EMT shift motor segmented current limit control method and system

Abstract

The application provides an EMT shift motor segmented current limiting control method and system, and relates to the technical field of automobile electronic mechanical transmission control. The steps of the method are as follows: S1, calibrating the standard values of the judgment threshold of the reference parameter and the upper and lower limits of the control current under the standard working condition and determining the adaptive calibration rule of the judgment threshold; S2, when the EMT controller receives a shift instruction, starting the shift motor, simultaneously collecting multi-source data in real time and performing preprocessing operation; S3, judging the state according to the real-time value of the reference parameter; S4, executing corresponding shift motor current control and early warning strategy according to the state of the shift motor; S5, taking corresponding processing measures according to the shift result. The beneficial effects are as follows: the three-parameter cooperative judgment is adopted as the judgment basis, the core contradiction between the starting large current and the shift current limiting is solved, the current control strategy can overcome the conflict problem of the current demand in different stages, and the adaptive calibration model can compensate the deviation caused by temperature and mechanical wear.

Description

Technical Field

[0001] This invention relates to the field of automotive electromechanical transmission control technology, specifically to an EMT shift motor segmented current limiting control method and system. Background Technology

[0002] Electromechanical transmissions (EMTs) are widely used in automotive powertrains due to their compact structure, high transmission efficiency, and low manufacturing cost. Their shifting action is typically achieved directly by a shift motor, eliminating the need for manual intervention and effectively improving driving convenience. To simplify the structure and reduce costs, some EMTs have eliminated synchronizers, adopting a direct-drive shifting method. However, the synchronizer-less design also brings corresponding technical challenges.

[0003] During gear shifting in an EMT without a synchronizer, the lack of a synchronizer between the engagement sleeve and the engagement gear ring for speed and angle coordination can easily lead to gear misalignment, resulting in occasional failure to engage gears. If the shift motor continuously outputs a large current in this situation, it will cause excessive shifting force, which, over time, will cause wear, deformation, or even failure of the shift paddles, affecting the service life and shifting reliability of the transmission.

[0004] On the other hand, when starting up, the shift motor needs to overcome the static friction and initial resistance of mechanical structures such as shift forks and gears. The mechanical resistance is relatively large, and a large starting current is usually required to drive the shift mechanism to start moving. However, this large starting current conflicts significantly with the current limiting value required when the gear cannot be shifted into a gear. If a uniform current limiting standard is adopted, either the power demand during the starting phase cannot be met, leading to starting failure and shifting jamming of the shift motor; or the current cannot be effectively limited when the gear is abnormal, causing wear and failure of the shift paddles.

[0005] In existing technologies, current control for EMT shift motors often employs a single current limiting strategy or relies solely on time to distinguish between the starting and shifting phases, making it difficult to accurately match the current demands of different stages. For example, some solutions use fixed current threshold limits, which cannot simultaneously address the high current demands of the starting phase and the current limiting protection during the shifting phase; other solutions differentiate between the starting and shifting phases by setting fixed time thresholds, but mechanical resistance is significantly affected by factors such as temperature and wear, making fixed-time judgment prone to errors and resulting in inaccurate current limiting timing. This still fails to completely resolve the current conflict problem and cannot effectively prevent wear on the shift levers. Summary of the Invention

[0006] The main objective of this invention is to provide an EMT (Electronic Tolerancing Mechanism) method and system for segmented current limiting control of a shifting motor, thereby solving the problems mentioned in the background art.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a segmented current limiting control method for an EMT shift motor, comprising the following steps: S1. Calibrate the standard values ​​of the judgment threshold and control current upper and lower limits of the reference parameters under standard operating conditions and determine the adaptive calibration rules for the judgment threshold. S2. When the EMT controller receives the shift command, it controls the shift motor to start and simultaneously collects multi-source data in real time and performs preprocessing operations. S3. Determine the status based on the real-time value of the reference parameter; S4. Execute corresponding shift motor current control and early warning strategies according to the shift motor status; S5. Take appropriate measures based on the gear shift result.

[0008] Furthermore, the reference parameters include: steering angle, current change rate, and speed; the upper and lower limits of the control current include: upper and lower limits of the current during the start-up phase, upper and lower limits of the current during the shifting phase, and upper and lower limits of the current during the jamming phase. The thresholds include: angle threshold, starting speed threshold, shifting speed threshold, jamming speed threshold, starting current rate of change threshold, and shifting current rate of change threshold.

[0009] Furthermore, the reference parameter judgment threshold and the standard values ​​of the upper and lower limits of the control current are calculated and calibrated based on the EMT test platform's own parameters and the operating data obtained from the test platform under standard operating conditions.

[0010] Furthermore, the adaptive calibration rule is based on the following calibration factors: ambient temperature, cumulative motor operating time, and cumulative number of gear shifts; The adaptive calibration rule is: Ambient temperature affects the steering angle threshold, the shift speed threshold, and the current change rate threshold during the jamming stage. Specifically, when the ambient temperature decreases, the steering angle threshold is increased, and the shift speed threshold and the current change rate threshold during the jamming stage are decreased; when the ambient temperature increases, the steering angle threshold is decreased, and the shift speed threshold and the current change rate threshold during the jamming stage are increased. The cumulative number of gear shifts affects the angle threshold and the current change rate threshold during the jamming stage. Specifically, as the cumulative number of gear shifts increases, the angle threshold is raised and the current change rate threshold during the jamming stage is lowered. The cumulative operating time of the motor affects the current change rate threshold and the speed threshold during the starting phase. Specifically, as the cumulative operating time of the motor increases, the current change rate threshold during the starting phase decreases, while the speed threshold during the starting phase increases.

[0011] Furthermore, in step S2, the multi-source data includes: the real-time rotation angle of the shift motor, the real-time speed of the shift motor, the real-time output current of the shift motor, the real-time speed of the gear ring, the ambient temperature value, the cumulative working time of the shift motor, and the cumulative number of shifts. Preprocessing operations include: filtering and noise reduction, and data processing; Filtering and denoising are used to remove noise from data. Data processing is used to calculate the rate of change of current.

[0012] Furthermore, the detailed process of step S3 is as follows: S301. Calibrate the judgment threshold based on the real-time value of the calibration factor; S302. Determine the status of the shift motor according to the status judgment rules.

[0013] Furthermore, in step S302, the state of the shift motor includes: the starting stage, the shifting stage, and the stuck stage; The specific rules for determining the state are as follows: The judgment rules for the start-up phase are: the turning angle is less than or equal to the turning angle threshold, the rotation speed is less than the start-up phase rotation speed threshold, and the current change rate is greater than the start-up phase current change rate threshold. The rules for determining the shift phase are: the steering angle is greater than the steering angle threshold, the speed is greater than or equal to the starting phase speed threshold and less than or equal to the shift phase speed threshold, and the absolute value of the current conversion rate is less than or equal to the shift phase current change rate threshold. The rules for judging the stuck stage are: the rotation angle is greater than the rotation angle threshold, the absolute value of the difference between the rotation speed and the real-time rotation speed of the gear ring is less than the rotation speed threshold of the stuck stage, and the current change rate is less than the negative value of the current change rate threshold of the shifting stage.

[0014] Furthermore, in step S4, the current control and early warning strategy during the startup phase is as follows: set a target current value for the startup phase, control the current to stabilize at the target current value for the startup phase, and constrain the current to the upper and lower limits of the current during the startup phase. When the current exceeds the constraint range, an early warning is issued. The current control and early warning strategy during the shifting phase is as follows: set a target current value for the shifting phase, control the current to stabilize at the target current value for the shifting phase, and constrain the current by the upper and lower limits of the current during the shifting phase. When the current exceeds the constraint range, an early warning is issued. The current control and early warning strategy during the jamming stage is as follows: set a target current value for the jamming stage, control the current to stabilize at the target current value for the jamming stage, and constrain the current to the upper and lower limits of the current during the jamming stage; when entering the jamming stage, issue an early warning immediately.

[0015] Furthermore, in step S5, the shift result includes: shift completed and shift failed; The signal that the gear shift is complete is: the EMT controller receives the gear shift completion signal; The sign of a failed gear shift is that the gear shift motor is stuck and the duration exceeds the preset gear shift failure time. The corresponding processing measures after a gear shift is completed are as follows: the gear shift motor stops working and the gear shift data is stored; The corresponding handling measures for gear shifting failure are: stop the gear shifting motor and store the gear shifting data during the stuck phase.

[0016] The present invention also provides an EMT shift motor segmented current limiting control system for implementing the steps in the above method, including: The data storage module is used to store the cumulative working time and cumulative number of gear shifts of the shift motor, as well as shift data and jamming stage data; Multi-source data acquisition module, used for real-time acquisition of multi-source data; The EMT controller is used to implement logical judgment and adaptive calibration of judgment thresholds, and to issue control commands and warning signals based on the judgment results. The EMT controller includes: The data preprocessing unit is used to filter and denoise multi-source data and calculate the rate of change of current. The adaptive calibration unit is used to correct the judgment threshold in real time according to the calibration factors and the preset adaptive calibration rules and formulas. The status judgment unit is used to determine the status of the shift motor; The current control unit is used to set the target current value for the corresponding stage based on the determined state of the shift motor, and to control the actual current to be stable at the target value and constrained by the upper and lower limits of the current for that stage. The shift result determination unit is used to determine the shift result based on the shift signal and the jamming stage data. The instruction issuing unit is used to issue control instructions and early warning signals; The system also includes: The fault indication module is used to receive early warning signals from the EMT controller and provide feedback to the staff. The vehicle control module is used to send shift commands and shift completion signals to the EMT controller.

[0017] The beneficial effects are: (1) The state judgment of the shift motor is no longer based on time, nor on a single basis, but on the coordinated judgment of three parameters: angle, speed and current change rate. This not only solves the core contradiction between high starting current and shift current limitation, but also accurately predicts the risk of gear jamming and avoids the limitations of single parameter judgment. (2) By adopting different current control and early warning strategies for different stages, the problem of conflicting current demands at different stages can be overcome, and the service life of mechanical parts can be extended. (3) The adaptive calibration model can compensate for the deviation caused by temperature and mechanical wear, solve the problem of insufficient judgment accuracy caused by fixed parameters in the existing technology, and also improve the applicability of the method. Attached Figure Description

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments: Figure 1 This is a flowchart of the steps of the method of the present invention. Detailed Implementation

[0019] Example 1 like Figure 1 As shown, an EMT (Electronic Toll Meter) method for segmented current limiting control of a shift motor includes the following steps: S1. Calibrate the standard values ​​of the judgment threshold and control current upper and lower limits of the reference parameters under standard operating conditions and determine the adaptive calibration rules for the judgment threshold; the standard operating condition is generally taken as 25 degrees Celsius. Reference parameters include: steering angle, current change rate, and speed; control current upper and lower limits include: current upper and lower limits during startup, current upper and lower limits during gear shifting, and current upper and lower limits during jamming. The thresholds include: angle threshold, starting speed threshold, shifting speed threshold, jamming speed threshold, starting current rate of change threshold, and shifting current rate of change threshold. The reference parameter judgment threshold and control current upper and lower limits are calibrated based on the EMT test platform's own parameters and the operating data obtained from the test platform under standard operating conditions. The specific calibration process is as follows: The turning angle threshold is the physical dividing point at which the motor has completely eliminated its own bearing backlash, gearbox gear backlash, and mechanical dead zone free clearance between the shift fork and the engagement sleeve groove, and begins to allow the mechanical linkage mechanism to enter the substantial power transmission stroke. This value is determined by the shift fork stroke, gear ratio, and motor reduction ratio, and is expressed as follows: (1); in, The corner threshold, This refers to the stroke of the shift fork. This is the gear ratio. This refers to the motor reduction ratio; The starting speed threshold is the critical point at which the motor rotor has successfully overcome the static frictional resistance and initial inertia of the entire transmission chain and has successfully established a sufficiently large back electromotive force within the motor windings. This value serves as the electrical boundary for the system to leave the starting phase and enter the operating range. It is calibrated based on the motor's inherent torque-efficiency-speed characteristic curve and efficiency curve. Generally, it is better to take this value as 30% of the motor's rated speed. The torque-efficiency-speed characteristic curve can be understood as the efficiency-speed characteristic curve under the starting torque. The essence of the starting speed threshold is the speed value corresponding to the efficiency point when the efficiency begins to stabilize. In actual scenarios, it is easy to see that this stabilization occurs, i.e., the slope of efficiency and speed before this point is much greater than the slope after this point. Therefore, this efficiency point can be found by setting a slope threshold, thereby determining the starting speed threshold. The shifting speed threshold is the upper limit of the allowable speed of the motor rotor during the coasting drive stroke, when mechanical deceleration is caused by changes in the shear and viscous resistance of the oil inside the gearbox or slight resistance to shifting gears. This value is also calibrated based on the inherent torque-efficiency-speed characteristic curve of the motor. Generally speaking, it is better to take this value as 70% of the rated speed of the motor. The torque-efficiency-speed characteristic curve here can be understood as the efficiency-speed characteristic curve corresponding to the peak torque of the motor. Similar to the speed threshold during the starting stage, the shifting speed threshold is the speed value corresponding to the efficiency point when the efficiency begins to stabilize at this torque. The jamming stage speed threshold is a threshold used to determine whether the motor is in the jamming stage. Since the jamming stage refers to the jamming caused by the frontal collision between the shift engagement sleeve and the engagement gear ring, the relative speed between the motor rotor and the engagement gear ring is extremely small and fluctuates violently. Since the relative speed in the jamming stage can be very small compared to other stages, it is easy to take a value between the maximum relative speed in the jamming stage and the minimum relative speed in other stages based on the operating data of the test platform as the jamming stage speed threshold. The current change rate threshold during the startup phase reflects the excitation response characteristics of the motor's first-order electrical time constant during energization. This value can be calibrated based on the operating data of the test platform. Since the current change rate is the ratio of voltage to inductance, the current change rate is relatively large during motor startup. However, as the speed increases, the back electromotive force and resistance voltage drop increase, causing the voltage used to calculate the current change rate to decrease, thus reducing the current change rate. The current change rate threshold during the startup phase can be calculated by combining it with the startup speed threshold. That is, after calibrating the startup speed threshold based on the operating data of the test platform, the current change rate corresponding to the startup speed threshold is used as the startup current change rate threshold. The current change rate threshold during the shifting phase serves as the critical point between the jamming phase and the shifting phase. Further analysis of the current change rate reveals that: when the motor is running normally, the back electromotive force is relatively large, resulting in a small current change rate. However, when entering the jamming phase, the speed suddenly drops, and the back electromotive force almost disappears, causing a sudden increase in the current change rate. In actual engineering, when the speed loop of the main control chip detects a sharp drop in speed, to ensure motor safety, the controller's PI current regulator generates an extremely strong reverse suppression signal, causing the actual monitored current to suddenly drop at the moment of jamming. At this time, the current increase rate is negative, and its absolute value is extremely large compared to the current change rate during normal operation. This value can also be calibrated based on the operating data of the test platform. The starting current is used to ensure that the motor generates a sufficiently large electromagnetic torque in a very short time to overcome the static friction, viscous resistance, and initial inertia of the entire shift linkage mechanism. Furthermore, to prevent motor damage, it is also constrained by the motor's maximum transient overload current. Therefore, its lower limit is the current corresponding to the minimum acceleration torque, and its upper limit is the maximum transient overload current. The maximum transient overload current is determined by the motor itself, while the current corresponding to the minimum acceleration torque can be derived by reversing the motor torque formula, as shown below: (2); in, This is the current corresponding to the minimum accelerating torque. The maximum static frictional resistance torque of the entire shifting mechanism under unlubricated conditions is obtained through testing. This is the torque constant of the motor, a value that is an inherent parameter of the motor. This is the converted value of the total rotational inertia of the system along the motor shaft. Essentially, it is calculated using the formula for kinetic energy and inertia based on the total kinetic energy of the mechanical mechanism. The initial angular acceleration required to meet the shift time response requirement can be calculated using the angular displacement motion formula with an initial velocity of 0. Specifically, based on the motor structure and manual, the maximum allowable shift time, displacement angle, and initial velocity of 0 are known. Using the kinematic formulas relating displacement, acceleration, and time, this acceleration can be calculated in reverse. The expression for the converted value of the system's total moment of inertia on the motor shaft is as follows: (3); in, The total kinetic energy of the mechanical mechanism. The rotor angular velocity is used to calculate the total kinetic energy of the mechanical mechanism based on the operating data and the parameters of the mechanical structure itself. The rotor angular velocity is itself a measured operating data, so the converted value of the total rotational inertia of the system on the motor shaft can be obtained from it. The upper limit of the shifting current is determined based on the maximum permissible mechanical force of the shift lever or shift fork under long-term stress without fatigue yielding deformation. This maximum permissible mechanical force and its relationship with the current can be obtained through torque measurement. Specifically, the motor output torque is the product of the current and the torque constant. The motor output torque is transmitted to the internal shaft of the shift lever through a reduction gearbox and other structures, and is proportionally amplified. The torque corresponding to the internal shaft is the product of the mechanical force and its corresponding stress arm. When the specific structural parameters are known, we can obtain the specific relationship between the mechanical force and the current. Therefore, by measuring this maximum permissible mechanical force, the upper limit of the shifting current can be determined. The upper limit of the shifting current can also be determined based on... The current is typically 0.6 to 0.8 times the rated current. The lower limit of the current during gear shifting is calibrated based on the comprehensive coasting resistance torque of the gearbox during normal coasting and gear engagement to ensure that the gear shifting mechanism smoothly overcomes the resistance zone and avoids gear shifting failure. Specifically, according to the relationship between current and torque, as long as the current is greater than the current corresponding to the comprehensive coasting resistance torque, the motor output torque will be greater than the comprehensive coasting resistance torque. The comprehensive coasting resistance torque is the sum of the maximum dynamic friction torque and the maximum oil viscous resistance. The maximum dynamic friction torque and the maximum oil viscous resistance can be measured experimentally under low-temperature conditions. It should be noted that the torque here still needs to be converted to the same reference plane. The upper limit of the jamming stage current is determined based on the temperature rise of the motor within the safe time. That is, the upper limit of the jamming stage current is the maximum current when the motor temperature does not exceed the temperature danger threshold during the safe operating time. The safe operating time and temperature danger threshold can be given based on experience. The lower limit of the jamming stage current is the minimum current that can maintain the current contact state of the coupling sleeve, which can be determined experimentally. The adaptive calibration rule is based on the following calibration factors: ambient temperature, cumulative motor operating time, and cumulative gear shifting times; The adaptive calibration rule is: Ambient temperature affects the steering angle threshold, shift speed threshold, and current change rate threshold during the jamming stage. Specifically, when the ambient temperature decreases, the steering angle threshold is increased, while the shift speed threshold and current change rate threshold during the jamming stage are decreased. When the ambient temperature increases, the steering angle threshold is decreased, while the shift speed threshold and current change rate threshold during the jamming stage are increased. The above rules are because in low-temperature environments, the viscosity of the lubricating oil inside the transmission is higher, which will cause mechanical response lag, high oil shear force, and increased ability of high-viscosity oil to absorb impact energy. These three consequences correspond to the adjustment rules of the steering angle threshold, shift speed threshold, and current change rate threshold during the jamming stage, respectively. The cumulative number of gear shifts affects the angle threshold and the current change rate threshold during the jamming stage. Specifically, as the cumulative number of gear shifts increases, the angle threshold is raised and the current change rate threshold during the jamming stage is lowered. The above rule is because when the cumulative number of gear shifts is large, mechanical wear is also large, which leads to a larger mechanical free clearance and a decrease in the jamming effect. These two effects correspond to the adjustment rules of the angle threshold and the current change rate threshold during the jamming stage, respectively. The cumulative operating time of the motor affects the threshold of the current change rate and the threshold of the speed during the starting phase. Specifically, as the cumulative operating time of the motor increases, the threshold of the current change rate during the starting phase decreases, and the threshold of the speed during the starting phase increases. The above rule is because the cumulative operating time of the motor will lead to motor aging and loss of electrical performance. The above adaptive calibration can be performed by manually assigning calibration values ​​according to adaptive calibration rules, such as decreasing the corner threshold by 1 degree for every 10 degrees Celsius increase in temperature; alternatively, it can be based on the selected adaptive calibration formula. Again, taking the corner threshold as an example, the adaptive calibration formula for the ambient temperature calibration factor is as follows: (4); in, The calibrated corner threshold, This is the standard value for the corner threshold. The step size is manually set to adjust the step size. , These are the standard operating condition temperature and the real-time temperature, respectively. The standard operating condition temperature is generally best set at 25 degrees Celsius. For a certain calibration factor, the difference between the calibrated judgment threshold and the standard value of that judgment threshold is essentially the adjustment item of that calibration factor. It should be noted that there are judgment thresholds, such as the cornering threshold, which are subject to multiple calibration factors, including ambient temperature and the number of gear shifts. The calibrated value is the sum of the standard value of the judgment threshold and the corresponding adjustment item of each calibration factor. Taking the cornering threshold as an example, its calibrated value is the sum of the standard value of the cornering threshold, the adjustment item of the ambient temperature calibration factor, and the adjustment item of the cumulative number of gear shifts calibration factor.

[0020] S2. When the EMT controller receives the shift command, it controls the shift motor to start and simultaneously collects multi-source data in real time and performs preprocessing operations. The multi-source data includes: the real-time rotation angle of the shift motor, the real-time speed of the shift motor, the real-time output current of the shift motor, the real-time speed of the gear ring, the ambient temperature value, the cumulative working time of the shift motor, and the cumulative number of shifts. Preprocessing operations include: filtering and noise reduction, and data processing; Filtering and denoising is used to remove noise from data; commonly used filtering algorithms can be selected. Data processing involves calculating the rate of change of current based on the motor's output current.

[0021] S3. Determine the status based on the real-time value of the reference parameter. The detailed process is as follows: S301. Calibrate the judgment threshold based on the real-time value of the calibration factor; S302. Determine the state of the shift motor according to the state judgment rules; the state of the shift motor includes: starting stage, shifting stage and jamming stage; The specific rules for determining the state are as follows: The judgment rules for the start-up phase are: the turning angle is less than or equal to the turning angle threshold, the rotation speed is less than the start-up phase rotation speed threshold, and the current change rate is greater than the start-up phase current change rate threshold. The rules for determining the shift phase are: the steering angle is greater than the steering angle threshold, the speed is greater than or equal to the starting phase speed threshold and less than or equal to the shift phase speed threshold, and the absolute value of the current conversion rate is less than or equal to the shift phase current change rate threshold. The judgment rule for the stuck stage is: the rotation angle is greater than the rotation angle threshold, and the absolute value of the difference between the rotation speed and the real-time rotation speed of the gear ring is less than the rotation speed threshold for the stuck stage, and the current change rate is less than the negative value of the current change rate threshold for the shifting stage. It should be noted that the judgment thresholds in the state judgment rules are all calibrated values.

[0022] S4. Execute corresponding shift motor current control and early warning strategies according to the shift motor status; The current control and early warning strategy during the startup phase is as follows: Set a target current value for the startup phase, control the current to stabilize at the target current value for the startup phase, and constrain the current to the upper and lower limits of the current during the startup phase. When the current exceeds the constraint range, an early warning is issued. The difference between the target current value and the upper limit of the current during the startup phase is less than a preset first deviation threshold. Here, stability means that the difference between the maximum and minimum current values ​​is less than a preset amplitude deviation threshold for the startup phase. The current control and early warning strategy during the shifting phase is as follows: Set a target current value for the shifting phase, control the current to stabilize at the target current value for the shifting phase, and constrain the current by the upper and lower limits of the current for the shifting phase. When the current exceeds the constraint range, an early warning is issued. Here, the target current value for the shifting phase only needs to be within the range of the upper and lower limits of the current for the shifting phase. The current control and early warning strategy for the stagnation stage is as follows: set a target current value for the stagnation stage, control the current to stabilize at the target current value for the stagnation stage, and constrain the current to the upper and lower limits of the current for the stagnation stage; when entering the stagnation stage, issue an early warning immediately; the target current value for the stagnation stage only needs to be within the range of the upper and lower limits of the current for the stagnation stage.

[0023] S5. Take appropriate measures based on the shifting result; the shifting result includes: shifting completed and shifting failed. The signal that the gear shift is complete is: the EMT controller receives the gear shift completion signal; The sign of a failed gear shift is that the gear shift motor is stuck and the duration exceeds the preset gear shift failure time. The corresponding processing measures after a gear shift is completed are as follows: the gear shift motor stops working and the gear shift data is stored; The handling measures for gear shifting failure are as follows: the gear shifting motor stops working and the gear shifting data during the jamming stage is stored; the gear shifting data here includes: multi-source data during the gear shifting process, calibration factor data during the gear shifting process, and gear shifting result; the gear shifting data during the jamming stage, in addition to the gear shifting data, also includes: the actual rotation angle, actual speed, and current change rate of the motor at the moment of entering the jamming, as well as the relative speed between the motor and the engaging gear ring at this time, and also stores the jamming duration and the gear shifting motor current value during the jamming stage.

[0024] Example 2 To further illustrate with reference to Embodiment 1, an EMT shift motor segmented current limiting control system includes: The data storage module is used to store the cumulative working time and cumulative number of gear shifts of the shift motor, as well as shift data and jamming stage data; The multi-source data acquisition module is used to acquire multi-source data in real time. The multi-source data acquisition module includes: a motor status acquisition unit, a transmission system status acquisition unit, and a calibration factor acquisition unit. The motor status acquisition unit includes: an angle sensor, a speed sensor, and a current detection subunit, used to acquire the real-time angle, real-time speed, and real-time output current of the shift motor; The transmission system status acquisition unit is used to acquire the real-time rotational speed of the engaged gear ring; this can be acquired using a transmission output shaft speed sensor or from the vehicle bus interface. The calibration factor acquisition unit, including a temperature sensor and an extraction unit, is used to collect temperature information and extract the cumulative working time and cumulative shift count data of the shift motor from the data storage module. The EMT controller is used to implement logical judgment and adaptive calibration of judgment thresholds, and to issue control commands and warning signals based on the judgment results; the control commands include: shift motor start / stop commands, current control commands, and corresponding handling measures commands; The EMT controller includes: The data preprocessing unit is used to filter and denoise multi-source data and calculate the rate of change of current. The adaptive calibration unit is used to correct the judgment threshold in real time according to the calibration factors and the preset adaptive calibration rules and formulas. The status judgment unit is used to determine the status of the shift motor; The current control unit is used to set the target current value for the corresponding stage based on the determined state of the shift motor, and to control the actual current to be stable at the target value and constrained by the upper and lower limits of the current for that stage. The shift result determination unit is used to determine the shift result based on the shift signal and the jamming stage data. The instruction issuing unit is used to issue control instructions and early warning signals; The system also includes: The fault indication module is used to receive early warning signals from the EMT controller and provide feedback to the staff. The vehicle control module is used to send shift commands and shift completion signals to the EMT controller.

[0025] It should be noted that the implementation of this application scheme will also use a shift motor and corresponding control circuit, but these belong to the controlled object and actuator at the hardware level, rather than the control system of this application.

[0026] The above embodiments are merely preferred technical solutions of the present invention and should not be considered as limitations on the present invention. The scope of protection of the present invention should be limited to the technical solutions described in the claims, including equivalent substitutions of the technical features described in the claims. That is, equivalent substitutions and improvements within this scope are also within the scope of protection of the present invention.

Claims

1. A segmented current limiting control method for an EMT shifting motor, characterized in that, Includes the following steps: S1. Calibrate the standard values ​​of the judgment threshold and control current upper and lower limits of the reference parameters under standard operating conditions and determine the adaptive calibration rules for the judgment threshold. S2. When the EMT controller receives the shift command, it controls the shift motor to start and simultaneously collects multi-source data in real time and performs preprocessing operations. S3. Determine the status based on the real-time value of the reference parameter; S4. Execute corresponding shift motor current control and early warning strategies according to the shift motor status; S5. Take appropriate measures based on the gear shift result.

2. The method for segmented current limiting control of an EMT shifting motor according to claim 1, characterized in that, Reference parameters include: steering angle, current change rate, and speed; control current upper and lower limits include: current upper and lower limits during startup, current upper and lower limits during gear shifting, and current upper and lower limits during jamming. The thresholds include: angle threshold, starting speed threshold, shifting speed threshold, jamming speed threshold, starting current rate of change threshold, and shifting current rate of change threshold.

3. The EMT shift motor segmented current limiting control method according to claim 2, characterized in that, The reference parameter judgment threshold and control current upper and lower limit standard values ​​are calculated and calibrated based on the EMT test platform's own parameters and the operating data obtained from the test platform under standard operating conditions.

4. The EMT shift motor segmented current limiting control method according to claim 2, characterized in that, The adaptive calibration rule is based on the following calibration factors: ambient temperature, cumulative motor operating time, and cumulative gear shifting times; The adaptive calibration rule is: Ambient temperature affects the steering angle threshold, the shift speed threshold, and the current change rate threshold during the jamming stage. Specifically, when the ambient temperature decreases, the steering angle threshold is increased, and the shift speed threshold and the current change rate threshold during the jamming stage are decreased; when the ambient temperature increases, the steering angle threshold is decreased, and the shift speed threshold and the current change rate threshold during the jamming stage are increased. The cumulative number of gear shifts affects the angle threshold and the current change rate threshold during the jamming stage. Specifically, as the cumulative number of gear shifts increases, the angle threshold is raised and the current change rate threshold during the jamming stage is lowered. The cumulative operating time of the motor affects the current change rate threshold and the speed threshold during the starting phase. Specifically, as the cumulative operating time of the motor increases, the current change rate threshold during the starting phase decreases, while the speed threshold during the starting phase increases.

5. The EMT shift motor segmented current limiting control method according to claim 4, characterized in that, In step S2, the multi-source data includes: the real-time rotation angle of the shift motor, the real-time speed of the shift motor, the real-time output current of the shift motor, the real-time speed of the gear ring, the ambient temperature value, the cumulative working time of the shift motor, and the cumulative number of shifts. Preprocessing operations include: filtering and noise reduction, and data processing; Filtering and denoising are used to remove noise from data. Data processing is used to calculate the rate of change of current.

6. The EMT shift motor segmented current limiting control method according to claim 5, characterized in that, The detailed process of step S3 is as follows: S301. Calibrate the judgment threshold based on the real-time value of the calibration factor; S302. Determine the status of the shift motor according to the status judgment rules.

7. The EMT shift motor segmented current limiting control method according to claim 6, characterized in that, In step S302, the state of the shift motor includes: the starting stage, the shifting stage, and the stuck stage; The specific rules for determining the state are as follows: The judgment rules for the start-up phase are: the turning angle is less than or equal to the turning angle threshold, the rotation speed is less than the start-up phase rotation speed threshold, and the current change rate is greater than the start-up phase current change rate threshold. The rules for determining the shift phase are: the steering angle is greater than the steering angle threshold, the speed is greater than or equal to the starting phase speed threshold and less than or equal to the shift phase speed threshold, and the absolute value of the current conversion rate is less than or equal to the shift phase current change rate threshold. The rules for judging the stuck stage are: the rotation angle is greater than the rotation angle threshold, the absolute value of the difference between the rotation speed and the real-time rotation speed of the gear ring is less than the rotation speed threshold of the stuck stage, and the current change rate is less than the negative value of the current change rate threshold of the shifting stage.

8. The EMT shift motor segmented current limiting control method according to claim 7, characterized in that, In step S4, the current control and early warning strategy during the startup phase is as follows: set the target current value during the startup phase, control the current to stabilize at the target current value during the startup phase, and constrain the current by the upper and lower limits of the current during the startup phase. When the current exceeds the constraint range, an early warning is issued. The current control and early warning strategy during the shifting phase is as follows: set a target current value for the shifting phase, control the current to stabilize at the target current value for the shifting phase, and constrain the current by the upper and lower limits of the current during the shifting phase. When the current exceeds the constraint range, an early warning is issued. The current control and early warning strategy during the jamming stage is as follows: set a target current value for the jamming stage, control the current to stabilize at the target current value for the jamming stage, and constrain the current to the upper and lower limits of the current during the jamming stage; when entering the jamming stage, issue an early warning immediately.

9. The EMT shift motor segmented current limiting control method according to claim 8, characterized in that, In step S5, the shift results include: shift completed and shift failed; The signal that the gear shift is complete is: the EMT controller receives the gear shift completion signal; The sign of a failed gear shift is that the gear shift motor is stuck and the duration exceeds the preset gear shift failure time. The corresponding processing measures after a gear shift is completed are as follows: the gear shift motor stops working and the gear shift data is stored; The corresponding handling measures for gear shifting failure are: stop the gear shifting motor and store the gear shifting data during the stuck phase.

10. An EMT (Electronic Modem) segmented current limiting control system for a gear-shifting motor, used to implement the steps in the method described in any one of claims 1 to 9, characterized in that, include: The data storage module is used to store the cumulative working time and cumulative number of gear shifts of the shift motor, as well as shift data and jamming stage data; Multi-source data acquisition module, used for real-time acquisition of multi-source data; The EMT controller is used to implement logical judgment and adaptive calibration of judgment thresholds, and to issue control commands and warning signals based on the judgment results. The EMT controller includes: The data preprocessing unit is used to filter and denoise multi-source data and calculate the rate of change of current. The adaptive calibration unit is used to correct the judgment threshold in real time according to the calibration factors and the preset adaptive calibration rules and formulas. The status judgment unit is used to determine the status of the shift motor; The current control unit is used to set the target current value for the corresponding stage based on the determined state of the shift motor, and to control the actual current to be stable at the target value and constrained by the upper and lower limits of the current for that stage. The shift result determination unit is used to determine the shift result based on the shift signal and the jamming stage data. The instruction issuing unit is used to issue control instructions and early warning signals; The system also includes: The fault indication module is used to receive early warning signals from the EMT controller and provide feedback to the staff. The vehicle control module is used to send shift commands and shift completion signals to the EMT controller.

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