A shift control method for reducing or avoiding shift shock

Abstract

The application discloses a shift control method for reducing or avoiding shift negative effect, which comprises the following steps: pre-storing vehicle parameters for predicting intended gear; when the driver shifts, within a certain time after the vehicle clutch is disconnected: adjusting the control mode of the vehicle driving motor to the speed control mode, in which mode, the driver's intended gear is predicted; screening the transmission ratio data corresponding to the intended gear according to the predicted intended gear, and calculating the output shaft speed of the clutch after the shift according to the screened transmission ratio data; performing speed control of the vehicle driving motor according to the calculated clutch output shaft speed, and reducing or eliminating the speed difference between the input shaft and the output shaft of the vehicle clutch through the speed control; after the speed control, if the clutch is engaged, adjusting the control mode of the vehicle driving motor to the torque control mode; and the application can effectively optimize or even eliminate the impact and vibration caused by the shift of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, specifically to the field of gear shift control, and particularly to a gear shift control method for reducing or avoiding the negative effects of gear shifting. Background Technology

[0002] Currently, during manual gear shifting in vehicles, the speed difference between the clutch input and output shafts causes impact vibrations when the clutch engages. This application focuses on solving this problem, and the underlying principle behind this problem is explained in detail below:

[0003] In the existing technology, some large hybrid mining trucks use manual transmissions. In the structure of a manual transmission, the clutch input shaft and the drive motor output shaft are mechanically connected, and the clutch output shaft and the transmission input shaft are connected; therefore, the speed of the clutch input shaft is always equal to the speed of the drive motor output shaft, and the speed of the clutch output shaft is always equal to the speed of the transmission input shaft.

[0004] Based on the above principles, the following situations may occur during gear shifting in a manual transmission large mining hybrid truck:

[0005] After the driver depresses the clutch pedal, they will adjust the gear as needed. When adjusting the gear, the accelerator pedal is at zero opening, and the vehicle has no power for a short period of time. However, due to the vehicle's large inertia, the change in the vehicle's speed is very small. During this process, because the bus current of the vehicle's drive motor decreases and the drive motor's own inertia is small, the drive motor's speed will decrease when there is no power, which in turn will cause the clutch input shaft speed to decrease.

[0006] When gears are adjusted as needed, the transmission ratio changes. This change in transmission ratio leads to a significant change in the transmission input shaft speed, which in turn causes a significant change in the clutch output shaft speed. Since the transmission ratio may increase or decrease during gear shifting, the clutch output shaft speed may also increase or decrease. Based on the aforementioned conclusion that the clutch input shaft speed change is relatively small, comparative analysis shows that there is a significant speed difference between the clutch output shaft and the clutch input shaft during gear shifting. Ultimately, this results in noticeable impact and vibration when the clutch engages after releasing the clutch pedal.

[0007] In summary, during gear shifting in large manual-transmission mining hybrid trucks, the main issues are the excessive speed difference between the input and output shafts during clutch engagement, short clutch engagement time, and large vehicle inertia. This results in significant impact and vibration during the synchronization of the clutch output and input shaft speeds, leading to gear shifting shock. This not only affects vehicle comfort but also impacts the fatigue life of the vehicle's transmission system. Summary of the Invention

[0008] The purpose of this invention is to provide a shift control method that reduces or avoids the negative impact of shifting, thereby solving the problem that in the prior art, when manual shifting is performed on large mining hybrid trucks with manual transmissions, there is a speed difference between the input and output shafts of the clutch, which leads to a large impact and vibration when the clutch engages.

[0009] To solve the above-mentioned technical problems, the specific technical solution of the present invention is as follows:

[0010] This invention provides a shift control method to reduce or avoid the negative effects of shifting, comprising the following three main steps:

[0011] The first step is to anticipate the driver's intended gear selection when shifting gears;

[0012] The second step is to select the corresponding gear ratio based on the predicted gear position, and then calculate the speed of the clutch output shaft after the gear shift based on the selected gear ratio.

[0013] The third step is to control the speed of the vehicle drive motor based on the calculated clutch output shaft speed, thereby reducing or even eliminating the speed difference between the clutch input shaft and output shaft, so as to reduce the impact vibration caused by gear shifting.

[0014] Furthermore, the three steps above each have more specific operational procedures, as follows:

[0015] Regarding the first step:

[0016] To accurately predict the driver's intended gear during gear shifts, the vehicle pre-stores / sets the gear ratio and corresponding speed range for each gear. Since the vehicle's gears are fixed, the gear ratio and speed range for each gear are known in advance. Based on this pre-stored data, combined with the detected current vehicle speed, the driver's intended gear can be determined through comparison and analysis. Simultaneously, the pre-stored data can be used to determine the corresponding gear ratio.

[0017] To achieve the first step, the following data needs to be pre-stored: the vehicle's gear, the transmission ratio data matched with each gear, and the vehicle speed range matched with the aforementioned gear and transmission ratio data. Typically, vehicle gears include, for example, 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, etc. For instance, the manual transmission large mining hybrid truck used in this application has more than ten gears. Following the example of the vehicle gears above, there should also be 5 transmission ratio data points, each representing the base transmission ratio (i.e., gearbox shift ratio) that the vehicle's transmission should have in each gear. There should also be 5 speed ranges, each representing the upper and lower speed limits that the vehicle should be in each gear. Of course, based on the above data, it is not possible to determine the intended gear, specifically because vehicle shifting occurs within the speed range of the current gear. The purpose of shifting gears is to upshift, downshift, and shift to neutral; upshifting and downshifting must correspond to a certain interval within the speed range of the corresponding gear. Based on this principle, this method divides the vehicle speed range for each pre-stored gear in the vehicle into different prediction zones, namely, an upshift zone, a downshift zone, and a middle zone within each gear speed range. The upshift zone and downshift zone are used to predict whether the vehicle will shift up or down by one gear, respectively, while the middle zone is used for predictions during unconventional gear changes. Furthermore, the upshift zone, downshift zone, and middle zone are set according to the vehicle speed ratio. For example, in this application, as a preferred embodiment, the following partitioning scheme is used: the 25% closest to the upper limit of the speed range is set as the upshift zone; the 25% closest to the lower limit of the speed range is set as the downshift zone; and the middle 50% of the speed range, which is 25% above the lower limit and 25% below the upper limit, is set as the middle zone. The driver's intended gear can then be determined by comparing the current vehicle speed with the aforementioned speed range. When the current vehicle speed is in the upshift zone of the corresponding speed range, the intention is to shift up one gear. When the current vehicle speed is in the downshift zone of the corresponding speed range, the intention is to shift down one gear. When the current vehicle speed is in the middle zone of the corresponding speed range, the intention is to shift unconventionally, such as skipping gears. As an example of actual data, if a pre-stored speed range is 5km / h to 45km / h, then when the current vehicle speed at the time of shifting is 5km / h to 15km / h, it is determined to be in the downshift zone; when the current vehicle speed at the time of shifting is 15km / h to 35km / h, it is determined to be in the middle zone; and when the current vehicle speed at the time of shifting is 35km / h to 45km / h, it is determined to be in the upshift zone.

[0018] Crucially, in order to determine the intended gear, the following steps need to be performed based on the pre-stored data: First, the intention gear prediction is triggered when the vehicle is moving and shifting gears. When the vehicle is stationary and the speed is 0, or when there is both clutch disengagement and accelerator or brake pedal opening signal, the gear prediction in this method is not performed. When the gear prediction is not performed, the vehicle drive motor only responds to the control of the accelerator pedal.

[0019] So, during vehicle operation (at a speed greater than 0), if the driver does not press the accelerator and / or brake pedals, but only presses the clutch pedal and the clutch pedal opening reaches the halfway point of clutch engagement to disengagement, a clutch disengagement signal is received. This indicates the driver has begun shifting gears, and the clutch disengages. At this point, control of the vehicle's drive motor is transferred to the vehicle controller, and the transmission ratio i before clutch disengagement is adjusted. c The system records the vehicle's current gear and queries the vehicle's current speed (both the current speed and gear can be directly read from the vehicle bus). Simultaneously, within a certain timeframe after the clutch disengages (preferably 2 seconds, but not limited to 2 seconds), it filters from pre-stored data to find the gear ratio i that was present before the clutch disengagement. c The system matches pre-stored gear ratio data and compares it with the pre-stored data to find the speed range that matches the pre-stored gear ratio data. It then determines which zone of the compared speed range the current vehicle speed falls into. If it's in the upshift zone, the driver's intended gear is predicted to be the current gear +1; if it's in the downshift zone, the driver's intended gear is predicted to be the current gear -1; if it's in the intermediate zone, the driver's shift operation is predicted to be an unconventional shift. In this case, the driver may be shifting across multiple gears, so the intended gear is determined as follows: if the current speed remains in the intermediate zone, the vehicle continues in the current gear; if the current speed is outside the speed range of the current gear... The calculation of the midpoint value of the pre-stored speed range for each gear selects the speed range corresponding to the midpoint value closest to the current speed as the intended gear range, and the gear corresponding to this range can be used as the aforementioned intended gear. It should be noted that the normal +1 and -1 intended gear judgment, as well as the subsequent motor speed control, are all completed within the normal 2-second clutch engagement process. In actual operation, the connection and response time of the above steps are extremely fast, enabling the matching of the corresponding motor speed and intervention control when the clutch disengages. This allows for adjustment of the speed difference between the clutch input and output shafts within the extremely short time interval between clutch disengagement and engagement during gear shifting. Based on this rapid response control, the input and output shaft speeds are already matched when the clutch engages, thereby reducing or even eliminating the impact vibration during gear shifting.

[0020] In the first step, there are some special cases. If the clutch engagement time exceeds 2 seconds, it is also judged that the driver is making an unconventional gear shift. In this case, the corresponding gear prediction should be made according to the above-mentioned unconventional gear shift intention gear prediction principle.

[0021] The above are the specific steps of the first step. This step determines whether the driver wants to increase or decrease the current gear by one level. Following this, the second step involves estimating the target gear ratio and calculating the motor speed control data based on the intended gear and pre-stored data. It should be noted again that while this method describes the sequence of steps, it does not affect the execution time. In practical applications, the entire operation process from the first to the third step is completed in a very short, even instantaneous, time, thus achieving a better reduction in the negative impact of gear shifting.

[0022] Regarding the second step:

[0023] More specifically, combining Figure 3 As shown, in the second step, after gear prediction, the transmission gear ratio data i corresponding to the intended gear can be matched based on the pre-stored data. e Subsequently, based on the vehicle's gear ratio calculation formula and the current speed of the vehicle's transmission output shaft detected by the transmission output shaft speed sensor, the clutch output shaft speed corresponding to the intended gear can be calculated. The formula used for calculation is: transmission gear ratio = ratio of vehicle transmission output shaft speed to vehicle transmission input shaft speed. Based on the above conversion formula, the estimated transmission gear ratio data i can be obtained. e Calculate the speed of the clutch output shaft after shifting gears; the specific calculation steps are: input the transmission gear ratio data i corresponding to the intended gear. e Substituting the current vehicle transmission output shaft speed into the above formula, the current vehicle transmission input shaft speed is calculated. According to the vehicle's transmission structure, the calculated current vehicle transmission input shaft speed is equal to the clutch output shaft speed. Therefore, the calculated current vehicle transmission input shaft speed can be used as the basis for controlling the vehicle drive motor speed, and the subsequent third step is carried out based on this data.

[0024] Regarding step three:

[0025] Following the second step, the output speed of the vehicle's drive motor is intervened and controlled. The drive motor speed is controlled according to the calculated current input shaft speed of the vehicle's transmission, thus making the clutch input shaft speed infinitely close to or equal to the clutch output shaft speed. This reduces or even eliminates the speed difference between the clutch input and output shafts, ultimately avoiding / reducing shift shock, i.e., avoiding / reducing the negative impact during shifting. After the motor speed intervention control is performed, as long as the clutch is disengaged, the vehicle speed is not 0, and the clutch is properly engaged, the control of the drive motor is immediately returned to the driver's accelerator pedal control. Therefore, in this application, under specific circumstances, when the clutch is disengaged, the vehicle's drive motor control mode is the speed control mode; when the vehicle speed is not 0 and the clutch is engaged, the vehicle's drive motor control mode is the torque control mode. In speed control mode, the vehicle's drive motor is controlled by the vehicle controller, and the control data of the vehicle controller comes from the transmission input shaft speed obtained from gear prediction in this method. In torque mode, the vehicle's drive motor responds to the driver's accelerator pedal opening signal. Therefore, under normal circumstances, during vehicle movement and gear shifting, the two control modes of the drive motor are flexibly switched according to the shift prediction logic principle of this application.

[0026] In summary, the shift prediction and motor speed intervention control operation of this application can be summarized as follows:

[0027] →The vehicle has pre-stored the vehicle's gears, speed range, and related transmission ratio data.

[0028] →Then, during vehicle operation, it is determined whether the driver has started to shift gears, and when the driver starts to shift gears, the relevant vehicle speed data and transmission ratio data before the clutch is disengaged are recorded.

[0029] →Then, the recorded data and the pre-stored data are compared and analyzed to match (predict) the driver's intended gear and the corresponding gear ratio data.

[0030] →Finally, the input shaft speed of the vehicle's transmission is calculated based on the matched (estimated) transmission ratio data. In order to reduce the speed difference between the clutch input shaft speed and the output shaft, the speed of the vehicle's drive motor is controlled according to this input shaft speed of the vehicle's transmission. Ultimately, this reduces or even eliminates the shifting shock caused by manual gear shifting, improves the driving comfort of the vehicle and the service life of the vehicle's transmission system, and has high application value.

[0031] The beneficial effects of the technical solution of this invention are:

[0032] The shift control method of the present invention, which reduces or avoids the negative effects of shifting, can effectively optimize or even eliminate the negative effects (impact and vibration caused by shifting) of vehicle shifting by adjusting the speed of the drive motor. It intelligently improves the driving stability and safety of the vehicle, enhances the driver's operating experience, reduces the difficulty of shifting, effectively improves the service life of the vehicle's transmission system, makes up for the deficiencies of the prior art, and has extremely high application value. Attached Figure Description

[0033] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0034] Figure 1 This is a flowchart illustrating the shift control method for reducing or avoiding negative effects of shifting as described in Embodiment 1 of the present invention.

[0035] Figure 2 This is a detailed flowchart of the shift control method for reducing or avoiding the negative effects of shifting as described in Embodiment 1 of the present invention.

[0036] Figure 3 This is a schematic diagram of the logic flow of the shift control method for reducing or avoiding the negative effects of shifting as described in Embodiment 1 of the present invention;

[0037] Figure 4 This is a simplified schematic diagram of the vehicle transmission architecture in the shift control method for reducing or avoiding the negative effects of shifting as described in Embodiment 1 of the present invention. Detailed Implementation

[0038] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, so that the advantages and features of the present invention can be more easily understood by those skilled in the art, thereby providing a clearer and more explicit definition of the scope of protection of the present invention.

[0039] In the description of this invention, it should be noted that the embodiments described in this invention are only some embodiments of this invention, not all embodiments; based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0040] The terms "first," "second," etc., used in this specification, claims, and accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, apparatus, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or devices. Example 1

[0041] This embodiment provides a shift control method to reduce or avoid the negative effects of shifting, such as... Figures 1-4 As shown, it includes the following steps:

[0042] The first step is to anticipate the driver's intended gear selection when shifting gears;

[0043] The second step is to select the corresponding gear ratio based on the predicted gear position, and then calculate the speed of the clutch output shaft after the gear shift based on the selected gear ratio.

[0044] The third step is to control the speed of the vehicle drive motor based on the calculated clutch output shaft speed, thereby reducing or even eliminating the speed difference between the clutch input shaft and output shaft, so as to reduce the impact vibration caused by gear shifting.

[0045] Furthermore, the three steps above each have more specific operational procedures, as follows:

[0046] To accurately predict the driver's intended gear during gear shifts, the vehicle pre-stores / sets the gear ratio and corresponding speed range for each gear. Since the vehicle's gears are fixed, the gear ratio and speed range for each gear are known in advance. Based on this pre-stored data, combined with the detected current vehicle speed, the driver's intended gear can be determined through comparison and analysis. Simultaneously, the pre-stored data can be used to determine the corresponding gear ratio.

[0047] To achieve the first step, the following data needs to be pre-stored: the vehicle's gear, the transmission ratio data matched with each gear, and the vehicle speed range matched with the aforementioned gear and transmission ratio data. Typically, vehicle gears include, for example, 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, etc. For instance, the manual transmission large mining hybrid truck used in this application has more than ten gears. Following the example of the vehicle gears above, there should also be 5 transmission ratio data points, each representing the base transmission ratio (i.e., gearbox shift ratio) that the vehicle's transmission should have in each gear. There should also be 5 speed ranges, each representing the upper and lower speed limits that the vehicle should be in each gear. Of course, based on the above data, it is not possible to determine the intended gear, specifically because vehicle shifting occurs within the speed range of the current gear. The purpose of shifting gears is to upshift, downshift, and shift to neutral; upshifting and downshifting must correspond to a certain interval within the speed range of the corresponding gear. Based on this principle, this method divides the vehicle speed range for each pre-stored gear in the vehicle into different prediction zones, namely, an upshift zone, a downshift zone, and a middle zone within each gear speed range. The upshift zone and downshift zone are used to predict whether the vehicle will shift up or down by one gear, respectively, while the middle zone is used for predictions during unconventional gear changes. Furthermore, the upshift zone, downshift zone, and middle zone are set according to the vehicle speed ratio. For example, in this application, as a preferred embodiment, the following partitioning scheme is used: the 25% closest to the upper limit of the speed range is set as the upshift zone; the 25% closest to the lower limit of the speed range is set as the downshift zone; and the middle 50% of the speed range, which is 25% above the lower limit and 25% below the upper limit, is set as the middle zone. The driver's intended gear can then be determined by comparing the current vehicle speed with the aforementioned speed range. When the current vehicle speed is in the upshift zone of the corresponding speed range, the intention is to shift up one gear. When the current vehicle speed is in the downshift zone of the corresponding speed range, the intention is to shift down one gear. When the current vehicle speed is in the middle zone of the corresponding speed range, the intention is to shift unconventionally, such as skipping gears. As an example of actual data, if a pre-stored speed range is 5km / h to 45km / h, then when the current vehicle speed at the time of shifting is 5km / h to 15km / h, it is determined to be in the downshift zone; when the current vehicle speed at the time of shifting is 15km / h to 35km / h, it is determined to be in the middle zone; and when the current vehicle speed at the time of shifting is 35km / h to 45km / h, it is determined to be in the upshift zone.

[0048] Crucially, in order to determine the intended gear, the following steps need to be performed based on the pre-stored data: First, the intention gear prediction is triggered when the vehicle is moving and shifting gears. When the vehicle is stationary and its speed is 0, or when there is both clutch disengagement and accelerator or brake pedal opening signal, the gear prediction in this method is not performed. When the gear prediction is not performed, the vehicle drive motor only responds to the control of the accelerator pedal; (as shown in blue in claim 1).

[0049] So, during vehicle operation (at a speed greater than 0), if the driver does not press the accelerator and / or brake pedals, but only presses the clutch pedal and the clutch pedal opening reaches the halfway point of clutch engagement to disengagement, a clutch disengagement signal is received. This indicates the driver has begun shifting gears, and the clutch disengages. At this point, control of the vehicle's drive motor is transferred to the vehicle controller, and the transmission ratio i before clutch disengagement is adjusted. c The system records the vehicle's current gear and queries the vehicle's current speed (both the current speed and gear can be directly read from the vehicle bus). Simultaneously, within a certain timeframe after the clutch disengages (preferably 2 seconds, but not limited to 2 seconds), it filters from pre-stored data to find the gear ratio i that was present before the clutch disengagement. c The system matches pre-stored gear ratio data and compares it with the pre-stored data to find the speed range that matches the pre-stored gear ratio data. It then determines which zone of the compared speed range the current vehicle speed falls into. If it's in the upshift zone, the driver's intended gear is predicted to be the current gear +1; if it's in the downshift zone, the driver's intended gear is predicted to be the current gear -1; if it's in the intermediate zone, the driver's shift operation is predicted to be an unconventional shift. In this case, the driver may be shifting across multiple gears, so the intended gear is determined as follows: if the current speed remains in the intermediate zone, the vehicle continues in the current gear; if the current speed is outside the speed range of the current gear... The calculation of the midpoint value of the pre-stored speed range for each gear selects the speed range corresponding to the midpoint value closest to the current speed as the intended gear range, and the gear corresponding to this range can be used as the aforementioned intended gear. It should be noted that the normal +1 and -1 intended gear judgment, as well as the subsequent motor speed control, are all completed within the normal 2-second clutch engagement process. In actual operation, the connection and response time of the above steps are extremely fast, enabling the matching of the corresponding motor speed and intervention control when the clutch disengages. This allows for adjustment of the speed difference between the clutch input and output shafts within the extremely short time interval between clutch disengagement and engagement during gear shifting. Based on this rapid response control, the input and output shaft speeds are already matched when the clutch engages, thereby reducing or even eliminating the impact vibration during gear shifting.

[0050] In the first step, there are some special cases. If the clutch engagement time exceeds 2 seconds, it is also judged that the driver is making an unconventional gear shift. In this case, the corresponding gear prediction should be made according to the above-mentioned unconventional gear shift intention gear prediction principle.

[0051] The above are the specific steps of the first step. This step determines whether the driver wants to increase or decrease the current gear by one level. Following this, the second step involves estimating the target gear ratio and calculating the motor speed control data based on the intended gear and pre-stored data. It should be noted again that while this method describes the sequence of steps, it does not affect the execution time. In practical applications, the entire operation process from the first to the third step is completed in a very short, even instantaneous, time, thus achieving a better reduction in the negative impact of gear shifting.

[0052] More specifically, combining Figure 3 As shown, in the second step, after gear prediction, the transmission gear ratio data i corresponding to the intended gear can be matched based on the pre-stored data. e Subsequently, based on the vehicle's gear ratio calculation formula and the current speed of the vehicle's transmission output shaft detected by the transmission output shaft speed sensor, the clutch output shaft speed corresponding to the intended gear can be calculated. The formula used for calculation is: transmission gear ratio = ratio of vehicle transmission output shaft speed to vehicle transmission input shaft speed. Based on the above conversion formula, the estimated transmission gear ratio data i can be obtained. e Calculate the speed of the clutch output shaft after shifting gears; the specific calculation steps are: input the transmission gear ratio data i corresponding to the intended gear. e Substituting the current vehicle transmission output shaft speed into the above formula, the current vehicle transmission input shaft speed is calculated. According to the vehicle's transmission structure, the calculated current vehicle transmission input shaft speed is equal to the clutch output shaft speed. Therefore, the calculated current vehicle transmission input shaft speed can be used as the basis for controlling the vehicle drive motor speed, and the subsequent third step is carried out based on this data.

[0053] Following the second step, the output speed of the vehicle's drive motor is intervened and controlled. The drive motor speed is controlled according to the calculated current input shaft speed of the vehicle's transmission, thus making the clutch input shaft speed infinitely close to or equal to the clutch output shaft speed. This reduces or even eliminates the speed difference between the clutch input and output shafts, ultimately avoiding / reducing shift shock, i.e., avoiding / reducing the negative impact during shifting. After the motor speed intervention control is performed, as long as the clutch is disengaged, the vehicle speed is not 0, and the clutch is properly engaged, the control of the drive motor is immediately returned to the driver's accelerator pedal control. Therefore, in this application, under specific circumstances, when the clutch is disengaged, the vehicle's drive motor control mode is the speed control mode; when the vehicle speed is not 0 and the clutch is engaged, the vehicle's drive motor control mode is the torque control mode. In speed control mode, the vehicle's drive motor is controlled by the vehicle controller, and the control data of the vehicle controller comes from the transmission input shaft speed obtained from gear prediction in this method. In torque mode, the vehicle's drive motor responds to the driver's accelerator pedal opening signal. Therefore, under normal circumstances, during vehicle movement and gear shifting, the two control modes of the drive motor are flexibly switched according to the shift prediction logic principle of this application.

[0054] In summary, the shift prediction and motor speed intervention control operation of this application can be summarized as follows:

[0055] →The vehicle has pre-stored the vehicle's gears, speed range, and related transmission ratio data.

[0056] →Then, during vehicle operation, it is determined whether the driver has started to shift gears, and when the driver starts to shift gears, the relevant vehicle speed data and transmission ratio data before the clutch is disengaged are recorded.

[0057] →Then, the recorded data and the pre-stored data are compared and analyzed to match (predict) the driver's intended gear and the corresponding gear ratio data.

[0058] →Finally, the input shaft speed of the vehicle's transmission is calculated based on the matched (estimated) transmission ratio data. In order to reduce the speed difference between the clutch input shaft speed and the output shaft, the speed of the vehicle's drive motor is controlled according to this input shaft speed of the vehicle's transmission. Ultimately, this reduces or even eliminates the shifting shock caused by manual gear shifting, improves the driving comfort of the vehicle and the service life of the vehicle's transmission system, and has high application value.

[0059] Unlike existing technologies, this application presents a shift control method, system, device, and medium to reduce or avoid the negative impacts of shifting. During vehicle shifting, the speed of the vehicle's drive motor is adjusted to actively and effectively reduce the speed difference between the output and input shafts of the clutch during clutch engagement, thereby reducing or even eliminating shifting impact vibrations during manual shifting. This invention effectively optimizes or even eliminates the negative impacts of shifting, intelligently improving vehicle driving stability and safety, enhancing driver shifting stability, reducing the difficulty of shifting operations, effectively improving vehicle comfort and extending the service life of the vehicle's transmission system. It overcomes the shortcomings of existing technologies and has extremely high application value.

[0060] It should be understood that in the various embodiments of this document, the sequence number of each process does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this document.

[0061] It should also be understood that, in the embodiments herein, the term "and / or" is merely a description of the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following associated objects have an "or" relationship.

[0062] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this document.

[0063] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0064] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A shift control method for reducing or avoiding shift negative effects applied to a manual transmission hybrid truck, characterized by, The method comprises the following steps: pre-storing vehicle parameters for pre-judging the intended gear; during the vehicle's running, when the driver does not step on the accelerator and / or brake pedal, steps on the clutch pedal only and the opening degree of the clutch pedal reaches the half-way point of clutch engagement to disengagement, judging that the driver starts gear shifting and the clutch is disengaged; within a certain time after the clutch is disengaged, performing the following gear shifting pre-judging steps: recording the parameters before gear shifting; handing over the control of the vehicle driving motor to the vehicle controller and pre-judging the driver's intended gear according to the pre-stored vehicle parameters and the recorded parameters before gear shifting; screening the gear ratio data corresponding to the intended gear according to the pre-stored vehicle parameters and the pre-judged intended gear, and calculating the output shaft speed of the clutch after gear shifting according to the screened gear ratio data; controlling the speed of the vehicle driving motor according to the calculated output shaft speed of the clutch after gear shifting, and reducing or eliminating the speed difference between the input shaft of the vehicle clutch and the output shaft of the vehicle clutch through the speed control of the vehicle driving motor; after the speed control, if the vehicle is running and the vehicle clutch is engaged, handing over the control of the vehicle driving motor to the accelerator pedal control; in the state that the vehicle is stationary and both the vehicle clutch is disengaged and the opening degree signal of the accelerator or brake pedal is present, handing over the control of the vehicle driving motor to the accelerator pedal control; the vehicle parameters for pre-judging the intended gear further comprise: the gear of the vehicle; the gear ratio data of the transmission corresponding to the gear; the vehicle speed range corresponding to the gear; the vehicle speed range is divided into upshift zone, downshift zone and intermediate zone according to the vehicle speed interval corresponding to the gear.

2. The gear shifting control method for reducing or avoiding negative impact of gear shifting according to claim 1, wherein: the recording of the parameters before gear shifting comprises: recording the gear ratio of the transmission before the clutch is disengaged and the current gear of the vehicle; inquiring the current vehicle speed; taking the recorded gear ratio of the transmission before the clutch is disengaged, the current gear of the vehicle and the inquired current vehicle speed as the parameters before gear shifting.

3. The gear shifting control method for reducing or avoiding negative impact of gear shifting according to claim 2, wherein: the pre-judging of the driver's intended gear according to the pre-stored vehicle parameters and the recorded parameters before gear shifting further comprises: matching the vehicle speed range before the clutch is disengaged corresponding to the gear ratio of the transmission before the clutch is disengaged according to the pre-stored vehicle parameters; identifying the upshift zone, downshift zone and intermediate zone in the vehicle speed range before the clutch is disengaged, and comparing the current vehicle speed with the upshift zone, downshift zone and intermediate zone respectively; if the current vehicle speed is in the upshift zone, taking the gear one higher than the current gear of the vehicle as the intended gear; if the current vehicle speed is in the downshift zone, taking the gear one lower than the current gear of the vehicle as the intended gear; if the current vehicle speed is in the intermediate zone, judging that the intended gear is an irregular gear, and when the current vehicle speed is outside the vehicle speed range before the clutch is disengaged, performing the skip-shift pre-judging operation according to the current vehicle speed.

4. The shift control method of claim 3, wherein: the transmission ratio data corresponding to the intended gear is filtered according to the pre-stored vehicle parameters and the intended gear; the clutch output shaft speed after the shift is calculated according to the filtered transmission ratio data; and the method further comprises: matching the transmission ratio data corresponding to the intended gear as the intended gear ratio data according to the pre-stored vehicle parameters; detecting the real-time transmission output shaft speed of the vehicle; calculating the transmission input shaft speed according to the real-time transmission output shaft speed and the intended gear ratio data; and taking the calculated transmission input shaft speed as the clutch output shaft speed after the shift.

5. The shift control method of claim 4, wherein: the shift prediction operation comprises: calculating the interval midpoint value of the vehicle speed range in the pre-stored vehicle parameters; determining the interval midpoint value closest to the current vehicle speed; taking the vehicle speed range corresponding to the interval midpoint value closest to the current vehicle speed as the shift gear speed range; and taking the transmission ratio data corresponding to the shift gear speed range as the shift gear ratio, and taking the shift gear ratio as the shift prediction ratio data.

6. The shift control method of claim 5, wherein: the speed control of the vehicle driving motor according to the calculated clutch output shaft speed after the shift comprises: adjusting the output speed of the vehicle driving motor to be consistent with the clutch output shaft speed after the shift through the vehicle control unit.

7. The shift control method of claim 6, wherein: the shift control method further comprises: when the intended gear is predicted, if the disconnection time of the vehicle clutch exceeds a certain time, the intended gear is determined to be an irregular gear, and when the current vehicle speed is outside the vehicle speed range before the disconnection of the clutch, the shift prediction operation is performed according to the current vehicle speed to obtain the shift prediction ratio data.

8. The shift control method of claim 7, wherein: the certain time is a time length parameter; and the time length parameter comprises two seconds. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​

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