AMT gear shifting control system

Abstract

The utility model provides an AMT gear shifting control system which comprises a power system and an AMT gear shifting control system body. Wherein the power system comprises a motor MG1, a motor MG2, an engine, a clutch and a gearbox. The AMT gear shifting control system comprises a data acquisition module, an HTCU controller, an ECU engine controller, an MG1 controller MCU1 and an MG1 controller MCU2. By means of the characteristics of accurate, rapid and convenient control of the motor MG1, the purpose of rapidly reducing the rotating speed of the engine is achieved in the synchronization process, the purpose of greatly shortening the AMT gear shifting synchronization process is achieved, the gear shifting time is shortened, the gear shifting quality is improved, and the dynamic property of the whole vehicle is enhanced.

Description

Technical Field

[0001] The utility model belongs to the field of automatic shifting, and in particular relates to an AMT shifting control system. Background Art

[0002] AMT technology is currently widely used in the automotive field. Commercial vehicles at home and abroad use AMT to reduce the power interruption time during gear shifting, improve power connection, and enhance gear shifting quality.

[0003] In the prior art, pure electric commercial vehicle AMT is synchronized by the motor, fuel vehicle AMT is mainly synchronized by the engine control to the internal gear shift or clutch control of the AMT, and hybrid vehicles have both. Since the clutch mainly achieves the final input shaft and engine speed synchronization through the natural deceleration of the engine during the AMT upshift process, the natural deceleration of the engine is generally slow in the above three situations, resulting in a long interruption time of the AMT upshift power. Utility Model Content

[0004] The utility model aims to provide an AMT shift control system to solve the problem in the prior art that the AMT upshift power interruption time is long due to the slow natural deceleration of the engine.

[0005] In order to solve the above technical problems, the utility model adopts the following technical solutions:

[0006] An AMT shift control system comprises a power system and an AMT shift control system.

[0007] The power system includes a motor MG1, a motor MG2, an engine, a clutch and a gearbox; the first output end of the engine is connected to the input end of the motor MG1, and the second output end of the engine is connected to the input end of the clutch; the output end of the clutch is connected to the input end of the motor MG2, and the output end of the motor MG2 is connected to the input end of the gearbox.

[0008] The AMT shift control system includes a data acquisition module, an HTCU controller, an ECU engine controller, an MG1 controller MCU1 and an MG1 controller MCU2.

[0009] The data acquisition module can acquire the rotation speed of the output shaft of the gearbox.

[0010] The output end of the data acquisition module is connected to the first input end of the HTCU controller.

[0011] The first output terminal of the HTCU controller is connected to the input terminal of the ECU engine controller; the output terminal of the ECU engine controller is connected to the second input terminal of the HTCU controller.

[0012] The second output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU1; the output terminal of the MG1 controller MCU1 is connected to the third input terminal of the HTCU controller;

[0013] The third output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU2. The output terminal of the MG1 controller MCU2 is connected to the fourth input terminal of the HTCU controller.

[0014] The utility model also has the following features:

[0015] Furthermore, the first output terminal of the HTCU controller is connected to the input terminal of the ECU engine controller via the CAN1 receiver; and the output terminal of the ECU engine controller is connected to the second input terminal of the HTCU controller via the CAN1 transmitter.

[0016] The second output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU1 through the CAN2 receiver; the output terminal of the MG1 controller MCU1 is connected to the third input terminal of the HTCU controller through the CAN2 transmitter.

[0017] The third output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU2 through the CAN3 receiver; the output terminal of the MG1 controller MCU2 is connected to the fourth input terminal of the HTCU controller through the CAN3 transmitter.

[0018] Compared with the prior art, the utility model has the following technical effects:

[0019] The AMT shift control system of the present invention utilizes the precise, rapid and convenient control characteristics of the motor MG1 to achieve the purpose of quickly reducing the engine speed during the synchronization process, thereby greatly shortening the AMT shift synchronization process and further shortening the shift time, which not only improves the shift quality but also enhances the power of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the principle of the power system in the utility model;

[0021] Figure 2 It is a schematic diagram of the principle of the AMT shift control system in the utility model. DETAILED DESCRIPTION

[0022] It should be noted that, unless otherwise specified, all components in the present invention are components known in the prior art. For example, the data acquisition module is a known and commonly used data acquisition module.

[0023] The following are specific embodiments of the present invention. It should be noted that the present invention is not limited to the following specific embodiments, and all equivalent changes made on the basis of the technical solution of the present application fall within the protection scope of the present invention.

[0024] like Figure 1 and Figure 2 As shown, an AMT shift control system includes a power system and an AMT shift control system.

[0025] The power system includes motor MG1, motor MG2, engine, clutch and gearbox; the first output end of the engine is connected to the input end of motor MG1, the second output end of the engine is connected to the input end of the clutch; the output end of the clutch is connected to the input end of motor MG2, and the output end of motor MG2 is connected to the input end of the gearbox.

[0026] The AMT shift control system includes a data acquisition module, an HTCU controller, an ECU engine controller, an MG1 controller MCU1 and an MG1 controller MCU2.

[0027] The data acquisition module can collect the rotational speed of the gearbox.

[0028] The output end of the data acquisition module is connected to the first input end of the HTCU controller.

[0029] The first output terminal of the HTCU controller is connected to the input terminal of the ECU engine controller; the output terminal of the ECU engine controller is connected to the second input terminal of the HTCU controller.

[0030] The second output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU1; the output terminal of the MG1 controller MCU1 is connected to the third input terminal of the HTCU controller.

[0031] The third output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU2; the output terminal of the MG1 controller MCU2 is connected to the fourth input terminal of the HTCU controller.

[0032] Specifically, in the AMT shift control system, the first output terminal of the HTCU controller is connected to the input terminal of the ECU engine controller via the CAN1 receiver; the output terminal of the ECU engine controller is connected to the second input terminal of the HTCU controller via the CAN1 transmitter.

[0033] The second output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU1 through the CAN2 receiver; the output terminal of the MG1 controller MCU1 is connected to the third input terminal of the HTCU controller through the CAN2 transmitter.

[0034] The third output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU2 through the CAN3 receiver; the output terminal of the MG1 controller MCU2 is connected to the fourth input terminal of the HTCU controller through the CAN3 transmitter.

[0035] When in use, the AMT shift control system of the utility model adopts known commonly used devices and is driven by existing algorithms, wherein the data acquisition module only includes existing data detection and transmission functions and does not include improvements to the algorithm. The data acquisition module is used to measure the speed of the transmission and transmit the obtained speed signal to the HTCU controller, and the MG1 controller MCU2 measures the speed of the MG2 controller and transmits the obtained speed signal to the HTCU controller.

[0036] When the vehicle completes the gear shifting process, the HTCU controller measures the transmission speed through the MG1 controller MCU2 and the data acquisition module, and then calculates the synchronous speed of the engine, MG1 controller MCU1 and MG2 controller MCU2 respectively through the known existing control algorithm in the HTCU controller;

[0037] The HTCU controller sends the synchronous speed command of the MG1 motor to the controller MCU1 through the CAN2 receiver;

[0038] The HTCU controller sends the synchronous speed command of the MG2 motor to the controller MCU2 through the CAN3 receiver;

[0039] After receiving the above synchronous speed command, the controller MCU1 of the MG1 motor and the controller MCU2 of the MG2 motor start speed regulation, and send the engine synchronous speed command to the engine controller ECU through the CAN1 receiver. After receiving the target speed, the ECU, MCU1 and the MG1 controller MCU2 control the engine, the motor MG1 and the motor MG2 to start speed regulation.

[0040] During this process, MCU1 is in a waiting state after completing the speed regulation, and the MG1 controller MCU2 engages the gear after completing the synchronization. After the gear is engaged, there is no need for clutch slippage and natural engine deceleration, and the clutch can be directly and quickly engaged. Shifting up saves the time for natural engine deceleration. When downshifting, the motor speed regulation is faster than the engine speed regulation, and the gear shifting time is further shortened.

[0041] Once the clutch is engaged, the engine and MG2 controller can quickly respond to the driver's power needs and complete the gear shift.

Claims

1. An AMT shift control system, characterized in that: Including power system and AMT shift control system; The power system includes a motor MG1, a motor MG2, an engine, a clutch and a gearbox; the first output end of the engine is connected to the input end of the motor MG1, and the second output end of the engine is connected to the input end of the clutch; the output end of the clutch is connected to the input end of the motor MG2, and the output end of the motor MG2 is connected to the input end of the gearbox; The AMT shift control system includes a data acquisition module, an HTCU controller, an ECU engine controller, an MG1 controller MCU1 and an MG1 controller MCU2; The data acquisition module can collect the rotation speed of the output shaft of the gearbox; The output end of the data acquisition module is connected to the first input end of the HTCU controller; The first output terminal of the HTCU controller is connected to the input terminal of the ECU engine controller; the output terminal of the ECU engine controller is connected to the second input terminal of the HTCU controller; The second output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU1; the output terminal of the MG1 controller MCU1 is connected to the third input terminal of the HTCU controller; The third output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU2; the output terminal of the MG1 controller MCU2 is connected to the fourth input terminal of the HTCU controller.

2. The AMT shift control system according to claim 1, characterized in that: The first output terminal of the HTCU controller is connected to the input terminal of the ECU engine controller via the CAN1 receiver; the output terminal of the ECU engine controller is connected to the second input terminal of the HTCU controller via the CAN1 transmitter; The second output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU1 through the CAN2 receiver; the output terminal of the MG1 controller MCU1 is connected to the third input terminal of the HTCU controller through the CAN2 transmitter; The third output terminal of the HTCU controller is connected to the input terminal of the MG1 controller MCU2 through the CAN3 receiver; the output terminal of the MG1 controller MCU2 is connected to the fourth input terminal of the HTCU controller through the CAN3 transmitter.

Images