Dual-motor drive axle shift torque compensation system, method, apparatus, and vehicle

Abstract

This application discloses a dual-electric drive axle shift torque compensation system, method, device, and vehicle, relating to the field of torque compensation. The system includes a vehicle controller for sending shift commands to a first or second transmission controller, and for sending torque zeroing commands, torque recovery commands, or torque compensation commands to a first or second motor controller. The first transmission controller sends a gear shift request to the vehicle controller; the second transmission controller sends a gear shift request to the vehicle controller; the first motor controller controls the first motor to perform torque zeroing, torque recovery, or torque compensation; and the second motor controller controls the second motor to perform torque zeroing, torque recovery, or torque compensation. This application can reduce the jerking sensation during gear shifting in dual-electric drive axle vehicles, improving the driving experience.

Description

Technical Field

[0001] This application relates to the field of torque compensation, and in particular to a dual electric drive axle shifting torque compensation system, method, device and vehicle. Background Technology

[0002] As a key component of a car's transmission system, the gearbox plays the role of connecting the engine and the drive wheels. By adjusting gears, the gearbox regulates the driving force and vehicle speed transmitted to the wheels in real time, ensuring optimal performance under various road conditions. The primary function of the gearbox is to provide sufficient torque for smooth starts. An automatic transmission is a special type of gearbox whose core advantage lies in its ability to automatically complete the gear shifting process, allowing the driver to enjoy a smooth driving experience without direct intervention. Among the many types of gearboxes, the automatic mechanical transmission (AMT) is based on the traditional manual transmission structure but adds an automated control system to achieve automatic gear shifting.

[0003] Traditional vehicles typically employ a front-engine, rear-wheel-drive configuration, with power transmission routed from the engine or electric motor through a driveshaft to the final drive. For vehicles equipped with automated manual transmissions (AMTs), the shifting process is automated by adding a microcomputer-controlled automatic operating system while maintaining the overall transmission structure of a traditional mechanical transmission. This design allows AMTs to complete clutch operation, gear selection, and shifting without driver intervention, thus improving driving convenience. However, existing automated mechanical transmissions are prone to jerking during gear shifts, which significantly impacts driving smoothness and passenger comfort. Summary of the Invention

[0004] The purpose of this application is to provide a dual electric drive axle shift torque compensation system, method, device and vehicle, which can reduce the jerking sensation during the shifting process of dual electric drive axle vehicles and improve the driving experience.

[0005] To achieve the above objectives, this application provides the following solution:

[0006] In a first aspect, this application provides a dual electric drive axle shift torque compensation system, which is applied to a vehicle equipped with a dual electric drive axle structure. The dual electric drive axle structure includes two independently operating motors and two gearboxes. The two motors are controlled by a first motor controller and a second motor controller, respectively, and the two gearboxes are controlled by a first gearbox controller and a second gearbox controller, respectively. The system includes:

[0007] The vehicle controller is used to send a shift command to the first transmission controller or the second transmission controller, and to send a torque zeroing command, a torque recovery command, or a torque compensation command to the first motor controller or the second motor controller.

[0008] The first transmission controller is used to send a gear shifting request to the vehicle controller, and after the gear shifting request is confirmed, control the first transmission to shift gears.

[0009] The second transmission controller is used to send a gear shifting request to the vehicle controller, and after the gear shifting request is confirmed, control the second transmission to shift gears.

[0010] The first motor controller is used to control the first motor to perform torque zeroing, torque recovery, or torque compensation, and to send the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller.

[0011] The second motor controller is used to control the second motor to perform torque zeroing, torque recovery, or torque compensation, and to send the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller.

[0012] The vehicle controller is connected to the first transmission controller, the second transmission controller, the first motor controller, and the second motor controller, respectively.

[0013] Optionally, the vehicle controller is further configured to:

[0014] Confirm the gear shift request sent by the first transmission controller or the second transmission controller;

[0015] Receive the torque zeroing state, torque recovery state, or torque compensation state of the first motor or the second motor;

[0016] Receive the target speed of the entire vehicle;

[0017] The target speed of the vehicle is sent to the first motor controller or the second motor controller.

[0018] Optionally, the first motor controller is used to:

[0019] Receive a control command from the vehicle controller, wherein the control command is one of a torque zeroing command, a torque recovery command, and a torque compensation command;

[0020] When the control command is the torque zeroing command, the first motor is controlled to be reset from its current torque to zero torque;

[0021] The torque zeroing state of the first motor during the torque clearing process is sent to the vehicle controller;

[0022] When the second motor undertakes the entire power supply of the vehicle, it receives the target speed of the vehicle and controls the speed of the first motor according to the target speed of the vehicle, so that the speeds of the first motor and the first gearbox are synchronized and both reach the target speed of the vehicle.

[0023] When the control command is the torque recovery command, the first motor is controlled to recover from zero torque to the target torque;

[0024] The torque recovery status of the first motor during the torque recovery process is sent to the vehicle controller;

[0025] When the control command is the torque compensation command, the first motor is controlled to perform torque compensation to ensure continuous power for the entire vehicle.

[0026] Optionally, the second motor controller is used for:

[0027] Receive a control command from the vehicle controller, wherein the control command is one of a torque zeroing command, a torque recovery command, and a torque compensation command;

[0028] When the control command is the torque zeroing command, the second motor is controlled to be reset from its current torque to zero torque;

[0029] The torque zeroing state of the second motor during the torque clearing process is sent to the vehicle controller;

[0030] When the first motor undertakes the entire power supply of the vehicle, it receives the target speed of the vehicle and controls the speed of the second motor according to the target speed of the vehicle, so that the speeds of the second motor and the second gearbox are synchronized and both reach the target speed of the vehicle.

[0031] When the control command is the torque recovery command, the second motor is controlled to recover from zero torque to the target torque;

[0032] The torque recovery status of the second motor during the torque recovery process is sent to the vehicle controller;

[0033] When the control command is the torque compensation command, the second motor is controlled to perform torque compensation to ensure continuous power for the entire vehicle.

[0034] Optionally, the first transmission controller is used for:

[0035] Calculate the target engine speed of the vehicle after shifting to the target gear;

[0036] The target speed of the vehicle is sent to the vehicle controller.

[0037] Secondly, this application provides a dual-electric drive axle shift torque compensation method, applied to a vehicle controller, comprising:

[0038] Send a shift command to the first gearbox controller or the second gearbox controller, and send a torque zeroing command, a torque recovery command, or a torque compensation command to the first motor controller or the second motor controller.

[0039] Thirdly, this application provides a dual-electric drive axle shift torque compensation method, applied to a first gearbox controller and a second gearbox controller, comprising:

[0040] The first transmission controller sends a gear shifting request to the vehicle controller, and after the gear shifting request is confirmed, controls the first transmission to shift gears.

[0041] The second transmission controller sends a gear shift request to the vehicle controller, and after the gear shift request is confirmed, controls the second transmission to shift gears.

[0042] Fourthly, this application provides a dual-electric drive axle shift torque compensation method, applied to a first motor controller and a second motor controller, comprising:

[0043] The first motor controller controls the first motor to perform torque zeroing, torque recovery, or torque compensation, and sends the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller.

[0044] The second motor controller controls the second motor to perform torque zeroing, torque recovery, or torque compensation, and sends the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller.

[0045] Fifthly, this application provides a computer device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the dual electric drive axle shift torque compensation method described in any one of the above.

[0046] Sixthly, this application provides a vehicle equipped with a dual electric drive axle shift torque compensation system.

[0047] According to the specific embodiments provided in this application, the following technical effects are disclosed:

[0048] This application provides a dual-electric drive axle shift torque compensation system, method, device, medium, and vehicle. The system includes a vehicle controller for sending shift commands to a first transmission controller or a second transmission controller, and for sending torque zeroing commands, torque recovery commands, or torque compensation commands to a first motor controller or a second motor controller. The first transmission controller sends a shift request to the vehicle controller and, after the shift request is confirmed, controls the first transmission to shift gears. The second transmission controller sends a shift request to the vehicle controller and, after the shift request is confirmed, controls the second transmission to shift gears. The first motor controller controls the first motor to perform torque zeroing, torque recovery, or torque compensation, and sends a torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller. The second motor controller controls the second motor to perform torque zeroing, torque recovery, or torque compensation, and sends a torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller. The vehicle controller is connected to the first transmission controller, the second transmission controller, the first motor controller, and the second motor controller. This application compensates for the motor torque during gear shifting in dual-electric drive axle vehicles, achieving a smooth transition during gear shifting, reducing power interruption, and improving driving comfort and safety. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a schematic diagram of the structure of a dual electric drive axle shifting torque compensation system provided in an embodiment of this application;

[0051] Figure 2 This is a schematic diagram of a vehicle dual electric drive axle structure provided in an embodiment of this application;

[0052] Figure 3 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0053] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0054] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0055] The reasons for the shift jerking in existing AMTs are as follows:

[0056] Upshifting difficulties: During acceleration, if the transmission fails to respond promptly to rapidly changing throttle inputs, causing the upshift speed to lag behind the accelerator pedal pressure, a power interruption will occur, resulting in a jerky feeling. This is because an AMT (Automated Manual Transmission) requires time to process sensor signals, calculate the optimal shift timing, and physically move the shift mechanism and operate the clutch. The time delay in these steps causes uneven shifting.

[0057] Downshifting difficulties: In electric or hybrid vehicles equipped with energy recovery systems, when the driver releases the accelerator pedal or presses the brake pedal, the generator starts working to recover kinetic energy. This process places an additional load on the engine, affecting its speed. If a downshift is required at this time, but the engine speed and the gear ratio of the transmission are not matched, it will cause the engine speed and the clutch plate speed to be out of sync, resulting in a noticeable jerk.

[0058] Low-speed jerking: When driving at low speeds, especially when frequently shifting between first and second gear, the relatively slow shifting speed, coupled with an uneven clutch engagement and disengagement, can easily cause interruptions in power transmission, resulting in jerking. Furthermore, the delayed power response of turbocharged engines at low speeds can exacerbate this situation, particularly during start-up, significantly impacting the driver's experience.

[0059] The dual electric drive axles each contain independent motors, AMT gearboxes, and other components, meaning they can operate independently without affecting each other. The dual electric drive axles eliminate the driveshafts and universal joints commonly found in traditional commercial vehicles, reducing energy loss during power transmission and improving efficiency. All key components are integrated into a compact space, saving space and simplifying installation and maintenance. Each electric drive axle contains an independent motor, inverter, AMT gearbox, differential, and brakes, forming a single, all-in-one drive unit. The two electric drive axles are located at the middle and rear axles, respectively, each with its own independent control system and power output capability. In the dual electric drive axle system, each axle can shift gears independently, but to maintain the vehicle's power continuity and driving smoothness, the two axles need to work together. When one axle is shifting gears, the other can continue to provide power, thus reducing power interruptions during gear shifts.

[0060] The Transmission Control Unit (TCU) controls the transmission's shift logic, including receiving target gear requests, calculating shift timing, and managing motor torque clearing and recovery. The TCU communicates with the Vehicle Control Unit (VCU) via an onboard network, such as a CAN bus, to receive vehicle status information and send shift commands. The TCU connects directly to each automated manual transmission (AMT) via a dedicated interface to control its internal shifting mechanism.

[0061] The Vehicle Control Unit (VCU) manages all vehicle subsystems, ensuring coordinated operation between them. The VCU communicates with the TCU via the CAN bus or other in-vehicle network protocols to confirm shift requests and send execution commands. The VCU collects data from various sensors, assesses the vehicle's overall status, provides decision-making support to the TCU, and coordinates with other control systems, such as the battery management system and steering system, to guarantee overall vehicle performance.

[0062] The motor control unit (MCU) is used to control the operation of the motor, including starting, stopping, speed regulation, and torque output. The MCU connects to the motor via a high-speed data line to monitor the motor's operating status in real time, such as current, voltage, and temperature. The MCU receives torque adjustment commands from the TCU and adjusts the motor's operating parameters accordingly. It also feeds back the actual torque and speed of the motor to the TCU, supporting precise torque compensation mechanisms.

[0063] In a real-time manner, such as Figure 1 As shown, the dual electric drive axle shift torque compensation system includes:

[0064] The vehicle controller is used to send shift commands to the first gearbox controller or the second gearbox controller, and to send torque zeroing commands, torque recovery commands, or torque compensation commands to the first motor controller or the second motor controller.

[0065] The first gearbox controller is used to send gear shifting requests to the vehicle controller, and after the gear shifting request is confirmed, it controls the first gearbox to shift gears.

[0066] The second gearbox controller is used to send gear shifting requests to the vehicle controller, and after the gear shifting request is confirmed, it controls the second gearbox to shift gears.

[0067] The first motor controller is used to control the first motor to perform torque zeroing, torque recovery, or torque compensation, and to send the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller.

[0068] The second motor controller is used to control the second motor to perform torque zeroing, torque recovery, or torque compensation, and to send the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller.

[0069] The vehicle controller is connected to the first gearbox controller, the second gearbox controller, the first motor controller, and the second motor controller, respectively.

[0070] Specifically, the dual-electric drive axle shift torque compensation system is applied to vehicles equipped with a dual-electric drive axle structure. One axle structure of the dual-electric drive axle includes a first motor and a first gearbox, while the other axle structure includes a second motor and a second gearbox. The first motor is controlled by a first motor controller, the second motor by a second motor controller, the first gearbox by a first gearbox controller, and the second gearbox by a second gearbox controller. The first and second gearboxes operate independently, as do the first and second motors. The vehicle controller of the dual-electric drive axle vehicle coordinates the entire vehicle's powertrain. The vehicle controller, based on the vehicle's current state, sends corresponding shift commands to the first or second gearbox controller to ensure that the vehicle's transmission system can perform shift operations according to current driving conditions and driver requirements. Simultaneously, the vehicle controller is also responsible for sending one of three commands to the first or second motor controller: a torque zeroing command, a torque recovery command, or a torque compensation command. The torque zeroing command is used to avoid unnecessary power output or for safety protection. The torque recovery command is used to restore the motor to its previous torque output state to provide necessary power support. Torque compensation commands are used to adjust the output torque of the motor to ensure the vehicle's power performance and driving stability.

[0071] When the vehicle controller sends a torque zeroing command or a torque recovery command to the first motor controller, it simultaneously sends a torque compensation command to the second motor controller to ensure coordinated operation of the entire system. The vehicle controller is not restricted in which motor controller it chooses to send the torque zeroing command or torque recovery command to.

[0072] When the first transmission controller needs to change gears, it sends a gear change request signal to the vehicle controller. Once the vehicle controller confirms this request, the first transmission controller controls the first transmission to perform the gear shift to adapt to different driving modes and road conditions. Simultaneously, the second transmission controller independently controls the second transmission to ensure the vehicle's powertrain system can adjust promptly according to different driving conditions and needs. When the first motor controller receives a torque zeroing command from the vehicle controller, it controls the first motor to zero torque to eliminate unnecessary resistance or restore torque, ensuring the motor can quickly respond to new power demands. It also feeds back the current torque zeroing status to the vehicle controller so that the vehicle controller can monitor and adjust the powertrain's operating status in real time. The second motor controller then compensates for the second motor's torque according to the vehicle controller's torque compensation command to optimize the motor's output performance, ensuring smooth and efficient power output under various operating conditions. When the first motor controller receives a torque recovery command from the vehicle controller, it controls the first motor to recover torque, and the second motor controller compensates for the second motor's torque according to the vehicle controller's torque compensation command. Similarly, when the second gearbox controller needs to change gears, the processing method is similar to that when the first gearbox controller needs to change gears, and will not be repeated here.

[0073] To achieve these functions, the vehicle controller needs to maintain stable connections and communication with the first transmission controller, the second transmission controller, the first motor controller, and the second motor controller to ensure accurate transmission and execution of commands.

[0074] like Figure 2The diagram shows a dual electric drive axle structure. The dual electric drive axle shift torque compensation system is applied to vehicles equipped with this structure. The dual electric drive axle structure includes two independently operating motors and two gearboxes. The two motors are controlled by a first motor controller and a second motor controller, respectively, and the two gearboxes are controlled by a first gearbox controller and a second gearbox controller, respectively. The first and second gearbox controllers are used to control the corresponding gearboxes to execute shift commands. The first and second motor controllers are used to control the motor torque transmission. In traditional 6x4 commercial vehicles, the middle and rear axles are connected by a driveshaft, allowing power to be transferred from one axle to the other, thus achieving power transmission for the entire vehicle. The power source for both drive axles comes from the same motor and gearbox system. In this solution, both the middle and rear axles adopt an integrated electric drive axle structure. This design makes the drive structures of the two electric drive axles independent of each other. Each electric drive axle's drive motor is independently powered by its own motor, ensuring efficient system operation and improving power transmission efficiency. The entire system includes two motors and two gearboxes. This configuration not only improves the vehicle's power performance but also enhances the system's reliability and flexibility, enabling the vehicle to maintain good power output and handling under different road conditions, ensuring that the driver can enjoy a safer and more comfortable driving experience.

[0075] In a real-time configuration, the vehicle controller is also used for:

[0076] Confirm the gear shift request sent by the first gearbox controller or the second gearbox controller;

[0077] Receive the torque zeroing state, torque recovery state, or torque compensation state of the first motor or the second motor;

[0078] Receive the target speed of the entire vehicle;

[0079] The target speed of the vehicle is sent to the first motor controller or the second motor controller.

[0080] Specifically, the vehicle controller reviews the gear shift requests issued by the first or second gearbox controller, ensuring that it receives torque zeroing, torque recovery, or torque compensation status information from the first or second motor, and monitors its torque recovery status to guarantee the accuracy and reliability of motor operation. Simultaneously, it monitors and receives the vehicle's target speed in real time and sends it to the first or second motor controller to control the speed of the first or second motor.

[0081] In a real-time manner, the first motor controller is used to: control the first motor to perform torque zeroing, torque recovery, or torque compensation, and to send the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller.

[0082] Receive control commands from the vehicle controller, which are one of the torque zeroing command, torque recovery command, and torque compensation command.

[0083] When the control command is a torque zeroing command, the first motor is controlled to reset from its current torque to zero torque;

[0084] The torque zeroing state of the first motor during the torque clearing process is sent to the vehicle controller;

[0085] After the second motor undertakes the entire power supply of the vehicle, it receives the target speed of the vehicle and controls the speed of the first motor according to the target speed of the vehicle, so that the speeds of the first motor and the first gearbox are synchronized and both reach the target speed of the vehicle.

[0086] When the control command is a torque recovery command, the first motor is controlled to recover from zero torque to the target torque;

[0087] The torque recovery status of the first motor during the torque recovery process is sent to the vehicle controller;

[0088] When the control command is a torque compensation command, the first motor is controlled to perform torque compensation to ensure continuous power for the entire vehicle.

[0089] Specifically, the first motor controller can receive a torque zeroing command from the vehicle controller. This command aims to ensure that the torque output of the first motor can be safely adjusted to zero, thereby avoiding unnecessary power output or torque conflicts during certain operations. Upon receiving the torque zeroing command, the first motor controller will execute a series of operations to ensure that the torque of the first motor can be smoothly adjusted from its current state to zero torque. During this process, the first motor controller continuously monitors and records the torque status of the first motor and sends this status information back to the vehicle controller in real time, so that the vehicle controller can accurately understand the operating status of the first motor. When the second motor begins to bear the full power supply of the vehicle, ensuring that the vehicle's power demand is met, the first motor controller receives a target speed command. This command instructs the first motor controller to adjust the speed of the first motor to synchronize it with the speed of the first transmission, ultimately reaching a common target speed. This process is crucial for maintaining the coordination and efficiency of the vehicle's powertrain. While adjusting the speed, the first motor controller also continues to monitor the torque status of the first motor and sends this information to the vehicle controller, so that the vehicle controller can have a comprehensive understanding of the status of the entire powertrain. The vehicle controller issues a torque recovery command, instructing the first motor controller to restore the first motor's torque from zero to the target torque. This operation typically occurs when the first motor needs to re-engage in power output or needs to adjust its torque output to adapt to new driving conditions. During torque recovery, the first motor controller also monitors the first motor's torque status and feeds this information back to the vehicle controller in real time, ensuring that the vehicle controller can adjust the vehicle's control strategy promptly to adapt to changes in the first motor's torque.

[0090] In a real-time manner, the second motor controller is used to control the second motor to perform torque zeroing, torque recovery, or torque compensation, and to send the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller.

[0091] Receive control commands from the vehicle controller, which are one of the torque zeroing command, torque recovery command, and torque compensation command.

[0092] When the control command is a torque zeroing command, the second motor is controlled to reset from its current torque to zero torque;

[0093] The torque zeroing state of the second motor during the torque clearing process is sent to the vehicle controller;

[0094] After the first motor undertakes the entire power supply of the vehicle, it receives the target speed of the vehicle and controls the speed of the second motor according to the target speed of the vehicle, so that the speeds of the second motor and the second gearbox are synchronized and both reach the target speed of the vehicle.

[0095] When the control command is a torque recovery command, the second motor is controlled to recover from zero torque to the target torque;

[0096] The torque recovery status of the second motor during the torque recovery process is sent to the vehicle controller;

[0097] When the control command is a torque compensation command, the second motor is controlled to perform torque compensation to ensure continuous power for the entire vehicle.

[0098] In a real-time manner, regarding sending a gear shift request to the vehicle controller and, after the gear shift request is confirmed, controlling the first gearbox to shift gears, the first gearbox controller is used for:

[0099] Calculate the target engine speed of the vehicle after shifting to the target gear;

[0100] The target speed of the whole vehicle is sent to the vehicle controller.

[0101] Specifically, during the process of sending a gear shift request to the vehicle controller, once the request is confirmed, the first gearbox controller is responsible for controlling the gear shift. The main tasks of the first gearbox controller include: first, calculating and determining the target engine speed that should be reached after shifting to the target gear; next, feeding back this target speed request information to the vehicle controller; then, further calculating the difference between the target speed and the current actual speed, i.e., the speed difference; finally, sending this speed difference value to the vehicle controller so that the vehicle controller can send instructions to the first motor controller based on this information, thereby adjusting the motor speed.

[0102] In one embodiment, the dual electric drive axle shifting torque compensation method specifically includes the following steps S101-S109:

[0103] S101. The first gearbox controller receives the requirement to change the target gear and sends this requirement to the vehicle controller for confirmation.

[0104] This embodiment illustrates the shift torque compensation method for dual electric drive axles by taking the first gearbox controller receiving a request to change to a target gear as an example. In practice, there is no restriction on whether the first gearbox controller or the second gearbox controller is selected to receive the request to change to a target gear.

[0105] S102, The vehicle controller confirms the vehicle status and sends a shift execution command, and sends the shift execution command to the first motor controller.

[0106] The vehicle status includes, but is not limited to, vehicle speed and engine speed.

[0107] S103, The first motor controller controls the first motor to clear the current torque to 0 torque, so as to facilitate the next step of disengaging and clearing torque.

[0108] After receiving the shift execution command from the vehicle controller, the first motor controller needs to control the torque output of the first motor. To smoothly disengage the gear and reduce mechanical shock, the motor torque usually needs to be reduced to zero; this is called the "torque clearing" process. Throughout this process, the first motor controller continuously monitors the actual torque output of the motor and acquires real-time data through sensors to ensure that the torque is smoothly reduced to zero. Once the motor torque is cleared to zero, the next step, the disengagement operation, can proceed.

[0109] S104. During the motor torque clearing process, the first motor controller feeds back the torque status of the torque clearing motor to the vehicle controller. At the same time, the vehicle controller sends a compensation torque command to the second motor controller.

[0110] Specifically, the first motor controller receives a torque zeroing command from the vehicle controller and begins to gradually reduce the torque output of the first motor. During the torque zeroing process, the first motor controller continuously monitors and feeds back the actual torque status of the first motor to the vehicle controller to ensure that the torque smoothly drops to zero. When the vehicle controller receives information that the torque of the first motor is gradually decreasing, it sends a corresponding compensation torque command to the second motor controller. The second motor controller adjusts the torque output of the second motor according to the received command, that is, increases the torque output of the second motor to compensate for the power loss caused by the reduction in the torque of the first motor, thereby ensuring the continuity of the vehicle's overall power and the smoothness of the driving experience. Once the torque of the first motor successfully drops to zero, the first motor controller reports the task completion to the vehicle controller, indicating that the first motor is ready to proceed to the next step. At this time, the second motor takes over the task of providing all the power to the vehicle, ensuring that there is no obvious power interruption or vibration during gear shifting. After confirming that the torque of the first motor has returned to zero and that the second motor has taken over all power supply, the first transmission controller can control the first transmission to safely perform the disengagement operation, preparing to enter the new gear. Once the engagement sleeve successfully disengages from the engagement teeth, placing the current gear in neutral, it reports this status to the vehicle controller. The vehicle controller will continue to monitor and adjust the torque distribution between the two motors to maintain optimal power output and efficiency.

[0111] S105. The first gearbox controller calculates the target speed of the vehicle after shifting to the target gear and sends the target speed of the vehicle to the vehicle controller.

[0112] The first transmission controller calculates the target engine speed required after shifting to the target gear using a built-in algorithm. The calculation process combines the current vehicle speed with the gear ratio of the target gear to ensure that the engine speed in the new gear matches the current driving speed. Once the target engine speed is determined, the first transmission controller sends the target engine speed requirement to the vehicle controller via the vehicle's network, such as the CAN bus.

[0113] S106. The first gearbox controller calculates the target speed of the vehicle and adjusts the speed of the drive motor at the input end of the first gearbox by adjusting the speed difference between the target speed and the actual speed, so that the speed of the engagement gear of the target gear is synchronized with the speed of the engagement sleeve, in preparation for shifting gears. After the speed of the first motor is synchronized with the speed of the first gearbox, the first gearbox controller controls the shifting mechanism to operate, thereby driving the engagement sleeve to mesh with the engagement gear.

[0114] Specifically, the first transmission controller calculates the target speed required to shift to the target gear based on the vehicle's current state (such as vehicle speed and motor speed) and the gear ratio of the target gear. This target speed ensures that the engagement sleeve and engagement teeth rotate at the same speed when entering the new gear, avoiding impact and wear. The first motor controller adjusts the speed of the first motor based on the difference between the target speed and the actual speed, gradually bringing the speed of the drive motor at the input end of the first transmission closer to the target speed. Throughout the adjustment process, the first transmission controller continuously monitors the actual speeds of the engagement sleeve and engagement teeth, and ensures synchronization between them through a closed-loop control algorithm. When the speeds of the first motor and the first transmission reach synchronization, the first transmission controller verifies this synchronization to ensure there is no significant speed difference. Once synchronization is confirmed, the first transmission controller controls the shifting mechanism to engage the engagement sleeve and engagement teeth, completing the shifting process.

[0115] S107. The vehicle controller sends a motor recovery torque request to the first motor controller. The first motor controller feeds back the current real-time torque to the vehicle controller based on the current torque recovery status.

[0116] Throughout the torque recovery process, the first motor controller continuously monitors the actual torque output of the first motor and feeds it back to the vehicle controller in real time via the vehicle network (such as CAN bus).

[0117] S108. During the torque recovery process, the first motor controller feeds back the torque status of the torque recovery motor to the vehicle controller in real time. At the same time, the vehicle controller sends a torque compensation command to the second motor controller, that is, controls the second motor to reduce the output torque to ensure that the power continuity of the vehicle is not affected. When the second motor controller detects that the torque recovery has reached the target value, it sends the torque recovery completion information to the vehicle controller.

[0118] Specifically, after a gear shift, the vehicle controller determines when to restore the torque output of the first motor based on driving conditions and sends a torque restoration request to the first motor controller. Upon receiving the instruction, the first motor controller begins to gradually increase the torque output of the first motor. Using a built-in algorithm, the first motor controller adjusts the current or voltage of the first motor to smoothly increase the torque to the target value. Throughout the torque restoration process, the first motor controller continuously monitors the actual torque status of the first motor and provides real-time feedback to the vehicle controller via the vehicle network, such as the CAN bus. To maintain the continuity of the vehicle's power, the vehicle controller sends a torque compensation command to the second motor controller, instructing the second motor to gradually reduce its output torque. Based on the torque restoration progress of the first motor, the vehicle controller may dynamically adjust the torque reduction rate of the second motor to ensure a smooth transition between the two motors. Through coordination between the first and second motor controllers by the vehicle controller, it is ensured that as the torque of the first motor increases, the torque of the second motor decreases accordingly, maintaining a stable total output power. The vehicle controller continuously receives feedback information from both motor controllers to ensure that the entire process proceeds as expected. After confirming that the torque has reached the target value, the second motor controller sends the torque completion information to the vehicle controller, indicating that the entire torque process has been successfully completed and the vehicle has resumed normal power output.

[0119] S109, The vehicle controller receives the information that the gear shift is complete.

[0120] Step S109 marks the successful completion of the entire gear shifting process.

[0121] Specifically, during the shifting process of the dual-electric drive axle, the compensation torque in the clearing phase is to ensure that the power output of the entire vehicle remains continuous and smooth, avoiding power loss or jerking caused by one motor reducing torque (clearing torque). In the clearing phase, the motor controller controls the motor about to shift to gradually reduce its output torque to zero to facilitate a smooth disengagement. Simultaneously, to maintain the continuity of the vehicle's power, the output torque of the other motor needs to be adjusted to compensate for the power loss. During clearing, the first motor about to shift gradually reduces its output torque, while the other motor (the second motor) needs to correspondingly increase its output torque to compensate for the reduced power output of the first motor. The compensation torque is used to precisely control the amount of torque increase from the second motor, ensuring that the total output torque of the entire vehicle remains stable throughout the clearing process, thereby maintaining power continuity. If the first motor rapidly reduces its torque to zero during clearing, and the second motor does not increase its output torque in time, the entire vehicle will momentarily lose some power, causing unstable driving or even a jerking sensation. By calculating and applying compensation torque, torque changes between the two motors can be smoothly transitioned, avoiding power loss and jerking, and providing a smoother driving experience.

[0122] The motor controller gradually reduces the output torque of the first motor, which is about to shift gears, from its current value A to zero. Based on the calculated compensation torque, the output torque of the second motor is gradually increased to ensure a reasonable power distribution between the two motors, maintaining the vehicle's power continuity and driving smoothness. The torque status of the torque-clearing motor is monitored in real time, and the output torque of the second motor is dynamically adjusted according to the actual situation to ensure the accuracy and effectiveness of the compensation torque. Once the transmission controller confirms that the torque of the first motor has successfully dropped to zero, it prepares to proceed to the next step, such as disengaging the gear, and continues to monitor the output of the second motor to ensure power continuity. The compensation torque during the torque-clearing phase is mainly used to maintain power continuity and prevent power loss and jerking. By accurately calculating and dynamically adjusting the output torque of the second motor, it is ensured that the vehicle's power output remains smooth during the gradual reduction of torque by the first motor, providing a more comfortable driving experience. This method combines real-time data acquisition and predictive algorithms to ensure that the vehicle maintains optimal performance under different driving conditions.

[0123] The compensation torque during the torque recovery phase is designed to ensure continuous and smooth power output throughout the vehicle, avoiding power fluctuations or jerks caused by one motor regaining torque. During this phase, the motor controller gradually restores the output torque of the shifted motor, allowing it to re-engage in power output. Simultaneously, to maintain power continuity, the output torque of the other motor needs adjustment to ensure proper power distribution between the two motors. During torque recovery, the first motor, about to regain torque, gradually increases its output torque, while the other motor correspondingly reduces its output torque to prevent a sudden increase in total output torque, which could cause driving instability. The compensation torque precisely controls the amount of torque reduction by the second motor, ensuring that the total output torque of the vehicle remains stable throughout the entire torque recovery process, thus maintaining power continuity. If the first motor rapidly returns to its original torque value during torque recovery, while the second motor fails to reduce its output torque in time, it can cause excessive instantaneous power output, resulting in a jerky feeling.

[0124] The first motor controller controls the output torque of the first motor, gradually restoring it from zero to the target value ΔA. The first gearbox controller, based on the calculated compensation torque, gradually reduces the output torque of the second motor, ensuring a reasonable power distribution between the two motors and maintaining the vehicle's power continuity and driving smoothness. The torque status of the torque recovery motor is monitored in real time, and the output torque of the second motor is dynamically adjusted according to actual conditions to ensure the accuracy and effectiveness of the compensation torque. When the motor controller detects that the torque recovery has reached the target value, it sends this information to the vehicle controller to confirm the completion of the entire shift process. The compensation torque during the torque recovery phase is mainly used to maintain power continuity and prevent jerking. By accurately calculating and dynamically adjusting the output torque of the second motor, it is ensured that the vehicle's power output remains smooth during the gradual torque recovery process of the first motor, providing a more comfortable driving experience. This method combines real-time data acquisition and predictive algorithms to ensure that the vehicle maintains optimal performance under different driving conditions.

[0125] During a single AMT (Automated Manual Transmission) shift, the transmission must go through two phases: torque reduction and torque recovery. During the torque reduction phase, the vehicle experiences a certain degree of power loss, which may cause the driver an uncomfortable feeling similar to braking. During the torque recovery phase, the vehicle experiences a push-back acceleration sensation, which also reduces driving comfort. To address this issue, this application employs a dual electric drive axle structure, with each axle containing both a transmission controller and a vehicle controller. The two electric drive axles do not perform shift operations simultaneously. When one electric drive axle is shifting, its corresponding transmission controller calculates the motor torque lost during the shift. The other electric drive axle, operating normally, compensates for the lost torque based on the calculation. This method effectively avoids the discomfort caused by power loss and ensures smooth power output during shifts, preventing abrupt acceleration or deceleration. Furthermore, through the collaboration of the two electric drive axles and the transmission controller, dynamic torque balance is achieved, significantly improving the smoothness and comfort of the driving process. Moreover, this solution fully considers the continuity of the vehicle's power; during gear shifts, real-time feedback and adjustment of the motor's torque state ensure that the vehicle's power output is not adversely affected by the shifting operation, thereby fundamentally improving driving safety and reliability.

[0126] In one exemplary embodiment, a computer device is provided, which may be a server or a terminal, and its internal structure diagram may be as follows. Figure 3As shown, the computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database stores first and second compensation torques. The I / O interfaces are used for information exchange between the processor and external devices. The communication interface is used for communication with external terminals via a network connection. When executed by the processor, the computer program implements a dual-electric drive axle shift torque compensation method.

[0127] Those skilled in the art will understand that Figure 3 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0128] In one exemplary embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0129] In one exemplary embodiment, a computer-readable storage medium is provided storing a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0130] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0131] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0132] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM).

[0133] The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0134] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0135] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. Furthermore, those skilled in the art will recognize that, based on the ideas of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A dual-electric drive axle shifting torque compensation system, characterized in that, The dual electric drive axle shift torque compensation system is applied to vehicles equipped with a dual electric drive axle structure. One axle structure of the dual electric drive axle structure includes a first motor and a first gearbox, and the other axle structure includes a second motor and a second gearbox. The first motor is controlled by a first motor controller, the second motor is controlled by a second motor controller, the first gearbox is controlled by a first gearbox controller, and the second gearbox is controlled by a second gearbox controller. The dual electric drive axle shift torque compensation system includes: The vehicle controller is used to send a shift command to the first transmission controller or the second transmission controller, and to send a torque zeroing command, a torque recovery command, or a torque compensation command to the first motor controller or the second motor controller. The first transmission controller is used to send a gear shifting request to the vehicle controller, and after the gear shifting request is confirmed, control the first transmission to shift gears. The second transmission controller is used to send a gear shifting request to the vehicle controller, and after the gear shifting request is confirmed, control the second transmission to shift gears. The first motor controller is used to control the first motor to perform torque zeroing, torque recovery, or torque compensation, and to send the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller. The second motor controller is used to control the second motor to perform torque zeroing, torque recovery, or torque compensation, and to send the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller. The vehicle controller is connected to the first transmission controller, the second transmission controller, the first motor controller, and the second motor controller, respectively.

2. The dual electric drive axle shifting torque compensation system according to claim 1, characterized in that, The vehicle controller is also used for: Confirm the gear shift request sent by the first transmission controller or the second transmission controller; Receive the torque zeroing state, torque recovery state, or torque compensation state of the first motor or the second motor; Receive the target speed of the entire vehicle; The target speed of the vehicle is sent to the first motor controller or the second motor controller.

3. The dual electric drive axle shifting torque compensation system according to claim 2, characterized in that, In controlling the first motor to perform torque zeroing, torque recovery, or torque compensation, and sending a torque zeroing state, torque recovery state, or torque compensation state to the vehicle controller, the first motor controller is configured to: Receive a control command from the vehicle controller, wherein the control command is one of a torque zeroing command, a torque recovery command, and a torque compensation command; When the control command is the torque zeroing command, the first motor is controlled to be reset from its current torque to zero torque; The torque zeroing state of the first motor during the torque clearing process is sent to the vehicle controller; When the second motor undertakes the entire power supply of the vehicle, it receives the target speed of the vehicle and controls the speed of the first motor according to the target speed of the vehicle, so that the speeds of the first motor and the first gearbox are synchronized and both reach the target speed of the vehicle. When the control command is the torque recovery command, the first motor is controlled to recover from zero torque to the target torque; The torque recovery status of the first motor during the torque recovery process is sent to the vehicle controller; When the control command is the torque compensation command, the first motor is controlled to perform torque compensation to ensure continuous power for the entire vehicle.

4. The dual electric drive axle shifting torque compensation system according to claim 2, characterized in that, In controlling the second motor to perform torque zeroing, torque recovery, or torque compensation, and sending a torque zeroing state, torque recovery state, or torque compensation state to the vehicle controller, the second motor controller is configured to: Receive a control command from the vehicle controller, wherein the control command is one of a torque zeroing command, a torque recovery command, and a torque compensation command; When the control command is the torque zeroing command, the second motor is controlled to be reset from its current torque to zero torque; The torque zeroing state of the second motor during the torque clearing process is sent to the vehicle controller; When the first motor undertakes the entire power supply of the vehicle, it receives the target speed of the vehicle and controls the speed of the second motor according to the target speed of the vehicle, so that the speeds of the second motor and the second gearbox are synchronized and both reach the target speed of the vehicle. When the control command is the torque recovery command, the second motor is controlled to recover from zero torque to the target torque; The torque recovery status of the second motor during the torque recovery process is sent to the vehicle controller; When the control command is the torque compensation command, the second motor is controlled to perform torque compensation to ensure continuous power for the entire vehicle.

5. The dual electric drive axle shifting torque compensation system according to claim 2, characterized in that, In sending a gear shift request to the vehicle controller, and controlling the first gearbox to shift gears after the gear shift request is confirmed, the first gearbox controller is configured to: Calculate the target engine speed of the vehicle after shifting to the target gear; The target speed of the vehicle is sent to the vehicle controller.

6. A method for compensating shift torque using a dual electric drive axle, applied to the vehicle controller described in claim 1, characterized in that, The dual electric drive axle shift torque compensation method includes: Send a shift command to the first gearbox controller or the second gearbox controller, and send a torque zeroing command, a torque recovery command, or a torque compensation command to the first motor controller or the second motor controller.

7. A method for compensating shift torque in a dual-electric drive axle, applied to the first and second gearbox controllers as described in claim 1, characterized in that, The dual electric drive axle shift torque compensation method includes: The first transmission controller sends a gear shifting request to the vehicle controller, and after the gear shifting request is confirmed, controls the first transmission to shift gears. The second transmission controller sends a gear shift request to the vehicle controller, and after the gear shift request is confirmed, controls the second transmission to shift gears.

8. A method for compensating shift torque of a dual electric drive axle, applied to the first motor controller and the second motor controller as described in claim 1, characterized in that, The first motor controller controls the first motor to perform torque zeroing, torque recovery, or torque compensation, and sends the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller. The second motor controller controls the second motor to perform torque zeroing, torque recovery, or torque compensation, and sends the torque zeroing status, torque recovery status, or torque compensation status to the vehicle controller.

9. A computer device, comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor executes the computer program to implement the steps of the dual electric drive axle shift torque compensation method according to any one of claims 6-8.

10. A vehicle, characterized in that, The vehicle is equipped with a dual electric drive axle shift torque compensation system according to any one of claims 1-5.

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