Vehicle control method, device, vehicle, computer readable storage medium and product

Abstract

The present disclosure relates to a vehicle control method, device, vehicle, computer readable storage medium and product, and relates to the technical field of automatic control. The vehicle control method comprises: before performing gear shifting of a first electric drive axle of a vehicle, determining a target torque of the first electric drive axle according to a transmission parameter and a driving speed of the vehicle, wherein the vehicle comprises the first electric drive axle and a second electric drive axle, and the second electric drive axle maintains the driving speed of the vehicle during gear shifting of the first electric drive axle; and after controlling the first electric drive axle to output the target torque, performing gear shifting of the first electric drive axle.

Description

Technical Field

[0001] This disclosure relates to the field of automatic control technology, and in particular to a vehicle control method, apparatus, vehicle, computer-readable storage medium, and product. Background Technology

[0002] Electric drive axle vehicles are new energy vehicles that convert electrical energy into mechanical energy through electric drive axles. In single-electric drive axle vehicles, shifting gears can cause a power interruption, while multi-electric drive axle vehicles, such as dual-electric drive axle vehicles, can solve this problem by having the electric drive axles shift gears alternately. Summary of the Invention

[0003] One of the technical problems this disclosure aims to solve is: how to improve the efficiency of vehicle gear shifting.

[0004] According to a first aspect of some embodiments of the present disclosure, a vehicle control method is provided, comprising: determining a target torque of the first electric drive axle based on the vehicle's transmission parameters and driving speed before the first electric drive axle performs a gear shift, wherein the vehicle includes a first electric drive axle and a second electric drive axle, and the second electric drive axle maintains the vehicle's driving speed during the gear shift of the first electric drive axle; and performing a gear shift of the first electric drive axle after controlling the first electric drive axle to output the target torque.

[0005] In some embodiments, the target torque is determined based on the torque generated by the gears of the first electric drive axle on the motor of the first electric drive axle during gear shifting in response to the second electric drive axle maintaining the vehicle's travel speed.

[0006] In some embodiments, the first electric drive axle includes a motor and a gearbox, the motor being mechanically connected to the input shaft of the gearbox to transmit power to the gear corresponding to the current gear position of the gearbox. Determining the target torque of the first electric drive axle based on the vehicle's transmission parameters and driving speed includes: determining, based on the transmission parameters, the equivalent moment of inertia that the second electric drive axle will generate on the gear corresponding to the current gear position due to maintaining the vehicle's driving speed; determining, based on the driving speed and the equivalent moment of inertia, the equivalent torque that the gear corresponding to the current gear position will generate on the motor; and determining the target torque of the first electric drive axle based on the equivalent torque.

[0007] In some embodiments, the gear corresponding to the current gear is connected to a synchronizer engagement sleeve in the transmission, the synchronizer engagement sleeve is rigidly connected to the output shaft of the transmission, and the transmission parameters include the speed ratio. Determining the equivalent rotational inertia generated on the gear corresponding to the current gear due to the second electric drive axle maintaining the vehicle's driving speed based on the transmission parameters includes: determining a first equivalent rotational inertia generated on the gears in the transmission by the rotation of the vehicle's tires based on the rotational inertia of the vehicle's tires and the speed ratio from the tires to a designated gear in the transmission, wherein the designated gear refers to the gear corresponding to the gear closest to the output shaft in the transmission; determining a second equivalent rotational inertia generated on the gears in the transmission based on the rotational inertia of the gears on the output shaft of the transmission and the speed ratio from the gears on the output shaft to the designated gear in the transmission; determining a third equivalent rotational inertia generated on the gears in the transmission by the sum of the first and second equivalent rotational inertia; and determining the equivalent rotational inertia generated on the gear corresponding to the current gear based on the connection relationship between the gear corresponding to the current gear and the designated gear in the transmission and the third equivalent rotational inertia.

[0008] In some embodiments, determining the equivalent rotational inertia generated on the gear corresponding to the current gear due to the second electric drive axle maintaining the vehicle's driving speed, based on the connection relationship between the gear corresponding to the current gear and the designated gear of the transmission and the third equivalent rotational inertia, includes: determining an intermediate gear that is rigidly connected between the gear corresponding to the current gear and the designated gear of the transmission; and determining the equivalent rotational inertia generated on the gear corresponding to the current gear due to the second electric drive axle maintaining the vehicle's driving speed, based on the adjacent gear ratios between the gear corresponding to the current gear, the intermediate gear, and the designated gear and the third equivalent rotational inertia.

[0009] In some embodiments, determining the equivalent torque that the gear corresponding to the current gear will generate on the motor based on the driving speed and equivalent moment of inertia includes: determining the angular acceleration of the vehicle based on the vehicle's driving speed and the vehicle's rolling radius; determining the intermediate torque that will be generated on the gear corresponding to the current gear based on the vehicle's angular acceleration and equivalent moment of inertia; and determining the equivalent torque that the gear corresponding to the current gear will generate on the motor based on the intermediate torque and the speed ratio between the gear corresponding to the current gear and the motor.

[0010] In some embodiments, determining the target torque of the first electric drive axle based on the equivalent torque includes: determining the target torque of the first electric drive axle based on the equivalent torque and the value of a specified parameter, wherein the specified parameter is associated with at least one of the vehicle's wind resistance during driving and the vehicle's assembly condition.

[0011] In some embodiments, the first electric drive bridge performs an upshift process.

[0012] In some embodiments, the second electric drive axle increases torque during the shifting process of the first electric drive axle to maintain the vehicle's speed.

[0013] According to a second aspect of some embodiments of the present disclosure, a vehicle control device is provided, comprising: a determining module configured to determine a target torque of a first electric drive axle based on transmission parameters and driving speed of the vehicle before a first electric drive axle performs a gear shift, wherein the vehicle includes a first electric drive axle and a second electric drive axle, and the second electric drive axle maintains the driving speed of the vehicle during gear shifting of the first electric drive axle; and an executing module configured to execute a gear shift of the first electric drive axle after controlling the first electric drive axle to output the target torque.

[0014] According to a third aspect of some embodiments of the present disclosure, a vehicle control device is provided, including: a processor; and a memory coupled to the processor for storing instructions, which, when executed by the processor, cause the processor to perform the vehicle control method as described above.

[0015] According to a fourth aspect of some embodiments of the present disclosure, a vehicle is provided, including a first electric drive axle, a second electric drive axle, and a vehicle control device as described above.

[0016] According to a fifth aspect of some embodiments of the present disclosure, a computer-readable storage medium is provided that stores computer instructions thereon, wherein the instructions, when executed by a processor, implement the vehicle control method as described above.

[0017] According to a sixth aspect of some embodiments of the present disclosure, a computer program product is provided, including instructions that, when executed by a processor, cause the processor to perform the vehicle control method as described above.

[0018] This disclosure improves the efficiency of vehicle shifting by determining the target torque based on the vehicle's transmission parameters and driving speed before shifting gears on the first electric drive axle, and then performing the shift after controlling the first electric drive axle to output the target torque. This alleviates the problem that the shift fork is unable to separate the synchronizer engagement sleeve from the gear corresponding to the current gear position of the first electric drive axle because the other electric drive axles of the vehicle maintain the vehicle's driving speed and drive the first electric drive axle.

[0019] Other features and advantages of this disclosure will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this disclosure 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 some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram of the internal structure of the gearbox of an electric drive axle according to some embodiments of the present disclosure is shown.

[0022] Figure 2 A schematic flowchart of a vehicle control method according to some embodiments of the present disclosure is shown.

[0023] Figure 3 A schematic flowchart illustrating the process of determining a target torque according to some embodiments of the present disclosure is shown.

[0024] Figure 4 A schematic diagram of the structure of a vehicle control device according to some embodiments of the present disclosure is shown.

[0025] Figure 5 A schematic diagram of the structure of a vehicle control device according to other embodiments of the present disclosure is shown.

[0026] Figure 6 A schematic diagram of the structure of a vehicle control device according to some embodiments of the present disclosure is shown.

[0027] Figure 7 A schematic diagram of the structure of a vehicle according to some embodiments of the present disclosure is shown. Detailed Implementation

[0028] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this disclosure or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the scope of protection of this disclosure.

[0029] Taking a vehicle with dual electric drive axles as an example, the shifting strategy involves one electric drive axle shifting (referred to as the shift axle), while the other electric drive axle (referred to as the power axle) increases its output torque to maintain uninterrupted power during gear shifts. However, while the power axle maintains uninterrupted power, it also exerts a reverse pushing force on the shift axle. This is because the differences in rotational inertia between the vehicle's tires, the gears inside the transmission, and the motor components cause the tires to drive the gears of the shift axle, which in turn drive the shift axle motor. This force is transmitted sequentially. The gear corresponding to the current gear experiences significant pressure, making it difficult for the shift motor to downshift.

[0030] Among related technologies, there are three methods to address the difficulty of downshifting. The first is to use a larger shift motor to force downshifting, but this method causes significant wear on the gears, reducing their lifespan, and a larger motor is also more expensive. The second is to control both electric drive axles to shift gears simultaneously, but this causes a power interruption during shifting, resulting in a noticeable jolt for the driver and failing to demonstrate the advantages of dual electric drive axles. The third method involves reducing torque in the power axle during shifting and using a high duty cycle for the shift motor, combining the advantages of the first two methods. However, this method still suffers from drawbacks such as gear wear and a noticeable jolt for the driver.

[0031] Figure 1 A schematic diagram of the internal structure of the gearbox of an electric drive axle according to some embodiments of the present disclosure is shown. Figure 1 As shown in Figure 1-1, the gearbox includes an input shaft 11, an intermediate shaft 12, a gear combination 13 (including 13-1 and 13-2), a shift fork 14, a synchronizer engagement sleeve (or sleeve) 15, and an output shaft 16.

[0032] The input shaft 11 is rigidly connected to the speed change gear assembly 13 via the intermediate shaft 12, and the synchronizer sleeve 15 is rigidly connected to the output shaft 16. Figure 1 In the 1-1, the synchronizer sleeve 15 engages with the gear 13-2 in the gear combination 13, thereby enabling the motor to be connected through the input shaft 11, transmitting the motor's power to the input shaft 11, and transmitting it to other parts of the vehicle through the output shaft 16, thus realizing the movement of the vehicle.

[0033] exist Figure 1 When the electric drive axle in 1-1 performs a gear shift, for example, when it is currently in gear 1 and needs to switch to gear 2, the driver uses the shift fork 14 to separate the synchronizer engagement sleeve 15 from the gear of gear 1 (i.e., gear 13-2) and engage it with the gear of gear 2 (gear 13-1).

[0034] like Figure 1Figure 1-2 shows the state of the electric drive bridge after the synchronizer engagement sleeve 15 is disengaged from the gear of gear position 1 (i.e., gear 13-2). At this time, the electric drive bridge is in neutral. Afterwards, the gear shifting process is completed by engaging the synchronizer engagement sleeve 15 with the gear of gear position 2 (i.e., gear 13-1).

[0035] As described above, the difficulty in shifting gears stems from the fact that, due to the vehicle maintaining its speed, the synchronizer engagement sleeve 15 causes the gear of gear position 1 to rotate. The gear of gear position 1 then drives the motor to rotate via the intermediate shaft 12 and the input shaft 11. In other words, the synchronizer engagement sleeve 15 exerts pressure on the gear of gear position 1, making it difficult for the shift fork 14 to separate the synchronizer engagement sleeve 15 from the gear of gear position 1.

[0036] Based on this, the present disclosure provides a vehicle control method.

[0037] Figure 2 A schematic flowchart of a vehicle control method according to some embodiments of the present disclosure is shown. Figure 2 As shown, the method of this embodiment includes steps S21 to S23.

[0038] In step S21, before the first electric drive axle of the vehicle performs a gear shift, the target torque of the first electric drive axle is determined based on the vehicle's transmission parameters and driving speed. The vehicle includes a first electric drive axle and a second electric drive axle, and the second electric drive axle maintains the vehicle's driving speed during the gear shift of the first electric drive axle.

[0039] In step S23, after controlling the first electric drive axle to output the target torque, the first electric drive axle is shifted.

[0040] By maintaining a certain torque during gear shifting, that is, by actively maintaining a certain power output by the motor of the first electric drive axle, the gear corresponding to the current gear of the first electric drive axle has a certain speed. This reduces the difference in rotational inertia between the output shaft and the gear corresponding to the current gear of the first electric drive axle, thereby reducing the pressure between the synchronizer engagement sleeve and the gear corresponding to the current gear of the first electric drive axle. This reduces the resistance of the shift fork in shifting the synchronizer engagement sleeve to the gear corresponding to the target gear, thus improving shifting efficiency.

[0041] This disclosure improves the efficiency of vehicle shifting by determining the target torque based on the vehicle's transmission parameters and driving speed before shifting gears on the first electric drive axle, and then performing the shift after controlling the first electric drive axle to output the target torque. This alleviates the problem that the shift fork is unable to separate the synchronizer engagement sleeve from the gear corresponding to the current gear position of the first electric drive axle because the other electric drive axles of the vehicle maintain the vehicle's driving speed and drive the first electric drive axle.

[0042] The vehicle control method disclosed herein is applicable to shifting between any gears. Considering that vehicles tend to have greater acceleration in lower gears, a significant positive pressure is generated between the synchronizer engagement sleeve and the gear during upshifting. This makes it difficult for the electric drive axle to perform the upshifting process. Therefore, in some embodiments, the first electric drive axle performs the upshifting process.

[0043] The vehicle control method disclosed herein maintains uninterrupted vehicle power. Specifically, the second electric drive axle increases torque during gear shifting by the first electric drive axle to maintain the vehicle's speed. It is understood that the vehicle control method of this disclosure is applicable to multi-electric drive axle vehicles, i.e., vehicles including a first electric drive axle and at least one second electric drive axle. During gear shifting by the first electric drive axle, the vehicle's speed is maintained by at least one second electric drive axle.

[0044] The vehicle control method disclosed herein maintains uninterrupted vehicle power while using a motor to output a target torque to keep the gear corresponding to the current gear rotating at a certain speed, thereby reducing the pressure between the synchronizer sleeve and the gear and simplifying downshifting. In other words, the vehicle control method of this disclosure provides the driver with a better driving experience while achieving highly efficient gear shifting, and also results in less wear on the gears during gear shifting.

[0045] In some embodiments, the target torque is determined based on the torque generated by the gears of the first electric drive axle on the motor of the first electric drive axle during gear shifting in response to the second electric drive axle maintaining the vehicle's travel speed.

[0046] In response to the second electric drive axle maintaining the vehicle's speed, the output shaft drives the synchronizer engagement sleeve, which in turn drives the gears of the first electric drive axle. These gears then drive the motor of the first electric drive axle. The target torque of the first electric drive axle is determined based on the torque generated by the gears on the motor. This minimizes the difference in rotational inertia between the gears and the synchronizer engagement sleeve, ensuring they rotate synchronously. This reduces the pressure exerted by the synchronizer engagement sleeve on the gears, allowing the shift fork to more easily disengage the synchronizer engagement sleeve from the gears of the first electric drive axle.

[0047] The shifting resistance at the gear end mainly consists of two parts: frictional resistance generated by the tooth end pressure multiplied by the friction coefficient, and self-locking force generated by the self-locking angle. Both frictional resistance and self-locking force are positively correlated with the tooth end pressure in a first-order linear fashion. The vehicle control method disclosed in this paper compensates for the gear pressure with motor torque during the shifting process. That is, during the torque-clearing phase of the motor in the shift axle, the torque is not completely cleared. Instead, a certain amount of torque is carried during downshifting (i.e., reducing the degree to which the gear drives the motor to rotate). This reduces the tooth end pressure, thereby reducing shifting resistance and improving shifting efficiency.

[0048] Specifically, when determining the target torque, the rotational inertia generated by each component of the vehicle while maintaining its speed is converted into an equivalent rotational inertia that will be generated on the gear corresponding to the current gear. Based on this equivalent rotational inertia, the equivalent torque that the gear will generate on the motor is determined.

[0049] In some embodiments, the first electric drive axle includes a motor and a gearbox, the motor being mechanically connected to the input shaft of the gearbox to transmit power to the gear corresponding to the current gear position of the gearbox. Determining the target torque of the first electric drive axle based on the vehicle's transmission parameters and driving speed includes: determining, based on the transmission parameters, the equivalent moment of inertia that the second electric drive axle will generate on the gear corresponding to the current gear position due to maintaining the vehicle's driving speed; determining, based on the driving speed and the equivalent moment of inertia, the equivalent torque that the gear corresponding to the current gear position will generate on the motor; and determining the target torque of the first electric drive axle based on the equivalent torque.

[0050] This assumes that during gear shifting, the motor of the first electric drive axle stops outputting torque, while the second electric drive axle maintains the vehicle's speed. The vehicle's movement will generate an equivalent moment of inertia on the gear corresponding to the current gear of the first electric drive axle. After determining this equivalent moment of inertia, the equivalent torque generated by the vehicle's movement on the motor of the first electric drive axle is then determined. This equivalent torque is the compensation torque configured for the first electric drive axle during the actual gear shifting process, i.e., the target torque. By outputting the target torque during the actual gear shifting process, the first electric drive axle can reduce the pressure on the gear corresponding to the current gear and lower the resistance to downshifting.

[0051] The gear corresponding to the current gear is connected to the synchronizer engagement sleeve in the transmission. The synchronizer engagement sleeve is rigidly connected to the output shaft of the transmission. The transmission parameters include the speed ratio. Based on the transmission parameters, the equivalent rotational inertia generated on the gear corresponding to the current gear due to the second electric drive axle maintaining the vehicle's speed is determined. This includes: determining the first equivalent rotational inertia generated on the gears in the transmission by the rotation of the vehicle's tires based on the rotational inertia of the vehicle's tires and the speed ratio from the tires to the designated gear in the transmission, wherein the designated gear refers to the gear in the transmission closest to the output shaft; determining the second equivalent rotational inertia generated on the gears in the transmission by the rotation of the gears on the output shaft based on the rotational inertia of the gears on the output shaft and the speed ratio from the gears on the output shaft to the designated gear in the transmission; determining the third equivalent rotational inertia generated on the gears in the transmission by the sum of the first and second equivalent rotational inertia; and determining the equivalent rotational inertia generated on the gear corresponding to the current gear based on the connection relationship between the gear corresponding to the current gear and the designated gear in the transmission and the third equivalent rotational inertia.

[0052] When determining the equivalent moment of inertia that the vehicle's movement will generate on the gear corresponding to the current gear, the moment of inertia generated by the rotating parts is converted to the gear corresponding to the current gear based on the power transmission path. The vehicle's power transmission path is motor-transmission-drive shaft-drive wheels. For ease of calculation, the moment of inertia of the core components with large inertia can be calculated, that is, the moment of inertia of the gears on the transmission output shaft and the tires is converted to the gear corresponding to the current gear. The moment of inertia of the drive wheels includes the moment of inertia of the tires.

[0053] In some embodiments, determining the equivalent torque that the gear corresponding to the current gear will generate on the motor based on the driving speed and equivalent moment of inertia includes: determining the angular acceleration of the vehicle based on the vehicle's driving speed and the vehicle's rolling radius; determining the intermediate torque that will be generated on the gear corresponding to the current gear based on the vehicle's angular acceleration and equivalent moment of inertia; and determining the equivalent torque that the gear corresponding to the current gear will generate on the motor based on the intermediate torque and the speed ratio between the gear corresponding to the current gear and the motor.

[0054] The complex operating environment of a vehicle, including frictional losses between tooth surfaces and losses due to variations in production consistency, places significant pressure on the calculation of the target torque. However, during gear shifting, it's unnecessary to completely compensate the tooth tips to zero using the motor; a certain level of compensation significantly reduces the shifting pressure. This reduces the duty cycle required by the shifting motor, decreases tooth wear, and simplifies downshifting. Therefore, after determining the equivalent torque of the gear driving the motor for the current gear, it can be directly used as the target torque.

[0055] Alternatively, the equivalent torque can be adjusted by combining specified parameters. In some embodiments, determining the target torque of the first electric drive axle based on the equivalent torque includes: determining the target torque of the first electric drive axle based on the equivalent torque and the value of specified parameters, wherein the specified parameters are associated with at least one of the vehicle's wind resistance during operation and the vehicle's assembly condition. The vehicle's assembly condition indicates the vehicle's assembly consistency; for example, differences in assembly consistency can occur between vehicles of the same model, and the determined target torque may differ. For example, the value of the specified parameters can be calibrated through actual testing to improve the accuracy of the determined target torque.

[0056] Figure 3 A schematic flowchart illustrating the process of determining a target torque according to some embodiments of the present disclosure is shown. Figure 3 Is with Figure 1 The method for determining the target torque corresponding to the gearbox structure shown in Figure 1-1 is denoted as first gear. Here, the gear corresponding to the current gear is also the designated gear. For example... Figure 3 As shown, determining the target torque includes steps S31 to S38.

[0057] In step S31, the derivative of the vehicle's speed is calculated to determine the vehicle's acceleration.

[0058] In step S32, the quotient of the vehicle's acceleration divided by the vehicle's rolling radius is determined as the vehicle's angular acceleration.

[0059] In step S33, the product of the vehicle's tire moment of inertia and the square of the gear ratio from the tire to first gear is determined as the equivalent moment of inertia of the tire's moment of inertia converted to the gear corresponding to first gear. The tire's moment of inertia can be determined based on parameters such as the tire's mass, inner diameter, and outer diameter.

[0060] In step S34, the product of the moment of inertia of the gear on the output shaft of the gearbox and the square of the gear ratio from the output shaft to first gear is determined as the equivalent moment of inertia of the gear on the output shaft converted to the gear corresponding to first gear. The moment of inertia of the gear can be determined based on parameters such as the mass and radius of the gear.

[0061] In step S35, the sum of the tire's rotational inertia converted to the equivalent rotational inertia of the gear corresponding to first gear and the rotational inertia of the gear on the output shaft converted to the equivalent rotational inertia of the gear corresponding to first gear is determined as the equivalent rotational inertia of the vehicle's movement on the gear corresponding to first gear, and is denoted as the equivalent shifting inertia of the first gear.

[0062] In step S36, the product of the vehicle's angular acceleration and the equivalent shifting inertia of the first gear is determined as the torque generated by the gear corresponding to the first gear.

[0063] In step S37, the product of the torque generated by the gear corresponding to first gear and the speed ratio from the gear corresponding to first gear to the motor is taken as the torque generated by the motor, i.e., the equivalent motor torque. This torque is then used as the target torque.

[0064] In the above steps, the speed ratio between each component is a transmission parameter of the vehicle, which can be obtained by querying the vehicle's configuration parameter information.

[0065] like Figure 3 As shown, in step S38, the tangential force on the tooth surface generated by the gear corresponding to first gear can also be determined. The quotient of the torque generated by the gear corresponding to first gear and the pitch circle diameter of the gear corresponding to first gear is determined, and this quotient is multiplied by 2 to determine the tangential force on the tooth surface. The resistance of the shift fork includes the product of the tangential force on the tooth surface and the frictional force on the tooth surface, plus the sum of the normal force on the tooth surface.

[0066] The vehicle control method disclosed herein compensates for the torque generated by the gear corresponding to the current gear by actively rotating the motor, thereby reducing the tangential force on the gear tooth surface and thus reducing the resistance of the shift fork being pulled out.

[0067] The above embodiments describe a system based on Figure 1 The method for achieving the target torque of the transmission is shown in Figure 1-1. That is, for... Figure 1 As shown in Figure 1-1, in a gearbox, since the gear corresponding to the current gear is the outermost gear on the output shaft relative to the other gears (i.e., the gear closest to the output shaft), the sum of the tire's rotational inertia and the rotational inertia of the output shaft can be directly determined as the equivalent rotational inertia generated on the gear corresponding to the current gear. That is, the first equivalent rotational inertia generated by the vehicle's tire rotation on the gears within the gearbox can be considered as the equivalent rotational inertia generated by the vehicle's tire rotation on the gear corresponding to the current gear; the second equivalent rotational inertia generated by the rotation of the gears on the gearbox's output shaft on the gears within the gearbox can be considered as the equivalent rotational inertia generated by the rotation of the gears on the gearbox's output shaft on the gear corresponding to the current gear; and the third equivalent rotational inertia generated by the gears within the gearbox can be considered as the equivalent rotational inertia generated on the gear corresponding to the current gear.

[0068] for Figure 1 In cases other than 1-1, it is also necessary to calculate the equivalent moment of inertia between the gear corresponding to the current gear and the gear rigidly connected to the output shaft relative to the outermost gear among the other gears.

[0069] That is, in some embodiments, determining the equivalent rotational inertia generated on the gear corresponding to the current gear due to the second electric drive axle maintaining the vehicle's driving speed, based on the connection relationship between the gear corresponding to the current gear and the designated gear and the third equivalent rotational inertia, includes: determining the intermediate gear that is rigidly connected between the gear corresponding to the current gear and the designated gear; and determining the equivalent rotational inertia generated on the gear corresponding to the current gear due to the second electric drive axle maintaining the vehicle's driving speed, based on the speed ratio of adjacent gears between the gear corresponding to the current gear, the intermediate gear, and the designated gear and the third equivalent rotational inertia.

[0070] For example, suppose Figure 1 The gear is second gear, meaning that when the synchronizer engagement sleeve engages with the gear on the left, after determining the third moment of inertia, it is necessary to convert the third equivalent moment of inertia into the equivalent moment of inertia generated on the second gear based on the speed ratio of the gears from first to second gear. In other words, it is necessary to convert the third equivalent moment of inertia sequentially according to the rigid connection relationship of the gears in each gear on the output shaft until it is converted to the gear corresponding to the current gear.

[0071] For example, if the gear corresponding to the current gear and the designated gear are rigidly connected by intermediate gear 1 and intermediate gear 2 respectively, then the third equivalent moment of inertia needs to be converted to intermediate gear 2 based on the speed ratio between the designated gear and intermediate gear 2. Then, it needs to be further converted to intermediate gear 1 based on the speed ratio between intermediate gear 2 and intermediate gear 1. Finally, it needs to be converted to the gear corresponding to the current gear based on the speed ratio between intermediate gear 1 and the gear corresponding to the current gear.

[0072] With the vehicle control method disclosed herein, when the power axle (i.e., the second electric drive axle) outputs greater torque to maintain the vehicle's driving speed, the shift axle (i.e., the first electric drive axle) can complete the downshifting process with a lower duty cycle after clearing the torque of the motor to the target torque during the torque clearing process. This can improve the downshifting success rate, reduce the wear of the gear corresponding to the current gear of the shift axle, and improve the shifting efficiency.

[0073] Figure 4 A schematic diagram of the structure of a vehicle control device according to some embodiments of the present disclosure is shown, such as... Figure 4 As shown, the first vehicle control device 4 includes: a determining module 41 configured to determine the target torque of the first electric drive axle based on the vehicle's transmission parameters and driving speed before the first electric drive axle performs a gear shift, wherein the vehicle includes a first electric drive axle and a second electric drive axle, and the second electric drive axle maintains the vehicle's driving speed during the gear shift of the first electric drive axle; and an execution module 42 configured to execute the gear shift of the first electric drive axle after controlling the first electric drive axle to output the target torque.

[0074] In some embodiments, the target torque is determined based on the torque generated by the gears of the first electric drive axle on the motor of the first electric drive axle during gear shifting in response to the second electric drive axle maintaining the vehicle's travel speed.

[0075] In some embodiments, the first electric drive axle includes a motor and a gearbox, the motor being mechanically connected to the input shaft of the gearbox to transmit power to the gear corresponding to the current gear position of the gearbox. The determining module 41 is configured to determine, based on transmission parameters, the equivalent moment of inertia that will be generated on the gear corresponding to the current gear position due to the second electric drive axle maintaining the vehicle's travel speed; determine, based on the travel speed and the equivalent moment of inertia, the equivalent torque that the gear corresponding to the current gear position will generate on the motor; and determine, based on the equivalent torque, the target torque of the first electric drive axle.

[0076] In some embodiments, the gear corresponding to the current gear is connected to a synchronizer engagement sleeve in the transmission, the synchronizer engagement sleeve is rigidly connected to the output shaft of the transmission, and the transmission parameters include the speed ratio. The determining module 41 is configured to determine, based on the rotational inertia of the vehicle's tires and the speed ratio from the tires to a designated gear in the transmission, a first equivalent moment of inertia that the rotation of the vehicle's tires will generate on the gears in the transmission, wherein the designated gear refers to the gear in the transmission closest to the output shaft; a second equivalent moment of inertia that the rotation of the gears on the output shaft of the transmission will generate on the gears in the transmission, based on the rotational inertia of the gears on the output shaft and the speed ratio from the gears on the output shaft to the designated gear in the transmission; a third equivalent moment of inertia that will be generated on the gears in the transmission, determined by the sum of the first and second equivalent moments of inertia; and an equivalent moment of inertia that will be generated on the gears in the transmission, based on the connection relationship between the gear corresponding to the current gear and the designated gear in the transmission and the third equivalent moment of inertia.

[0077] In some embodiments, the determining module 41 is configured to determine an intermediate gear that is rigidly connected between the gear corresponding to the current gear and a designated gear of the transmission; and to determine the equivalent moment of inertia that will be generated on the gear corresponding to the current gear due to the second electric drive axle maintaining the vehicle's driving speed, based on the speed ratio of the gear corresponding to the current gear, the intermediate gear, and the designated gear and a third equivalent moment of inertia.

[0078] In some embodiments, the determining module 41 is configured to determine the angular acceleration of the vehicle based on the vehicle's driving speed and the vehicle's rolling radius; determine the intermediate torque to be generated on the gear corresponding to the current gear based on the vehicle's angular acceleration and the equivalent moment of inertia to be generated on the gear corresponding to the current gear; and determine the equivalent torque to be generated on the motor by the gear corresponding to the current gear based on the intermediate torque and the speed ratio between the gear corresponding to the current gear and the motor.

[0079] In some embodiments, the determining module 41 is configured to determine the target torque of the first electric drive axle based on the equivalent torque and the value of a specified parameter, wherein the specified parameter is associated with at least one of the vehicle's wind resistance during operation and the vehicle's assembly condition.

[0080] In some embodiments, the first electric drive bridge performs an upshift process.

[0081] In some embodiments, the second electric drive axle increases torque during the shifting process of the first electric drive axle to maintain the vehicle's speed.

[0082] This disclosure improves the efficiency of vehicle shifting by determining the target torque based on the vehicle's transmission parameters and driving speed before shifting gears on the first electric drive axle, and then performing the shift after controlling the first electric drive axle to output the target torque. This alleviates the problem that the shift fork is unable to separate the synchronizer engagement sleeve from the gear corresponding to the current gear position of the first electric drive axle because the other electric drive axles of the vehicle maintain the vehicle's driving speed and drive the first electric drive axle.

[0083] The vehicle control devices in the embodiments of this disclosure can be implemented by various computing devices or computer systems, as described below. Figure 5 as well as Figure 6 Describe it.

[0084] Figure 5 A schematic diagram of the structure of a vehicle control device according to other embodiments of the present disclosure is shown. For example... Figure 5 As shown, the second vehicle control device 5 in this embodiment includes a first memory 51 and a first processor 52 coupled to the first memory 51. The first processor 52 is configured to execute vehicle control methods in any of the embodiments of this disclosure based on instructions stored in the first memory 51.

[0085] The first memory 51 may include, for example, system memory, fixed non-volatile storage medium, etc. The system memory stores, for example, the operating system, application programs, boot loader, database, and other programs.

[0086] Figure 6 A schematic diagram of the structure of a vehicle control device according to some embodiments of the present disclosure is shown. For example... Figure 6 As shown, the third vehicle control device 6 in this embodiment includes a second memory 61 and a second processor 62, which are similar to the first memory 51 and the first processor 52, respectively. It may also include an input / output interface 63, a network interface 64, a storage interface 65, etc. These interfaces 63, 64, 65, and the second memory 61 and the second processor 62 can be connected, for example, via a bus 66. The input / output interface 63 provides a connection interface for input / output devices such as displays, mice, keyboards, and touchscreens. The network interface 64 provides a connection interface for various networked devices, such as database servers or cloud storage servers. The storage interface 65 provides a connection interface for external storage devices such as SD cards and USB flash drives.

[0087] Figure 7 A schematic diagram of the structure of a vehicle according to some embodiments of the present disclosure is shown. For example... Figure 7 As shown, vehicle 7 includes a first electric drive axle 71 and a second electric drive axle 72, as well as a vehicle control device 73 as described above. Here, "vehicle" refers to a multi-electric drive axle vehicle, and there may be multiple second electric drive axles.

[0088] Embodiments of this disclosure also provide a computer-readable storage medium having a computer program stored thereon, characterized in that the program, when executed by a processor, implements any of the aforementioned vehicle control methods.

[0089] Embodiments of this disclosure also provide a computer program product including instructions that, when executed by a processor, cause the processor to perform any of the foregoing vehicle control methods.

[0090] Those skilled in the art will understand that embodiments of this disclosure can be provided as methods, systems, or computer program products. Therefore, this disclosure can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this disclosure can take the form of a computer program product embodied on one or more computer-usable non-transitory storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0091] This disclosure is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0092] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0093] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0094] The above description is only a preferred embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A vehicle control method, comprising: Before the first electric drive axle of the vehicle performs a gear shift, the target torque of the first electric drive axle is determined based on the vehicle's transmission parameters and driving speed. The vehicle includes a first electric drive axle and a second electric drive axle. The second electric drive axle maintains the vehicle's driving speed during the first electric drive axle's gear shift. The first electric drive axle includes a motor and a gearbox. The motor is mechanically connected to the input shaft of the gearbox to transmit power to the gear corresponding to the current gear position. The gear corresponding to the current gear position is connected to a synchronizer engagement sleeve in the gearbox. The synchronizer engagement sleeve is rigidly connected to the output shaft of the gearbox. The transmission parameters include the gear ratio. Determining the target torque of the first electric drive axle based on the vehicle's transmission parameters and driving speed includes: determining the equivalent rotational inertia generated on the gear corresponding to the current gear position due to the second electric drive axle maintaining the vehicle's driving speed, based on the transmission parameters, including: the rotational inertia of the vehicle's tires, and the distance from the tires to a specified gear in the gearbox. The gear ratio of the wheels determines the first equivalent moment of inertia that the rotation of the vehicle's tires will generate on the gears in the transmission, wherein the designated gear refers to the gear in the transmission closest to the output shaft. Based on the moment of inertia of the gears on the output shaft of the transmission and the gear ratio from the output shaft to the designated gear, a second equivalent moment of inertia that the rotation of the gears on the output shaft will generate on the gears in the transmission is determined. The sum of the first and second equivalent moments of inertia is determined as the third equivalent moment of inertia that will generate on the gears in the transmission. Based on the connection relationship between the gear corresponding to the current gear and the designated gear and the third equivalent moment of inertia, the equivalent moment of inertia that will generate on the gear corresponding to the current gear is determined. Based on the driving speed and the equivalent moment of inertia, the equivalent torque that the gear corresponding to the current gear will generate on the motor is determined. Based on the equivalent torque, the target torque of the first electric drive axle is determined. After controlling the first electric drive axle to output the target torque, the first electric drive axle is shifted.

2. The vehicle control method according to claim 1, wherein, The target torque is determined based on the torque generated by the gears of the first electric drive axle on the motor of the first electric drive axle during the shifting process of the first electric drive axle in response to the second electric drive axle maintaining the vehicle's driving speed.

3. The vehicle control method according to claim 1, wherein, Based on the connection relationship between the gear corresponding to the current gear and the designated gear, and the third equivalent moment of inertia, the equivalent moment of inertia to be generated on the gear corresponding to the current gear includes: Determine the intermediate gear that is rigidly connected between the gear corresponding to the current gear and the designated gear; The equivalent moment of inertia to be generated on the gear corresponding to the current gear is determined based on the speed ratio between adjacent gears between the gear corresponding to the current gear, the intermediate gear, and the designated gear, and the third equivalent moment of inertia.

4. The vehicle control method according to claim 1, wherein, The equivalent torque that the gear corresponding to the current gear will generate on the motor, determined based on the driving speed and the equivalent moment of inertia, includes: The angular acceleration of the vehicle is determined based on the vehicle's speed and its rolling radius. The intermediate torque to be generated on the gear corresponding to the current gear is determined based on the vehicle's angular acceleration and the equivalent moment of inertia. Based on the intermediate torque and the speed ratio between the gear corresponding to the current gear and the motor, the equivalent torque that the gear corresponding to the current gear will produce on the motor is determined.

5. The vehicle control method according to claim 1, wherein, Determining the target torque of the first electric drive axle based on the equivalent torque includes: The target torque of the first electric drive axle is determined based on the equivalent torque and the value of a specified parameter, wherein the specified parameter is associated with at least one of the vehicle's wind resistance during driving and the vehicle's assembly condition.

6. The vehicle control method according to any one of claims 1 to 5, wherein, The first electric drive axle performs an upshift process.

7. The vehicle control method according to any one of claims 1 to 5, wherein, The second electric drive axle increases torque during the gear shifting process of the first electric drive axle to maintain the vehicle's speed.

8. A vehicle control device, comprising: A determining module is configured to determine a target torque for the first electric drive axle of a vehicle based on the vehicle's transmission parameters and travel speed before the first electric drive axle performs a gear shift. The vehicle includes a first electric drive axle and a second electric drive axle. The second electric drive axle maintains the vehicle's travel speed during gear shifting by the first electric drive axle. The first electric drive axle includes a motor and a gearbox. The motor is mechanically connected to the input shaft of the gearbox to transmit power to the gear corresponding to the current gear position. The gear corresponding to the current gear position is connected to a synchronizer engagement sleeve in the gearbox. The synchronizer engagement sleeve is rigidly connected to the output shaft of the gearbox. The transmission parameters include a gear ratio. Determining the target torque of the first electric drive axle based on the vehicle's transmission parameters and travel speed includes: determining the equivalent moment of inertia generated around the gear corresponding to the current gear position due to the second electric drive axle maintaining the vehicle's travel speed, based on the transmission parameters, including: the moment of inertia of the vehicle's tires, the moment of inertia from the tires to the gearbox... The gear ratio of a designated gear in the transmission is used to determine the first equivalent moment of inertia that the rotation of the vehicle's tires will generate on the gears within the transmission, wherein the designated gear refers to the gear in the transmission closest to the output shaft. Based on the moment of inertia of the gears on the output shaft of the transmission and the gear ratio from the output shaft to the designated gear in the transmission, a second equivalent moment of inertia that the rotation of the gears on the output shaft will generate on the gears within the transmission is determined. The sum of the first and second equivalent moments of inertia is determined as the third equivalent moment of inertia that will generate on the gears within the transmission. Based on the connection relationship between the gear corresponding to the current gear and the designated gear and the third equivalent moment of inertia, the equivalent moment of inertia that will generate on the gear corresponding to the current gear is determined. Based on the driving speed and the equivalent moment of inertia, the equivalent torque that the gear corresponding to the current gear will generate on the motor is determined. The target torque of the first electric drive axle is determined based on the equivalent torque. The execution module is configured to control the first electric drive axle to output the target torque and then perform gear shifting on the first electric drive axle.

9. A vehicle control device, comprising: processor; as well as A memory coupled to the processor is used to store instructions that, when executed by the processor, cause the processor to perform the vehicle control method as described in any one of claims 1 to 7.

10. A vehicle comprising: The first electric drive axle, the second electric drive axle, and the vehicle control device as described in claim 8 or 9.

11. A computer-readable storage medium having computer instructions stored thereon, wherein, When executed by the processor, this instruction implements the vehicle control method as described in any one of claims 1 to 7.

12. A computer program product comprising instructions that, when executed by a processor, cause the processor to perform the vehicle control method as described in any one of claims 1 to 7.

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