CN114135666A - Electronic P-gear-based parking method and electronic P-gear control system - Google Patents
Electronic P-gear-based parking method and electronic P-gear control system Download PDFInfo
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- CN114135666A CN114135666A CN202010919035.0A CN202010919035A CN114135666A CN 114135666 A CN114135666 A CN 114135666A CN 202010919035 A CN202010919035 A CN 202010919035A CN 114135666 A CN114135666 A CN 114135666A
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/3416—Parking lock mechanisms or brakes in the transmission
- F16H63/3458—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire
- F16H63/3466—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire using electric motors
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- 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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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- 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
- F16H61/32—Electric motors actuators or related electrical control means therefor
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/3408—Locking or disabling mechanisms the locking mechanism being moved by the final actuating mechanism
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- 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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/1288—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is an actuator
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
The invention discloses an electronic P-gear-based parking method and an electronic P-gear control system, wherein the method comprises the following steps: when a parking command is received, controlling a P-gear motor to rotate along the locking direction of the vehicle until the rotation degree of the P-gear motor is within the locking degree range, so that the P-gear motor controls a P-gear parking mechanism to lock a gearbox or a driving motor of the vehicle; wherein the lock degree range is determined according to lock dead center degrees; the lock stop degree is the maximum rotation degree of the P-gear motor in the locking direction of the vehicle when the vehicle is in a static state. By implementing the embodiment of the invention, the transmission of the traditional fuel vehicle or the driving motor of the new energy electric vehicle can be locked.
Description
Technical Field
The invention relates to the technical field of automotive electronics, in particular to an electronic P-gear-based parking method and an electronic P-gear control system.
Background
The application of modern automobiles to mechanical control electronization is more and more extensive, and with the high-speed development of new energy vehicles and the popularization and application in the field of intelligent driving, more attention is paid to parking safety. The existing conventional parking system is EPB electronic parking. Through EPB electron parking system, carry out calliper locking brake disc, realize the parking. However, the parking mode cannot lock a gearbox of a traditional fuel vehicle or a driving motor of a new energy electric vehicle.
Disclosure of Invention
The embodiment of the invention provides an electronic P-gear-based parking method and an electronic P-gear control system, which can lock a gearbox of a traditional fuel vehicle or a driving motor of a new energy electric vehicle.
An embodiment of the invention provides a parking method based on an electronic P gear, which comprises the following steps: when a parking command is received, controlling a P-gear motor to rotate along the locking direction of the vehicle until the rotation degree of the P-gear motor is within the locking degree range, so that the P-gear motor controls a P-gear parking mechanism to lock a gearbox or a driving motor of the vehicle;
wherein the lock degree range is determined according to the lock dead point degree; the lock stop degree is the maximum rotation degree of the P-gear motor in the locking direction of the vehicle when the vehicle is in a static state.
In this embodiment, when the vehicle is stationary, the P-range motor is controlled to rotate in the direction of vehicle locking, then the maximum rotation degree is taken as the lock stop degree of the vehicle, so as to realize the adaptive learning of the vehicle lock stop, and then the rotation degree range of the driving motor when the vehicle is locked, namely the lock degree range, is determined according to the lock stop degree. When a parking command is received, the P-gear motor is controlled to rotate until the rotation degree of the P-gear motor is within the locking degree range, and at the moment, the P-gear parking mechanism can lock a gearbox or a driving motor of the vehicle, so that the aim of locking the gearbox or the driving motor of the vehicle is fulfilled.
Further, still include: when an unlocking command is received, the P-gear motor is controlled to rotate along the unlocking direction of the vehicle until the rotation degree of the P-gear motor is within the unlocking degree range, so that the P-gear motor controls the P-gear parking mechanism to unlock a gearbox or a driving motor of the vehicle; the unlocking degree range is determined according to the unlocking dead point degree; the unlocking dead point degree is the maximum rotation degree of the P-gear motor rotating along the unlocking direction of the vehicle when the vehicle is in a static state.
In this embodiment, when the vehicle is stationary, the P-range motor is controlled to rotate in the direction of unlocking the vehicle, then the maximum rotation degree is taken as the unlocking stop degree of the vehicle, so as to realize the self-adaptive learning of the unlocking stop of the vehicle, and then the rotation degree range of the driving motor when the vehicle is unlocked, namely the unlocking degree range, is determined according to the unlocking stop degree. When an unlocking command is received, the P-gear motor is controlled to rotate until the rotation degree of the P-gear motor is within the unlocking degree range, and at the moment, the P-gear parking mechanism can unlock a gearbox or a driving motor of the vehicle, so that the aim of unlocking the gearbox or the driving motor of the vehicle is fulfilled.
Further, the lock-up dead center degree is obtained by:
judging a vehicle speed signal after the KL15 of the vehicle is electrified, and then driving the P-gear motor to continuously rotate along the locking direction of the vehicle when the vehicle speed is judged to be 0 until the P-gear motor cannot continuously rotate;
and taking the rotation degree of the P-gear motor when the P-gear motor stops rotating as the maximum rotation degree of the P-gear motor rotating along the locking direction of the vehicle, taking the maximum rotation degree at the moment as the locking stop degree, and storing the locking stop degree in a memory.
Further, still include: and when the locking stop degree is determined to exceed a first preset numerical range or the unlocking stop degree is determined to exceed a second preset numerical range, carrying out-of-tolerance early warning.
Because the manufacturing tolerance of a P-gear parking system mechanism, the assembly tolerance of the P-gear parking system and the control tolerance of the P-gear parking system exist in the actual manufacturing process, a reasonable numerical range of the number of the locking stop points is the first preset numerical range, if the number of the locking stop points obtained through self-adaptive learning is in the first preset numerical range, the locking stop points are normal, otherwise, the number of the locking stop points of the vehicle is out of tolerance, and at the moment, out-of-tolerance early warning is carried out. Similarly, if the unlocking dead point degree obtained through self-adaptive learning is within the first preset value range, the unlocking dead point degree is normal, otherwise, the unlocking dead point degree is out of tolerance, and at the moment, out of tolerance early warning is carried out.
Further, still include: controlling a P gear sensor to detect the rotation degree of the P gear motor in real time; and if the rotation degree of the P-gear motor is kept unchanged within the preset time length and the rotation degree of the P-gear motor is not within the locking degree range or the unlocking degree range, determining that the P-gear motor has a rotation blocking fault and performing fault early warning.
In the embodiment, the rotation degree of the P-gear motor is detected in real time through the P-gear motor, the state of the P-gear motor is detected, and early warning is performed once the P-gear motor is blocked in the rotation process.
On the basis of the above method item embodiment, the invention correspondingly provides a system item embodiment.
An embodiment of the invention provides an electronic P-gear control system, which comprises a P-gear motor controller and a P-gear motor;
the P-gear motor controller is used for controlling a P-gear motor to rotate along the locking direction of the vehicle when receiving a parking command until the rotation degree of the P-gear motor is within the locking degree range, so that the P-gear motor controls a P-gear parking mechanism to lock a gearbox or a driving motor of the vehicle; wherein the lock degree range is determined according to the lock dead point degree; the lock stop degree is the maximum rotation degree of the P-gear motor in the locking direction of the vehicle when the vehicle is in a static state.
Further, the P-gear motor controller is also used for controlling the P-gear motor to rotate along the unlocking direction of the vehicle until the rotation degree of the P-gear motor is within the unlocking degree range, so that the P-gear motor controls the P-gear parking mechanism to unlock a gearbox or a driving motor of the vehicle; the unlocking degree range is determined according to the unlocking dead point degree; the unlocking dead point degree is the maximum rotation degree of the P-gear motor rotating along the unlocking direction of the vehicle when the vehicle is in a static state.
Further, the P-gear motor controller is further used for carrying out-of-tolerance early warning when the locking stop degree is determined to exceed a first preset numerical range or when the unlocking stop degree is determined to exceed a second preset numerical range.
Further, the P-gear sensor is used for detecting the rotation degree of the P-gear motor in real time and transmitting the detected rotation degree of the P-gear motor to the P-gear motor controller; the P gear motor controller is further used for determining that the P gear motor has a rotation blocking fault and performing fault early warning when the P gear motor controller detects that the rotation degree of the P gear motor is kept unchanged within a preset time length and the rotation degree of the P gear motor is not within the locking degree range or the unlocking degree range.
Further, the P-gear motor controller, the P-gear motor and the P-gear sensor are integrated into a whole.
The embodiment of the invention has the following beneficial effects:
the embodiment of the invention discloses an electronic P-gear-based parking method and an electronic P-gear control system. When a parking command is received, the P-gear motor is controlled to rotate until the rotation degree of the P-gear motor is within the locking degree range, and at the moment, the P-gear parking mechanism can lock a gearbox or a driving motor of the vehicle, so that the aim of locking the gearbox or the driving motor of the vehicle is fulfilled.
Drawings
Fig. 1 is a flowchart illustrating a parking method based on an electronic P-range according to a first embodiment of the present invention.
Fig. 2 is a flowchart illustrating a parking method based on an electronic P-range according to a second embodiment of the present invention.
Fig. 3 is a flowchart illustrating a parking method based on an electronic P-range according to a third embodiment of the present invention.
Fig. 4 is a flowchart illustrating a parking method based on an electronic P-range according to a fourth embodiment of the present invention.
Fig. 5 is a logic diagram for controlling a rotation angle of a P-range motor in a parking method based on an electronic P-range according to a fourth embodiment of the present invention.
Fig. 6 is a system architecture diagram of a P-range control system according to a fifth embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The first embodiment:
as shown in fig. 1, a first embodiment of the present invention provides an electronic P range-based parking method, including the steps of:
and S101, when the vehicle is static, controlling the P-gear motor to rotate along the locking direction of the vehicle, and then taking the maximum rotation degree of the P-gear motor rotating along the locking direction of the vehicle as the locking stop point degree of the vehicle.
And S102, determining a locking degree range according to the locking dead point degree of the vehicle.
And S103, when a parking command is received, controlling the P-gear motor to rotate along the locking direction of the vehicle until the rotation degree of the P-gear motor is within the locking degree range, so that the P-gear motor controls the P-gear parking mechanism to lock a gearbox or a driving motor of the vehicle.
For step S101, before the transmission or the driving motor of the vehicle is locked, it is first required to determine the number of lock-up dead center degrees of the vehicle, that is, the number of rotation degrees of the P-range motor when the transmission or the driving motor of the vehicle is locked. Therefore, adaptive learning of the lock-up dead center degree is required.
Specifically, the electronic P-range motor controller determines a vehicle speed signal after the KL15 is powered on, drives the P-range parking motor to rotate continuously in the locking direction of the vehicle when the vehicle speed V is 0km/h until the P-range parking motor cannot rotate continuously, and then a final rotation degree is a maximum rotation degree of the P-range motor rotating in the locking direction of the vehicle, and the maximum rotation degree at this time is used as a locking stop degree. And the data is stored in an EEPROM (electrically erasable programmable read-only memory), thereby completing the self-adaptive learning of the vehicle locking dead point position.
It should be noted that for a conventional fuel-powered vehicle, the target of locking is a transmission of the vehicle and for a new energy electric vehicle, the target of locking is a driving motor of the vehicle.
For step S102, since the P-range motor is generally not rotated to the limit position of the lock-up in order to prevent the transmission or the driving motor of the vehicle from being damaged during the actual lock-up process, the degree of P-range electronic rotation is generally controlled to be lower than the actual lock-up dead point degree during the lock-up process. For this purpose, in the embodiment of the present invention, a corresponding lock degree range is set according to the lock dead point degree. Assuming that the lock-out point number is B, the lock-out number may range from: b-theta1～B-θ2. Note that θ1、θ2And not absolute, may be negative.
For step S103, still taking the lock-up dead center degree as B, the lock-up degree range is: b-theta1～B-θ2For example. When a parking command is received, the P-gear motor controller controls the P-gear motor to rotate along the locking direction of the vehicle, the P-gear motor drives the P-gear parking mechanism to move in the rotating process, and when the P-gear motor rotates, the P-gear motorDegree of rotation of to B-theta1～B-θ2And when the vehicle is in the range of (1), stopping rotation, and locking a gearbox or a driving motor of the vehicle by the P-gear parking mechanism.
According to the first embodiment of the invention, when the parking instruction is received, the transmission or the driving motor of the vehicle can be locked according to the locking degree range.
On the basis of the first embodiment of the invention, a second embodiment is correspondingly provided;
as shown in fig. 2, a second embodiment of the present invention provides an electronic P range based parking method, including:
step S11, when the vehicle is static, controlling the P-gear motor to rotate along the locking direction of the vehicle, and then taking the maximum rotation degree of the P-gear motor rotating along the locking direction of the vehicle as the locking stop point degree of the vehicle; when the vehicle is static, controlling the P-gear motor to rotate along the unlocking direction of the vehicle, and then taking the maximum rotation degree of the P-gear motor rotating along the unlocking direction of the vehicle as the unlocking stop point degree of the vehicle;
step S12, determining a locking degree range according to the locking dead point degree of the vehicle; and determining the unlocking degree range according to the unlocking dead point degree of the vehicle.
And step S13, when a parking command is received, the P-gear motor is controlled to rotate along the locking direction of the vehicle until the rotation degree of the P-gear motor is within the locking degree range, so that the P-gear motor controls the P-gear parking mechanism to lock the gearbox or the driving motor of the vehicle.
Step S14, when an unlocking command is received, the P-gear motor is controlled to rotate along the unlocking direction of the vehicle until the rotation degree of the P-gear motor is within the unlocking degree range, so that the P-gear motor controls the P-gear parking mechanism to unlock a gearbox or a driving motor of the vehicle;
in this embodiment, step S11 differs from step S101 in the first embodiment in that, in step S11, in addition to the adaptive learning of the position of the vehicle lock-up dead center, the adaptive learning of the position of the vehicle unlock dead center is performed; specifically, the electronic P-range motor controller determines a vehicle speed signal after the KL15 is powered on, drives the P-range parking motor to rotate continuously along the unlocking direction of the vehicle when the vehicle speed V is 0km/h until the P-range parking motor cannot rotate continuously, and the final rotation degree is the maximum rotation degree of the P-range motor rotating along the unlocking direction of the vehicle, and the maximum rotation degree at this time is used as the unlocking stop degree. And stored in the EEPROM, thereby completing the self-adaptive learning of the vehicle locking dead center position. In step S11, the adaptive learning of the lock dead center position is the same as that in step S101, and will not be described again.
As for step S12, step S12 differs from step S102 in the first embodiment in that, in step S12, an unlocking degree range is also determined from the unlocking dead point degrees. Specifically, in the embodiment of the present invention, a corresponding locking degree range is set according to the unlocking dead point degree. Assuming that the lock dead point number is a, the lock number range may be:
it is to be noted that
It is not absolute value and may be negative
Step S13 is identical to step S103 in the first embodiment of the present invention, and will not be described herein again.
For step S14, taking the unlock dead point degree as a, the unlock degree range is:
for example. When a parking command is received, the P-gear motor controller controls the P-gear motor to rotate along the unlocking direction of the vehicle, the P-gear motor drives the P-gear parking mechanism to move in the rotating process, and when the rotating degree of the P-gear motor reaches the preset value
When the parking position is within the range of (1), the rotation is stopped, and the P-gear parking mechanism is usedUnlocking of a gearbox or a driving motor of the vehicle is achieved.
A third embodiment is correspondingly provided on the basis of the second embodiment of the invention;
as shown in fig. 3, a third embodiment of the present invention provides an electronic P range based parking method, including:
step S11, when the vehicle is static, controlling the P-gear motor to rotate along the locking direction of the vehicle, and then taking the maximum rotation degree of the P-gear motor rotating along the locking direction of the vehicle as the locking stop point degree of the vehicle; when the vehicle is static, controlling the P-gear motor to rotate along the unlocking direction of the vehicle, and then taking the maximum rotation degree of the P-gear motor rotating along the unlocking direction of the vehicle as the unlocking stop point degree of the vehicle;
step S111, judging whether the locking dead point degree exceeds a first preset numerical range, if so, performing out-of-tolerance early warning, and reading the locking dead point degree stored last time from a memory of the vehicle as the locking dead point degree at the moment; judging whether the unlocking stop degree exceeds a second preset numerical range or not, if so, carrying out-of-tolerance early warning, and reading the last stored unlocking stop degree from a memory of the vehicle to be used as the unlocking stop degree at the moment;
step S12, determining a locking degree range according to the locking dead point degree of the vehicle; and determining the unlocking degree range according to the unlocking dead point degree of the vehicle.
And step S13, when a parking command is received, the P-gear motor is controlled to rotate along the locking direction of the vehicle until the rotation degree of the P-gear motor is within the locking degree range, so that the P-gear motor controls the P-gear parking mechanism to lock the gearbox or the driving motor of the vehicle.
Step S14, when an unlocking command is received, the P-gear motor is controlled to rotate along the unlocking direction of the vehicle until the rotation degree of the P-gear motor is within the unlocking degree range, so that the P-gear motor controls the P-gear parking mechanism to unlock a gearbox or a driving motor of the vehicle;
the third embodiment of the present invention is different from the second embodiment of the present invention in that step S111 is added.
For step S111, because there are a P-stop parking system mechanism manufacturing tolerance, a P-stop parking system assembly tolerance, and a P-stop parking system control tolerance in the actual manufacturing process, a reasonable value range, that is, the first preset value range and the second preset value range, is respectively corresponding to the lock-up stop degree and the unlock-up stop degree, and if the lock-up stop degree obtained through adaptive learning is within the first preset value range, and the unlock-up stop degree is within the second preset value range, it is normal, otherwise, it is determined that the vehicle lock-up stop position is out of tolerance or the vehicle unlock-up stop position is out of tolerance, and at this time, an out-of-tolerance warning is performed.
Specifically, assume that the normal numerical range of the unlock dead center degree (i.e., the first predetermined numerical range) is: omega1～ω2(ii) a The normal range of lock-up dead center degrees is λ (i.e., the second predetermined range of values)1～λ2(ii) a Then when the obtained unlocking dead point degree A < omega1Or A > omega2If the unlocking dead point degree is out of tolerance, the locking dead point degree B is less than lambda1Or A > lambda2And judging that the locking stop point degree is out of tolerance. And when any one of the unlocking dead point degree or the locking dead point degree is out of tolerance, performing out-of-tolerance early warning. And when the unlocking stop degree is out of tolerance, the self-adaptive learning of the unlocking stop degree is determined to fail, and the unlocking stop degree successfully stored in the EEPROM at the last time is called as the unlocking stop degree at this time. And similarly, when the locking dead point exceeds the tolerance, the locking dead point self-adaptive learning is determined to fail, and the locking dead point degree successfully stored in the EEPROM at the last time is called as the locking dead point degree at the moment. The subsequent steps are then performed.
A fourth embodiment is correspondingly provided on the basis of the third embodiment of the invention;
as shown in fig. 4, a fourth embodiment of the present invention provides an electronic P range-based parking method, including:
step S11, when the vehicle is static, controlling the P-gear motor to rotate along the locking direction of the vehicle, and then taking the maximum rotation degree of the P-gear motor rotating along the locking direction of the vehicle as the locking stop point degree of the vehicle; when the vehicle is static, controlling the P-gear motor to rotate along the unlocking direction of the vehicle, and then taking the maximum rotation degree of the P-gear motor rotating along the unlocking direction of the vehicle as the unlocking stop point degree of the vehicle;
step S111, judging whether the locking dead point degree exceeds a first preset numerical range, if so, performing out-of-tolerance early warning, and reading the locking dead point degree stored last time from a memory of the vehicle as the locking dead point degree at the moment; judging whether the unlocking stop degree exceeds a second preset numerical range or not, if so, carrying out-of-tolerance early warning, and reading the last stored unlocking stop degree from a memory of the vehicle to be used as the unlocking stop degree at the moment; and if the locking dead point degree is not more than the first preset numerical range and the unlocking dead point degree is not more than the second preset numerical range, directly executing the following steps.
Step S12, determining a locking degree range according to the locking dead point degree of the vehicle; and determining the unlocking degree range according to the unlocking dead point degree of the vehicle.
And step S13, when a parking command is received, the P-gear motor is controlled to rotate along the locking direction of the vehicle until the rotation degree of the P-gear motor is within the locking degree range, so that the P-gear motor controls the P-gear parking mechanism to lock the gearbox or the driving motor of the vehicle.
Step S14, when an unlocking command is received, the P-gear motor is controlled to rotate along the unlocking direction of the vehicle until the rotation degree of the P-gear motor is within the unlocking degree range, so that the P-gear motor controls the P-gear parking mechanism to unlock a gearbox or a driving motor of the vehicle;
step S15, controlling a P-gear sensor to detect the rotation degree of the P-gear motor in real time; and if the rotation degree of the P-gear motor is kept unchanged within the preset time length and the rotation degree of the P-gear motor is not within the locking degree range or the unlocking degree range, determining that the P-gear motor has a rotation blocking fault and performing fault early warning.
Compared with the third embodiment of the present invention, the fourth embodiment of the present invention adds step S15;
for step S15, in the process of parking and unlocking the vehicle, the P-range sensor detects the rotation degree of the P-range motor in real time, and if the rotation degree of the P-range motor remains unchanged for a period of time, but the rotation degree is not within the locking degree range or the unlocking degree range, it indicates that the P-range motor is blocked during rotation, which eventually results in unlocking or locking failure, and once this occurs, the P-range motor controller performs fault early warning.
Preferably, in this embodiment, in consideration of the problem of the identification accuracy of the P-range sensor, the normal interval range of the P-range motor rotation degree during unlocking and locking may be adjusted, that is, the locking degree range or the unlocking degree range is not used as the reference range of the fault early warning;
specifically, when unlocking, the normal range of the rotation degree of the P-gear motor detected by the P-gear sensor can be determined as
It is to be noted that
Not absolute, it may be negative;
when the motor is locked, the normal range of the rotation degree of the P-gear motor detected by the P-gear sensor can be defined as B-theta3～B-θ4(ii) a Note that θ3、θ4Not absolute, it may be negative;
then, during the locking or unlocking process, the P-gear sensor detects the rotation degree of the P-gear motor in real time, and if the rotation degree of the P-gear motor is kept unchanged for a period of time, the rotation degree is not kept
Range or B-theta3～B-θ4In the process, the blockage of the P gear motor in the rotating process is shown, and finally the unlocking or locking failure is caused, once the P gear motor rotates, the unlocking or locking failure is causedWhen the situation occurs, the P-gear motor controller carries out fault early warning.
In more detail, in the unlocking process, the P-gear sensor is used for detecting the rotation degree of the P-gear motor in real time, and if the rotation degree of the P-gear motor is kept unchanged for a period of time, the rotation degree is not kept
And if so, judging that the vehicle is unlocked and failed.
Detecting the rotation degree of the P-gear motor in real time through a P-gear sensor in the locking process, and if the rotation degree of the P-gear motor is kept unchanged in a period of time, the rotation degree is not in B-theta3～B-θ4And if so, judging that the vehicle is unlocked and failed.
A logic diagram of a P-range motor rotation angle control in the electronic P-range based parking method according to the fourth embodiment of the present invention is shown in fig. 5.
On the basis of the above method item embodiment of the present invention, the fifth embodiment of the present invention correspondingly provides a system item embodiment;
as shown in fig. 5, a fifth embodiment of the present invention provides a system of a P range control system: the device comprises a P-gear motor controller, a P-gear motor and a P-gear motor controller;
the P-gear motor controller is used for controlling the P-gear motor to rotate along the vehicle locking direction until the rotation degree of the P-gear motor is within the locking degree range when receiving a parking command, so that the P-gear motor controls the P-gear parking mechanism to lock a gearbox or a driving motor of a vehicle; wherein the lock degree range is determined according to the lock dead point degree; the lock stop degree is the maximum rotation degree of the P-gear motor in the locking direction of the vehicle when the vehicle is in a static state.
The P-gear motor controller is also used for controlling the P-gear motor to rotate along the unlocking direction of the vehicle until the rotation degree of the P-gear motor is within the unlocking degree range, so that the P-gear motor controls the P-gear parking mechanism to unlock a gearbox or a driving motor of the vehicle; the unlocking degree range is determined according to the unlocking dead point degree; the unlocking dead point degree is the maximum rotation degree of the P-gear motor rotating along the unlocking direction of the vehicle when the vehicle is in a static state.
The P-gear motor controller is further used for carrying out-of-tolerance early warning when the locking dead point degree is determined to exceed a first preset numerical range or when the unlocking dead point degree is determined to exceed a second preset numerical range.
The P gear sensor is used for detecting the rotation degree of the P gear motor in real time and transmitting the detected rotation degree of the P gear motor to the P gear motor controller; the P gear motor controller is further used for determining that the P gear motor has a rotation blocking fault and performing fault early warning when the P gear motor controller detects that the rotation degree of the P gear motor is kept unchanged within a preset time length and the rotation degree of the P gear motor is not within the locking degree range or the unlocking degree range.
Preferably, the P-gear motor controller, the P-gear motor and the P-gear sensor are integrated into a whole. The P-gear parking mechanism is integrated in a gearbox or a driving motor of a vehicle.
The working principle of the whole electronic P-gear control system is explained again as follows:
the P-gear motor controller performs adaptive angle learning after power-on initialization, the default P-gear state of the power-on initialization is taken as a reference, meanwhile, the fact that the speed of the vehicle is effective and the self-adaptive angle learning of the P-gear motor to the unlocking stop point degree A and the locking stop point degree B of the P-gear parking mechanism is driven under the working condition of 0km/h is guaranteed, and if the learning is successful, the values of the unlocking stop point degree A and the locking stop point degree B are stored in an EEPROM and are convenient to call; while the adaptive learning state is defined as successful. If the range of the value A or the value B is out of tolerance in the self-adaptive learning process, the self-adaptive angle learning value is abandoned, the unlocking stop point degree and the locking stop point degree stored in the EEPROM before the last power-off are called in the power-on cycle control, and the self-adaptive learning state is defined as failure.
After detecting that the finished automobile has an unlocking demand, the upper-layer system TCU/VCU sends an unlocking instruction to the P-gear motor controller, the P-gear motor controller carries out unlocking control based on the stored successful self-adaptive learning unlocking stop point degree A, the sensor reads that the rotation degree of the P-gear motor is between A + phi 1 and A + phi 2, the unlocking success is judged, meanwhile, the actual position state of the P-gear motor is recorded as an unlocking state, and the upper-layer system TCU/VCU is fed back to realize the unlocking success; and if the sensor reads that the position of the parking mechanism is out of tolerance, judging that the unlocking is failed.
After an upper-layer system TCU/VCU detects that a parking demand exists on a whole vehicle, a P-gear motor controller sends a locking instruction, the P-gear motor controller performs locking control based on the successfully stored self-adaptive learning locking dead point degree B, a sensor reads that the rotation degree of a P-gear motor is between B-theta 1 and B-theta 2, the locking is judged to be successful, meanwhile, the actual position state of the P-gear motor is set to be a locking state, and the upper-layer system TCU/VCU is fed back to be successful in locking; and if the sensor reads that the position of the parking mechanism is out of tolerance, judging that the locking is failed.
While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention.
Claims (10)
1. A parking method based on an electronic P gear is characterized by comprising the following steps:
when a parking command is received, controlling a P-gear motor to rotate along the locking direction of the vehicle until the rotation degree of the P-gear motor is within the locking degree range, so that the P-gear motor controls a P-gear parking mechanism to lock a gearbox or a driving motor of the vehicle;
wherein the lock degree range is determined according to the lock dead point degree; the lock stop degree is the maximum rotation degree of the P-gear motor in the locking direction of the vehicle when the vehicle is in a static state.
2. The electronic P range based parking method according to claim 1, further comprising:
when an unlocking command is received, the P-gear motor is controlled to rotate along the unlocking direction of the vehicle until the rotation degree of the P-gear motor is within the unlocking degree range, so that the P-gear motor controls the P-gear parking mechanism to unlock a gearbox or a driving motor of the vehicle;
the unlocking degree range is determined according to the unlocking dead point degree; the unlocking dead point degree is the maximum rotation degree of the P-gear motor rotating along the unlocking direction of the vehicle when the vehicle is in a static state.
3. The electronic P range based parking method according to claim 1, wherein the lock-up dead center degree is obtained by:
judging a vehicle speed signal after the KL15 of the vehicle is electrified, and then driving the P-gear motor to continuously rotate along the locking direction of the vehicle when the vehicle speed is judged to be 0 until the P-gear motor cannot continuously rotate;
and taking the rotation degree of the P-gear motor when the P-gear motor stops rotating as the maximum rotation degree of the P-gear motor rotating along the locking direction of the vehicle, taking the maximum rotation degree at the moment as the locking stop degree, and storing the locking stop degree in a memory.
4. The electronic P range based parking method according to claim 1, further comprising:
and when the locking stop degree is determined to exceed a first preset value range or the unlocking stop degree exceeds a second preset threshold value range, carrying out-of-tolerance early warning.
5. The electronic P range based parking method according to claim 2, further comprising:
controlling a P gear sensor to detect the rotation degree of the P gear motor in real time;
and if the rotation degree of the P-gear motor is kept unchanged within the preset time length and the rotation degree of the P-gear motor is not within the locking degree range or the unlocking degree range, determining that the P-gear motor has a rotation blocking fault and performing fault early warning.
6. An electronic P-range control system, comprising: a P-gear motor controller and a P-gear motor;
the P-gear motor controller is used for controlling the P-gear motor to rotate along the vehicle locking direction until the rotation degree of the P-gear motor is within the locking degree range when receiving a parking command, so that the P-gear motor controls the P-gear parking mechanism to lock a gearbox or a driving motor of a vehicle;
wherein the lock degree range is determined according to the lock dead point degree; the lock stop degree is the maximum rotation degree of the P-gear motor in the locking direction of the vehicle when the vehicle is in a static state.
7. The electronic P-range control system according to claim 6, wherein the P-range motor controller is further configured to control the P-range motor to rotate in a vehicle unlocking direction until the degree of rotation of the P-range motor is within an unlocking degree range, so that the P-range motor controls the P-range parking mechanism to unlock a transmission or a driving motor of a vehicle;
the unlocking degree range is determined according to the unlocking dead point degree; the unlocking dead point degree is the maximum rotation degree of the P-gear motor rotating along the unlocking direction of the vehicle when the vehicle is in a static state.
8. The electronic P-range control system according to claim 6, wherein the P-range motor controller is further configured to perform an out-of-tolerance warning when it is determined that the number of lock-up stops exceeds a first predetermined range of values, or when it is determined that the number of unlock stops exceeds a second predetermined range of values.
9. The electronic P range control system of claim 8, further comprising a P range sensor;
the P gear sensor is used for detecting the rotation degree of the P gear motor in real time and transmitting the detected rotation degree of the P gear motor to the P gear motor controller;
the P gear motor controller is further used for determining that the P gear motor has a rotation blocking fault and performing fault early warning when the P gear motor controller detects that the rotation degree of the P gear motor is kept unchanged within a preset time length and the rotation degree of the P gear motor is not within the locking degree range or the unlocking degree range.
10. The electronic P range control system of claim 9, wherein said P range motor controller, P range motor and said P range sensor are integrated.
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| CN202010919035.0A CN114135666B (en) | 2020-09-04 | 2020-09-04 | Parking method based on electronic P gear and electronic P gear control system |
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