Shift control method, system, electronic device and vehicle

Abstract

The present application relates to the field of transmission, and provide a kind of gear shift control method, system, electronic equipment and vehicle, method includes: determining the first power system needing gear shift and the second power system not needing gear shift in two power systems of vehicle, first power system includes first gearbox and first motor, second power system includes second gearbox and second motor, the output shaft of first gearbox and second gearbox is connected with power coupling mechanism;Send the instruction of zeroing the torque of first motor and the instruction of controlling first gearbox to neutral gear;With current vehicle speed as limit speed control second power system through the output shaft of power coupling mechanism and control the rotational speed of the output shaft of first gearbox;After controlling the rotational speed of first motor to target rotational speed determined based on the rotational speed of the output shaft of power coupling mechanism, control first gearbox to gear;Remove the limit to current vehicle speed.Solve the problem of power interruption in gear shift process, realize power without interruption.

Description

Technical Field

[0001] The present invention relates to the field of transmission technology, and in particular to a gear shift control method, system, electronic equipment and vehicle. Background Art

[0002] During vehicle driving, the required vehicle speed can be obtained by shifting gears through the transmission according to different working conditions.

[0003] In the process of implementing the present invention, the inventors discovered that the prior art has at least the following problems:

[0004] Many transmissions experience power interruptions during shifting, impacting normal vehicle operation, especially when loaded or traveling uphill. This can prevent safety requirements for shifting, making power interruptions during transmission shifting a critical issue that the industry urgently needs to address. Summary of the Invention

[0005] The present invention provides a gear shift control method, system, electronic equipment and vehicle, which are used to solve the problem of power interruption during the gear shifting process of a transmission in the prior art and achieve uninterrupted power during the gear shifting process.

[0006] The present invention provides a shift control method, comprising:

[0007] determining a first power system requiring a gear shift and a second power system requiring no gear shift, of two power systems of the vehicle, wherein the first power system includes a first gearbox and a first motor connected to an input shaft of the first gearbox, and the second power system includes a second gearbox and a second motor connected to an input shaft of the second gearbox, wherein the output shafts of the first gearbox and the second gearbox are both connected to a power coupling mechanism to output power through the output shaft of the power coupling mechanism;

[0008] issuing an instruction to clear the torque of the first motor to zero and an instruction to control the first gearbox to return to neutral;

[0009] Taking the current vehicle speed as the limit vehicle speed, controlling the second power system to output power through the output shaft of the power coupling mechanism and controlling the speed of the output shaft of the first gearbox;

[0010] determining a target speed of the first motor based on the speed of the output shaft of the power coupling mechanism; and controlling the first gearbox to shift into a gear after controlling the speed of the first motor to reach the target speed.

[0011] The limit on the current vehicle speed is lifted.

[0012] Preferably, after issuing the instruction to clear the torque of the first motor to zero, the method further includes:

[0013] If it is determined that a brake signal has been received, after issuing an instruction to control the first transmission to return to neutral, detecting whether a timeout has occurred for the first transmission to return to neutral;

[0014] In the event that the first gearbox times out when returning to neutral, determining the direction of the moment of inertia based on a speed change trend of the second motor, and if the direction of the moment of inertia is the same as the direction of the speed of the second motor, controlling the speed of the first motor to increase; and if the direction of the moment of inertia is opposite to the direction of the speed of the second motor, controlling the speed of the first motor to decrease so that the first gearbox returns to neutral;

[0015] After the first gearbox returns to neutral, the target speed of the first motor is determined based on the speed of the output shaft of the power coupling mechanism. After the speed of the first motor is controlled to reach the target speed, the first gearbox is controlled to shift into gear.

[0016] Preferably, the present invention provides a shift control method, further comprising:

[0017] When the first gearbox returns to neutral without timing out, the target speed of the first motor is determined based on the speed of the output shaft of the power coupling mechanism. After the speed of the first motor is controlled to reach the target speed, the first gearbox is controlled to shift into a gear.

[0018] Preferably, the present invention provides a shift control method, further comprising:

[0019] When the gear with the highest speed ratio among all gears provided by the first gearbox and the second gearbox is in a locked state, if any one of the following conditions is met: the current vehicle speed is lower than a preset vehicle speed and the road gradient is greater than a preset gradient, the locked state of the gear with the highest speed ratio is released;

[0020] The controlling the first transmission to shift into a gear comprises:

[0021] Control the first gearbox to shift into the gear with the largest speed ratio.

[0022] Preferably, after releasing the restriction on the current vehicle speed, the method further comprises:

[0023] The first power system and the second power system are controlled to restore normal power output.

[0024] The present invention also provides a gear shift control system, comprising:

[0025] the vehicle’s two powertrains;

[0026] A transmission control unit, the transmission control unit is used to determine a first power system that needs to be shifted and a second power system that does not need to be shifted among the two power systems of the vehicle, the first power system includes a first transmission and a first motor connected to the input shaft of the first transmission, the second power system includes a second transmission and a second motor connected to the input shaft of the second transmission, the output shaft of the first transmission and the output shaft of the second transmission are both connected to a power coupling mechanism to output power through the output shaft of the power coupling mechanism; issue an instruction to clear the torque of the first motor and an instruction to control the first transmission to return to neutral; control the second power system to output power through the output shaft of the power coupling mechanism and control the speed of the output shaft of the first transmission with the current vehicle speed as the limit vehicle speed; determine the target speed of the first motor based on the speed of the output shaft of the power coupling mechanism; control the first transmission to shift after controlling the speed of the first motor to the target speed; and release the limit on the current vehicle speed.

[0027] Preferably, the transmission control unit is further configured to:

[0028] If it is determined that a brake signal has been received, after issuing an instruction to control the first transmission to return to neutral, detecting whether a timeout has occurred for the first transmission to return to neutral;

[0029] In the event that the first gearbox times out when returning to neutral, determining the direction of the moment of inertia based on a speed change trend of the second motor, and if the direction of the moment of inertia is the same as the direction of the speed of the second motor, controlling the speed of the first motor to increase; and if the direction of the moment of inertia is opposite to the direction of the speed of the second motor, controlling the speed of the first motor to decrease so that the first gearbox returns to neutral;

[0030] After the first gearbox returns to neutral, the target speed of the first motor is determined based on the speed of the output shaft of the power coupling mechanism. After the speed of the first motor is controlled to reach the target speed, the first gearbox is controlled to shift into gear.

[0031] Preferably, the transmission control unit is further configured to:

[0032] When the gear with the largest speed ratio among all the gears provided by the first gearbox and the second gearbox is in a locked state, if any one of the conditions of the current vehicle speed being lower than a preset vehicle speed and the road slope being greater than a preset slope is satisfied, the locked state of the gear with the largest speed ratio is released; and the first gearbox is controlled to shift to the gear with the largest speed ratio.

[0033] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, any of the above-described shift control methods is implemented.

[0034] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which implements any of the above-mentioned shift control methods when executed by a processor.

[0035] The present invention also provides a vehicle, comprising any one of the above-mentioned shift control systems.

[0036] The gear shift control method provided by the present invention issues an instruction to clear the torque of the first motor of the first power system and an instruction to control the first gearbox to return to neutral when the first power system needs to shift gears. With the current vehicle speed as the limit vehicle speed, the second power system that does not need to shift gears is controlled to output power through the output shaft of the power coupling mechanism and the speed of the output shaft of the first gearbox is controlled, thereby ensuring that power is not interrupted and the vehicle speed, the speed of the output shaft of the power coupling mechanism, and the speed of the output shaft of the first gearbox remain stable. In this way, the target speed of the first motor can be quickly determined based on the speed of the output shaft of the power coupling mechanism. After the speed of the first motor is controlled to the target speed, the first gearbox is quickly controlled to shift gears, and the limit on the current vehicle speed is released, thereby achieving power interruption-free, fast and stable gear shifting. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0038] Figure 1 This is one of the flow charts of a shift control method according to an embodiment of the present invention;

[0039] Figure 2 1 is a schematic diagram showing the principles of two power systems of a vehicle according to an embodiment of the present invention;

[0040] Figure 3 1 is a schematic structural diagram of a shift control system according to an embodiment of the present invention;

[0041] Figure 4 is a schematic structural diagram of an electronic device according to an embodiment of the present invention;

[0042] Reference numerals:

[0043] 201: first motor; 202: first gearbox; input shaft 203 of the first gearbox;

[0044] 204: first gear; 205: first coupling tooth; 206: second gear;

[0045] 207: second coupling tooth; 208: first gear hub; 209: first sliding gear sleeve;

[0046] 210: third gear; 211: fourth gear; 212: first intermediate shaft;

[0047] 213: output shaft of the first gearbox;

[0048] 301: second motor; 302: second gearbox; 303: input shaft of the second gearbox;

[0049] 304: fifth gear; 305: third coupling gear; 306: sixth gear;

[0050] 307: fourth coupling tooth; 308: second gear hub; 309: second sliding gear sleeve;

[0051] 310: seventh gear; 311: eighth gear; 312: second intermediate shaft;

[0052] 313: output shaft of the second gearbox; 500: power coupling mechanism; 501: ninth gear;

[0053] 502: tenth gear; 503: eleventh gear; 504: output end of the power coupling mechanism;

[0054] 600: flange; 700: drive shaft; 800: reduction gearbox;

[0055] 900: drive axle; 1000: wheel; 1100: vehicle speed sensor;

[0056] 1200: Transmission control unit; 1300: Vehicle controller;

[0057] 1400: first MCU; 1500: second MCU; 410: processor;

[0058] 420: Communication interface; 430: Memory; 440: Communication bus. DETAILED DESCRIPTION

[0059] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0060] The following combination Figures 1 to 3 The shift control method of the present invention is described.

[0061] This embodiment provides a shift control method, such as Figure 1 As shown, the method comprises at least the following steps:

[0062] Step 110: Determine a first power system that requires shifting and a second power system that does not require shifting, of two power systems of the vehicle. The first power system includes a first gearbox and a first motor connected to an input shaft of the first gearbox. The second power system includes a second gearbox and a second motor connected to an input shaft of the second gearbox. The output shaft of the first gearbox and the output shaft of the second gearbox are both connected to a power coupling mechanism to output power through the output shaft of the power coupling mechanism.

[0063] Step 120: Issue an instruction to clear the torque of the first motor to zero and an instruction to control the first gearbox to return to neutral.

[0064] Step 130 : Using the current vehicle speed as the speed limit, control the second power system to output power through the output shaft of the power coupling mechanism and control the speed of the output shaft of the first gearbox.

[0065] Step 140 : Determine a target speed of the first motor based on the speed of the output shaft of the power coupling mechanism; after controlling the speed of the first motor to reach the target speed, control the first gearbox to shift into gear.

[0066] Step 150: Remove the restriction on the current vehicle speed.

[0067] The vehicle can be an ordinary car or an operating machine, and the operating machine can be an engineering machine such as a crane, an excavator, a pile driver, or an engineering vehicle such as a climbing vehicle, a fire truck, a mixer truck, a dump truck, etc. In addition, the vehicle can be a pure electric vehicle.

[0068] In practice, a vehicle can have two powertrains, each of which outputs power. Each powertrain consists of a motor and a transmission. During gear shifts, one powertrain can shift while the other maintains power output, ensuring uninterrupted power. However, due to the coupled torque and speed relationship between the two powertrains, coupled with harsh and variable road conditions and fluctuating vehicle speeds, gear shift control is far more complex than with a single-power-input transmission. If the coupling relationship between the two power systems is ignored and they are simply considered to be superimposed, the two power systems control their gear shifting separately as independent systems. When one power system is shifting and the other power system is in gear, the two power systems may affect each other, resulting in gear shifting failure or even damage to the gear shifting-related mechanisms. For example, during a certain acceleration process, the two power systems are increasing torque output and the vehicle speed is also rising rapidly. One power system needs to shift gears first and adjust the motor speed according to the vehicle speed to achieve gear shifting. However, since the other power system is still outputting power and the vehicle speed is constantly changing, the motor speed adjustment time becomes longer and the effect becomes worse. Since the vehicle speed is still changing, the actual gear shifting speed difference is large, which can easily damage the gear shifting-related mechanisms.

[0069] The shift control method provided in this embodiment can solve the above problems while achieving uninterrupted power.

[0070] Both power systems of the vehicle include a transmission, and the gear positions of the two power systems differ. For example, one transmission has gears 1, 3, and 5, and the other has gears 2, 4, and 6. During normal power output by both power systems, the speed of the motor of each power system can be obtained. When the motor speed reaches the corresponding shifting condition, the power system in which the motor resides can be determined to be the power system requiring a shift and serve as the first power system. The other power system, which does not require a shift, serves as the second power system, and the second power system can maintain power output.

[0071] See also Figure 2 , is a schematic diagram of the principles of the two power systems of the vehicle. The first power system includes a first motor 201 and a first gearbox 202, and the second power system includes a second motor 301 and a second gearbox 302.

[0072] The first gearbox 202 has an input shaft and an output shaft. The input shaft 203 of the first gearbox is connected with the first motor 201, and the input shaft 203 of the first gearbox is fixedly connected with the first gear 204 which has a first engaging tooth 205. The output shaft 213 of the first gearbox is sleeved with the second gear 206 which has a second engaging tooth 207, and the output shaft 213 of the first gearbox is connected with the first tooth hub 208, and the first sliding tooth sleeve 209 is sleeved on the first tooth hub 208. The first gearbox 202 further comprises a third gear 210 engaged with the first gear 204 and a fourth gear 211 engaged with the second gear 206, and the third gear 210 and the fourth gear 211 are drivingly connected through the first intermediate shaft 212. The first sliding tooth sleeve 209 can slide on the first tooth hub 208, and the gear shifting of the first gearbox 202 is realized by changing the position of the first sliding tooth sleeve 209. When the first sliding tooth sleeve 209 moves left, the first sliding tooth sleeve 209 can be engaged with the first engaging tooth 205, the input shaft 203 of the first gearbox and the output shaft 213 of the first gearbox are connected, and the power input by the first motor 201 is directly transmitted from the input shaft 203 of the first gearbox to the output shaft 213 of the first gearbox; when the first sliding tooth sleeve 209 moves right, the first sliding tooth sleeve 209 can be engaged with the second engaging tooth 207, and the power input by the first motor 201 is transmitted to the output shaft 213 of the first gearbox through the first gear 204, the third gear 210, the first intermediate shaft 212, the fourth gear 211, the second gear 206, the first sliding tooth sleeve 209 and the first tooth hub 208.

[0073] The second gearbox 302 has an input shaft and an output shaft. The input shaft 303 of the second gearbox is connected to the second motor 301 and fixedly connected to the fifth gear 304. The fifth gear 304 has a third engaging tooth 305. The output shaft 313 of the second gearbox is loosely mounted on the sixth gear 306. The sixth gear 306 has a fourth engaging tooth 307. The output shaft 313 of the second gearbox is connected to the second gear hub 308, and a second sliding gear sleeve 309 is mounted on the second gear hub 308. The second gearbox 302 also includes a seventh gear 310 meshing with the fifth gear 304 and an eighth gear 311 meshing with the sixth gear 306. The seventh gear 310 and the eighth gear 311 are connected by a second intermediate shaft 312. The second sliding gear sleeve 309 can slide on the second gear hub 308. Shifting of the second gearbox 302 is achieved by changing the position of the second sliding gear sleeve 309. The second sliding gear sleeve 309 moves leftward and can engage with the third engaging tooth 305. The input shaft 303 of the second gearbox is connected to the output shaft 313 of the second gearbox. The power input by the second motor 301 is directly transmitted to the output shaft 313 of the second gearbox via the input shaft 303 of the second gearbox. The second sliding gear sleeve 309 moves rightward and can engage with the fourth engaging tooth 307. The power input by the second motor 301 is transmitted to the output shaft 313 of the second gearbox via the fifth gear 304, the seventh gear 310, the second intermediate shaft 312, the eighth gear 311, the sixth gear 306, the second sliding gear sleeve 309, and the second gear hub 308.

[0074] The output shaft 213 of the first gearbox and the output shaft 313 of the second gearbox are both connected to a power coupling mechanism 500 to output power through an output end 504 of the power coupling mechanism. The power coupling mechanism 500 may include a ninth gear 501 connected to the output shaft 213 of the first gearbox, a tenth gear 502 connected to the output shaft 313 of the second gearbox, and an eleventh gear 503 meshing with the ninth gear 501 and the tenth gear 502. The eleventh gear 503 is connected to the output end 504 of the power coupling mechanism, thereby coupling the power of the output shaft 213 of the first gearbox and the output shaft 313 of the second gearbox and outputting it through the output end 504 of the power coupling mechanism. The output end 504 of the power coupling mechanism may be connected to a transmission shaft 700 via a flange 600. The transmission shaft 700 is connected to a drive axle 900, such as a rear axle, via a reduction gear box 800. The drive axle 900 is connected to wheels 1000 to drive the vehicle.

[0075] The basic working principle of the shifting of the first gearbox 202 and the second gearbox 302 can be referred to in related art and will not be elaborated here.

[0076] The shift control method of this embodiment can be executed by the transmission control unit 1200, such as Figure 3In the shift control system shown, the transmission control unit 1200 can be electrically connected to the vehicle controller 1300, the first motor controller (MCU) 1400 corresponding to the first motor 201, the second MCU 1500 corresponding to the second motor 301, the first transmission 202 and the second transmission 302.

[0077] After determining that the first power system needs to shift gears, the transmission control unit 1200 can issue a command to the first MCU 1400 to reset the torque of the first motor 201 to zero, and issue a command to the first transmission 202 to control the first transmission 202 to return to neutral, thereby returning the first transmission 202 to neutral. At this time, the second power system can still output power, and with the current vehicle speed as the speed limit, the second power system is controlled to output power through the output shaft 504 of the power coupling mechanism, so that the vehicle speed and the speed of the output shaft 504 of the power coupling mechanism remain stable. Since the output shaft 213 of the first transmission is connected to the power coupling mechanism 500, the power coupling mechanism 500 can drive the speed of the output shaft 213 of the first transmission, thereby controlling the speed of the output shaft 213 of the first transmission to remain stable.

[0078] Subsequently, the gearbox control unit 1200 determines the target speed of the first motor 201 based on the speed of the output shaft 504 of the power coupling mechanism. The target speed is the speed that the first motor 201 needs to reach, and the target speed is also stable. The gearbox control unit 1200 sends an instruction to the first MCU 1400 to control the speed of the first motor 201 to the target speed, so that the first MCU 1400 controls the speed of the first motor 201 to the target speed, and sends an instruction to the first gearbox 202 to control the first gearbox 202 to shift gears, so that the first gearbox 202 performs the shift operation, thereby quickly completing the speed adjustment of the first motor 201 and the shifting of the first gearbox 202, reducing the speed difference when shifting gears, reducing the failure rate of the gear-shifting-related mechanisms, and improving the gear shifting reliability. In implementation, as Figure 2 As shown, a vehicle speed sensor 1100 may be provided on the output shaft 504 of the power coupling mechanism, see Figure 3 The transmission control unit 1200 is connected to the vehicle speed sensor 1100 and receives the rotation speed of the output shaft 504 of the power coupling mechanism collected by the vehicle speed sensor 1100.

[0079] After the first power system shifts successfully, the current vehicle speed limit can be released, and after the current vehicle speed limit is released, the first power system and the second power system can be controlled to resume normal power output, thereby exiting the shift control process.

[0080] Among them, the target speed of the first motor 201 is determined based on the speed of the output shaft 504 of the power coupling mechanism. Specifically, the target speed of the first motor 201 corresponding to the speed of the output shaft 504 of the power coupling mechanism can be determined based on the speed ratio between the output shaft 504 of the power coupling mechanism and the first motor 201.

[0081] In this embodiment, when the first power system needs to shift gears, an instruction is issued to clear the torque of the first motor 201 of the first power system and an instruction is issued to control the first gearbox 202 to return to neutral. With the current vehicle speed as the limit vehicle speed, the second power system that does not need to shift gears is controlled to output power through the output shaft 504 of the power coupling mechanism and the speed of the output shaft 213 of the first gearbox is controlled, thereby ensuring that power is not interrupted and the vehicle speed, the speed of the output shaft 504 of the power coupling mechanism, and the speed of the output shaft 213 of the first gearbox remain stable. In this way, the target speed of the first motor 201 can be quickly determined based on the speed of the output shaft 504 of the power coupling mechanism. After the speed of the first motor 201 is controlled to the target speed, the first gearbox 202 is quickly controlled to shift gears, and the limit on the current vehicle speed is released, thereby achieving uninterrupted power and fast and stable gear shifting.

[0082] The solution of this embodiment is more effective in various harsh operating conditions. For example, when loaded or traveling uphill, it can maintain uninterrupted power and achieve fast and stable gear shifting, thus avoiding various safety issues. For example, the vehicle may be a mining dump truck. Mining dump trucks have complex operating conditions and heavy loads, and the need for uninterrupted power and fast and stable gear shifting is more urgent. The solution of this embodiment can effectively improve the gear shifting effect.

[0083] In an exemplary embodiment, after issuing a command to clear the torque of the first motor 201 to zero, the following steps may also be included:

[0084] In the case of determining that a brake signal is received, after issuing an instruction to control the first gearbox 202 to return to neutral, detecting whether the return time of the first gearbox 202 to neutral is timed out;

[0085] In the event that the first gearbox 202 times out when returning to neutral, the direction of the inertia moment is determined based on the speed change trend of the second motor 301. If the direction of the inertia moment is the same as the speed of the second motor 301, the speed of the first motor 201 is controlled to increase. If the direction of the inertia moment is opposite to the speed of the second motor 301, the speed of the first motor 201 is controlled to decrease, so that the first gearbox 202 returns to neutral.

[0086] After the first gearbox 202 returns to neutral, the target speed of the first motor 201 is determined based on the speed of the output shaft 504 of the power coupling mechanism. After the speed of the first motor 201 is controlled to reach the target speed, the first gearbox 202 is controlled to shift into gear.

[0087] After the first gearbox 202 is engaged, the first power system can be controlled to resume normal power output. Thus, the shift control process is exited.

[0088] In actual application, if the first motor 201 in the first power system reaches the shift condition and the driver steps on the brake to slow down during the shift process, the vehicle controller 1300 receives the brake signal and transmits it to the gearbox control unit 1200.

[0089] When the vehicle is running on a flat road, the brake can be used to slow down the vehicle speed, and the second motor 301 has a tendency to slow down. The first power system can be dragged in reverse by the power coupling mechanism 500. Since the rotor of the first motor 201 in the first power system has a large moment of inertia, the first slip sleeve 209 and the first or second coupling teeth 205, 207 cannot be disengaged due to the inertial torque. At this time, the speed of the first motor 201 needs to be controlled to follow the speed of the second motor 301 to facilitate disengagement. When the vehicle is running downhill, the vehicle speed may also increase due to inertia when the brake is applied. The second motor 301 has a tendency to increase in speed, and the first power system can be dragged in the forward direction by the power coupling mechanism 500. At this time, since the rotor of the first motor 201 in the first power system has a large moment of inertia, the first slip sleeve 209 and the first or second coupling teeth 205, 207 cannot be disengaged due to the inertial torque. At this time, the speed of the first motor 201 needs to be controlled to follow the speed of the second motor 301 to facilitate disengagement.

[0090] When the brake is applied, the speed of the second motor 301 may increase, in which case the inertial torque is in the positive direction, i.e., the direction of the inertial torque is the same as the direction of the speed of the second motor 301. The speed of the second motor 301 may also decrease, in which case the inertial torque is in the negative direction, i.e., the direction of the inertial torque is opposite to the direction of the speed of the second motor 301.

[0091] In implementation, the position sensor at the neutral position can be used to determine whether the first gearbox 202 returns to the neutral position. If the first gearbox 202 does not return to the neutral position within a predetermined time, it is determined that the first gearbox 202 has returned to the neutral position for too long.

[0092] In this embodiment, in the case of brake braking, the speed of the first motor 201 is controlled to follow the speed change of the second motor 301, thereby following the speed change of the vehicle. When the vehicle is braked, the disengagement can be smoothly completed, and the shift failure rate is reduced.

[0093] In an exemplary embodiment, the gear shift control method may further include: when the first gearbox 202 returns to neutral without timing out, determining the target speed of the first motor 201 based on the speed of the output shaft 504 of the power coupling mechanism, and after controlling the speed of the first motor 201 to the target speed, controlling the first gearbox 202 to shift into gear.

[0094] After the first gearbox 202 shifts into gear, the first power system can be controlled to resume normal power output, thereby exiting the gear shift control process.

[0095] In actual applications, when the first gearbox 202 returns to neutral without timing out, the target speed of the first motor 201 can be determined directly based on the speed of the output shaft 504 of the power coupling mechanism, thereby adjusting the speed of the first motor 201 to facilitate the first gearbox 202 to shift gears, thereby quickly completing the gear shift.

[0096] It should be noted that after issuing the instruction to clear the torque of the first motor 201 , if no brake signal is received, steps 130 to 160 may be executed.

[0097] In an exemplary embodiment, the gear shift control method may further include: when the gear with the largest speed ratio among all the gears provided by the first gearbox 202 and the second gearbox 302 is in a locked state, if any one of the conditions of the current vehicle speed being lower than a preset vehicle speed and the road slope being greater than a preset slope is satisfied, the locked state of the gear with the largest speed ratio is released; accordingly, controlling the first gearbox 202 to shift gears may include: controlling the first gearbox 202 to shift gears to the gear with the largest speed ratio.

[0098] The gear with the highest speed ratio allows the vehicle to reach maximum speed. In practical applications, for the gear with the highest speed ratio, changes in vehicle speed significantly impact the rotational speed of the first motor 201, potentially damaging the shift-related mechanisms. This requires strict restrictions on shifting conditions and reduced shifting frequency. Therefore, the gear with the highest speed ratio among all the gears provided by the first and second gearboxes 202 and 302 is locked. The vehicle's needs are determined based on the road gradient and vehicle speed to determine whether to release the locked state of the gear with the highest speed ratio.

[0099] The preset vehicle speed is the vehicle speed that needs to be reached under the rotation speed of the first motor 201 and the rotation speed of the second motor 301. The preset vehicle speed can be obtained by using the speed ratio between the vehicle speed and the rotation speed of the first motor 201 and the rotation speed of the second motor 301.

[0100] When the current vehicle speed is lower than the preset speed, it may be that the load is too heavy and the power output is insufficient, so the gear needs to be further increased. When the road slope is greater than the preset slope, it means that you are going uphill and the gear needs to be further increased. At this time, the locked state of the gear with the largest speed ratio can be released. In this way, the gear with the largest speed ratio is allowed to be used when overloaded or climbing, which reduces the frequency of use of the gear with the largest speed ratio, which not only meets the user's requirements but also improves the reliability of gear shifting.

[0101] It should be noted that when neither the current vehicle speed is lower than the preset speed nor the road gradient is greater than the preset gradient is satisfied, the gear with the highest speed ratio is kept locked, thereby reducing the frequency of use of the gear with the highest speed ratio.

[0102] The shift control system provided by the present invention is described below. The shift control system described below and the shift control method described above can be referenced to each other.

[0103] This embodiment provides a shift control system, which can be found in Figure 2 and Figure 3 ,include:

[0104] the vehicle’s two powertrains;

[0105] The transmission control unit 1200 is configured to determine a first power system of the vehicle that requires shifting and a second power system that does not require shifting, the first power system comprising a first transmission 202 and a first motor 201 connected to an input shaft 203 of the first transmission; the second power system comprising a second transmission 302 and a second motor 301 connected to an input shaft 303 of the second transmission; and output shafts 213 of the first transmission and 313 of the second transmission are both connected to a power coupling mechanism 500 to output power through an output shaft 504 of the power coupling mechanism. The transmission control unit 1200 is configured to issue a command to reset the torque of the first motor 201 and to control the first transmission 202 to return to neutral. The transmission control unit 1200 controls the second power system to output power through the output shaft 504 of the power coupling mechanism and to control the speed of the output shaft 213 of the first transmission, taking the current vehicle speed as a limit speed. The transmission control unit 1200 determines a target speed of the first motor 201 based on the speed of the output shaft 504 of the power coupling mechanism. After controlling the speed of the first motor 201 to the target speed, the transmission control unit 1202 controls the first transmission 202 to shift into a new gear. The transmission control unit 1200 also controls the current vehicle speed.

[0106] In an exemplary embodiment, the transmission control unit 1200 is further configured to:

[0107] In the case of determining that a brake signal is received, after issuing an instruction to control the first gearbox 202 to return to neutral, detecting whether the return time of the first gearbox 202 to neutral is timed out;

[0108] In the event that the first gearbox 202 times out when returning to neutral, the direction of the inertia moment is determined based on the speed change trend of the second motor 301. If the direction of the inertia moment is the same as the speed of the second motor 301, the speed of the first motor 201 is controlled to increase. If the direction of the inertia moment is opposite to the speed of the second motor 301, the speed of the first motor 201 is controlled to decrease, so that the first gearbox 202 returns to neutral.

[0109] After the first gearbox 202 returns to neutral, the target speed of the first motor 201 is determined based on the speed of the output shaft 504 of the power coupling mechanism. After the speed of the first motor 201 is controlled to reach the target speed, the first gearbox 202 is controlled to shift into gear.

[0110] In an exemplary embodiment, the transmission control unit 1200 is further configured to:

[0111] When the first gearbox 202 returns to neutral without timing out, the target speed of the first motor 201 is determined based on the speed of the output shaft 504 of the power coupling mechanism. After the speed of the first motor 201 is controlled to the target speed, the first gearbox 202 is controlled to shift into gear.

[0112] In an exemplary embodiment, the transmission control unit 1200 is further configured to:

[0113] When the gear with the largest speed ratio among all the gears provided by the first gearbox 202 and the second gearbox 302 is in a locked state, if any one of the conditions of the current vehicle speed being lower than the preset vehicle speed and the road slope being greater than the preset slope is met, the locked state of the gear with the largest speed ratio is released; and the first gearbox 202 is controlled to shift to the gear with the largest speed ratio.

[0114] In an exemplary embodiment, as Figure 2 and Figure 3 As shown, the shift control system may further include a vehicle controller 1300, a first MCU 1400 corresponding to the first motor 201, a second MCU 1500 corresponding to the second motor 301, and a vehicle speed sensor 1100. For details, please refer to the relevant embodiments of the above shift control method, which will not be elaborated here.

[0115] The present invention further provides a vehicle including the shift control system provided by any of the above embodiments. For example, the vehicle may be a conventional automobile or a work machine. For example, the work machine may be an engineering machine such as a crane, an excavator, or a pile driver, or an engineering vehicle such as a aerial platform, a fire truck, a mixer truck, or a dump truck.

[0116] Figure 4 An example of a physical structure diagram of an electronic device is shown below. Figure 4As shown, the electronic device can include a processor 410, a communications interface 420, a memory 430, and a communications bus 440, wherein the processor 410, the communications interface 420, and the memory 430 complete communications with each other through the communications bus 440. The processor 410 can invoke a logical instruction in the memory 430 to execute a gear shifting control method, which includes:

[0117] determining a first power system requiring gear shifting and a second power system not requiring gear shifting among two power systems of the vehicle, the first power system including a first gearbox 202 and a first motor 201 connected to an input shaft 203 of the first gearbox, the second power system including a second gearbox 302 and a second motor 301 connected to an input shaft 303 of the second gearbox, an output shaft 213 of the first gearbox and an output shaft 313 of the second gearbox being connected to a power coupling mechanism 500 to output power through an output shaft 504 of the power coupling mechanism;

[0118] issuing an instruction to clear torque of the first motor 201 and an instruction to control the first gearbox 202 to return to neutral;

[0119] controlling the second power system to output power through the output shaft 504 of the power coupling mechanism and controlling a rotational speed of the output shaft 213 of the first gearbox with a current vehicle speed as a limit vehicle speed;

[0120] determining a target rotational speed of the first motor 201 based on the rotational speed of the output shaft 504 of the power coupling mechanism;

[0121] after controlling the rotational speed of the first motor 201 to the target rotational speed, controlling the first gearbox 202 to shift in;

[0122] releasing the limit on the current vehicle speed.

[0123] In addition, the logic instructions in the above-mentioned memory 430 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0124] On the other hand, the present invention further provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions. When the program instructions are executed by a computer, the computer can perform the shift control method provided by the above methods, which includes:

[0125] Determining a first power system that requires shifting and a second power system that does not require shifting, of two power systems of the vehicle, wherein the first power system includes a first gearbox 202 and a first motor 201 connected to an input shaft 203 of the first gearbox; the second power system includes a second gearbox 302 and a second motor 301 connected to an input shaft 303 of the second gearbox; and the output shaft 213 of the first gearbox and the output shaft 313 of the second gearbox are both connected to a power coupling mechanism 500 to output power through an output shaft 504 of the power coupling mechanism;

[0126] Sending a command to clear the torque of the first motor 201 and a command to control the first gearbox 202 to return to neutral;

[0127] Taking the current vehicle speed as the speed limit, controlling the second power system to output power through the output shaft 504 of the power coupling mechanism and controlling the speed of the output shaft 213 of the first gearbox;

[0128] Determining a target speed of the first motor 201 based on the speed of the output shaft 504 of the power coupling mechanism;

[0129] After controlling the speed of the first motor 201 to reach the target speed, controlling the first gearbox 202 to shift into a gear;

[0130] Remove the current speed limit.

[0131] In another aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the computer program is implemented to perform the above-mentioned shift control method, the method comprising:

[0132] Determining a first power system that requires shifting and a second power system that does not require shifting, of two power systems of the vehicle, wherein the first power system includes a first gearbox 202 and a first motor 201 connected to an input shaft 203 of the first gearbox; the second power system includes a second gearbox 302 and a second motor 301 connected to an input shaft 303 of the second gearbox; and the output shaft 213 of the first gearbox and the output shaft 313 of the second gearbox are both connected to a power coupling mechanism 500 to output power through an output shaft 504 of the power coupling mechanism;

[0133] Sending a command to clear the torque of the first motor 201 and a command to control the first gearbox 202 to return to neutral;

[0134] Taking the current vehicle speed as the speed limit, controlling the second power system to output power through the output shaft 504 of the power coupling mechanism and controlling the speed of the output shaft 213 of the first gearbox;

[0135] Determining a target speed of the first motor 201 based on the speed of the output shaft 504 of the power coupling mechanism;

[0136] After controlling the speed of the first motor 201 to reach the target speed, controlling the first gearbox 202 to shift into a gear;

[0137] Remove the current speed limit.

[0138] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one location or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of the present embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0139] Those skilled in the art can clearly understand the technical solutions of the various embodiments from the above description of the embodiments, and the various embodiments can be implemented by means of software with the necessary general hardware platforms, and of course, can also be implemented by hardware. Based on such understanding, the above technical solutions, essentially or in other words, the part of the prior art that makes a contribution, can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, and the like, and includes a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0140] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for some technical features therein; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A shift control method, characterized in that: include: determining a first power system requiring a gear shift and a second power system requiring no gear shift, of two power systems of the vehicle, wherein the first power system includes a first gearbox and a first motor connected to an input shaft of the first gearbox, and the second power system includes a second gearbox and a second motor connected to an input shaft of the second gearbox, wherein the output shafts of the first gearbox and the second gearbox are both connected to a power coupling mechanism to output power through the output shaft of the power coupling mechanism; issuing an instruction to clear the torque of the first motor to zero and an instruction to control the first gearbox to return to neutral; Taking the current vehicle speed as the limited vehicle speed, controlling the second power system to output power through the output shaft of the power coupling mechanism and controlling the speed of the output shaft of the first gearbox; determining a target speed of the first motor based on the speed of the output shaft of the power coupling mechanism; and controlling the first gearbox to shift into a gear after controlling the speed of the first motor to reach the target speed. lifting the restriction on the current vehicle speed; After issuing the instruction to clear the torque of the first motor to zero, the method further includes: If it is determined that a brake signal has been received, after issuing an instruction to control the first transmission to return to neutral, detecting whether a timeout has occurred for the first transmission to return to neutral; In the event that the first gearbox times out when returning to neutral, determining the direction of the inertia moment based on the speed change trend of the second motor, and if the direction of the inertia moment is the same as the speed of the second motor, controlling the speed of the first motor to increase; and if the direction of the inertia moment is opposite to the speed of the second motor, controlling the speed of the first motor to decrease so that the first gearbox returns to neutral; After the first gearbox returns to neutral, the target speed of the first motor is determined based on the speed of the output shaft of the power coupling mechanism. After the speed of the first motor is controlled to reach the target speed, the first gearbox is controlled to shift into gear.

2. The shift control method according to claim 1, characterized in that: Also includes: When the first gearbox returns to neutral without timing out, the target speed of the first motor is determined based on the speed of the output shaft of the power coupling mechanism. After the speed of the first motor is controlled to the target speed, the first gearbox is controlled to shift into a gear.

3. The shift control method according to any one of claims 1 to 2, characterized in that: Also includes: When the gear with the highest speed ratio among all gears provided by the first gearbox and the second gearbox is in a locked state, if any one of the following conditions is met: the current vehicle speed is lower than a preset vehicle speed and the road gradient is greater than a preset gradient, the locked state of the gear with the highest speed ratio is released; The controlling the first transmission to shift into a gear comprises: Control the first gearbox to shift into the gear with the largest speed ratio.

4. The shift control method according to claim 1, wherein: After the restriction on the current vehicle speed is lifted, the method further includes: The first power system and the second power system are controlled to restore normal power output.

5. A gear shift control system, characterized in that: include: the vehicle’s two powertrains; Transmission control unit; The transmission control unit is used to determine a first power system that needs to be shifted and a second power system that does not need to be shifted, of the two power systems of the vehicle, the first power system includes a first transmission and a first motor connected to the input shaft of the first transmission, the second power system includes a second transmission and a second motor connected to the input shaft of the second transmission, and the output shafts of the first transmission and the second transmission are both connected to a power coupling mechanism to output power through the output shaft of the power coupling mechanism; issue a command to reset the torque of the first motor and a command to control the first transmission to return to neutral; control the second power system to output power through the output shaft of the power coupling mechanism and control the speed of the output shaft of the first transmission based on the current vehicle speed as a limit vehicle speed; determining a target speed of the first motor based on the speed of the output shaft of the power coupling mechanism; controlling the first transmission to shift gears after controlling the speed of the first motor to reach the target speed; and releasing the restriction on the current vehicle speed; The transmission control unit is also used for: If it is determined that a brake signal has been received, after issuing an instruction to control the first transmission to return to neutral, detecting whether a timeout has occurred for the first transmission to return to neutral; In the event that the first gearbox times out when returning to neutral, determining the direction of the inertia moment based on the speed change trend of the second motor, and if the direction of the inertia moment is the same as the speed of the second motor, controlling the speed of the first motor to increase; and if the direction of the inertia moment is opposite to the speed of the second motor, controlling the speed of the first motor to decrease so that the first gearbox returns to neutral; After the first gearbox returns to neutral, the target speed of the first motor is determined based on the speed of the output shaft of the power coupling mechanism. After the speed of the first motor is controlled to reach the target speed, the first gearbox is controlled to shift into gear.

6. The shift control system according to claim 5, characterized in that: The transmission control unit is also used for: When the gear with the largest speed ratio among all the gears provided by the first gearbox and the second gearbox is in a locked state, if any one of the conditions of the current vehicle speed being lower than a preset vehicle speed and the road slope being greater than a preset slope is satisfied, the locked state of the gear with the largest speed ratio is released; and the first gearbox is controlled to shift to the gear with the largest speed ratio.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the shift control method according to any one of claims 1 to 4 is implemented.

8. A vehicle, characterized in that: The vehicle includes the shift control system according to any one of claims 5 to 6.

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