Active noise reduction gear shifting method, system, electronic device, vehicle and storage medium

Abstract

The application relates to a gear shifting method and system for active noise reduction, electronic equipment, a vehicle and a storage medium. The gear shifting method comprises the following steps: obtaining a gear shifting instruction; controlling the engagement of a synchronizer according to the change of a shift fork displacement based on the gear shifting instruction; obtaining the gear shifting sound in the gear shifting process; judging whether the gear shifting sound meets the preset requirement; when it is judged that the gear shifting sound does not meet the preset requirement, judging the stage of the synchronizer according to the shift fork displacement; and adaptively adjusting the moving speed of the shift fork or the shift fork engagement force in the corresponding stage during the next gear shifting according to the stage of the synchronizer. The application can adaptively adjust the moving speed of the shift fork or the shift fork engagement force in the gear shifting process, so that the purpose of noise reduction is achieved.

Description

Technical Field

[0001] This invention belongs to the field of active noise reduction shifting technology, specifically relating to an active noise reduction shifting method, system, electronic device, vehicle, and storage medium. Background Technology

[0002] With the increasing prominence of energy issues, new energy technologies are developing at an astonishing pace. In this field, numerous companies have launched hybrid electric vehicles with different architectures. One such architecture is the P2 motor hybrid electric vehicle, which incorporates a dual-clutch transmission between the engine and the dual-clutch gearbox, enabling pure electric drive, energy recovery, and charging. Therefore, this type of hybrid electric vehicle can improve fuel efficiency through electric drive and is more environmentally friendly. While the shifting noise of a dual-clutch transmission is unavoidable, it becomes particularly prominent and unacceptable when operating in pure electric mode due to the reduced background noise.

[0003] For example, patent document CN110010146B discloses an active noise cancellation system and method for automobiles. This method includes an error microphone, a speed acquisition device, and a noise cancellation controller. The error microphone is connected to the noise cancellation controller to collect noise signals and output them to the controller. The speed acquisition device collects engine speed signals and outputs them to the controller. The noise cancellation controller performs active noise cancellation simulation based on the noise signals, engine speed signals, reference noise data for the corresponding vehicle model, and a pre-established transfer function to determine optimal control parameters. Based on these optimal parameters, it controls the car audio system to output control values, thereby achieving active noise cancellation. This method involves collecting noise signals, processing them, and then regenerating the inverted original sound waves using electroacoustic methods for active noise cancellation.

[0004] For example, patent document CN103867702B discloses a dynamic adaptive method for shift fork engagement force, including: obtaining the preset maximum and minimum range of shift fork movement speed at each stage of shift fork engagement; calculating the real-time movement speed of the shift fork and determining the maximum and minimum values ​​of shift fork movement speed at each stage of shift fork engagement; comparing the maximum and minimum values ​​of shift fork movement speed with the preset maximum and minimum range of shift fork movement speed at the same stage to obtain and record the shift fork engagement force to be adjusted and its stage; adjusting the shift fork engagement force when the shift fork engages to the corresponding stage next time, thereby achieving optimization of shift noise through active noise reduction. However, this method only adjusts the upper and lower limits of the engagement force at each stage, without considering whether the shift points are reasonable in different scenarios, and also does not involve adjusting the rate of change of the engagement force.

[0005] For example, patent document CN112413117B discloses a method and device for adjusting shift fork synchronization force. In a vehicle equipped with a DCT, during gear shifting, the method acquires a pre-stored correspondence between shift fork synchronization force and speed difference ratio, the speed difference between the master and slave ends of the synchronizer at the start of synchronization, and the current oil temperature. Based on the speed difference and a preset target synchronization time, the method calculates the initial speed difference ratio and determines the speed difference ratio range within the corresponding relationship. Based on the interpolation formula corresponding to the speed difference ratio range, the method calculates the initial shift fork synchronization force corresponding to the initial speed difference ratio. Based on the current oil temperature, the method determines the corrected shift fork synchronization force and adjusts the initial shift fork synchronization force to obtain the target shift fork synchronization force. Ultimately, this achieves adaptive adjustment of the shift fork synchronization force, ensuring that the output target shift fork synchronization force causes appropriate shift fork movement, effectively avoiding problems such as shifting shock, shifting noise, and shifting failure. This method primarily achieves adaptive adjustment of the shift fork synchronization force through the relationship between the speed difference and the shifting force during the synchronization phase. However, the drawback is that it does not take into account the magnitude of the force on the shift fork at different shift points, as well as the rate of change of the shift force.

[0006] Furthermore, in practical operation, none of the above technologies can be universally applicable to all scenarios, especially in pure electric drive, engine drive, or parallel operation of the engine and motor. For example, when the user is accustomed to the shifting force in engine drive, the shifting noise under that force is acceptable. However, in pure electric drive, due to the difference in masking noise, using the same shifting force to control the shift fork will produce a more prominent and unacceptable shifting noise. On the other hand, the shift fork shifting force of this adaptive method needs to be adapted before it can work, and there is a risk that the adaptation will fail and require resetting. Therefore, the above methods of reducing noise by adjusting the shift fork force cannot meet the needs of implementing NVH control strategies in hybrid vehicles operating in engine drive, pure electric drive, or parallel operation of the engine and motor, and cannot achieve the goal of reducing shifting noise and achieving active noise cancellation.

[0007] Therefore, it is necessary to develop a new active noise reduction shifting method, system, electronic device, vehicle, and storage medium. Summary of the Invention

[0008] The purpose of this invention is to provide an active noise reduction shifting method, system, electronic device, vehicle, and storage medium that can adaptively adjust the moving speed of the shift fork or the shift fork engagement force during the shifting process to achieve noise reduction.

[0009] In a first aspect, the active noise reduction shifting method of the present invention divides the shifting of the synchronizer into multiple stages based on the change of shift fork displacement; the method includes the following steps:

[0010] Obtain shift commands and control the engagement of the synchronizer based on the shift fork displacement according to the shift commands;

[0011] The system acquires the shifting sound during the shifting process, determines whether the shifting sound meets the preset requirements, and if the shifting sound does not meet the preset requirements, it determines the stage of the synchronizer based on the shift fork displacement, and adaptively adjusts the shift fork movement speed or shift fork engagement force in the corresponding stage for the next shift based on the synchronizer stage.

[0012] Optionally, determine whether the shift sound meets the preset requirements, specifically:

[0013] Obtain the current gear position and shift fork displacement. When the shift fork displacement value is ≥ 0, record this moment as t1. When the shift fork displacement value is ≥ the preset displacement value, record this moment as t2.

[0014] Obtain the in-vehicle noise within the time period [t1-a, t2+a], calculate the average sound pressure level within the time period [t1-a, t2+a], and extract the maximum noise value within the preset frequency range during the time period [t1-a, t2+a], where a > 0;

[0015] If the average sound pressure level is less than or equal to the first sound pressure threshold and the maximum noise value is greater than the second sound pressure threshold, then the shift sound is determined to be unsatisfactory; otherwise, the shift sound is deemed to be satisfactory.

[0016] In this invention, when the average sound pressure level is less than or equal to the first sound pressure threshold, it indicates a significant masking effect. When the maximum noise value is greater than the second sound pressure threshold, it indicates prominent shifting noise. However, whether this affects the driver and passengers needs to be determined in conjunction with background noise. In this invention, only when the average sound pressure level is less than or equal to the first sound pressure threshold and the maximum noise value is greater than the second sound pressure threshold is the shifting noise considered unacceptable.

[0017] Optionally, if the shift sound does not meet the requirements in this shift, the shift fork's moving speed or shift fork engagement force can be adaptively adjusted for the next shift, specifically:

[0018] Obtain the fork displacement RailDisp(t3) at time t3 corresponding to the maximum noise value;

[0019] The synchronizer's current stage is determined based on the fork displacement RailDisp(t3), and the moving speed or fork engagement force is adaptively adjusted accordingly.

[0020] Optionally, the synchronizer can be engaged in three stages based on the change in the shift fork displacement: the pre-synchronization stage, the synchronization stage, and the engagement stage.

[0021] If RailDisp(t3) < the target displacement L of the shift fork in the pre-synchronization stage a , it means that the shifting sound when the synchronizer is in the pre-synchronization stage does not meet the requirements. In the pre-synchronization stage of the next shift, reduce the moving speed of the shift fork when approaching the synchronizer;

[0022] If RailDisp(t3) = the target displacement L of the shift fork in the pre-synchronization stage a , it means that the shifting sound when the synchronizer is in the synchronization stage does not meet the requirements. Then, in the synchronization stage of the next shift, reduce the shifting force of the shift fork under the current speed difference condition;

[0023] If the target displacement L of the shift fork in the pre-synchronization stage a < RailDisp(t3) ≤ the target displacement L of the shift fork in the engagement stage f , it means that the shifting sound when the synchronizer is in the engagement stage does not meet the requirements. Then, in the engagement stage of the next shift, reduce the moving speed of the shift fork in the engagement stage.

[0024] The present invention can judge the stage of the synchronizer according to the shift fork displacement RailDisp(t3), and adaptively adjust the moving speed or the shifting force of the shift fork according to the stage of the synchronizer, so as to achieve the effect of noise reduction.

[0025] Optionally, if RailDisp(t3) < the target displacement L of the shift fork in the pre-synchronization stage a , it means that the shifting sound when the synchronizer is in the pre-synchronization stage does not meet the requirements. In the pre-synchronization stage of the next shift, reduce the moving speed of the shift fork when approaching the synchronizer. Specifically:

[0026] Based on the shift fork displacement offset, look up the corresponding relationship table of the shift fork displacement offset and the shift fork moving speed to obtain the current shift fork moving speed;

[0027] Multiply the current shift fork moving speed by the shift fork moving speed adjustment coefficient A to obtain the corrected shift fork moving speed, where 0 < A < 1.

[0028] Optionally, if RailDisp(t3) = the target displacement L of the shift fork in the pre-synchronization stage a , it means that the shifting sound when the synchronizer is in the synchronization stage does not meet the requirements. Then, in the synchronization stage of the next shift, reduce the shifting force of the shift fork under the current speed difference condition. Specifically:

[0029] Based on the speed difference and the synchronization time, look up the corresponding relationship table of the speed difference, the synchronization time and the shifting force of the shift fork to obtain the shifting force of the shift fork; where the speed difference is the difference between the speed of the power source and the speed of the engaging shaft;

[0030] Multiply the shift fork shifting force obtained by looking up the table by the shift fork shifting force adjustment coefficient B to obtain the corrected shift fork shifting force, where 0 < B < 1.

[0031] Optionally, if the target displacement L of the shift fork in the pre-synchronization stage a <RailDisp(t3) ≤ the target displacement L of the shift fork in the engagement stage f , it means that the shifting sound when the synchronizer is in the engagement stage does not meet the requirements. Then, in the engagement stage of the next shift, reduce the moving speed of the shift fork. Specifically:

[0032] Based on the shift fork displacement offset, look up the corresponding relationship table between the shift fork displacement offset and the shift fork moving speed to obtain the current shift fork moving speed;

[0033] Multiply the current shift fork moving speed by the shift fork moving speed adjustment coefficient C to obtain the corrected shift fork moving speed, where 0 < C < 1.

[0034] Optionally, extract the maximum noise value F in the range of 1500 Hz to 3500 Hz for the time period [t1 - 1, t2 + 1] shift .

[0035] Optionally, before performing a shift, the following steps are also performed:

[0036] Obtain the current gear engagement state, accelerator pedal opening, and vehicle speed;

[0037] When it is determined that a shift is required based on the accelerator opening and vehicle speed, judge the working state of the engine according to the engine output torque, determine the current shift point according to the working state of the engine, and issue a shift command when the vehicle speed reaches the set value; where the shift point is the corresponding relationship between the gear and the accelerator opening, and the shift position and the vehicle speed.

[0038] The present invention takes into account that the main difference between a hybrid vehicle and a traditional fuel vehicle lies in the drive mode. That is, a traditional fuel vehicle is driven by a (gasoline, diesel) engine, with a relatively large background noise and good masking effect, making it difficult to identify the shifting sound. However, for a hybrid vehicle, especially a hybrid vehicle with a P2 architecture, the background noise is very different when the engine starts and stops and when it is in pure electric drive. Therefore, it is necessary to distinguish these different working conditions (that is, judge the working state of the engine, which is used to distinguish different working conditions. The function of this step is to judge whether the engine participates in driving the vehicle. This situation is divided into three types: the engine drives the vehicle, the engine + motor drives the vehicle in parallel, and the motor drives the vehicle. The in-vehicle background noise in these three states is different).

[0039] Optionally, judge the working state of the engine according to the engine output torque, and determine the current shift point according to the working state of the engine. Specifically:

[0040] Obtain engine torque;

[0041] When the engine torque is determined to be greater than 0, the preset shift point one is called for shift control; otherwise, the preset shift point two is called for shift control. The preset shift point one and preset shift point two are obtained through calibration and are the correspondence between throttle opening, shift position and vehicle speed.

[0042] This invention can select different shift points for different scenarios, thereby ensuring the rationality of the shift points.

[0043] Optionally, the engagement of the synchronizer is controlled based on the shift command and the change in shift fork displacement, specifically as follows:

[0044] During the pre-synchronization phase, the transmission oil temperature and shift fork displacement value are obtained; the shift fork engagement force is determined based on the transmission oil temperature; the shift fork displacement offset is calculated based on the shift fork displacement value and the target shift fork displacement during the pre-synchronization phase, and the shift fork moving speed is determined based on the shift fork displacement offset; the shift fork is controlled based on the shift fork engagement force and the shift fork moving speed.

[0045] During the synchronization phase, the fork's moving speed is a fixed value; the fork's engagement force is determined based on the speed difference and synchronization time; and the fork is controlled based on the fork's engagement force and moving speed.

[0046] During the engagement phase, the transmission oil temperature and shift fork displacement value are obtained; the shift fork engagement force is determined based on the transmission oil temperature; the shift fork displacement offset is calculated based on the shift fork displacement value and the target shift fork displacement during the engagement phase; the shift fork moving speed is determined based on the shift fork displacement offset; and the shift fork is controlled based on the shift fork engagement force and shift fork moving speed.

[0047] In the synchronization phase, the present invention determines the shift fork engagement force based on the speed difference and synchronization time, thereby realizing the adjustment of the shift force change rate.

[0048] Optionally, the shift fork engagement force is determined based on the transmission oil temperature, specifically as follows:

[0049] The shift fork shift force can be obtained by referring to the table showing the relationship between transmission oil temperature and shift fork shift force.

[0050] Optionally, the fork moving speed is determined based on the fork displacement offset, specifically as follows:

[0051] During the pre-synchronization phase, the fork movement speed is obtained by looking up the correspondence table between the fork displacement offset and the fork movement speed during the pre-synchronization phase based on the fork displacement offset.

[0052] During the assembly phase, the fork movement speed is obtained by referring to the table of correspondence between the fork displacement offset and the fork movement speed during the assembly phase.

[0053] Optionally, determining the shift fork engagement force based on the speed difference and synchronization time specifically involves:

[0054] The shift fork engagement force is obtained by looking up the correspondence table of speed difference, synchronization time and shift fork engagement force based on the speed difference and synchronization time; where the speed difference is the difference between the power source speed and the engagement shaft speed.

[0055] Secondly, the present invention provides an electronic device comprising a memory and a controller, wherein the memory stores a computer-readable program, and the computer-readable program, when invoked by the controller, can execute the steps of the active noise cancellation shifting method as described in the present invention.

[0056] Thirdly, the active noise reduction shifting system of the present invention includes a data acquisition unit, a data processing unit, a hybrid powertrain control unit, and an electric drive transmission control unit.

[0057] The data processing unit is connected to the data acquisition unit, the hybrid powertrain control unit, and the electric drive transmission control unit, respectively.

[0058] The electric drive transmission control unit is connected to the electric drive transmission;

[0059] The electric drive transmission is equipped with solenoid valves and shift forks.

[0060] The hybrid powertrain control unit is used to receive and process signals from the data processing unit, and can issue commands to control the vehicle to perform corresponding actions.

[0061] The electric drive transmission control unit is used to receive and process signals from the data processing unit and the hybrid powertrain control unit, and to issue control commands to control the flow of the solenoid valve, and to adjust the moving speed and the magnitude of the shift fork force; the active noise reduction shifting system can execute the steps of the active noise reduction shifting method as described in this invention.

[0062] Fourthly, the vehicle described in this invention employs an active noise reduction shifting system as described in this invention.

[0063] Fifthly, the present invention provides a storage medium storing a computer-readable program, which, when invoked, can execute the steps of the active noise reduction shifting method as described in the present invention.

[0064] The present invention has the following advantages:

[0065] (1) This invention determines whether the shifting noise during the shifting process meets the requirements. If the shifting noise does not meet the requirements, it can adaptively adjust the moving speed of the shift fork or the shift fork engaging force during the next shift, thereby reducing shifting noise and achieving the purpose of active noise reduction.

[0066] (2) When determining the need for gear shifting based on throttle opening and vehicle speed, this invention first judges the engine's operating state based on the engine's output torque and determines the current shift point based on the engine's operating state, thus considering the rationality of the shift point. This is because different shift points correspond to different engine speeds. On one hand, the noise level emitted by the engine varies at different speeds, providing different masking background noises. On the other hand, from the perspective of driving quality and vibration noise, a shift point that is too high will lead to excessively high engine speeds, which will also cause user complaints. Therefore, it is necessary to formulate different reasonable gear-shifting actions based on the masking effect of different driving scenarios, thereby achieving the purpose of noise reduction.

[0067] (3) In this invention, the synchronizer will have different motion forms in different stages under the drive of the shift fork: the pre-synchronization stage is linear motion, the synchronization stage is rotational motion, and the engagement stage is mixed motion (linear + rotation); therefore, it is necessary to refine the control methods of each stage. This invention divides the shifting of the synchronizer into three stages according to the change of shift fork displacement: the pre-synchronization stage, the synchronization stage, and the engagement stage; in the pre-synchronization stage and the engagement stage, the shift fork moving speed is determined according to the shift fork displacement offset; the shift fork is controlled based on the determined shift fork engagement force and shift fork moving speed; in the synchronization stage, the shift fork moving speed is set to a fixed value, the shift fork engagement force is determined according to the speed difference and synchronization time, and the shift fork is controlled based on the determined shift fork engagement force and shift fork moving speed; at the same time, in the process of controlling the shift fork based on the shift fork engagement force and shift fork moving speed, the stage of the synchronizer can also be judged according to the shift fork displacement RailDisp(t3), and the shift fork moving speed or shift fork engagement force can be adaptively adjusted according to the stage of the synchronizer, thereby achieving the effect of noise reduction.

[0068] (4) The present invention is simple in design and does not require additional hardware. Only appropriate modifications are needed at the software level to optimize problems such as shift noise under different working conditions, and the cost is low.

[0069] In summary, this invention meets the needs of hybrid electric vehicles in scenarios where they are driven by an engine, driven by pure electric power, or used in parallel with an electric motor to implement NVH control strategies, and can achieve the purpose of reducing shift noise and realizing active noise reduction. Attached Figure Description

[0070] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0071] Figure 1 This is a flowchart of Example 1;

[0072] Figure 2 This is a flowchart of determining whether to shift gears and determining the shift point in Example 1;

[0073] Figure 3 This is a schematic diagram of the synchronizer engagement process in Embodiment 1;

[0074] Figure 4 This is a schematic diagram of the position of the shift fork during the pre-synchronization stage in Embodiment 1;

[0075] Figure 5 This is the synchronizer control logic diagram in Example 1;

[0076] Figure 6 The average sound pressure F in Example 1 avg Analysis chart;

[0077] Figure 7 The maximum noise value F in the range of 1500Hz to 3500Hz in Example 1. shift ;

[0078] Figure 8 This is a flowchart of the adaptive gear shifting force adjustment method in Example 1;

[0079] Figure 9 This is a principle block diagram of Embodiment 2;

[0080] Figure 10 This is a principle block diagram of Embodiment 3;

[0081] Figure 11 This is a structural schematic diagram of Embodiment 3;

[0082] Figure 10 In the middle: 300—Active noise reduction shifting system, 301—Data acquisition unit, 302—Data processing unit, 303—Hybrid powertrain control unit, 304—Electric drive transmission control unit, 305—Solenoid valve, 306—Shift fork;

[0083] Figure 11 In the middle: 1—Electric drive transmission, 2—In-vehicle microphone, 3—Shift fork displacement sensor, 4—CAN line, 5—Engine, 6—Motor, 7—Dual-clutch transmission. Detailed Implementation

[0084] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While some embodiments of this application are shown in the drawings, it should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this application. It should be understood that the drawings and embodiments of this application are for illustrative purposes only and are not intended to limit the scope of protection of this application.

[0085] Example 1

[0086] like Figure 1 As shown in this embodiment, an active noise reduction shifting method divides the synchronizer shifting into multiple stages based on the change in shift fork displacement; the method includes the following steps:

[0087] Obtain shift commands and control the engagement of the synchronizer based on the shift fork displacement according to the shift commands;

[0088] The system acquires the shifting sound during the gear shifting process and determines whether the shifting sound meets the preset requirements. If the shifting sound does not meet the preset requirements, the system determines the stage of the synchronizer based on the shift fork displacement and adaptively adjusts the shift fork's moving speed or shift fork engagement force in the corresponding stage for the next gear shift. The process ends when the shifting sound meets the preset requirements.

[0089] like Figure 2 As shown, in one specific implementation of this example, the following steps are performed before shifting gears:

[0090] The system acquires the current gear shift status, accelerator pedal opening, and vehicle speed; when a gear shift is required based on the accelerator pedal opening and vehicle speed, it judges the engine operating status based on the engine output torque, determines the current shift point based on the engine operating status, and issues a shift command when the vehicle speed reaches a set value; wherein, the shift point is the correspondence between gear and accelerator pedal opening, and between shift gear and vehicle speed.

[0091] As a specific implementation method in this case, the need for gear shifting is determined based on the throttle opening and vehicle speed. If so, the engine operating status is assessed; otherwise, the process ends. For example, when starting the car, first gear is initially selected. The gear shift control mechanism engages the first gear with the synchronizer, and then clutch C1 engages, allowing the vehicle to begin moving. At this time, clutch C2 is fully disengaged and does not transmit power. When the vehicle accelerates to near the second gear shift point, the gear shift mechanism engages the synchronizer with the second gear, and second gear is pre-selected. At this time, clutch C1 begins to disengage, while clutch C2 begins to engage under the action of the control mechanism. When clutch C1 is fully disengaged and clutch C2 is fully engaged, the entire gear shifting process ends. Therefore, the shift point determines the speed difference at synchronization (the difference between the power source speed and the engagement shaft speed).

[0092] like Figure 2 As shown, in one specific implementation of this example, the engine operating state is determined based on the engine output torque, and the current shift point is determined based on the engine operating state, specifically as follows:

[0093] Obtain engine torque;

[0094] Determine engine torque (i.e., Fly) wheel Is it greater than 0?

[0095] When Fly wheel When the value is greater than 0, the first preset shift point is called for shift control; otherwise, the second preset shift point is called for shift control. The first and second preset shift points are obtained through calibration and are the correspondence between throttle opening, shift position and vehicle speed.

[0096] In this embodiment, the engine's involvement in driving the vehicle is determined by whether it outputs torque. Therefore, the engine's operating state needs to be determined by whether it outputs torque. The shift points are different when the engine is involved in driving and when it is not. The threshold for the shift point is vehicle speed; that is, the shift point for each gear depends on the vehicle speed, not the engine's output torque. Different gears may have the same output torque, so the engine's output torque cannot be used to determine the shift point.

[0097] As a specific implementation method of this case, the preset shift point is shown in Table 1 (both downshifting and upshifting are included, but only downshifting is used as an example here):

[0098] y1\x1 0 5 10 15 20 25 30 35 40 50 60 70 80 90 100 2-1 5 5 5 5 5 5 5 5 5 5 10 15 20 25 26 3-2 30 30 30 30 30 30 30 30 30 30 30 37 45 50 60 4-3 40 40 40 40 40 40 40 40 40 40 48 60 75 87 90 5-4 50 50 50 50 50 50 50 50 50 58 70 85 100 123 140 6-5 65 65 65 65 65 65 65 69 75 86 100 120 150 173 180

[0099] Table 1

[0100] In Table 1, x1 represents the accelerator pedal opening (unit: %); y1 represents the gear shift (2-1 represents downshifting from 2nd to 1st gear, 4-3 represents downshifting from 4th to 3rd gear); z represents the vehicle speed (kph (km / h), i.e., the data outside the first row and first column in Table 1).

[0101] Shift point two is shown in Table 2:

[0102] Y1\x1 0 5 10 15 20 25 30 35 40 50 60 70 80 90 100 2-1 3 3 3 3 3 3 3 3 3 3 10 15 20 25 26 3-2 30 30 30 30 30 30 30 30 30 30 30 37 45 50 60 4-3 40 40 40 40 40 40 40 40 40 40 48 60 75 87 90 5-4 50 50 50 50 50 50 50 50 50 58 70 85 100 123 140 6-5 65 65 65 65 65 65 65 69 75 86 100 120 150 173 180

[0103] Table 2

[0104] Preset shift point two, when downshifting from 2nd to 1st gear, results in a lower shift speed when the throttle opening is within 50% compared to preset shift point one. The specific setting value depends on the actual vehicle calibration. In Tables 1 and 2, shift position "6-5" indicates downshifting from 6th to 5th gear, shift position "5-4" indicates downshifting from 5th to 4th gear, shift position "4-3" indicates downshifting from 4th to 3rd gear, shift position "3-2" indicates downshifting from 3rd to 2nd gear, and shift position "2-1" indicates downshifting from 2nd to 1st gear.

[0105] like Figure 3 and Figure 4 As shown in this embodiment, the synchronizer engagement process is illustrated. The synchronizer engagement is divided into three stages based on the fork displacement: pre-synchronization stage, synchronization stage, and engagement stage. The target fork displacement corresponding to the pre-synchronization stage is L. a The target displacement of the fork in the combined stage is L. f .

[0106] like Figure 5 As shown, in this embodiment, the synchronization mechanism is divided into three control modes based on its connection process. The specific control modes are as follows:

[0107] First control mode (pre-synchronization stage): The corresponding control measure is to adjust the shift fork engagement force F during the pre-synchronization stage. fork Control of the fork movement speed RailSpd; specifically:

[0108] The shift fork shifting force is obtained by referring to the table of correspondence between transmission oil temperature and shift fork shifting force (see Table 3); the shift fork shifting force is then determined based on the shift fork displacement value and the target shift fork displacement L during the pre-synchronization phase. a Calculate the shift fork displacement offset, and based on the shift fork displacement offset, look up the correspondence table between the shift fork displacement offset and the shift fork moving speed in the pre-synchronization stage (see Table 4) to obtain the shift fork moving speed; and control the shift fork based on the shift fork engagement force and the shift fork moving speed.

[0109] Table 3 shows the relationship between transmission oil temperature and shift fork shifting force during the pre-synchronization phase.

[0110] Transmission fluid temperature [°C] -30 -20 -10 0 30 60 90 Shift fork engagement force [N] 300 300 300 300 280 250 250

[0111] Table 3

[0112] Table 4 shows the correspondence between the shift fork displacement offset and the shift fork moving speed during the pre-synchronization phase.

[0113]

[0114] Table 4

[0115] As a specific implementation method of this embodiment, the method for calculating the displacement offset of the shift fork is as follows:

[0116] ΔDisp=(L a -RailDisp) / L a ;

[0117] Where ΔDisp is the displacement offset of the fork, L a For the target displacement of the fork during the pre-synchronization phase, L f For the target displacement of the shift fork during the assembly phase, RailDisp represents the shift fork displacement value detected by the shift fork displacement sensor.

[0118] Second control mode (synchronization phase): The corresponding control measures are the control of the shift fork engagement force and shift fork speed during the synchronization phase, specifically:

[0119] The shift fork movement speed is a fixed value (set to 200 mmps in this specific implementation example; this fixed value can be changed according to different vehicle models). The shift fork engagement force is obtained by referring to the correspondence table of speed difference, synchronization time, and shift fork engagement force (see Table 5). The speed difference is the difference between the power source speed and the engagement shaft speed. The shift fork is controlled based on the shift fork engagement force and the shift fork movement speed. Since the shift fork engagement force is determined based on the speed difference and synchronization time during the synchronization phase, the adjustment of the shift force change rate is achieved.

[0120] Table 5 shows the corresponding relationship between speed difference, synchronization time, and shift fork engagement force.

[0121]

[0122] Table 5

[0123] Where x2 represents the speed difference Δn (in rpm), Δn = n p -n i n p n represents the rotational speed of the power source (in rpm). i This refers to the combined shaft speed (in rpm). For example, when 2 decreases to 1, n... i Input the rotational speed n of one shaft c1y2 = Synchronization Time (ms). All data except the first row and first column in Table 5 represent shift fork engagement force (in N). The corresponding calibration parameters can be found in Table 5 based on the synchronization time and speed difference. For example, when the synchronization time is 30ms and the speed difference is 250rpm, the corresponding shift fork engagement force F is... fork It is 550N.

[0124] Third control mode (engagement stage): The corresponding control measure is in the final engagement stage, adjusting the shift fork engagement force F. fork The control of the RailSpd's fork movement speed is as follows:

[0125] Obtain the transmission fluid temperature and shift fork displacement value; refer to the table of correspondence between transmission fluid temperature and shift fork shifting force (see Table 6) to obtain the shift fork shifting force; obtain the shift fork displacement value, and based on the shift fork displacement value and the target shift fork displacement L during the engagement stage... f Calculate the shift fork displacement offset, and based on the shift fork displacement offset, look up the correspondence table between the shift fork displacement offset and the shift fork moving speed in the engagement stage (see Table 7) to obtain the shift fork moving speed. Then, control the shift fork based on the shift fork engagement force and the shift fork moving speed.

[0126] Table 6 shows the relationship between transmission oil temperature and shift fork shifting force during the engagement phase.

[0127]

[0128]

[0129] Table 6

[0130] Table 7 shows the correspondence between the shift fork displacement offset and the shift fork movement speed during the engagement phase.

[0131] Shift fork displacement offset ΔDisp 0 10％ 20％ 30％ 60％ 100％ Fork movement speed [mm / s] 100 120 150 150 200 300

[0132] like Figure 8 As shown, in one specific implementation of this example, it is determined whether the shift sound meets the preset requirements, and if the shift sound does not meet the requirements, the shift fork's moving speed or shift fork engagement force is adaptively adjusted for the next shift. Specifically:

[0133] Obtain the current gear position and shift fork displacement, and determine whether the shift fork has displacement; when the shift fork displacement value is ≥0, record this moment as t1, and t1 is the gear shift start time; when the shift fork displacement value is ≥ preset displacement value, record this moment as t2, and t2 is the gear shift end time.

[0134] As a specific implementation method in this case, in-vehicle noise is acquired; the shift fork displacement signal RailDisp and other signals are collected in real time, including the vehicle's accelerator pedal opening α(t), vehicle speed information v(t), and input shaft speed n. c1 (t), Input dual-axis speed n c2 (t), Engine speed information n e (t), Motor speed information n mot (t), power source speed information n p (t), Engine torque Fly wheel (t), RailSpd(t), RailSpd(t), Force F fork (t) size and transmission oil temperature (Temp).

[0135] As a specific implementation method in this case, the vehicle speed information v(t) and the input shaft speed n are used. c1 (t), Input 2-axis speed n c2 (t), Engine speed information n e (t), Motor speed information n mot (t) and power source speed information n p (t) Through logical operations, it analyzes the specific operating conditions and can accurately determine the real-time situation of the current customer's use, so as to implement specific control strategies for hybrid vehicles and reduce shift noise.

[0136] like Figure 8 As shown, in one specific implementation method of this embodiment, the above signals are processed as follows:

[0137] Obtain the in-vehicle noise within the time period [t1-a, t2+a], and calculate the average sound pressure level (F) during the time period [t1-a, t2+a]. avg ), where a > 0. For the calculated average sound pressure level, see [reference needed]. Figure 6 The average sound pressure level is compared with the first sound pressure threshold (L). When F avg When F > L, let the first state variable s1 = 1; when F avg When ≤L, let the first state variable s1=0. When s1=1, it can be considered that the background noise is large and the masking effect of the gear shifting sound is large.

[0138] Extract the maximum noise value (F) within the preset frequency range for the time period [t1-a, t2+a]. shift The maximum noise value is compared with the second sound pressure threshold (A). If F shift >A, let the second state variable s2 = 1, and let the time of the maximum noise value be t3; if F shiftWhen ≤A, let the second state variable s2 = 0. When s2 = 1, the shift noise is considered prominent, but whether the shift noise exceeds the standard needs to be judged in conjunction with the background noise. The calculated maximum noise value F shift See Figure 7 .

[0139] As a specific implementation method in this case, the value of 'a' is 1s, but it can be adjusted appropriately according to actual needs. The following is an explanation using 'a=1s' as an example, which means extracting the maximum noise value in the range of 1500Hz to 3500Hz for the time period [t1-1,t2+1]. The analysis frequency is 12800Hz, the resolution is 1Hz, the window function is a Hanning window, and the time step is 0.1s.

[0140] The system determines whether shift noise is required (i.e., increases shift noise). When s1 = 0 and s2 = 1, the shift noise is considered prominent, meaning the shift sound does not meet the requirements. The system then determines the synchronizer's current stage based on the shift fork displacement RailDisp(t3) and adaptively adjusts the shift fork's movement speed or shift fork engagement force for the next shift based on the synchronizer's current stage. Otherwise, the shift sound meets the requirements, and the process ends.

[0141] In this embodiment, if RailDisp(t3) < the target displacement L of the fork during the pre-synchronization phase... a This indicates that the shifting sound during the pre-synchronization phase of the synchronizer does not meet the requirements. In the next pre-synchronization phase of the shift, the movement speed of the shift fork near the synchronizer is reduced; specifically:

[0142] Based on the shift fork displacement offset (ΔDisp), the current shift fork movement speed can be obtained by looking up the correspondence table (Table 4) between the shift fork displacement offset and the shift fork movement speed (RailSpd).

[0143] At this point, the current fork movement speed is adjusted using the fork movement speed adjustment coefficient A. The new fork movement speed is RSpd' = RailSpd * A.

[0144] As a specific implementation method in this case, the preset value of A is 0.8, and this value of A can be modified through subsequent vehicle calibration.

[0145] In this embodiment, if RailDisp(t3) = the target displacement L of the fork during the pre-synchronization stage a If the shift sound during the synchronization phase of the synchronizer does not meet the requirements, then in the pre-synchronization phase of the next shift, the shift fork engagement force is reduced under the current speed difference conditions. Specifically:

[0146] The shift fork engagement force is obtained by referring to the table of correspondence between the speed difference and synchronization time (i.e., Table 5); where the speed difference is the difference between the power source speed and the engagement shaft speed.

[0147] At this point, the shift fork engagement force is adjusted by the shift fork engagement force adjustment coefficient B, and the new shift fork engagement force is F' = F. fork *B.

[0148] As a specific implementation method in this case, the preset value of B is 0.8, which can be modified through subsequent vehicle calibration.

[0149] In this embodiment, if the target displacement L of the fork during the pre-synchronization phase is... a ≤RailDisp(t3)≤Target displacement L of the fork during the assembly stage f If the shift sound during the synchronizer engagement phase does not meet the requirements, then in the next engagement phase, the shift fork movement speed during the engagement phase will be reduced, specifically:

[0150] Based on the shift fork displacement offset, the current shift fork movement speed can be obtained by looking up the correspondence table between shift fork displacement offset and shift fork movement speed (i.e., Table 7).

[0151] At this point, the current moving speed can be adjusted using the fork moving speed adjustment coefficient C. The new fork moving speed is RSpd' = RailSpd * C.

[0152] As one specific implementation method in this case, the preset value of C is 0.8. This value can be modified through subsequent real-vehicle calibration.

[0153] Example 2

[0154] like Figure 9 As shown in this embodiment, an electronic device includes a memory and a controller. The memory stores a computer-readable program, which, when invoked by the controller, can execute the steps of the active noise cancellation shifting method as described in Embodiment 1.

[0155] Example 3

[0156] like Figure 10As shown in this embodiment, an active noise-canceling shifting system 300 includes a data acquisition unit 301, a data processing unit 302, a hybrid powertrain control unit (PCU) 303, and an electric transmission control unit (TCU) 304. The data processing unit 302 is connected to the data acquisition unit 301, the hybrid powertrain control unit 303, and the electric transmission control unit 304. The electric transmission control unit 304 is connected to an electric transmission 1. A solenoid valve 305 and a shift fork 306 are arranged within the electric transmission 1. The hybrid powertrain control unit 303 receives and processes signals from the data processing unit 302 and can issue commands to control the vehicle to perform corresponding actions. The electric drive transmission control unit 304 is used to receive and process signals from the data processing unit 302 and the hybrid powertrain control unit 303, and to issue control commands to control the flow rate of the solenoid valve 305, and to adjust the moving speed and the magnitude of the shift fork force. In this embodiment, the active noise reduction shifting system can perform the steps of the active noise reduction shifting method as described in Embodiment 1.

[0157] like Figure 11 As shown, in this embodiment, the data acquisition unit 301 is connected to the in-vehicle microphone 2, the shift fork displacement sensor 3, and the vehicle CAN line 4, respectively. The electric drive transmission 1 includes a motor 6 and a dual-clutch transmission 7.

[0158] In this embodiment, in-vehicle noise is acquired through in-vehicle microphone 2; the shift fork displacement signal RailDisp is acquired in real time through shift fork displacement sensor 3; and other signals are read in real time through CAN line 4.

[0159] As a specific implementation method of this embodiment, when the vehicle speed reaches the set value, the hybrid powertrain control unit 303 sends a shift command to the electric drive transmission control unit 304 to engage gears. After receiving the shift command from the hybrid powertrain control unit 303, the electric drive transmission control unit 304 controls the engagement of the synchronizer based on the change in the shift fork displacement.

[0160] Example 4

[0161] In this embodiment, a vehicle employs an active noise reduction shifting system as described in Embodiment 3.

[0162] Example 5

[0163] In this embodiment, a storage medium stores a computer-readable program that, when invoked, can execute the steps of the active noise reduction shifting method described in Embodiment 1.

[0164] In this embodiment, the storage medium can be any available medium that a computer can access, or a data storage device such as a server or data center that integrates one or more available media. The available medium can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., digital versatile discs (DVDs)), or semiconductor media (e.g., solid-state disks (SSDs)). It is worth noting that the storage medium mentioned in this application can be a non-volatile storage medium; in other words, it can be a non-transient storage medium.

[0165] The above embodiments are preferred embodiments of the present invention, but the embodiments of the present invention are not limited to the above embodiments. Any changes, modifications, substitutions, combinations, or simplifications made without departing from the spirit and principle of the present invention shall be considered equivalent substitutions and shall be included within the protection scope of the present invention.

Claims

1. A method for active noise reduction in gear shifting, characterized in that: The synchronizer shifting is divided into multiple stages based on the change in shift fork displacement; The method includes the following steps: Get shift command; The engagement of the synchronizer is controlled based on the shift command and the change in the shift fork displacement; The system acquires the shift sound during gear shifting, determines whether the current shift sound meets preset requirements, and if it does not, it determines the stage of the synchronizer based on the shift fork displacement, and adaptively adjusts the shift fork's moving speed or shift fork engagement force for the next gear shift based on the synchronizer's stage. Specifically: Obtain the fork displacement RailDisp(t3) at time t3 corresponding to the maximum noise value; The synchronizer engagement is divided into three stages based on the change in shift fork displacement: pre-synchronization stage, synchronization stage, and engagement stage; if RailDisp(t3) < the target shift fork displacement L in the pre-synchronization stage... a If the shift sound does not meet the requirements when the synchronizer is in the pre-synchronization stage, the shift fork movement speed when approaching the synchronizer should be reduced in the next pre-synchronization stage. If RailDisp(t3) = the target displacement L of the fork during the pre-synchronization phase a If the shifting sound during the synchronization phase of the synchronizer does not meet the requirements, then in the next synchronization phase of the shifting, the shift fork engagement force will be reduced under the current speed difference condition. If the target displacement L of the shift fork in the pre-synchronization stage a <RailDisp(t3) ≤ the target displacement L of the shift fork in the engagement stage f , it means that the shifting sound when the synchronizer is in the engagement stage does not meet the requirements. Then, in the engagement stage of the next shift, reduce the moving speed of the shift fork in the engagement stage.

2. The active noise reduction shifting method according to claim 1, characterized in that: To determine whether the shift sound meets the preset requirements, the following steps are taken: Obtain the current gear position and shift fork displacement. When the shift fork displacement value is ≥ 0, record this moment as t1. When the shift fork displacement value is ≥ the preset displacement value, record this moment as t2. Obtain the in-vehicle noise within the time period [t1-a, t2+a], calculate the average sound pressure level within the time period [t1-a, t2+a], and extract the maximum noise value within the preset frequency range during the time period [t1-a, t2+a], where a > 0; If the average sound pressure level is less than or equal to the first sound pressure threshold and the maximum noise value is greater than the second sound pressure threshold, then the shift sound is determined to be unsatisfactory; otherwise, the shift sound is deemed to be satisfactory.

3. The active noise reduction shifting method according to claim 1, characterized in that: If RailDisp(t3) < target displacement L of the fork during the pre-synchronization phase a This indicates that the shifting sound during the pre-synchronization phase of the synchronizer does not meet the requirements. In the pre-synchronization phase of the next shift, the movement speed of the shift fork near the synchronizer is reduced, specifically: Based on the shift fork displacement offset, the current shift fork movement speed can be obtained by looking up the correspondence table between the shift fork displacement offset and the shift fork movement speed. The corrected shift fork speed is obtained by multiplying the current shift fork movement speed by the shift fork movement speed adjustment coefficient A, where 0 < A < 1.

4. The active noise reduction shifting method according to claim 1, characterized in that: If RailDisp(t3) = the target displacement L of the fork during the pre-synchronization phase a If the shift sound during the synchronization phase of the synchronizer does not meet the requirements, then in the next synchronization phase of the shift, the shift fork engagement force will be reduced under the current speed difference conditions. Specifically: The shift fork engagement force is obtained by looking up the correspondence table between the speed difference and synchronization time; where the speed difference is the difference between the power source speed and the engagement shaft speed. Multiply the shift fork engagement force obtained from the table by the shift fork engagement force adjustment coefficient B to obtain the corrected shift fork engagement force, where 0 < B < 1.

5. The active noise reduction shifting method according to claim 1, characterized in that: If the target displacement L of the shift fork in the pre-synchronization stage a <RailDisp(t3) ≤ the target displacement L of the shift fork in the engagement stage f , it means that the shifting sound when the synchronizer is in the engagement stage does not meet the requirements. Then, in the engagement stage of the next shift, reduce the moving speed of the shift fork in the engagement stage. Specifically: Based on the shift fork displacement offset, the current shift fork movement speed can be obtained by looking up the correspondence table between the shift fork displacement offset and the shift fork movement speed. The corrected shift fork speed is obtained by multiplying the current shift fork movement speed by the shift fork movement speed adjustment coefficient C, where 0 < C < 1.

6. The active noise reduction shifting method according to claim 2, characterized in that: Extract the maximum noise value F within the range of 1500Hz to 3500Hz for the time period [t1-1, t2+1]. shift .

7. The active noise reduction shifting method according to claim 1, characterized in that: Before shifting gears, the following steps are also performed: Get the current gear position, accelerator pedal opening, and vehicle speed; When a gear shift is required based on the throttle opening and vehicle speed, the engine's operating state is judged based on the engine's output torque, and the current shift point is determined based on the engine's operating state. A shift command is issued when the vehicle speed reaches a set value. The shift point is the correspondence between the throttle opening, the shift position, and the vehicle speed.

8. The active noise reduction shifting method according to claim 7, characterized in that: The engine's operating state is determined based on its output torque, and the current shift point is determined accordingly. Obtain engine torque; When the engine torque is determined to be greater than 0, the preset shift point one is called for shift control; otherwise, the preset shift point two is called for shift control. The preset shift point one and preset shift point two are obtained through calibration and are the correspondence between throttle opening, shift position and vehicle speed.

9. The active noise reduction shifting method according to claim 1, characterized in that: The engagement of the synchronizer is controlled based on the shift command and the change in shift fork displacement. Specifically: During the pre-synchronization phase, the transmission oil temperature and shift fork displacement value are obtained; the shift fork engagement force is determined based on the transmission oil temperature; the shift fork displacement offset is calculated based on the shift fork displacement value and the target shift fork displacement during the pre-synchronization phase, and the shift fork moving speed is determined based on the shift fork displacement offset. The shift fork is controlled based on the shift fork engagement force and shift fork movement speed; During the synchronization phase, the shift fork moving speed is a fixed value; the shift fork engagement force is determined based on the speed difference and synchronization time. The shift fork is controlled based on the shift fork engagement force and shift fork movement speed; During the engagement phase, the transmission oil temperature and shift fork displacement values ​​are obtained; Determine the shift fork engagement force based on the transmission oil temperature; The shift fork displacement offset is calculated based on the shift fork displacement value and the target shift fork displacement during the engagement stage, and the shift fork moving speed is determined based on the shift fork displacement offset. The shift fork is controlled based on the shift fork engagement force and shift fork movement speed.

10. The active noise reduction shifting method according to claim 9, characterized in that: The shift fork engagement force is determined based on the transmission oil temperature, specifically: The shift fork shift force can be obtained by referring to the table showing the relationship between transmission oil temperature and shift fork shift force.

11. The active noise reduction shifting method according to claim 9, characterized in that: The fork moving speed is determined based on the fork displacement offset, specifically as follows: During the pre-synchronization phase, the fork movement speed is obtained by looking up the correspondence table between the fork displacement offset and the fork movement speed during the pre-synchronization phase based on the fork displacement offset. During the assembly phase, the fork movement speed is obtained by referring to the table of correspondence between the fork displacement offset and the fork movement speed during the assembly phase.

12. The active noise reduction shifting method according to claim 9, characterized in that: The method for determining the shift fork engagement force based on the speed difference and synchronization time is as follows: The shift fork engagement force is obtained by looking up the correspondence table of speed difference, synchronization time and shift fork engagement force based on the speed difference and synchronization time; where the speed difference is the difference between the power source speed and the engagement shaft speed.

13. An electronic device comprising a memory and a controller, the memory storing a computer-readable program that, when invoked by the controller, can perform the steps of the active noise cancellation shifting method as described in any one of claims 1 to 12.

14. An active noise reduction shifting system, comprising a data acquisition unit (301), a data processing unit (302), a hybrid powertrain control unit (303), and an electric drive transmission control unit (304). The data processing unit (302) is connected to the data acquisition unit (301), the hybrid powertrain control unit (303), and the electric drive transmission control unit (304), respectively; The electric drive transmission control unit (304) is connected to the electric drive transmission (1); The electric drive transmission (1) is equipped with a solenoid valve (305) and a shift fork (306). The hybrid powertrain control unit (303) is used to receive and process signals sent by the data processing unit (302), and can issue commands to control the vehicle to perform corresponding actions; The electric drive transmission control unit (304) is used to receive and process signals from the data processing unit (302) and the hybrid powertrain control unit (303), and to issue control commands to control the flow rate of the solenoid valve (305), and to adjust the moving speed and the magnitude of the shift fork force; characterized in that: The active noise cancellation shifting system can perform the steps of the active noise cancellation shifting method as described in any one of claims 1 to 12.

15. A vehicle, characterized in that: The active noise reduction shifting system as described in claim 14 is adopted.

16. A storage medium, characterized in that: It contains a computer-readable program that, when invoked, performs the steps of the active noise reduction shifting method as described in any one of claims 1 to 12.

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