the target angular velocity of the driven wheel.

[0037] As a third aspect of this application, this application also provides a vehicle, including:

[0038] The drive motor, engagement sleeve, driven wheel, gear transmission structure, differential, first drive wheel, and second drive wheel are connected in sequence.

[0039] A resolver sensor, the resolver sensor being used to detect the rotor angular displacement of the drive motor;

[0040] A first Hall sensor is used to detect a first angular velocity of the first drive wheel;

[0041] A second Hall sensor is used to detect the second angular velocity of the second drive wheel;

[0042] The shift controller described above;

[0043] The resolver sensor, the first Hall sensor, and the second Hall sensor are all communicatively connected to the shift controller.

[0044] The vehicle shift control method provided in this application calculates the position parameters of the engagement sleeve by detecting the rotor angular displacement of the drive motor using a resolver sensor of the drive motor, and calculates the position parameters of the driven wheel based on the angular velocity of the drive wheels detected by the Hall sensors of the two drive wheels. Then, when the absolute value of the position deviation between the engagement sleeve and the driven wheel position parameters is less than a preset deviation value, it indicates that the phase of the engagement sleeve and the driven wheel is precisely matched, and torque is cleared and shifting is executed. This application can monitor the tooth tip and tooth groove positions of the engagement sleeve and the driven wheel in real time, dynamically adjusting the shifting timing and angle, eliminating the risks of tooth collision and power transmission delay caused by tooth misalignment in traditional open-loop shifting. Furthermore, this application determines whether shifting can be performed based on data obtained from the resolver sensor already in the drive motor and the Hall sensors built into the two drive wheels, resulting in low cost. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0046] Figure 1 The diagram shown is a structural schematic of a vehicle shifting device provided in an embodiment of this application.

[0047] Figure 2 The diagram shown is a structural schematic of a vehicle provided in an embodiment of this application.

[0048] Figure 3 The diagram shown is a schematic flowchart of a vehicle shift control method according to an embodiment of this application.

[0049] Figure 4 The diagram shown is a confirmation relationship diagram of the position parameters of the coupling sleeve provided in an embodiment of this application.

[0050] Figure 5 The diagram shown is a confirmation relationship diagram of the driven wheel position parameters provided in an embodiment of this application.

[0051] Figure 6 The diagram shown is a flowchart illustrating the calculation method for the target angular displacement of the driven wheel in a vehicle shift control method according to another embodiment of this application.

[0052] Figure 7The diagram shown is a schematic flowchart of a vehicle shift control method according to another embodiment of this application.

[0053] Figure 8 The diagram shown is a working block diagram of a vehicle shift controller according to an embodiment of this application. Detailed Implementation

[0054] In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. All directional indications (such as up, down, left, right, front, back, top, bottom, etc.) in the embodiments of this application are only used to explain the relative positional relationships and movement of the components in a specific posture (as shown in the figures). If the specific posture changes, the directional indication will also change accordingly. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0055] Furthermore, the reference to "embodiment" herein means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0056] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0057] Exemplary device

[0058] As a first aspect of this application, this application provides a gear shifting device for a vehicle. Figure 1 The diagram shown is a structural schematic of a vehicle shifting device according to an embodiment of this application. Figure 2 The diagram shown is a structural schematic of a vehicle according to an embodiment of this application. Figure 1 as well as Figure 2 As shown, the vehicle provided in this application includes:

[0059] The drive motor 1 and the resolver sensor 10 mounted on the drive motor 1 are used to detect the angular displacement and angular velocity of the rotor in the drive motor 1.

[0060] The gearbox 2 includes a coupling sleeve 21, a driven wheel 22, and a gear transmission structure 23. The drive motor 1 is powered by the coupling sleeve 21, and the coupling sleeve 21 is powered by the driven wheel 22. The driven wheel 22 has a driven wheel engagement gear ring 221. The switching of the power transmission path is achieved through the mutual cooperation between the coupling sleeve 21 and the driven wheel engagement gear ring 221. The coupling sleeve 21 and the driven wheel 22 constitute the vehicle's shifting device.

[0061] Differential 3, the power input end of differential 3 is connected to the power output end of gear transmission structure 23, and the driven wheel transmits power to differential 3 through gear transmission structure 23;

[0062] A first drive wheel 41 and a first Hall sensor 42 mounted on the first drive wheel 41. The first drive wheel 41 drives the left wheel of the vehicle to rotate. The first drive wheel 41 is powered by a differential 3, which transmits power to the first drive wheel 41, causing the left wheel to rotate. The first Hall sensor 42 is a magnetoelectric conversion device based on the Hall effect. It outputs a pulse signal by detecting changes in the magnetic field, and the angular displacement and angular velocity of the first drive wheel 41 can be calculated based on the pulse signal.

[0063] The system includes a second drive wheel 43 and a second Hall sensor 44 mounted on the second drive wheel 43. The second drive wheel 43 drives the right wheel of the vehicle. The second drive wheel 43 is powered by a differential 3, which transmits power to the second drive wheel 43, causing the right wheel to rotate. The second Hall sensor 44 is a magnetoelectric conversion device based on the Hall effect. It outputs a pulse signal by detecting changes in the magnetic field, and the angular displacement and angular velocity of the second drive wheel 43 can be calculated from the pulse signal.

[0064] The controller 5 is communicatively connected to the resolver sensor 10, the first Hall sensor 42, and the second Hall sensor 44. The controller 5 is used to execute the steps in the vehicle shift control method described in this application.

[0065] Exemplary control method

[0066] As a second aspect of this application, this application also provides a vehicle shifting control method for controlling the vehicle described above. Figure 3 The diagram shown is a schematic flowchart of a vehicle shift control method according to an embodiment of this application. Figure 3 As shown, the vehicle's gear shifting control method includes the following steps:

[0067] S1: Determine the position parameters of the coupling sleeve based on the rotor angular displacement of the drive motor;

[0068] Specifically, the rotor of the drive motor converts electromagnetic energy into mechanical energy, outputting torque to the driven wheel, then to the differential, and finally to the two drive wheels, thereby driving the vehicle.

[0069] Specifically, the method for determining the position parameters of the coupling sleeve based on the rotor angular displacement of the drive motor, namely S1 (determining the position parameters of the coupling sleeve based on the rotor angular displacement of the drive motor), includes the following steps:

[0070] S10: Acquire the rotor angular displacement of the drive motor detected by the resolver sensor;

[0071] S11: Based on the rotor angular displacement of the drive motor, find the position parameters of the engagement sleeve that match the rotor angular displacement in the pre-constructed first mapping relationship curve;

[0072] The first mapping curve represents the mapping relationship between the rotor angular displacement of the drive motor and the standard position parameters of the coupling sleeve, with one rotor angular displacement corresponding to one standard position parameter. In the first mapping curve, the maximum standard position parameter of the coupling sleeve is 1, and the minimum standard position parameter is 0. This first mapping curve is pre-constructed and calibrated. Figure 4 The diagram shown is a confirmation relationship diagram of the coupling sleeve position parameters provided in an embodiment of this application. Figure 4 As shown, at the top of the coupling sleeve, if the tooth groove is in the center (for example, the corresponding rotor angular displacement of the drive motor may be 0° or 90°), then it corresponds to the maximum standard position parameter 1. If the tooth tip is in the center (for example, the corresponding rotor angular displacement of the drive motor may be 180° or 270°), then it corresponds to the minimum standard position parameter 0.

[0073] Therefore, once the first mapping curve is constructed, the standard position parameters that match the rotor angular displacement of the drive motor can be found in the first mapping curve as the position parameters of the coupling sleeve.

[0074] S2: Calculate the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear.

[0075] Specifically, the calculation methods for the first angular velocity ω1 of the first drive wheel and the second angular velocity ω2 of the second drive wheel are as follows:

[0076] (1) First, obtain the first current pulse signal about the first drive wheel output by the first Hall sensor and the second current pulse signal about the second drive wheel output by the second Hall sensor.

[0077] (2) Obtain the first pulse frequency f1 corresponding to the first drive wheel according to the first current pulse signal, and obtain the second pulse frequency f2 corresponding to the second drive wheel according to the second current pulse signal.

[0078] (3) Calculate the first angular velocity of the first drive wheel based on the first pulse frequency f1, the number of teeth of the gear matched by the first Hall sensor, the offset compensation value corresponding to the first drive wheel, and the temperature compensation value; calculate the second angular velocity of the second drive wheel based on the second pulse frequency f2, the number of teeth of the gear matched by the second Hall sensor, the offset compensation value corresponding to the second drive wheel, and the temperature compensation value.

[0079] ω1=(f1×60) / Z j ×2π+ω z +ω w

[0080] ω2=(f2×60) / Z j ×2π+ω z +ω w

[0081] In the formula, ω1 is the first angular velocity of the first drive wheel, f1 is the first pulse frequency corresponding to the first drive wheel detected by the first Hall sensor, and Z j The number of gear teeth matched to the first Hall sensor, ω z ω is the offset compensation value corresponding to the first drive wheel (this value is obtained through zero-point calibration after vehicle assembly). w Here is the temperature compensation value, where ω w It is calculated based on the current temperature and the reference temperature, that is:

[0082] ω w = α×(T-T1)+β×(T-T1) 2

[0083] In the formula, α is the linear temperature coefficient, which is pre-calibrated. Β is the quadratic temperature coefficient, which is pre-calibrated. T1 is the reference temperature, selected as the average temperature of a commonly used operating range, which is pre-calibrated. T is the current temperature, which can be detected by a temperature sensor installed on the vehicle.

[0084] Once the first angular velocity of the first drive wheel and the second angular velocity of the second drive wheel can be obtained through the above calculations, the target angular velocity and target angular displacement of the driven wheel can be calculated based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear.

[0085] ω0=(ω1+ω2) / 2×i1

[0086] ω0 is the target angular velocity of the driven wheel, and i1 is the target transmission ratio from the driven wheel to the differential corresponding to the target gear.

[0087] The target angular displacement of the driven wheel can be calculated by initializing the first angular displacement of the first drive wheel to 0, initializing the second angular displacement of the second drive wheel to 0, and then calculating the target angular displacement of the driven wheel based on the first and second angular displacements.

[0088] S3: Calculate the position parameters of the driven wheel based on the target angular displacement of the driven wheel.

[0089] Once the target angular displacement of the driven wheel is calculated, its position parameters can be calculated based on this displacement. Specifically, S3 (calculating the position parameters of the driven wheel based on its target angular displacement) includes the following steps:

[0090] (1) Based on the target angular displacement of the driven wheel, find the position parameters of the driven wheel that match the target angular displacement of the driven wheel in the pre-constructed second mapping relationship curve;

[0091] The second mapping curve represents the mapping relationship between the angular displacement of the driven wheel and its standard position parameter. One angular displacement of the driven wheel corresponds to one standard position parameter. In the second mapping curve, the maximum standard position parameter of the driven wheel is 1, and the minimum standard position parameter is 0. The second mapping curve is pre-constructed and calibrated. Figure 5 The diagram shown is a confirmation relationship diagram of the driven wheel position parameters provided in an embodiment of this application. Figure 5 As shown, when the tooth groove is centered at the top of the driven wheel (for example, the angular displacement of the driven wheel at this time may be 180° or 270°), the corresponding parameter is the maximum standard position parameter 0. When the tooth tip is centered (for example, the angular displacement of the driven wheel at this time may be 0° or 90°), the corresponding parameter is the minimum standard position parameter 0.

[0092] Therefore, once the second mapping curve is constructed, the standard position parameters that match the target angular displacement of the driven wheel can be found in the second mapping curve based on the target angular displacement of the driven wheel.

[0093] S4: Calculate the absolute value of the position deviation between the position parameters of the engagement sleeve and the position parameters of the driven wheel; and when the absolute value of the position deviation is less than the preset deviation value, perform gear shifting based on the rotor angular velocity of the drive motor and the target angular velocity of the driven wheel.

[0094] Once the position parameters of the coupling sleeve and the driven wheel are calculated, the absolute value of the difference between the two can be calculated, that is, the absolute value of the position deviation between the position parameters of the coupling sleeve and the driven wheel. When the absolute value of the position deviation is less than the preset deviation value, the torque is cleared and the gear shift is performed based on the rotor angular velocity of the drive motor and the target angular velocity of the driven wheel.

[0095] The vehicle shift control method provided in this application calculates the position parameters of the engagement sleeve by detecting the rotor angular displacement of the drive motor using a resolver sensor of the drive motor, and calculates the position parameters of the driven wheel based on the angular velocity of the drive wheels detected by the Hall sensors of the two drive wheels. Then, when the absolute value of the position deviation between the engagement sleeve and the driven wheel position parameters is less than a preset deviation value, it indicates that the phase of the engagement sleeve and the driven wheel is precisely matched, and torque is cleared and shifting is executed. This application can monitor the tooth tip and tooth groove positions of the engagement sleeve and the driven wheel in real time, dynamically adjusting the shifting timing and angle, eliminating the risks of tooth collision and power transmission delay caused by tooth misalignment in traditional open-loop shifting. Furthermore, this application determines whether shifting can be performed based on data obtained from the resolver sensor already in the drive motor and the Hall sensors built into the two drive wheels, resulting in low cost.

[0096] In one embodiment of this application, as Figure 6 As shown, S2 (calculating the target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear) specifically includes the following steps:

[0097] S21: Calculate the target angular displacement of the first drive wheel based on the first angular velocity ω1 and the first initial angular displacement.

[0098] Specifically, the initial angular displacement can be 0. Then the target angular displacement of the first drive wheel... It is the sum of the first angular velocity ω1 and the first initial angular displacement of the first drive wheel.

[0099] S22: Calculate the target angular displacement of the second drive wheel based on the second angular velocity ω2 and the second initial angular displacement.

[0100] S23: When the target angular displacement of the first drive wheel... and the target angular displacement of the second drive wheel When all values ​​are less than or equal to preset values, the initial angular displacement of the driven wheel is calculated based on the target angular displacement of the first drive wheel, the target angular displacement of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear.

[0101] Right now

[0102] In the formula, i1 is the target transmission ratio from the driven wheel to the differential corresponding to the target gear.

[0103] If the target angular displacement of the first drive wheel If the target angular displacement is greater than the preset value 2π, then execute S26. Similarly, if the target angular displacement of the second drive wheel... If the value is greater than the preset value 2Π, then execute S27.

[0104] S24: When the initial angular displacement of the driven wheel When the initial angular displacement of the driven wheel is less than or equal to the preset value, the target angular displacement of the driven wheel is determined.

[0105] If the initial angular displacement of the driven wheel is less than or equal to the preset value, the initial angular displacement of the driven wheel is determined as the target angular displacement of the driven wheel.

[0106] If the initial angular displacement of the driven wheel is greater than the preset value, then S25 is executed.

[0107] S25: When the initial angular displacement of the driven wheel is greater than the preset value, the initial angular displacement of the driven wheel is updated at least once according to the preset value until the initial angular displacement after the last update is less than or equal to the preset value, and then the initial angular displacement after the last update is determined as the target angular displacement of the driven wheel.

[0108] If the initial angular displacement of the driven wheel calculated in the initial calculation is greater than the preset value, then the value obtained by subtracting the preset value from the calculated initial angular displacement is taken as the initial angular displacement of the driven wheel. Then, it is further determined whether the initial angular displacement of the driven wheel is greater than the preset value. If it is less than or equal to the preset value, then the initial angular displacement of the driven wheel is determined as the target angular displacement. If it is still greater than the preset value after the update, then the value obtained by subtracting the preset value from the calculated initial angular displacement is taken as the initial angular displacement of the driven wheel. This process is repeated until the initial angular displacement of the driven wheel is less than or equal to the preset value.

[0109] S26: When the target angular displacement of the first drive wheel is greater than the preset value, the target angular displacement of the first drive wheel is updated at least once according to the preset value until the target angular displacement of the first drive wheel after the last update is less than or equal to the preset value.

[0110] When the target angular displacement of the first drive wheel If the target angular displacement of the first drive wheel is greater than the preset value 2π, the difference between the target angular displacement and the preset value is used as the new initial angular displacement of the first drive wheel. Then, the target angular displacement of the first drive wheel is calculated and updated based on the sum of the initial angular displacement and the target angular velocity of the first drive wheel (i.e., S21 is executed again), and then S23 and S24 are executed again. Or S23, S23, and S25 are executed. If the target angular displacement of the first drive wheel calculated and updated based on the sum of the initial angular displacement and the target angular velocity of the first drive wheel is still greater than the preset value, then S26-S22-S23 are executed again. This cycle continues until the target angular displacement of the first drive wheel after the last update is less than or equal to the preset value.

[0111] S27: When the target angular displacement of the second drive wheel is greater than the preset value, the target angular displacement of the second drive wheel is updated at least once according to the preset value until the target angular displacement of the second drive wheel after the last update is less than or equal to the preset value.

[0112] Similarly, when the target angular displacement of the second drive wheel... If the target angular displacement of the second drive wheel is greater than the preset value 2π, the difference between the target angular displacement and the preset value is used as the new initial angular displacement of the second drive wheel. Then, the target angular displacement of the second drive wheel is calculated and updated based on the sum of the initial angular displacement and the target angular velocity of the second drive wheel (i.e., S21 is executed again), and then S23 and S24 are executed again. Or S23, S23, and S25 are executed. If the target angular displacement of the second drive wheel calculated based on the sum of the initial angular displacement and the target angular velocity of the second drive wheel is still greater than the preset value, then S26-S22-S23 are executed again. This cycle continues until the target angular displacement of the second drive wheel after the last update is less than or equal to the preset value.

[0113] In one embodiment of this application, as Figure 7 As shown, before S3 (calculating the position parameters of the driven wheel based on the target angular displacement of the driven wheel), the shift control method also includes the following steps:

[0114] S30: Based on the preset completion time from neutral to the target gear and the speed regulation constant, the target angular displacement of the driven wheel is corrected to obtain the corrected target angular displacement of the driven wheel. That is...

[0115] φ_ x =φ0-C×t0

[0116] In the formula, φ_ x The target angular displacement of the driven wheel is the corrected value, φ0 is the target angular displacement of the driven wheel, C is the speed regulation constant, which is pre-calibrated and is greater than 0 and less than the target angular velocity of the driven wheel, and t0 is the preset completion time from neutral to the target gear, which is a fixed constant based on the product.

[0117] The target angular displacement of the driven wheel in the subsequent step S3 is the corrected target angular displacement.

[0118] Exemplary controller

[0119] As a third aspect of this application, this application also provides a vehicle shift controller for controlling the vehicle described above, such as... Figure 8 As shown, controller 5 includes:

[0120] The engagement sleeve state determination unit 501 is used to determine the position parameters of the engagement sleeve based on the rotor angular displacement of the drive motor.

[0121] The first calculation unit 502 is used to calculate the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear.

[0122] Driven wheel state determination unit 503 is used to calculate the position parameters of the driven wheel based on the target angular displacement of the driven wheel;

[0123] The shift control unit 504 is used to calculate the absolute value of the position deviation between the position parameters of the engagement sleeve and the position parameters of the driven wheel; and when the absolute value of the position deviation is less than the preset deviation value, it performs shifting based on the rotor angular velocity of the drive motor and the target angular velocity of the driven wheel.

[0124] The vehicle shift controller provided in this application calculates the position parameters of the engagement sleeve by detecting the rotor angular displacement of the drive motor using a resolver sensor of the drive motor, and calculates the position parameters of the driven wheel based on the angular velocity of the drive wheels detected by the Hall sensors of the two drive wheels. Then, when the absolute value of the position deviation between the engagement sleeve and the driven wheel position parameters is less than a preset deviation value, it indicates that the phase of the engagement sleeve and the driven wheel is precisely matched, and torque is cleared and shifting is executed. This application can monitor the tooth tip and tooth groove positions of the engagement sleeve and the driven wheel in real time, dynamically adjusting the shifting timing and angle, eliminating the risks of tooth collision and power transmission delay caused by tooth misalignment in traditional open-loop shifting. Furthermore, this application determines whether shifting can be performed based on data obtained from the resolver sensor already in the drive motor and the Hall sensors built into the two drive wheels, resulting in low cost.

[0125] The methods in this application can be implemented, in whole or in part, by software, hardware, firmware, or any combination thereof. When implemented in software, they can be implemented, in whole or in part, as a computer program product. This computer program product includes one or more computer programs or instructions, which, when loaded and executed on a computer, perform all or part of the processes or functions of this application. The computer can be a general-purpose computer, a special-purpose computer, a computer network, network equipment, user equipment, core network equipment, OAM, or other programmable device.

[0126] Computer program products can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0127] Computer programs or instructions can be stored in or transferred from one computer-readable storage medium to another. For example, a computer program or instructions can be transferred from one website, computer, server, or data center to another via wired or wireless means. A computer-readable storage medium can be any usable medium that a computer can access, or a data storage device such as a server or data center that integrates one or more usable media. Usable media can be magnetic media, such as floppy disks, hard disks, and magnetic tapes; optical media, such as digital video discs; or semiconductor media, such as solid-state drives. The computer-readable storage medium can be volatile or non-volatile, or may include both types.

[0128] Furthermore, embodiments of this application may also be storage media storing a computer program, which is executed by a processor to perform the steps of a vehicle shift control method described in any of the above embodiments of this specification.

[0129] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0130] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0131] The steps in the methods of the various embodiments of this application can be adjusted, combined, or deleted according to actual needs, and the technical features described in each embodiment can be replaced or combined. The apparatuses in the various embodiments of this application can be combined, divided, or deleted according to actual needs.

[0132] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0133] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software unit executed by a processor, or a combination of both. The software unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0134] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0135] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling gear shifting in a vehicle, wherein, The vehicle comprises: a drive motor, a coupling sleeve, a driven wheel, a gear transmission structure, a differential, and a first drive wheel and a second drive wheel, which are connected in sequence; characterized in that the shift control method includes: The position parameters of the coupling sleeve are determined based on the rotor angular displacement of the drive motor; Based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear, calculate the target angular velocity and target angular displacement of the driven wheel; Calculate the position parameters of the driven wheel based on the target angular displacement of the driven wheel; Calculate the absolute value of the position deviation between the position parameters of the engagement sleeve and the position parameters of the driven wheel; and when the absolute value of the position deviation is less than a preset deviation value, perform a gear shift based on the rotor angular velocity of the drive motor and the target angular velocity of the driven wheel.

2. The shift control method according to claim 1, characterized in that, The step of calculating the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear includes: The target angular displacement of the first drive wheel is calculated based on the first angular velocity and the first initial angular displacement of the first drive wheel. Calculate the target angular displacement of the second drive wheel based on the second angular velocity and the second initial angular displacement of the second drive wheel; When the target angular displacement of the first drive wheel and the target angular displacement of the second drive wheel are both less than or equal to a preset value, the initial angular displacement of the driven wheel is calculated based on the target angular displacement of the first drive wheel, the target angular displacement of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear. When the initial angular displacement of the driven wheel is less than or equal to the preset value, the initial angular displacement of the driven wheel is determined to be the target angular displacement of the driven wheel.

3. The shift control method according to claim 2, characterized in that, The step of calculating the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear position further includes: When the initial angular displacement of the driven wheel is greater than the preset value, the initial angular displacement of the driven wheel is updated at least once according to the preset value until the initial angular displacement after the last update is less than or equal to the preset value, and then the initial angular displacement after the last update is determined as the target angular displacement of the driven wheel.

4. The shift control method according to claim 2, characterized in that, The step of calculating the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear position further includes: When the target angular displacement of the first drive wheel is greater than the preset value, the target angular displacement of the first drive wheel is updated at least once according to the preset value, until the target angular displacement of the first drive wheel after the last update is less than or equal to the preset value; and / or When the target angular displacement of the second drive wheel is greater than the preset value, the target angular displacement of the second drive wheel is updated at least once according to the preset value until the target angular displacement of the second drive wheel after the last update is less than or equal to the preset value.

5. The shift control method according to claim 2, characterized in that, Before calculating the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear, the shift control method further includes: Acquire the first current pulse signal output by the first Hall sensor regarding the first drive wheel, and the second current pulse signal output by the second Hall sensor regarding the second drive wheel; The first pulse frequency of the first drive wheel is obtained based on the first current pulse signal, and the second pulse frequency of the second drive wheel is obtained based on the second current pulse signal. The first angular velocity of the first drive wheel is calculated based on the first pulse frequency, the number of gear teeth matched to the first Hall sensor, the offset compensation value corresponding to the first drive wheel, and the temperature compensation value. The second angular velocity of the second drive wheel is calculated based on the second pulse frequency, the number of teeth of the gear matched with the second Hall sensor, the offset compensation value corresponding to the second drive wheel, and the temperature compensation value.

6. The shift control method according to claim 5, characterized in that, The temperature compensation value is calculated based on a pre-calibrated linear temperature coefficient, a pre-calibrated reference temperature, the current temperature, and a pre-calibrated quadratic temperature coefficient.

7. The shift control method according to claim 1, characterized in that, Before calculating the position parameters of the driven wheel based on the target angular displacement of the driven wheel, the shift control method further includes: Based on the preset completion time from neutral to target gear and the speed regulation constant, the target angular displacement of the driven wheel is corrected to obtain the corrected target angular displacement of the driven wheel.

8. The shift control method according to claim 1, characterized in that, Determining the position parameters of the engagement sleeve based on the rotor angular displacement of the drive motor includes: The rotor angular displacement of the drive motor detected by the resolver sensor is obtained; Based on the rotor angular displacement of the drive motor, the position parameters of the engagement sleeve that match the rotor angular displacement are found in the pre-constructed first mapping relationship curve; The first mapping curve is the relationship curve between the rotor angular displacement of the drive motor and the standard position parameters of the coupling sleeve. The maximum standard position parameter of the coupling sleeve in the first mapping curve is 1, and the minimum standard position parameter is 0.

9. A vehicle shift controller for controlling vehicle shifting, wherein, The vehicle comprises: a drive motor, a coupling sleeve, a driven wheel, a gear transmission structure, a differential, and a first drive wheel and a second drive wheel, which are connected in sequence; characterized in that the shift controller comprises: The engagement sleeve state determination unit is used to determine the position parameters of the engagement sleeve based on the rotor angular displacement of the drive motor; The first calculation unit is used to calculate the target angular velocity and target angular displacement of the driven wheel based on the first angular velocity of the first drive wheel, the second angular velocity of the second drive wheel, and the target transmission ratio from the driven wheel to the differential corresponding to the target gear. The driven wheel state determination unit is used to calculate the position parameters of the driven wheel based on the target angular displacement of the driven wheel; The shift control unit is used to calculate the absolute value of the position deviation between the position parameters of the engagement sleeve and the position parameters of the driven wheel; and when the absolute value of the position deviation is less than a preset deviation value, it performs a shift based on the rotor angular velocity of the drive motor and the target angular velocity of the driven wheel.

10. A vehicle, characterized in that, include: The drive motor, engagement sleeve, driven wheel, gear transmission structure, differential, first drive wheel, and second drive wheel are connected in sequence. A resolver sensor, the resolver sensor being used to detect the rotor angular displacement of the drive motor; A first Hall sensor is used to detect a first angular velocity of the first drive wheel; A second Hall sensor is used to detect the second angular velocity of the second drive wheel; The shift controller as described in claim 9; The resolver sensor, the first Hall sensor, and the second Hall sensor are all communicatively connected to the shift controller.

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