WO2020103913A1 - 车辆、减速器挡位探测的控制方法和装置 - Google Patents

车辆、减速器挡位探测的控制方法和装置

Info

Publication number
WO2020103913A1
WO2020103913A1 PCT/CN2019/120018 CN2019120018W WO2020103913A1 WO 2020103913 A1 WO2020103913 A1 WO 2020103913A1 CN 2019120018 W CN2019120018 W CN 2019120018W WO 2020103913 A1 WO2020103913 A1 WO 2020103913A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
hard stop
shift fork
preset
voltage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/120018
Other languages
English (en)
French (fr)
Inventor
刘强
李建辉
刘栋栋
曹兴顺
刘新强
章宏文
布涛涛
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Priority to EP19886723.6A priority Critical patent/EP3885222B1/en
Publication of WO2020103913A1 publication Critical patent/WO2020103913A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G01M13/02—Gearings; Transmission mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6807—Status of gear-change operation, e.g. clutch fully engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2823—Controlling actuator force way characteristic, i.e. controlling force or movement depending on the actuator position, e.g. for adapting force to synchronisation and engagement of gear clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/283—Adjustment or calibration of actuator positions, e.g. neutral position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2342/00—Calibrating
    • F16H2342/02—Calibrating shift or range movements

Definitions

  • the present application relates to the technical field of vehicles, and in particular, to a control method for speed reducer gear detection, a control device for speed reducer gear detection, and a vehicle.
  • a hybrid electric vehicle has a variety of hybrid systems.
  • it may include an electric drive axle system (power system) composed of a battery, a motor (integrated motor for generating and driving), a reducer, and various controllers.
  • the shift mechanism in the system needs to detect the hard dead point (set position) of the gear through the gear self-learning method, and give the gear and each key point Assignment, in which the shifting mechanism can be composed of a synchronizer assembly, a drive motor, a screw, a shift fork, a shift fork position sensor, a controller, etc., and the drive motor is controlled by the controller to achieve gear switching.
  • a constant voltage is generally provided to the drive motor through the controller to drive the shift fork to move toward the gear hard stop point, and after the shift fork moves to the gear hard stop point, the pulse number of the gear hard stop point is recorded (For example, the number of pulses of the Hall signal output by the Hall sensor can be used as the number of pulses of the hard stop of the gear), to calculate the distance between the hard stops of the gear according to the number of pulses, and assign values to each gear, and Set the range of each gear to realize gear self-learning.
  • the first purpose of the present application is to propose a control method for gear position detection of the reducer, which can not only effectively prevent the fork from deforming, but also effectively avoid the rebound of the fork, so that the gear can be accurately recorded.
  • the number of pulses at the hard dead point reduces the failure rate of gear self-learning.
  • the second object of the present application is to propose a control device for gear position detection of a reducer.
  • the third purpose of this application is to propose a vehicle.
  • the fourth purpose of this application is to propose an electronic device.
  • the fifth object of the present application is to propose a non-transitory computer-readable storage medium.
  • an embodiment of the first aspect of the present application proposes a control method for gear position detection of a reducer, which includes: during the gear self-learning process, detecting whether the shift fork reaches the gear hard stop point; After the shift fork reaches the hard dead point of the gear, the control voltage of the drive motor is reduced from the preset first voltage value to the preset second voltage value, and after a preset first time, the The control voltage drop is 0, and the current first pulse value is recorded as the pulse number of the hard stop point of the gear; or, when it is detected that the shift fork reaches the hard stop point of the gear, the control voltage The first voltage value gradually decreases to 0, and the current second pulse value is recorded as the pulse number of the hard dead point of the gear.
  • the control method of the gear reducer gear detection in the embodiment of the present application in the gear self-learning process, it is detected whether the shift fork reaches the gear hard stop point, and after detecting that the shift fork reaches the gear hard stop point, the drive is driven
  • the control voltage of the motor is reduced from the preset first voltage value to the preset second voltage value, and after the preset first time, the control voltage is reduced to 0, and the current first pulse value is recorded as the gear
  • the control voltage is gradually reduced from the first voltage value to 0, and the current second pulse value is recorded as the pulse of the hard stop point of the gear Therefore, not only can the deformation of the shift fork be effectively prevented, but also the rebound of the shift fork can be effectively avoided, so that the number of pulses to the hard dead point of the gear can be accurately recorded, and the failure rate of gear self-learning can be reduced.
  • control method of the gear reducer gear detection according to the above embodiments of the present application may also have the following additional technical features:
  • the step of gradually reducing the control voltage from the first voltage value to 0 includes: reducing the control voltage from the first voltage value to a preset step-down gradient, Gradually dropped to 0.
  • the shift fork after detecting that the shift fork reaches the hard stop point of the gear, it further includes: determining whether the time after the shift fork reaches the hard stop point of the gear exceeds a pre- The second time set; if it is, then perform the step of reducing the control voltage of the drive motor from the preset first voltage value to the preset second voltage value, or execute the step of reducing the control voltage by all The first voltage value gradually decreases to zero steps.
  • the detecting whether the shift fork reaches the hard stop point of the gear includes: judging whether the current of the driving motor exceeds a preset current threshold; if so, judging that the shift fork reaches the Hard stop point of gear.
  • the method before detecting whether the shift fork reaches the hard stop point of the gear, the method further includes: controlling the drive motor to drive the shift fork toward the hard stop point of the gear with the first voltage value mobile.
  • an embodiment of the second aspect of the present application provides a control device for gear position detection of a reducer, a detection module for detecting whether the shift fork reaches the gear hard stop during the gear self-learning process; execution The module is used to reduce the control voltage of the drive motor from the preset first voltage value to the preset second voltage value after detecting that the shift fork reaches the gear hard dead point, and continue to preset After the time, the control voltage is reduced to 0, and the current first pulse value is recorded as the number of pulses of the hard stop of the gear; or, when it is detected that the shift fork reaches the hard stop of the gear , The control voltage is gradually reduced from the first voltage value to 0, and the current second pulse value is recorded as the pulse number of the hard stop point of the gear.
  • the control device of the speed reducer gear detection during the gear self-learning process through the detection module, it is detected whether the shift fork reaches the gear hard stop point, and the execution module detects that the shift fork reaches the gear hard stop After the dead point, the control voltage of the drive motor is reduced from the preset first voltage value to the preset second voltage value, and after a preset time, the control voltage is reduced to 0, and the current first pulse is recorded The value is used as the number of pulses of the hard stop of the gear; or, after detecting that the fork reaches the hard stop of the gear, the control voltage is gradually reduced from the first voltage value to 0, and the current second pulse value is recorded as the gear hard The number of pulses at the dead center.
  • the fork can be effectively prevented from being deformed, but also the fork can be effectively prevented from rebounding, so that the number of pulses to the hard stop point of the gear can be accurately recorded, and the failure rate of gear self-learning can be reduced.
  • control device of the speed reducer gear detection according to the above embodiment of the present application may also have the following additional technical features:
  • the execution module is specifically configured to: gradually reduce the control voltage from the first voltage value to 0 with a preset voltage reduction gradient.
  • an embodiment of the third aspect of the present application proposes a vehicle, which includes a control device for gear position detection of the reducer provided by the embodiment of the second aspect of the present application.
  • the control device for gear position detection of the above-mentioned speed reducer can not only effectively prevent the fork from deforming, but also can effectively avoid the rebound of the fork, so that the gear hard stop can be accurately recorded
  • the number of pulses at the point reduces the failure rate of gear self-learning.
  • an embodiment of the fourth aspect of the present application provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing When the program is described, the control method for gear position detection of the reducer proposed in the embodiment of the first aspect of the present application is realized.
  • the electronic device of the embodiment of the present application by executing the above-mentioned control method of the gear position detection of the reducer, not only can the deformation of the fork be effectively prevented, but also the rebound of the fork can be effectively avoided, so that the gear can be accurately recorded to the gear
  • the number of pulses at the hard dead point reduces the failure rate of gear self-learning.
  • the embodiment of the fifth aspect of the present application provides a non-transitory computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, the embodiment of the first aspect of the present application is implemented. Control method of gear reducer detection.
  • the non-transitory computer-readable storage medium of the embodiment of the present application by executing the above-mentioned control method of gear position detection of the reducer, not only can the deformation of the fork be effectively prevented, but also the rebound of the fork can be effectively avoided, so that Accurately record the number of pulses to the hard stop of the gear to reduce the failure rate of gear self-learning.
  • FIG. 1 is a flowchart of a control method of gear reducer detection according to an embodiment of the present application
  • FIG. 3 is a block schematic diagram of a control device for speed reducer gear detection according to an embodiment of the present application.
  • the following describes a control method for a speed reducer gear detection, a control device for a speed reducer gear detection, a vehicle, an electronic device, and a non-transitory computer-readable storage medium according to embodiments of the present application.
  • FIG. 1 is a flowchart of a control method of a speed reducer gear detection according to an embodiment of the present application. As shown in FIG. 1, the control method of the speed reducer gear detection according to the embodiment of the present application may include the following steps:
  • the drive motor before detecting whether the shift fork reaches the hard stop point of the gear, it further includes: controlling the drive motor to drive the shift fork toward the hard stop point of the gear with the first voltage value.
  • the first voltage value can be calibrated according to actual conditions, for example, the first voltage value can be 3V.
  • the hard dead point of the gear is the corresponding position point when the shift fork moves to be unable to move.
  • a constant voltage is provided by the controller, that is, the voltage with the first voltage value to the drive motor to drive the shift fork, so that the shift fork moves toward the hard stop point of the gear.
  • the controller can detect in real time whether the shift fork reaches the hard stop point of the gear, that is, whether the shift fork reaches the predetermined position.
  • the first voltage value provided to the driving motor by the controller may include a forward voltage value (for example, + 3V) and a reverse voltage value (for example, -3V).
  • a forward voltage value for example, + 3V
  • a reverse voltage value for example, -3V.
  • detecting whether the shift fork reaches the gear hard stop point includes: determining whether the current of the drive motor exceeds a preset current threshold; if so, determining that the shift fork reaches the gear hard stop point.
  • the current of the drive motor can be detected in real time by the controller, and whether the shift fork reaches the gear hard stop point is determined according to the magnitude of the current of the drive motor. If the current of the driving motor is greater than the preset current threshold, it is determined that the shift fork has reached the hard dead point of the gear.
  • the preset current threshold can be calibrated according to actual conditions, for example, the current threshold can be 30A.
  • the current of the drive motor is generally detected by the controller to exceed a certain limit, that is, after detecting that the shift fork reaches the hard stop point of the gear, the current record is directly recorded.
  • Pulse value for example, the number of pulses of the Hall signal output by the Hall sensor in the motor
  • Pulse value use this as the number of pulses of the hard dead center.
  • the driving force of the drive motor to the fork is large, and the fork and the hard stop point of the gear are prone to deformation of the fork.
  • the current pulse value is used as the hard
  • the number of pulses at the dead point will cause a deviation between the recorded pulse value and the actual value, and if the voltage of the drive motor is directly set to 0, the fork is prone to rebound, which will also cause the recorded pulse value There is a deviation from the actual pulse value.
  • step S2 may be performed, where step S2 may include step S21 or step S22, that is, after step S1 is performed, step S21 may be performed, or step S22.
  • the control voltage of the drive motor is reduced from the preset first voltage value to the preset second voltage value, and continues for a preset first time, The control voltage is reduced to 0, and the current first pulse value is recorded as the pulse number of the hard stop point of the gear.
  • the control voltage of the drive motor can be appropriately reduced by the controller, that is, the control voltage of the drive motor is set by the preset first voltage value Reduce to the preset second voltage value (for example, 2V) to prevent the fork from deforming due to excessive driving force when reaching the hard stop of the gear, and continue for the preset first time (For example, 15ms), reduce the control voltage to 0 to avoid springback of the fork.
  • the current first pulse value for example, record the number of Hall signal pulses output by the Hall sensor in the motor
  • the number of pulses as the hard dead point of the gear.
  • the controller provides a positive voltage of 3V to the drive motor to drive the shift fork to move to the hard stop of one end of the gear, and real-time detection of whether the fork reaches the hard stop of the one end of the gear, and when the fork is detected to reach After the hard stop at one end, the control voltage of the drive motor is reduced from 3V to 2V by the controller to prevent the fork from deforming due to excessive driving force when reaching the hard stop at the one end, and at After continuing for 15ms, the control voltage is reduced to 0 to avoid springback of the shift fork.
  • the pulse number of the Hall signal output by the Hall sensor in the current motor can be recorded as the pulse number X1 of the hard stop at one end.
  • the controller provides a 3V direction voltage value to drive the motor to drive the shift fork to the other end of the hard stop point, and detect whether the fork reaches the other end of the hard stop point in real time, and detects that the fork reaches another end
  • the control voltage of the drive motor is reduced from 3V to 2V through the controller to prevent the fork from being deformed due to excessive driving force when reaching the hard stop at the other end, and After continuing for 15ms, reduce the control voltage to 0 to avoid springback of the shift fork.
  • the pulse number of the Hall signal output by the Hall sensor in the motor can be recorded as the pulse number of the other end of the hard stop point Y1 .
  • the total distance between the hard stops of the two ends can be accurately obtained
  • the value of the pulse is then converted to the millimeter value according to the ratio of the lead of the screw to the number of pulses of one rotation of the ball screw, and each gear is assigned according to the distance between the hard stops of the two ends of the gear, and Set the range of each gear to realize self-learning of gears.
  • the fork be effectively prevented from being deformed, but also the fork can be effectively prevented from rebounding, so that the number of pulses to the hard dead point of the gear can be accurately recorded, and the failure rate of self-learning can be reduced.
  • gradually reducing the first voltage value of the control voltage to 0 includes: gradually reducing the control voltage from the first voltage value to 0 with a preset voltage reduction gradient.
  • the preset step-down gradient can be calibrated according to the actual situation, for example, the preset step-down gradient can be reduced by 0.5V every 2.5ms.
  • the controller can be used to reduce the pressure within a certain period of time Gradient, the control voltage of the drive motor is gradually reduced from the first voltage value to 0.
  • the current second pulse value (for example, the number of pulses of the Hall signal output by the Hall sensor in the motor) can be recorded as the block The number of pulses at the hard dead center.
  • the controller provides a positive voltage of 3V to the drive motor to drive the shift fork to move to the hard stop of one end of the gear, and real-time detection of whether the fork reaches the hard stop of the one end of the gear, and when the fork is detected to reach After the hard stop at one end, the 3V control voltage is gradually reduced by a gradient of 0.5V every 2.5ms until the control voltage is 0.
  • the number of Hall signals pulses output by the Hall sensor in the motor can be recorded The number of pulses X2 as the hard dead point of one end gear.
  • the 3V control voltage is gradually reduced with a gradient of 0.5V every 2.5ms until the control voltage is 0.
  • the pulse number of the Hall signal output by the Hall sensor in the motor can be recorded as The number of pulses of the hard stop at the other end is Y2.
  • the total distance between the hard stops of the two ends can be accurately obtained
  • the value of the pulse is then converted to the millimeter value according to the ratio of the lead of the screw to the number of pulses of one rotation of the ball screw, and each gear is assigned according to the distance between the hard stops of the two ends of the gear, and Set the range of each gear to realize self-learning of gears.
  • the fork be effectively prevented from being deformed, but also the fork can be effectively prevented from rebounding, so that the number of pulses to the hard dead point of the gear can be accurately recorded, and the failure rate of self-learning can be reduced.
  • the shift fork after detecting that the shift fork reaches the hard stop point of the gear, it further includes: judging whether the time after the shift fork reaches the hard stop point of the gear exceeds a preset second time; The step of reducing the control voltage of the drive motor from the preset first voltage value to the preset second voltage value, or performing a step of gradually reducing the control voltage from the first voltage value to zero.
  • the preset second time may be calibrated according to actual conditions, for example, it may be 30 ms.
  • control method of gear reducer gear detection will be further described below in conjunction with specific examples of the application.
  • control method of the speed reducer gear detection in a specific embodiment of the present application may include the following steps:
  • a 3V forward control voltage is provided to the drive motor through the controller to drive the shift fork to move to the hard dead point of one end gear.
  • step S203 judging whether the shift fork has reached the hard stop point of one end gear. If yes, go to step S204; if no, go back to go to step S202. Among them, it can be judged whether the current of the driving motor exceeds 30A to judge whether the shift fork reaches the hard stop point of one end gear. If the current of the drive motor exceeds 30A, it is judged that the shift fork reaches the hard stop point of one end gear.
  • step S204 Determine whether the time after the shift fork reaches the hard stop point of one end gear exceeds 30 ms. If yes, step S205 is executed, where step S205 may include step S2051 or step S2052; if no, step S202 is returned to.
  • control voltage of the driving motor is reduced from 3V to 2V, and after 15 ms, the control voltage is reduced to 0, and the current first pulse value is recorded as the number of pulses X1 of the hard stop point at one end.
  • control voltage of the driving motor is gradually reduced to 0V by a gradient of 0.5V every 2.5ms, and the current second pulse value is recorded as the pulse number X2 of the hard stop at one end.
  • step S207 Determine whether the shift fork reaches the hard stop of the other end gear. If yes, go to step S208; if no, go back to go to step S206. Among them, it can be judged whether the current of the driving motor exceeds 30A to judge whether the shift fork reaches the hard stop point of the other end gear. If the current of the drive motor exceeds 30A, it is judged that the shift fork reaches the hard stop point of the other end gear.
  • step S208 Determine whether the time after the shift fork reaches the hard stop point of the other end gear exceeds 30 ms. If yes, step S209 is executed, where step S209 may include step S2091 or step S2092; if not, return to step S206.
  • the control voltage of the driving motor is reduced from 3V to 2V, and after 15ms, the control voltage is reduced to 0, and the current first pulse value is recorded as the pulse number Y1 of the hard stop point at the other end.
  • control voltage of the driving motor is gradually reduced to 0V by a gradient of 0.5V every 2.5ms, and the current second pulse value is recorded as the pulse number Y2 of the hard stop point at the other end.
  • the control voltage of the drive motor is reduced from the preset first voltage value to the preset second voltage value, and after the preset first time, the control voltage is reduced to 0, and the current first
  • the pulse value is used as the pulse number of the hard stop point of the gear, or after detecting that the fork reaches the hard stop point of the gear, the control voltage is gradually reduced from the first voltage value to 0, and the current second pulse value is recorded as the gear
  • the number of pulses of the hard stop point can not only effectively prevent the fork from deforming, but also effectively avoid the rebound of the fork, so that the pulse number of the hard stop point of the gear can be accurately recorded, and the gear self-stop is reduced.
  • the failure rate of learning is used as the pulse number of the hard stop point.
  • control device for gear position detection of a reducer may include a detection module 100 and an execution module 200.
  • the detection module 100 is used to detect whether the shift fork reaches the hard stop point of the gear during the gear self-learning process;
  • the execution module 200 is used to detect the control voltage of the drive motor after detecting that the shift fork reaches the hard stop point of the gear After decreasing from the preset first voltage value to the preset second voltage value and continuing for a preset time, the control voltage is reduced to 0, and the current first pulse value is recorded as the pulse number of the hard stop point of the gear Or, when it is detected that the shift fork reaches the hard stop point of the gear, the control voltage is gradually reduced from the first voltage value to 0, and the current second pulse value is recorded as the pulse number of the hard stop point of the gear.
  • the execution module 200 is specifically configured to: gradually reduce the control voltage from the first voltage value to 0 with a preset voltage reduction gradient.
  • the control device of the speed reducer gear detection during the gear self-learning process through the detection module, it is detected whether the shift fork reaches the gear hard stop point, and the execution module detects that the shift fork reaches the gear hard stop After the dead point, the control voltage of the drive motor is reduced from the preset first voltage value to the preset second voltage value, and after a preset time, the control voltage is reduced to 0, and the current first pulse is recorded The value is used as the number of pulses of the hard stop of the gear; or, after detecting that the fork reaches the hard stop of the gear, the control voltage is gradually reduced from the first voltage value to 0, and the current second pulse value is recorded as the gear hard The number of pulses at the dead center.
  • the fork can be effectively prevented from being deformed, but also the fork can be effectively prevented from rebounding, so that the number of pulses to the hard stop point of the gear can be accurately recorded, and the failure rate of gear self-learning can be reduced.
  • the embodiment of the present application also proposes a vehicle including the above-mentioned control device for gear position detection of the reducer.
  • the control device for gear position detection of the above-mentioned speed reducer can not only effectively prevent the fork from deforming, but also can effectively avoid the rebound of the fork, so that the gear hard stop can be accurately recorded
  • the number of pulses at the point reduces the failure rate of gear self-learning.
  • the embodiments of the present application also provide an electronic device, including: a memory, a processor, and a computer program stored on the memory and executable on the processor.
  • the processor executes the program, the above-mentioned speed reducer gear is realized Detection control method.
  • the electronic device of the embodiment of the present application by executing the above-mentioned control method of the gear position detection of the reducer, not only can the deformation of the fork be effectively prevented, but also the rebound of the fork can be effectively avoided, so that the gear can be accurately recorded to the gear
  • the number of pulses at the hard dead point reduces the failure rate of gear self-learning.
  • the embodiments of the present application also propose a non-transitory computer-readable storage medium on which a computer program is stored.
  • the program is executed by a processor, the above-mentioned control method of gear reducer gear detection is implemented.
  • the non-transitory computer-readable storage medium of the embodiment of the present application by executing the above-mentioned control method of gear position detection of the reducer, not only can the deformation of the fork be effectively prevented, but also the rebound of the fork can be effectively avoided, so that Accurately record the number of pulses to the hard stop of the gear to reduce the failure rate of gear self-learning.
  • each part of the present application may be implemented by hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented with software or firmware stored in memory and executed by a suitable instruction execution system.
  • a logic gate circuit for implementing a logic function on a data signal
  • PGA programmable gate arrays
  • FPGA field programmable gate arrays
  • first and second are used for description purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated.
  • the features defined with “first” and “second” may include at least one of the features either explicitly or implicitly.
  • the meaning of “plurality” is at least two, such as two, three, etc., unless otherwise specifically limited.
  • the terms “installation”, “connected”, “connected”, “fixed” and other terms should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , Or integrated; may be mechanical connection or electrical connection; may be directly connected, or may be indirectly connected through an intermediary, may be the connection between two components or the interaction between two components, unless otherwise specified Limit.
  • installation can be a fixed connection or a detachable connection , Or integrated; may be mechanical connection or electrical connection; may be directly connected, or may be indirectly connected through an intermediary, may be the connection between two components or the interaction between two components, unless otherwise specified Limit.
  • the specific meanings of the above terms in this application can be understood according to specific situations.
  • the first feature is “on” or “under” the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly through an intermediary contact.
  • the first feature is “above”, “above” and “above” the second feature may be that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
  • the first feature is "below”, “below”, and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is less horizontal than the second feature.

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Abstract

一种车辆、减速器挡位探测的控制方法和装置，其中，该方法包括：在挡位自学习过程中，检测拨叉是否到达挡位硬止点；当检测到拨叉到达挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的第一时间后，将控制电压降为0，记录当前的第一脉冲值作为挡位硬止点的脉冲数；或者，当检测到拨叉到达挡位硬止点后，将控制电压由第一电压值逐渐降为0，记录当前的第二脉冲值作为挡位硬止点的脉冲数。由此，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。

Description

车辆、减速器挡位探测的控制方法和装置
相关申请的交叉引用
本申请要求长城汽车股份有限公司于2018年11月22日提交的、申请名称为“车辆、减速器挡位探测的控制方法和装置”的、中国专利申请号为“201811396844.7”的优先权。
技术领域
本申请涉及车辆技术领域，特别涉及一种减速器挡位探测的控制方法、一种减速器挡位探测的控制装置和一种车辆。
背景技术
油电混合动力汽车具有多种混合系统，例如，可包括由电池、电机(发电及驱动一体电机)、减速器及各控制器构成的电驱动桥系统(动力系统)。为了确保能够准确地获取系统中的减速器的挡位信息，系统中的换挡机构需要通过挡位自学习的方式探测挡位硬止点(设定位置)，并给挡位及各关键点赋值，其中，换挡机构可由同步器总成、驱动电机、丝杠、拨叉、拨叉位置传感器、控制器等组成，通过控制器控制驱动电机以实现挡位切换。
相关技术中，一般是通过控制器提供恒定的电压给驱动电机以驱动拨叉向挡位硬止点移动，并在拨叉移动到挡位硬止点后，记录挡位硬止点的脉冲数(例如，可将霍尔传感器输出的霍尔信号的脉冲数作为挡位硬止点的脉冲数)，以根据脉冲数计算挡位硬止点间的距离，并对各挡位进行赋值，以及对各挡位的范围进行设定，从而实现挡位自学习。
然而，在上述挡位自学习的过程中，在探测到硬止点后，拨叉与挡位硬止点容易发生拨叉形变、拨叉回弹等现象，从而使得记录的脉冲数与实际值偏差较大，挡位自学习的失败率较高。
申请内容
本申请旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本申请的第一个目的在于提出一种减速器挡位探测的控制方法，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
本申请的第二个目的在于提出一种减速器挡位探测的控制装置。
本申请的第三个目的在于提出一种车辆。
本申请的第四个目的在于提出一种电子设备。
本申请的第五个目的在于提出一种非临时性计算机可读存储介质。
为实现上述目的，本申请第一方面实施例提出了一种减速器挡位探测的控制方法，包括：在挡位自学习过程中，检测拨叉是否到达挡位硬止点；当检测到所述拨叉到达所述挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的第一时间后，将所述控制电压降为0，记录当前的第一脉冲值作为所述挡位硬止点的脉冲数；或者，当检测到所述拨叉到达所述挡位硬止点后，将所述控制电压由所述第一电压值逐渐降为0，记录当前的第二脉冲值作为所述挡位硬止点的脉冲数。
根据本申请实施例的减速器挡位探测的控制方法，在挡位自学习过程中，检测拨叉是否到达挡位硬止点，并在检测到拨叉到达挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的第一时间后，将控制电压降为0，记录当前的第一脉冲值作为挡位硬止点的脉冲数，或者，在检测到拨叉到达挡位硬止点后，将控制电压由第一电压值逐渐降为0，记录当前的第二脉冲值作为挡位硬止点的脉冲数，由此，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
另外，根据本申请上述实施例的减速器挡位探测的控制方法，还可以具有如下附加的技术特征：
根据本申请的一个实施例，所述将所述控制电压由所述第一电压值逐渐降为0，包括：将所述控制电压由所述第一电压值，以预设的降压梯度，逐渐降为0。
根据本申请的一个实施例，所述当检测到所述拨叉到达所述挡位硬止点后之后，还包括：判断所述拨叉到达所述挡位硬止点后的时间是否超过预设的第二时间；若是，则执行所述将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值步骤，或者，执行所述将所述控制电压由所述第一电压值逐渐降为0步骤。
根据本申请的一个实施例，所述检测拨叉是否到达挡位硬止点，包括：判断所述驱动电机的电流是否超过预设的电流阈值；若是，则判断出所述拨叉到达所述挡位硬止点。
根据本申请的一个实施例，所述检测拨叉是否到达挡位硬止点之前，还包括：以所述第一电压值控制所述驱动电机驱动所述拨叉向所述挡位硬止点移动。
为实现上述目的，本申请第二方面实施例提出了一种减速器挡位探测的控制装置，检测模块，用于在挡位自学习过程中，检测拨叉是否到达挡位硬止点；执行模块，用于当检测到所述拨叉到达所述挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的时间后，将所述控制电压降为0，记录当前的第一脉冲值作为所述挡位硬止点的脉冲数；或者，当检测到所述拨叉到达所述挡位硬止点后，将所 述控制电压由所述第一电压值逐渐降为0，记录当前的第二脉冲值作为所述挡位硬止点的脉冲数。
根据本申请实施例的减速器挡位探测的控制装置，通过检测模块在挡位自学习过程中，检测拨叉是否到达挡位硬止点，以及通过执行模块在检测到拨叉到达挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的时间后，将控制电压降为0，记录当前的第一脉冲值作为挡位硬止点的脉冲数；或者，在检测到拨叉到达挡位硬止点后，将控制电压由第一电压值逐渐降为0，记录当前的第二脉冲值作为挡位硬止点的脉冲数。由此，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
另外，根据本申请上述实施例的减速器挡位探测的控制装置，还可以具有如下附加的技术特征：
根据本申请的一个实施例，所述执行模块具体用于：将所述控制电压由所述第一电压值，以预设的降压梯度，逐渐降为0。
为实现上述目的，本申请第三方面实施例提出了一种车辆，其包括本申请第二方面实施例提出的减速器挡位探测的控制装置。
根据本申请实施例的车辆，通过上述的减速器挡位探测的控制装置，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
为实现上述目的，本申请第四方面实施例提出了一种电子设备，包括存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述处理器执行所述程序时，实现本申请第一方面实施例提出的减速器挡位探测的控制方法。
根据本申请实施例的电子设备，通过执行上述的减速器挡位探测的控制方法，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
为实现上述目的，本申请第五方面实施例提出了一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时，实现本申请第一方面实施例提出的减速器挡位探测的控制方法。
根据本申请实施例的非临时性计算机可读存储介质，通过执行上述的减速器挡位探测的控制方法，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
附图说明
图1是根据本申请实施例的减速器挡位探测的控制方法的流程图；
图2是根据本申请一个具体实施例的减速器挡位探测的控制方法的流程图；
图3是根据本申请实施例的减速器挡位探测的控制装置的方框示意图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
下面参考附图来描述根据本申请实施例提出的减速器挡位探测的控制方法、减速器挡位探测的控制装置、车辆、电子设备和非临时性计算机可读存储介质。
图1是根据本申请实施例的减速器挡位探测的控制方法的流程图。如图1所示，本申请实施例的减速器挡位探测的控制方法可包括以下步骤：
S1，在挡位自学习过程中，检测拨叉是否到达挡位硬止点。
根据本申请的一个实施例，检测拨叉是否达到挡位硬止点之前，还包括：以第一电压值控制驱动电机驱动拨叉向挡位硬止点移动。其中，第一电压值可根据实际情况进行标定，例如，第一电压值可为3V。其中，挡位硬止点为拨叉移动到不能移动时对应的位置点。
具体而言，在挡位自学习过程中，通过控制器提供恒定的电压，即电压值为第一电压值的电压给驱动电机，以驱动拨叉，使得拨叉向挡位硬止点移动。此时，可通过控制器实时检测拨叉是否到达挡位硬止点，即检测拨叉是否到达预定位置。
需要说明的是，通过控制器提供给驱动电机的第一电压值可包括正向电压值(例如，+3V)和反向电压值(例如，-3V)。当控制器提供给驱动电机的第一电压值为正向电压值时，拨叉可向一端挡位硬止点移动；当控制器提供给驱动电机的第一电压值为反向电压值时，拨叉可向另一端挡位硬止点移动。
根据本申请的一个实施例，检测拨叉是否到达挡位硬止点，包括：判断驱动电机的电流是否超过预设的电流阈值；若是，则判断出拨叉到达挡位硬止点。
作为一种可能的实施方式，在挡位自学习过程中，可通过控制器实时检测驱动电机的电流，并根据驱动电机的电流的大小判断拨叉是否达到挡位硬止点。如果驱动电机的电流大于预设的电流阈值，则判断拨叉达到挡位硬止点。其中，预设的电流阈值可根据实际情况进行标定，例如，电流阈值可为30A。
需要说明的是，目前在进行挡位自学习的过程中，一般是在通过控制器检测到驱动电机的电流超过一定限值，即检测到拨叉到达挡位硬止点后，直接记录当前的脉冲值(例如，电机中的霍尔传感器输出的霍尔信号的脉冲数)，并将其作为硬止点的脉冲数。然而，在实 际应用中，在探测到挡位硬止点后，驱动电机对拨叉的驱动力较大，拨叉与挡位硬止点容易发生拨叉形变，如果将当前的脉冲值作为硬止点的脉冲数，将导致记录的脉冲值和实际值存在偏差，并且，如果直接将驱动电机的电压置0，那么拨叉容易发生拨叉回弹的现象，从而也会导致记录的脉冲值与实际脉冲值存在偏差。
因此，本申请实施例中，在执行完步骤S1，可执行步骤S2，其中，步骤S2可包括步骤S21或者步骤S22，也就是说，在执行完步骤S1后，可执行步骤S21，或者执行步骤S22。
S21，当检测到拨叉到达挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的第一时间后，将控制电压降为0，记录当前的第一脉冲值作为挡位硬止点的脉冲数。
可以理解的是，在通过驱动电机驱动拨叉向挡位硬止点移动，并检测到拨叉到达挡位硬止点后，驱动电机的控制电压越大，驱动电机对拨叉的驱动力就越大，拨叉就越容易发生拨叉形变，同时，如果直接将驱动电机的控制电压置0，则很容易发生拨叉回弹的现象。
因此，作为一种可能的实施方式，在检测到拨叉达到挡位硬止点后，可通过控制器适当地降低驱动电机的控制电压，即将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值(例如，2V)，以防止拨叉在达到挡位硬止点时由于受到的驱动力过大而发生拨叉形变，并在持续预设的第一时间(例如，15ms)后，将控制电压降为0，以避免拨叉回弹，此时，可记录当前的第一脉冲值(例如，记录电机中的霍尔传感器输出的霍尔信号的脉冲数)作为挡位硬止点的脉冲数。
举例而言，通过控制器提供3V的正向电压至驱动电机以驱动拨叉向一端挡位硬止点移动，以及实时检测拨叉是否到达一端挡位硬止点，并在检测到拨叉达到一端挡位硬止点后，通过控制器将驱动电机的控制电压由3V减小至2V，以防止拨叉在达到一端挡位硬止点时由于受到的驱动力过大而发生形变，并在持续15ms后，将控制电压降为0，以避免拨叉回弹，此时，可记录当前电机中的霍尔传感器输出的霍尔信号的脉冲数作为一端挡位硬止点的脉冲数X1。
或者，通过控制器提供3V的方向电压值驱动电机以驱动拨叉向另一端挡位硬止点移动，以及实时检测拨叉是否到达另一端挡位硬止点，并在检测到拨叉达到另一端挡位硬止点后，通过控制器将驱动电机的控制电压由3V减小至2V，以防止拨叉在达到另一端挡位硬止点时由于受到的驱动力过大而发生形变，并在持续15ms后，将控制电压降为0，以避免拨叉回弹，此时，可记录电机中的霍尔传感器输出的霍尔信号的脉冲数作为另一端挡位硬止点的脉冲数Y1。
需要说明的是，通过将一端挡位硬止点的脉冲数X1和另一端挡位硬止点的脉冲数Y1进行简单的数学运算，能够准确地求出两端挡位硬止点相距的总的脉冲数值，然后根据丝 杆导程与滚珠丝杆旋转一周脉冲数的比值，将总的脉冲数值换算成毫米值，并根据两端挡位硬止点的距离对各挡位进行赋值，以及对各挡位的范围进行设定，从而实现挡位的自学习。
由此，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小自学习的失败率。
S22，当检测到拨叉到达挡位硬止点后，将控制电压由第一电压值逐渐降为0，记录当前的第二脉冲值作为挡位硬止点的脉冲数。
根据本申请的一个实施例，将控制电压有第一电压值逐渐降低为0，包括：将控制电压由第一电压值，以预设的降压梯度，逐渐降为0。其中，预设的降压梯度可根据实际情况进行标定，例如，预设的降压梯度可为每2.5ms降低0.5V。
作为另一种可能的实施方式，在通过驱动电机驱动拨叉向挡位硬止点移动，并检测到拨叉到达挡位硬止点后，可通过控制器在一定时间内以一定的降压梯度，将驱动电机的控制电压由第一电压值逐渐降低至0，此时，可记录当前的第二脉冲值(例如，记录电机中的霍尔传感器输出的霍尔信号的脉冲数)作为挡位硬止点的脉冲数。
举例而言，通过控制器提供3V的正向电压至驱动电机以驱动拨叉向一端挡位硬止点移动，以及实时检测拨叉是否到达一端挡位硬止点，并在检测到拨叉达到一端挡位硬止点后，将3V的控制电压以每2.5ms降低0.5V的梯度逐渐降低，直至控制电压为0，此时，可记录电机中的霍尔传感器输出的霍尔信号的脉冲数作为一端挡位硬止点的脉冲数X2。
通过控制器提供3V的反向电压至驱动电机以驱动拨叉向另一端挡位硬止点移动，以及实时检测拨叉是否到达另一端挡位硬止点，并在检测到拨叉达到另一端挡位硬止点后，将3V的控制电压以每2.5ms降低0.5V的梯度逐渐降低，直至控制电压为0，此时，可记录电机中的霍尔传感器输出的霍尔信号的脉冲数作为另一端挡位硬止点的脉冲数Y2。
需要说明的是，通过将一端挡位硬止点的脉冲数X2和另一端挡位硬止点的脉冲数Y2进行简单的数学运算，能够准确地求出两端挡位硬止点相距的总的脉冲数值，然后根据丝杆导程与滚珠丝杆旋转一周脉冲数的比值，将总的脉冲数值换算成毫米值，并根据两端挡位硬止点的距离对各挡位进行赋值，以及对各挡位的范围进行设定，从而实现挡位的自学习。
由此，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小自学习的失败率。
根据本申请的一个实施例，当检测到拨叉到达挡位硬止点之后，还包括：判断拨叉到达挡位硬止点后的时间是否超过预设的第二时间；若是，则执行将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值步骤，或者，执行将控制电压由第一电压值逐 渐降为0步骤。其中，预设的第二时间可根据实际情况进行标定，例如，可为30ms。
具体而言，在检测到拨叉到达挡位硬止点之后，在执行步骤S21和步骤S22之前，还需要判断拨叉达到挡位硬止点的时间是否超过预设的第二时间，即还需要对驱动电机的电流进行实时检测，以判断驱动电机的电流超过预设的电流阈值的时间是否超过预设的第二时间，以防止出现驱动电机的电流波动的情况，从而能够准确地判断出拨叉是否到达预设位置，以确保记录的挡位硬止点的脉冲数的准确度。
为使本领域技术人员更清楚的了解本申请，下面结合本申请的具体示例来对减速器挡位探测的控制方法做进一步说明。具体地，如图2所示，本申请一个具体实施例的减速器挡位探测的控制方法可包括以下步骤：
S201，接收挡位自学习请求。
S202，通过控制器给驱动电机提供3V正向控制电压，以驱动拨叉向一端挡位硬止点移动。
S203，判断拨叉是否达到一端挡位硬止点。如果是，则执行步骤S204；如果否，则返回执行步骤S202。其中，可判断驱动电机的电流是否超过30A以判断拨叉是否达到一端挡位硬止点。如果驱动电机的电流超过30A，则判断拨叉到达一端挡位硬止点。
S204，判断拨叉达到一端挡位硬止点后的时间是否超过30ms。如果是，则执行步骤S205，其中，步骤S205可包括步骤S2051或者步骤S2052；如果否，则返回执行步骤S202。
S2051，将驱动电机的控制电压由3V减小至2V，以及在持续15ms后，将控制电压降为0，并记录当前的第一脉冲值作为一端挡位硬止点的脉冲数X1。
S2052，将驱动电机的控制电压以每2.5ms降低0.5V的梯度逐渐降低至0V，并记录当前的第二脉冲值作为一端挡位硬止点的脉冲数X2。
S206，通过控制器给驱动电机提供3V反向控制电压，以驱动拨叉向另一端挡位硬止点移动。
S207，判断拨叉是否达到另一端挡位硬止点。如果是，则执行步骤S208；如果否，则返回执行步骤S206。其中，可判断驱动电机的电流是否超过30A以判断拨叉是否达到另一端挡位硬止点。如果驱动电机的电流超过30A，则判断拨叉到达另一端挡位硬止点。
S208，判断拨叉达到另一端挡位硬止点后的时间是否超过30ms。如果是，则执行步骤S209，其中，步骤S209可包括步骤S2091或者步骤S2092；如果否，则返回执行步骤S206。
S2091，将驱动电机的控制电压由3V减小至2V，以及在持续15ms后，将控制电压降为0，并记录当前的第一脉冲值作为另一端挡位硬止点的脉冲数Y1。
S2092，将驱动电机的控制电压以每2.5ms降低0.5V的梯度逐渐降低至0V，并记录当前的第二脉冲值作为另一端挡位硬止点的脉冲数Y2。
S2010，计算两端挡位硬止点的总距离。
由此，通过上述的控制策略，在挡位自学习的过程中，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，并准确地计算出两端挡位硬止点间的总距离，使之，满足机械理论的要求，大大减少了挡位自学习的失败率，提升了获取到的挡位信息的精确度。
综上所述，根据本申请实施例的减速器挡位探测的控制方法，在挡位自学习过程中，检测拨叉是否到达挡位硬止点，并在检测到拨叉到达挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的第一时间后，将控制电压降为0，记录当前的第一脉冲值作为挡位硬止点的脉冲数，或者，在检测到拨叉到达挡位硬止点后，将控制电压由第一电压值逐渐降为0，记录当前的第二脉冲值作为挡位硬止点的脉冲数，由此，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
图3是根据本申请实施例的减速器挡位探测的控制装置方框示意图。如图3所示，本申请实施例的减速器挡位探测的控制装置可包括检测模块100和执行模块200。
其中，检测模块100用于在挡位自学习过程中，检测拨叉是否到达挡位硬止点；执行模块200用于当检测到拨叉到达挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的时间后，将控制电压降为0，记录当前的第一脉冲值作为挡位硬止点的脉冲数；或者，当检测到拨叉到达挡位硬止点后，将控制电压由第一电压值逐渐降为0，记录当前的第二脉冲值作为挡位硬止点的脉冲数。
根据本申请的一个实施例，执行模块200具体用于：将控制电压由第一电压值，以预设的降压梯度，逐渐降为0。
需要说明的是，本申请实施例的减速器挡位探测的控制装置中未披露的细节，请参照本申请实施例的减速器挡位探测的控制方法中所披露的细节，具体这里不再详述。
根据本申请实施例的减速器挡位探测的控制装置，通过检测模块在挡位自学习过程中，检测拨叉是否到达挡位硬止点，以及通过执行模块在检测到拨叉到达挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的时间后，将控制电压降为0，记录当前的第一脉冲值作为挡位硬止点的脉冲数；或者，在检测到拨叉到达挡位硬止点后，将控制电压由第一电压值逐渐降为0，记录当前的第二脉冲值作为挡位硬止点的脉冲数。由此，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
另外，本申请的实施例还提出了一种车辆，包括上述的减速器挡位探测的控制装置。
根据本申请实施例的车辆，通过上述的减速器挡位探测的控制装置，不仅能够有效地 防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
另外，本申请的实施例还提出了一种电子设备，包括：存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，处理器执行程序时，实现上述的减速器挡位探测的控制方法。
根据本申请实施例的电子设备，通过执行上述的减速器挡位探测的控制方法，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
此外，本申请的实施例还提出了一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时，实现上述的减速器挡位探测的控制方法。
根据本申请实施例的非临时性计算机可读存储介质，通过执行上述的减速器挡位探测的控制方法，不仅能够有效地防止拨叉发生形变，而且能够有效地避免拨叉回弹，从而能够准确地记录到挡位硬止点的脉冲数，减小挡位自学习的失败率。
应当理解，本申请的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。例如，如果用硬件来实现，和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
另外，在本申请的描述中，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术 人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (10)

  1. 一种减速器挡位探测的控制方法，其特征在于，包括：
    在挡位自学习过程中，检测拨叉是否到达挡位硬止点；
    当检测到所述拨叉到达所述挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的第一时间后，将所述控制电压降为0，记录当前的第一脉冲值作为所述挡位硬止点的脉冲数；或者，
    当检测到所述拨叉到达所述挡位硬止点后，将所述控制电压由所述第一电压值逐渐降为0，记录当前的第二脉冲值作为所述挡位硬止点的脉冲数。
  2. 根据权利要求1所述的控制方法，其特征在于，所述将所述控制电压由所述第一电压值逐渐降为0，包括：
    将所述控制电压由所述第一电压值，以预设的降压梯度，逐渐降为0。
  3. 根据权利要求1或2所述的控制方法，其特征在于，所述当检测到所述拨叉到达所述挡位硬止点之后，还包括：
    判断所述拨叉到达所述挡位硬止点后的时间是否超过预设的第二时间；
    若是，则执行所述将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值步骤，或者，执行所述将所述控制电压由所述第一电压值逐渐降为0步骤。
  4. 根据权利要求1-3任一项所述的控制方法，其特征在于，所述检测拨叉是否到达挡位硬止点，包括：
    判断所述驱动电机的电流是否超过预设的电流阈值；
    若是，则判断出所述拨叉到达所述挡位硬止点。
  5. 根据权利要求1-4任一项所述的控制方法，其特征在于，所述检测拨叉是否到达挡位硬止点之前，还包括：
    以所述第一电压值控制所述驱动电机驱动所述拨叉向所述挡位硬止点移动。
  6. 一种减速器挡位探测的控制装置，其特征在于，包括：
    检测模块，用于在挡位自学习过程中，检测拨叉是否到达挡位硬止点；
    执行模块，用于当检测到所述拨叉到达所述挡位硬止点后，将驱动电机的控制电压由预设的第一电压值减小至预设的第二电压值，并持续预设的时间后，将所述控制电压降为0，记录当前的第一脉冲值作为所述挡位硬止点的脉冲数；或者，当检测到所述拨叉到达所述挡位硬止点后，将所述控制电压由所述第一电压值逐渐降为0，记录当前的第二脉冲值作为所述挡位硬止点的脉冲数。
  7. 根据权利要求6所述的控制装置，其特征在于，所述执行模块具体用于：
    将所述控制电压由所述第一电压值，以预设的降压梯度，逐渐降为0。
  8. 一种车辆，其特征在于，包括：如权利要求6-8任一项所述的减速器挡位探测的控制装置。
  9. 一种电子设备，其特征在于，包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述处理器执行所述程序时，实现如权利要求1-5中任一项所述的减速器挡位探测的控制方法。
  10. 一种非临时性计算机可读存储介质，其上存储有计算机程序，其特征在于，该程序被处理器执行时，实现如权利要求1-5中任一项所述的减速器挡位探测的控制方法。
PCT/CN2019/120018 2018-11-22 2019-11-21 车辆、减速器挡位探测的控制方法和装置 Ceased WO2020103913A1 (zh)

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