Gear shifting control method for electric vehicle

Abstract

A gear shifting control method for an electric vehicle includes an operation range determination step of determining, by a controller, whether a current revolutions per minute (RPM) of a motor falls within a constant torque range or a constant power range when gear shifting is initiated between a first shift gear and a second shift gear. A variable control step controls an operating power of a cone clutch by adjusting an operating tilt if it is determined that the RPM of the motor falls within the constant torque range in the operation range determination step. A constant control step controls the operating power of the cone clutch to be constant if it is determined that the RPM of the motor falls within the constant power range in the operation range determination step.

Claims

1. A gear shifting control method for an electric vehicle, the method comprising: an operation range determination step of determining, by a controller, whether a current revolution per minute (RPM) of a motor falls within a constant torque range or a constant power range when gear shifting is initiated between a first shift gear and a second shift gear; a variable control step of controlling, by the controller, an operating power of a cone clutch by adjusting an operating tilt if it is determined that the RPM of the motor falls within the constant torque range in the operation range determination step; and a constant control step of controlling, by the controller, the operating power of the cone clutch to be constant if it is determined that the RPM of the motor falls within the constant power range in the operation range determination step, wherein the cone clutch is configured to prevent a torque interruption during shifting by a synchronizer.

2. The gear shifting control method of claim 1, wherein the controller starts performing the variable control step when the RPM of the motor enters the constant torque range during the constant control step.

3. The gear shifting control method of claim 1, wherein the variable control step and the constant control step are performed until the synchronizer is interlocked with the second shift gear, and the cone clutch is released after the synchronizer is interlocked with the second shift gear.

4. The gear shifting control method of claim 2, wherein the operating tilt in the variable control step is obtained by dividing a difference between a current torque of an output shaft when the variable control step is initiated and a target torque of the output shaft when the variable control step is terminated by a target time required for performing the variable control step.

5. The gear shifting control method of claim 1, wherein the motor is connected to an input shaft for supplying power and an output shaft is parallel to the input shaft, a first driving gear and a first driven gear are connected to the input shaft and the output shaft, a second driving gear and a second driven gear are also connected to the input shaft and the output shaft, and the synchronizer is mounted to the output shaft between the first driven gear and the second driven gear to connect or disconnect the first and second driven gears and to or from the output shaft.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The above and other objects, features and advantages of the present disclosure will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings.

(2) FIG. 1 is a diagram of an exemplary configuration of a 2-speed gearshift for an electric vehicle having a cone clutch according to the related art to which the present disclosure is applicable.

(3) FIG. 2 shows a graph of changes in torque at an output shaft when the 2-speed gearshift of FIG. 1 shifts from a first gear to a second gear.

(4) FIG. 3 is a flowchart illustrating a gear shifting control method for an electric vehicle according to an embodiment of the present inventive concept.

(5) FIG. 4 is a characteristic curve of change in torque over revolutions per minute (RPM) of a motor.

DETAILED DESCRIPTION

(6) Hereinafter, embodiments of the present inventive concept will be described in detail with reference to the attached drawings.

(7) Reference now should be made to the drawings, in which the same reference numerals are used throughout the different drawings to designate the same or similar components.

(8) Referring to FIG. 3, a gear shifting control method for an electric vehicle according to an embodiment of the present inventive concept, a controller C determines whether revolutions per minute (RPM) of a motor M falls within a constant torque range or a constant power range when gear shifting is initiated between a first shift gear and a second shift gear at step S10 (an operation range determination step). An operating power of a cone clutch CC is controlled by adjusting a predetermined operating tilt if it is determined that the RPM of the motor M falls within the constant torque range at step S20 (variable control step). The operating power of the cone clutch CC is maintained if it is determined that the RPM of the motor M falls within the constant power range at step S30 (constant control step).

(9) That is, if the controller C determines that gear shifting from the first gear in a driving state to the second gear is required, the controller C determines whether the current RPM of the motor M falls within the constant torque range or the constant power range and performs the variable control step or the constant control step based on the determination result.

(10) Furthermore, while performing the constant control step S30, the controller C changes to the variable control step S20 when the RPM of the motor enters the constant torque range.

(11) FIG. 4 is a graph showing a characteristic curve of change in torque over RPM of a motor, in which torque characteristics are constant regardless of RPM change in a range below a critical RPM and power characteristics are constant where torque decreases as the RPM increases in a range equal to or higher than the critical RPM. In the present disclosure, the cone clutch is controlled using the torque characteristics over the RPM of the motor, thereby easily attaining linear changes in torque at an output shaft during gear shifting.

(12) That is, when the gear shifting initiates in the constant torque range, in which the torque is constant over change in RPM of the motor, the RPM of the motor remains in the constant torque range until the gear shifting is finished. Therefore, when the RPM of the motor decreases as the gear shifting is made from the first gear to the second gear, an operating power to operate the cone clutch to produce a frictional force needs to be controlled at a certain tilt, i.e., at a predetermined operating tilt, in order to linearly reduce the torque at the output shaft as shown in FIG. 1.

(13) Furthermore, when the gear shifting is made in the constant power range in which the RPM of the motor falls within, the operating power for the cone clutch is controlled to be constant since the torque at the output shaft changes linearly, by nature of the constant power range itself, without separately changing the operating power for the cone clutch.

(14) Moreover, even when performing the constant control step, because the gear shifting initiates when the RPM of the motor falls within the constant power range, the RPM of the motor may drop and enter into the constant torque range, in which case performing the variable control step again with respect to the condition may linearly change the torque at the output shaft.

(15) During the gear shifting procedure according to the present disclosure, when the torque is transmitted by the cone clutch, the torque is transmitted only by the cone clutch because the first gear is released but the second gear has yet to be interlocked by a synchronizer system.

(16) The variable control step and the constant control step are performed until the synchronizer is interlocked with the second shift gear, and the cone clutch is released to complete the gear shifting after the synchronizer is interlocked with the second shift gear.

(17) The term ‘second shift gear’ as used herein refers to the second driving gear 2D and second driven gear 2P collectively. Here, the synchronizer is implemented to be interlocked with the second shift gear as a second clutch gear 2C equipped in the second driven gear 2P is interlocked with a sleeve of the synchronizer in the embodiment of FIG. 1.

(18) When the synchronizer is installed on the input axis and the second clutch gear is mounted in the second driving gear, the sleeve of the synchronizer is interlocked with the second clutch gear and integrated with the second driving gear, in which the synchronizer is interlocked with the second shift gear.

(19) The predetermined operating tilt in the variable control step may be obtained by dividing a difference in torque between the current output shaft when the variable control step is initiated and the target output shaft when the variable control step is terminated by a target time required for performing the variable control step.

(20) That is, the operating tilt in the example of FIG. 2 corresponds to (B′−A′)/Δt.

(21) For reference, in the case where the gearshift shown in FIG. 1 shifts between first and second gears, the torque equation may be expressed as follows:
B*Tm−Iα=Tcl,

(22) where B is a 2-speed gear ratio, Tm is motor torque, I is 2-speed gear reflected inertia, α is an angular acceleration, and Tcl is clutch transmissible torque.

(23) When the synchronizer is released and the torque is transmitted only by the cone clutch during gear shifting, the torque at the output shaft may be considered the same as the clutch transmissible torque, which is represented as follows:
Tcl=μ*F*R/sin Θ,

(24) where μ is a coefficient of friction of a frictional member of the cone clutch, F is an operating power for the cone clutch, R is an effective rolling radius of the frictional member of the cone clutch, and Θ is a frictional cone angle on the cone clutch.

(25) When all factors other than F are handled as a constant k in the expression Tcl=μ*F*R/sin Θ,

(26) Tcl=μ*F*R/sin Θ=k*F∝B*Tm, in which since the motor torque Tm in the constant torque range remains constant before and after gear shifting, the operating power F for the cone clutch needs to be controlled at the operating tilt (B′−A′)/Δt to change the torque Tcl at the output shaft to be tilted as shown in FIG. 2.

(27) As such, the gear shifting control method according to the present disclosure may facilitate linear changes in torque at the output shaft, and thus improve shift quality by controlling the operating power to suitably operate the cone clutch depending on the operating range of the motor in the situation where 1-2 power-on upshift occurs due to driver's manipulation.

(28) According to the embodiments of the present inventive concept of a gear shifting control method for an electric vehicle with a gearshift having a cone clutch, shift quality may be improved by controlling the cone clutch such that the output torque at an output shaft changes linearly during gear shifting.

(29) Although the embodiments of the present inventive concept have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions, and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims.