Transmission system clearance crossing torque control system and method
By dynamically judging the transmission system's clearance state and calculating the zero-crossing torque, the torque control problem when the gear clearance crosses zero is solved, achieving smooth gear transition and high system adaptability, thus improving the driving experience and stability.
Patent Information
- Application Number
- CN202511521648.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-10-23
- Publication Date
- 2026-02-17
AI Technical Summary
Existing technology cannot precisely control torque when the gear clearance crosses zero, resulting in gear impact, vibration, and jerking, which affects driving pleasure and transmission system stability.
By using the transmission information acquisition module, the status recognition module, and the torque calculation module, the transmission system's clearance status is dynamically determined, and the zero-crossing torque is calculated based on friction torque, inertial torque, and load torque to achieve precise control.
It effectively avoids gear impact and vibration, improves driving pleasure and transmission system stability, and achieves smooth torque transition and highly adaptable control.
Smart Images
Figure CN121541707A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of torque control technology for crossing gaps, specifically to a torque control system and method for crossing gaps in a transmission system. Background Technology
[0002] Gear backlash refers to the clearance in a meshing gear pair where one gear is fixed while the other can rotate slightly (e.g., in gearboxes, clutches, differentials). From an assembly perspective, backlash prevents gear jamming caused by machining tolerances, thermal expansion, or wear. From an energy consumption perspective, backlash ensures the formation of a lubricating oil film, reducing friction and heat generation. Furthermore, backlash buffers instantaneous impacts, protecting gears and the transmission system. Zero-crossing torque control is a special control strategy for gear backlash during torque direction changes. When the torque direction changes (e.g., a motor switching from forward to reverse), the gear must first cross the backlash clearance. A sudden torque change at this point can cause violent tooth surface collisions. Zero-crossing control actively suppresses torque fluctuations in the backlash area by dynamically adjusting the torque change rate, allowing for gentle gear contact and reducing mechanical stress on the gears and bearings. Its core purpose is to smoothly transition through the backlash area, suppressing impacts and vibrations. During the backlash crossing, the wheels do not transmit torque. The driving gear is free, and its rotational speed increases due to inertia until it impacts the opposing teeth of the driven gear. Summary of the Invention
[0003] The purpose of this invention is to provide a transmission system through-gap torque control system and a transmission system through-gap torque control method. The system and method are based on the dynamic judgment of the drive gear clearance position by the transmission system torsion angle and the integration of a zero-crossing torque control method with time-domain adjustment. The system accurately identifies the through-gap angle and the through-gap state, and uses these as prerequisites to accurately calculate the torque required for zero crossing. While taking into account the power responsiveness, the system avoids the jerking and jerkiness caused by gear impact, which greatly improves the driving pleasure.
[0004] To achieve this objective, the present invention provides a transmission system cross-clearance torque control system, comprising: The transmission information acquisition module is used to acquire the drive end speed, load end speed, and transmission system characteristic parameters of the vehicle's transmission system; The status recognition module is used to calculate the transmission shaft rotation angle based on the drive end speed and the load end speed, and to determine the current cross-clearance status of the transmission system based on the transmission shaft rotation angle and the preset cross-clearance angle threshold. The torque calculation module is used to calculate the friction torque, inertial torque, and load torque of the transmission system based on the drive end speed, load end speed, and characteristic parameters of the transmission system. The zero-crossing control module is used to obtain the zero-crossing torque based on the cross-clearance state, friction torque, inertial torque and load torque of the transmission system, and apply the zero-crossing torque to the drive end as the required torque to adjust the cross-clearance torque of the transmission system.
[0005] Furthermore, methods for calculating the rotation angle of the drive shaft based on the speed at the drive end and the speed at the load end include: θtra =∫Ntra dt, Ntra=ω1-ω2; Where θtra is the rotation angle of the drive shaft, Ntra is the speed of the drive shaft, ω1 is the speed of the drive wheel, and ω2 is the speed of the load wheel.
[0006] Furthermore, the method for determining the current clearance crossing state of the transmission system based on the drive shaft rotation angle and the preset clearance crossing angle threshold includes: For transient acceleration conditions, when the drive shaft rotation angle θtra is greater than the upper limit angle of the clearance, the clearance above state is set to 1, and the clearance crossing state of the transmission system is the clearance above state, until the drive shaft rotation angle θtra is less than the lower limit angle of the clearance, at which point the clearance above state is reset to 0; For transient deceleration conditions, when the negative value of the drive shaft rotation angle θtra is greater than the upper limit angle of the clearance, the clearance below state is set to 1, and the clearance crossing state of the transmission system is the clearance below state, until the negative value of the drive shaft rotation angle θtra is less than the lower limit angle of the clearance, at which point the clearance below state is reset to 0; When the drive shaft rotation angle θtra is between the upper limit angle of the clearance and the lower limit angle of the clearance, the clearance in between state is set to 1, and the clearance crossing state of the transmission system is the clearance in between state.
[0007] Furthermore, the upper limit angle of the clearance = the drive shaft clearance angle + the upper limit angle offset value; the lower limit angle of the clearance = the drive shaft clearance angle + the lower limit angle offset value; the drive shaft clearance angle, the upper limit angle offset value, and the lower limit angle offset value are all calibration values.
[0008] Furthermore, methods for calculating the frictional torque, inertial torque, and load torque of the transmission system based on the drive end speed, load end speed, and characteristic parameters of the transmission system include: Friction torque: , ; Inertial torque: , ; Load torque: in, For frictional torque, For inertial torque, Indicates the load torque. The angular velocity of the gap crossing. The damping coefficient of the transmission system. For the angle of crossing the gap, For time travel during gaps, The damping ratio of the transmission system. For the response period of the transmission system, For the rotational inertia of the transmission system, For the moment of inertia of the driving end, For the input shaft angular velocity, For vehicle speed, This is the first drag coefficient for vehicle road sliding. This is the second drag coefficient for vehicle road sliding. This is the third drag coefficient for vehicle road sliding.
[0009] Furthermore, the method for obtaining the zero-crossing torque based on the clearance state, friction torque, inertial torque, and load torque of the transmission system includes: for transient acceleration conditions, when the state in the clearance is set to 1 and the state above the clearance is not set to 1, the acceleration zero-crossing torque calculation begins; for transient deceleration conditions, when the state in the clearance is set to 1 and the state below the clearance is not set to 1, the deceleration zero-crossing torque calculation begins; when the state above the clearance is set to 1 or the state below the clearance is set to 1, the zero-crossing torque is always equal to the load torque.
[0010] Furthermore, methods for calculating acceleration zero-crossing torque and deceleration zero-crossing torque include: ; in, Indicates zero-crossing torque. Indicates frictional torque. Indicates inertial torque, This indicates the load torque.
[0011] Furthermore, when applying zero-crossing torque to the required torque at the drive end, an upper limit for acceleration zero-crossing torque, a lower limit for acceleration zero-crossing torque, an upper limit for deceleration zero-crossing torque, and a lower limit for deceleration zero-crossing torque are set to limit the torque value applied to the required torque at the drive end.
[0012] Furthermore, a method for controlling the torque across the transmission system clearance as described above includes: Obtain the drive-end speed, load-end speed, and characteristic parameters of the vehicle's transmission system; The drive shaft rotation angle is calculated based on the drive end speed and the load end speed. The current cross-clearance state of the transmission system is determined based on the drive shaft rotation angle and the preset cross-clearance angle threshold. The friction torque, inertial torque, and load torque of the transmission system are calculated based on the drive end speed, load end speed, and characteristic parameters of the transmission system. The zero-crossing torque is obtained based on the cross-clearance state of the transmission system, friction torque, inertial torque, and load torque. The zero-crossing torque is then applied to the required torque at the drive end to adjust the cross-clearance torque of the transmission system.
[0013] The beneficial effects of this invention are as follows: Traditional methods rely on preset fixed torque thresholds to determine the zero-crossing interval. However, the actual clearance is affected by factors such as wear, temperature, and load, causing the static threshold to be unable to adapt to dynamic operating conditions. In addition, traditional zero-crossing control uses a fixed torque slope, such as slowly reducing the torque to zero and then increasing it in the opposite direction, but this cannot simultaneously ensure smoothness and rapid power response. This invention can accurately calculate the torsional angle of the transmission system during the clearance crossing process, and identify the clearance crossing state under transient operating conditions by using upper and lower limit thresholds for the clearance deflection angle. Furthermore, a zero-crossing torque algorithm model is constructed based on the inherent characteristics of the transmission system, acquiring friction torque, inertial torque, and load torque respectively. The transmission chain torsional angle is calculated in real time using the speed difference to dynamically calculate the zero-crossing torque, realizing dynamic self-learning closed-loop clearance control of the entire vehicle, rather than single-drive-end torque control. Through time-domain calibration methods, the clearance crossing torque is accurately controlled under all operating conditions of the actual vehicle, exhibiting high adaptability, high reliability, and high efficiency. It effectively avoids frequency resonance, mechanical vibration, and impact wear at the zero-crossing point, and the algorithm achieves smooth torque transition, improving system stability. Attached Figure Description
[0014] Figure 1 This is a schematic diagram of the gear clearance structure of the present invention; Figure 2 This is a system schematic diagram of the present invention; Figure 3 This is a transmission path diagram of the present invention; Figure 4 For the gap state identification of the present invention; Figure 5 This is the inertial torque calculation strategy of the present invention; Figure 6 This is the zero-crossing torque strategy of the present invention; Figure 7 This is a diagram illustrating the implementation effect of the present invention; Figure 8 This is a schematic diagram of the structure of the present invention; Figure 9 This is a flowchart illustrating the implementation of the present invention. Detailed Implementation
[0015] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of them. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to represent selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.
[0016] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments: Example 1 like Figure 8 As shown, a transmission system cross-clearance torque control system includes: The transmission information acquisition module is used to acquire the drive end speed, load end speed, and transmission system characteristic parameters of the vehicle's transmission system; The status recognition module is used to calculate the transmission shaft rotation angle based on the drive end speed and the load end speed, and to determine the current cross-clearance status of the transmission system based on the transmission shaft rotation angle and the preset cross-clearance angle threshold. The torque calculation module is used to calculate the friction torque, inertial torque, and load torque of the transmission system based on the drive end speed, load end speed, and characteristic parameters of the transmission system. The zero-crossing control module is used to obtain the zero-crossing torque based on the cross-clearance state, friction torque, inertial torque and load torque of the transmission system, and apply the zero-crossing torque to the drive end as the required torque to adjust the cross-clearance torque of the transmission system.
[0017] In some embodiments, the drive end includes a drive motor and its output shaft, serving as the input of the transmission system's power torque. The load end includes the wheels and the vehicle's curb weight, serving as the target for the transmission system's power torque output. The drive end and load end transmit power torque through a transmission link. The core component of the transmission link is a gearbox (such as a gearbox or reducer), which contains meshing gear pairs. The transmission system's characteristic parameters include the transmission system damping coefficient, transmission system damping ratio, transmission system time response period, and transmission system moment of inertia. Based on the real-time signal sampling period, the driver input speed, wheel end speed, and vehicle speed are read; based on the vehicle design definition, the moment of inertia, damping ratio, and time response period of key powertrain components are obtained.
[0018] Figure 1This is a pair of meshing gears with a meshing clearance called the crossing clearance (clearance angle). The left gear is connected to the drive end, and the right gear is connected to the load end. Zero-crossing torque is a professional concept in electric vehicle or transmission system control. It specifically refers to a dynamically calculated and applied compensation torque that smoothly and without impact crosses the mechanical clearance (crossing clearance) in the gearbox when the output torque of the drive motor needs to change direction (from forward to reverse, or from reverse to forward). like Figure 2 As shown, the overall control method of this invention is divided into three main parts: a transmission information layer, a torque model layer, and a strategy architecture layer. First, the torque transmission path of the transmission system is simplified down to the driven shaft end, and key transmission system characteristic parameters are extracted. Next, a zero-crossing torque model algorithm for the gap-crossing process is constructed to calculate the friction torque, inertial torque, and load torque. Based on the model algorithm, a strategy architecture is built, consisting of gap state identification control, inertial torque calculation control, and zero-crossing torque calculation control. Finally, the zero-crossing torque calculated by the strategy architecture layer is applied to the required torque at the drive end, completing precise closed-loop control of speed and torque in the transmission link during the gap-crossing process.
[0019] like Figure 3 As shown, the entire transmission system is simplified to the driven shaft dimension for torque model analysis. The process of crossing the gap can be equivalent to a free jump including inertial excitation. That is, at the instant the torque crosses zero and the gear disengages, the dynamic characteristics of the transmission system can be simplified as follows: the drive-end components (such as the motor rotor and the drive gear) rely on their kinetic energy (inertia) at the moment of disengagement to perform a free rotational motion unconstrained by the load until they collide with the load end. This invention is based on the process of free jump, actively applying a zero-crossing torque to counteract and compensate for the free jump effect caused by inertial excitation, thereby transforming the uncontrollable and violent mechanical impact into a controllable and smooth power connection, improving driving smoothness and transmission system reliability.
[0020] In some technical solutions, the methods for calculating the rotation angle of the drive shaft based on the speed at the drive end and the speed at the load end include: θtra =∫Ntra dt, Ntra=ω1-ω2; Where θtra is the rotation angle of the drive shaft, Ntra is the speed of the drive shaft, ω1 is the speed of the drive wheel, and ω2 is the speed of the load wheel.
[0021] The driveshaft rotation angle is calculated by integrating the speed difference between the drive end and the load end in real time. This allows for precise and dynamic identification of the specific clearance state (above, in, or below the clearance) of the transmission system when the torque crosses zero. The real-time driveshaft rotation angle signal provides accurate data input for subsequent zero-crossing torque calculation, enabling the control system to actively predict and suppress gear impact, ultimately achieving a smooth and seamless power switching process.
[0022] In some technical solutions, the method for determining the current clearance state of the transmission system based on the transmission shaft rotation angle and a preset clearance angle threshold includes: For transient acceleration conditions, when the transmission shaft rotation angle θtra is greater than the upper limit angle of the clearance, the clearance above state is set to 1, and the clearance state of the transmission system is the clearance above state, until the transmission shaft rotation angle θtra is less than the lower limit angle of the clearance, at which point the clearance above state is reset to 0; For transient deceleration conditions, when the negative value of the transmission shaft rotation angle θtra is greater than the upper limit angle of the clearance, the clearance below state is set to 1, and the clearance state of the transmission system is the clearance below state, until the negative value of the transmission shaft rotation angle θtra is less than the lower limit angle of the clearance, at which point the clearance below state is reset to 0; When the transmission shaft rotation angle θtra is between the upper limit angle of the clearance and the lower limit angle of the clearance, the clearance in between state is set to 1, and the clearance state of the transmission system is the clearance in between state.
[0023] By monitoring the rotation angle of the drive shaft in real time and comparing it with the preset upper and lower clearance thresholds, the system can dynamically position itself above, in the middle, or below the clearance, thus accurately identifying the clearance crossing state of the transmission system. This provides accurate state input for zero-crossing torque control, effectively suppressing gear impact and reducing vibration and jerking.
[0024] In some technical solutions, the upper limit angle of the clearance = the drive shaft clearance angle + the upper limit angle offset value; the lower limit angle of the clearance = the drive shaft clearance angle + the lower limit angle offset value; the drive shaft clearance angle, the upper limit angle offset value, and the lower limit angle offset value are all calibration values.
[0025] Drive shaft clearance angle This refers to the overall vehicle transmission design value. During vehicle operation, the transmission clearance angle changes as the vehicle moves. By introducing upper and lower limit angle thresholds composed of calibrated values, accurate and adaptive judgment of the transmission system clearance state can be achieved, effectively avoiding misjudgments caused by gear wear, temperature changes, and load fluctuations.
[0026] In some embodiments, transmission clearance angle data during vehicle operation are collected multiple times. The average value of transmission clearance angle data that exceeds or falls below the design value of transmission shaft clearance angle is calculated. The difference between the average value of transmission clearance angle data that exceeds the design value of transmission shaft clearance angle and the design value of transmission shaft clearance angle is used as the upper limit angle offset value. The difference between the average value of transmission clearance angle data that falls below the design value of transmission shaft clearance angle and the design value of transmission shaft clearance angle is used as the lower limit angle offset value.
[0027] like Figure 4As shown, the logic for determining the transmission shaft clearance state is as follows: Based on the calibrated transmission shaft clearance angle and the offset values of the upper and lower limit angles, the upper and lower limit angles of the clearance are calculated; at the same time, the real-time transmission shaft speed (Ntra) is integrated to obtain the real-time rotation angle of the transmission shaft (θtra); the real-time rotation angle of the transmission shaft clearance angle is compared with the upper and lower limit thresholds, and three discrete state signals of "above clearance", "in between clearance" and "below clearance" are output through logical judgment (such as NOR gate), providing a decision basis for subsequent torque control.
[0028] In some technical solutions, methods for calculating the frictional torque, inertial torque, and load torque of the transmission system based on the drive end speed, load end speed, and characteristic parameters of the transmission system include: Friction torque: , ; Inertial torque: , ; Load torque: in, For frictional torque, For inertial torque, Indicates the load torque. The angular velocity of the gap crossing. The damping coefficient of the transmission system. For the angle of crossing the gap, For time travel during gaps, The damping ratio of the transmission system. For the response period of the transmission system, For the rotational inertia of the transmission system, For the moment of inertia of the driving end, For the input shaft angular velocity, For vehicle speed, This is the first drag coefficient for vehicle road sliding. This is the second drag coefficient for vehicle road sliding. This is the third drag coefficient for vehicle road sliding.
[0029] By employing a quantification calculation model based on real-time parameters of the transmission system (such as drive end speed, load end speed, damping ratio, moment of inertia, and other characteristic parameters), the torque components during gear backlash crossing are dynamically and accurately quantified, thereby achieving precise synthesis and active compensation of zero-crossing torque; ensuring a smooth transition when the torque direction changes.
[0030] like Figure 5As shown, the calculation strategy for inertial torque is as follows: The input drive shaft clearance angle (in degrees) is converted to radians using a coefficient of π / 180. This radian clearance angle is then divided by the acceleration clearance time and the deceleration clearance time to obtain the theoretical acceleration clearance clearance angular velocity and deceleration clearance clearance angular velocity. The purpose is to convert a fixed angular distance into the average angular velocity required to complete that distance. The calculated angular velocities are then superimposed with the standard angular velocity (radians / second) converted from the real-time input initial drive shaft speed (usually in rpm) using a coefficient of π / 30. The difference in the superimposed angular velocities represents the additional angular velocity change required to compensate for the speed difference and clear the clearance within a specified time. Dividing this angular velocity difference by the corresponding clearance time yields the angular acceleration. The calculated angular acceleration is multiplied by the moment of inertia of the drive end to obtain the acceleration inertial torque and deceleration inertial torque, respectively. These acceleration and deceleration inertial torques are then output to the downstream controller as components of the zero-crossing torque for final drive end torque compensation.
[0031] Both the acceleration and deceleration clearance times are calibrable values, allowing for control of the magnitude of the inertial torque. It's important to note that for transient deceleration, the initial driveshaft speed upon entering the clearance is negative; therefore, the driveshaft clearance angle needs to be negative when calculating the deceleration inertial torque. The driving moment of inertia is the sum of the moments of inertia of all components at the drive end, and is a known, fixed value in engineering.
[0032] like Figure 7 As shown, the zero-crossing torque can be controlled by calibrating the acceleration and deceleration clearance durations. This calibration is based on the pulse spectrum of vehicle speed and wheel-end torque demand. Generally, a smaller clearance duration calibration value means a shorter clearance time and a larger zero-crossing torque. In actual calibration, a trade-off needs to be found between acceleration responsiveness and jerking to avoid acceleration response delay, two-stage acceleration, and zero-crossing jerking. The influence of different clearance duration calibration parameters on the dynamic response characteristics of the transmission system in zero-crossing torque control is illustrated. The four colored curves (50ms, 100ms, 200ms, 300ms) in the figure represent the transition process of the system output torque over time under four different calibration strategies. The curve shows an upward trend and gradually stabilizes, which intuitively reflects the dynamic response process of the system from the torque zero transient to the re-stable engagement: a shorter crossover time (such as the 50ms orange curve) indicates a rapid response but may be accompanied by the risk of impact, while a longer time (such as the 300ms purple curve) indicates a smooth transition but may prolong the feeling of power interruption.
[0033] In some technical solutions, the method for obtaining the zero-crossing torque based on the clearance state, friction torque, inertial torque, and load torque of the transmission system includes: for transient acceleration conditions, when the state in the clearance is set to 1 and the state above the clearance is not set to 1, the acceleration zero-crossing torque calculation begins; for transient deceleration conditions, when the state in the clearance is set to 1 and the state below the clearance is not set to 1, the deceleration zero-crossing torque calculation begins; when the state above the clearance is set to 1 or the state below the clearance is set to 1, the zero-crossing torque is always equal to the load torque.
[0034] By establishing a zero-crossing torque triggering and de-activation mechanism based on the gap state, precise timing control of the torque compensation process is achieved: when the state is activated within the gap, dynamic calculation of the zero-crossing torque is initiated to actively suppress impact; while when the state above / below the gap confirms engagement completion, the system immediately switches to load torque to ensure power continuity. This state-dependent control strategy effectively avoids overcompensation or compensation lag problems, significantly improving the dynamic quality, system response speed, and energy efficiency during torque direction switching.
[0035] In some technical solutions, the methods for calculating acceleration zero-crossing torque and deceleration zero-crossing torque include: ; in, Indicates zero-crossing torque. Indicates frictional torque. Indicates inertial torque, This indicates the load torque.
[0036] Zero-crossing torque is the sum of friction torque, inertial torque, and load torque. It is used to accurately quantify and actively compensate for various resistances and excitations during gear backlash crossing. It can effectively counteract sudden changes in speed difference caused by torque direction switching, thereby significantly suppressing gear impact noise and mechanical vibration, ensuring a smooth transition of power at the zero-crossing point, and ultimately achieving the comprehensive optimization goal of improving driving smoothness, reducing stress on transmission components, and enhancing system adaptability.
[0037] In some technical solutions, when applying zero-crossing torque to the required torque at the drive end, an upper limit for acceleration zero-crossing torque, a lower limit for acceleration zero-crossing torque, an upper limit for deceleration zero-crossing torque, and a lower limit for deceleration zero-crossing torque are set to limit the torque value applied to the required torque at the drive end.
[0038] By setting upper and lower thresholds for the zero-crossing torque during acceleration and deceleration, the extreme value of the final torque command applied to the drive end can be effectively limited, thereby avoiding excessive or insufficient torque output due to model calculation deviations or sudden changes in operating conditions. The limiting mechanism ensures smooth zero-crossing and suppresses shocks, while also guaranteeing the reliability and stability of power transmission, preventing problems such as excessive torque damaging transmission components or torque interruption affecting driving continuity.
[0039] like Figure 6 As shown, the zero-crossing torque strategy calculates the friction torque, inertial torque, and load torque of the transmission system according to the formulas for friction torque, inertial torque, and load torque, respectively. The sum of these three torques is the zero-crossing torque. When the state within the gap is valid and not above the gap, acceleration zero-crossing torque output is allowed. When the state within the gap is valid and not below the gap, deceleration zero-crossing torque output is allowed. Once the state above or below the gap (indicating that the gears have re-meshed), the zero-crossing torque calculation stops, and the output directly equals the load torque, resuming normal drive. The allowed zero-crossing torque output is limited and strictly restricted to the preset upper and lower limits to prevent excessive or insufficient torque commands due to calculation errors or abnormal conditions, ensuring system safety.
[0040] Example 2 like Figure 9 As shown in the embodiments of this application, the transmission system cross-clearance torque control method includes the following steps: Step S01: Obtain the drive end speed, load end speed, and characteristic parameters of the vehicle's transmission system; Step S02: Calculate the rotation angle of the drive shaft based on the speed at the drive end and the speed at the load end; Step S03: Determine the current cross-clearance state of the transmission system based on the rotation angle of the drive shaft and the preset cross-clearance angle threshold. Step S04: Calculate the friction torque, inertial torque, and load torque of the transmission system based on the drive end speed, load end speed, and characteristic parameters of the transmission system. Step S05: Obtain the zero-crossing torque based on the clearance state, friction torque, inertial torque, and load torque of the transmission system, and apply the zero-crossing torque to the required torque at the drive end; Step S06: Apply the zero-crossing torque to the required torque at the drive end and adjust the cross-clearance torque of the transmission system.
[0041] Example 3 The present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the system described in Embodiment 2.
[0042] This invention can be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented in whole or in part as a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).
[0043] It will be readily understood by those skilled in the art that the above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, combinations, substitutions, improvements, etc., made under the spirit and principles of the present invention are included within the protection scope of the present invention.
[0044] The contents not described in detail in this specification are existing technologies known to those skilled in the art.
Claims
1. A driveline gap-crossing torque control system, characterized by, It includes: The transmission information acquisition module is used for acquiring the drive end speed, load end speed and transmission system characteristic parameters of the whole vehicle transmission system; The state recognition module is used for calculating the transmission shaft rotation angle according to the drive end speed and the load end speed, and judging the current transmission system gap crossing state according to the transmission shaft rotation angle and the preset gap crossing angle threshold value; The torque calculation module is used for calculating the friction torque, inertia torque and load torque of the transmission system according to the drive end speed, load end speed and transmission system characteristic parameters of the transmission system; The zero-crossing control module is used for obtaining the zero-crossing torque according to the transmission system gap crossing state, friction torque, inertia torque and load torque, and applying the zero-crossing torque to the drive end as the demand torque to adjust the transmission system gap crossing torque.
2. A driveline gap-crossing torque control system according to claim 1, characterized in that: The method for calculating the transmission shaft rotation angle according to the drive end speed and the load end speed includes: θtra =∫Ntra dt, Ntra=ω1-ω2; Wherein, θtra is the transmission shaft rotation angle, Ntra is the transmission shaft speed, ω1 is the drive wheel end speed, and ω2 is the load wheel end speed.
3. A driveline gap-crossing torque control system according to claim 1 or 2, characterized in that: The method for judging the current transmission system gap crossing state according to the transmission shaft rotation angle and the preset gap crossing angle threshold value includes: for the transient acceleration condition, when the transmission shaft rotation angle θtra is greater than the upper limit angle of the gap, the gap above state is set to 1, the transmission system gap crossing state is the gap above state, and until the transmission shaft rotation angle θtra is less than the lower limit angle of the gap, the gap above state is reset to 0; for the transient deceleration condition, when the negative value of the transmission shaft rotation angle θtra is greater than the upper limit angle of the gap, the gap below state is set to 1, the transmission system gap crossing state is the gap below state, and until the negative value of the transmission shaft rotation angle θtra is less than the lower limit angle of the gap, the gap below state is reset to 0; when the transmission shaft rotation angle θtra is between the upper limit angle and the lower limit angle of the gap, the gap in state is set to 1, and the transmission system gap crossing state is the gap in state.
4. A driveline gap-crossing torque control system according to claim 3, characterized in that: The upper limit angle of the gap = the transmission shaft gap angle + the upper limit angle offset value; the lower limit angle of the gap = the transmission shaft gap angle + the lower limit angle offset value; the transmission shaft gap angle, the upper limit angle offset value and the lower limit angle offset value are all calibration values.
5. A driveline gap-crossing torque control system according to claim 1, characterized by: The method for calculating the friction torque, inertia torque and load torque of the transmission system according to the drive end speed, load end speed and transmission system characteristic parameters of the transmission system includes: Friction torque: , ; Inertial torque: , ; Load torque: wherein, is the friction torque, is the inertia torque, denotes the load torque, is the gap crossing angular velocity, is the transmission system damping coefficient, is the crossing gap angle, is the gap crossing time, is the transmission system damping ratio, is the transmission system response period, is the transmission system moment of inertia, is the drive end moment of inertia, is the input shaft angular velocity, is the vehicle speed, is the first vehicle road slip resistance coefficient, is the second vehicle road slip resistance coefficient, is the third vehicle road slip resistance coefficient.
6. A driveline gap-crossing torque control system according to claim 3, characterized in that: The method for obtaining the zero-crossing torque according to the transmission system gap crossing state, friction torque, inertia torque and load torque includes: for the transient acceleration condition, when the gap in state is set to 1 and the gap above state is not set to 1, the acceleration zero-crossing torque starts to be calculated; for the transient deceleration condition, when the gap in state is set to 1 and the gap below state is not set to 1, the deceleration zero-crossing torque starts to be calculated; when the gap above state is set to 1 or the gap below state is set to 1, the zero-crossing torque is equal to the load torque.
7. A driveline gap-crossing torque control system according to claim 5 or 6, characterized in that: The method of calculating the acceleration zero-crossing torque and the deceleration zero-crossing torque comprises: ; wherein, represents the zero-crossing torque, represents the friction torque, represents the inertia torque, represents the load torque.
8. A driveline gap-crossing torque control system according to claim 1, characterized by: When the zero-crossing torque is applied to the driving end demand torque, an acceleration zero-crossing torque upper limit, an acceleration zero-crossing torque lower limit, a deceleration zero-crossing torque upper limit, and a deceleration zero-crossing torque lower limit are set to limit the torque value applied to the driving end demand torque.
9. A driveline gap crossing torque control method based on the system of claim 1, characterized by, The method comprises: obtaining the driving end speed, the load end speed and the transmission system characteristic parameter of the whole vehicle transmission system; calculating the transmission shaft rotation angle according to the driving end speed and the load end speed, and judging the current transmission system gap state according to the transmission shaft rotation angle and the preset gap angle threshold; calculating the friction torque, the inertia torque and the load torque of the transmission system according to the driving end speed, the load end speed and the transmission system characteristic parameter of the transmission system; applying the zero-crossing torque to the driving end demand torque to adjust the transmission system gap torque according to the transmission system gap state, the friction torque, the inertia torque and the load torque.
10. A computer program product comprising a computer program, characterized in that, The computer program is executed by a processor to implement the steps of the system in claim 9.