Shift control method, device and equipment

Abstract

The application discloses a gear shifting control method, device and equipment. The gear shifting process of a vehicle can include a gear disengaging stage and a gear engaging stage. The gear disengaging stage is used for indicating that the driving gear of the vehicle is disengaged from the current gear, and the gear engaging stage is used for indicating that the driving gear is switched to a required gear. In the gear disengaging stage, the first target rotating speed of the input shaft corresponding to the transmission mechanism is determined according to the actual rotating speed of the output shaft and the transmission ratio corresponding to the current gear, and the driving motor is controlled according to the first target rotating speed of the input shaft until the gear disengaging is completed. In the gear engaging stage, the actual rotating speed of the output shaft is reacquired, the second target rotating speed of the input shaft is determined according to the reacquired actual rotating speed of the output shaft and the transmission ratio corresponding to the required gear, and the driving motor is controlled according to the second target rotating speed of the input shaft until the gear engaging is successful. It can be seen that the driving motor is controlled by the rotating speed in the gear shifting process, which is beneficial to synchronizing the rotating speed between the input shaft and the output shaft, thereby reducing the gear disengaging force and increasing the success rate of the gear disengaging and the gear shifting.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a shift control method, device, and equipment. Background Technology

[0002] When a vehicle is in motion, its speed can be adjusted using a transmission mechanism to meet driving needs. In practical applications, the output shaft of the transmission mechanism is connected to the wheel ends, and the input shaft is connected to the drive motor. The driving force provided by the drive motor is sequentially output to the wheel ends through the input and output shafts, thereby driving the vehicle. For example, a vehicle equipped with an Automated Mechanical Transmission (AMT) is a type of transmission mechanism. An AMT, while maintaining the basic structure of a mechanical manual transmission, adds an electronic unit to automatically operate the transmission, replacing the manual operations of clutch engagement and disengagement, gear shifting, and engine and motor adjustments previously performed by the driver, thus automating the gear shifting process.

[0003] Typically, one way to adjust vehicle speed using a transmission mechanism is by switching between gears. Different gears have different gear ratios, resulting in varying torque output to the wheels to meet different speed requirements. During gear shifts, the vehicle speed changes significantly. If the shifting process is not well controlled, it may affect the success rate of disengaging and shifting gears, leading to driving safety hazards and a poor driving experience for the user.

[0004] Therefore, controlling the gear shifting process of a vehicle is of great importance. Summary of the Invention

[0005] To address the aforementioned technical problems, this application provides a shift control method, apparatus, and device. In both the disengagement and engagement phases, the control of the drive motor is speed control. This facilitates synchronization of the speeds between the input and output shafts, thereby reducing the disengagement force between the gears, increasing the success rate of disengagement and shifting, and improving driving safety and user driving experience.

[0006] The embodiments of this application disclose the following technical solutions:

[0007] On one hand, embodiments of this application provide a gear shifting control method, the method comprising:

[0008] In response to a vehicle's gear shifting request, the current gear of the vehicle and the required gear indicated by the gear shifting request are obtained. The gear shifting process of the vehicle includes a disengagement phase and a gear engagement phase. The disengagement phase is used to indicate that the vehicle's driving gear is disengaged from the current gear, and the gear engagement phase is used to indicate that the driving gear is switched to the required gear.

[0009] The actual rotational speed of the output shaft corresponding to the transmission mechanism of the vehicle is obtained. The driving force provided by the drive motor of the vehicle passes through the input shaft and the output shaft of the transmission mechanism in sequence and is output to the wheel end of the vehicle.

[0010] During the disengagement phase, the first target speed of the input shaft corresponding to the transmission mechanism is determined based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear.

[0011] The drive motor is controlled according to the first target speed of the input shaft until the gear is disengaged;

[0012] In response to the completion of the disengagement, it is determined to enter the gear engagement stage, and the actual output shaft speed corresponding to the transmission mechanism is reacquired;

[0013] Based on the re-acquired actual output shaft speed and the transmission ratio corresponding to the required gear, determine the second target speed of the input shaft corresponding to the transmission mechanism;

[0014] The drive motor is controlled according to the second target speed of the input shaft until gear engagement is completed.

[0015] On the other hand, embodiments of this application provide a shift control device, the device including an acquisition unit, a determination unit, and a control unit:

[0016] The acquisition unit is used to respond to the vehicle's gear shifting request by acquiring the current gear position of the vehicle and the required gear position indicated by the gear shifting request. The gear shifting process of the vehicle includes a disengagement phase and a gear engagement phase. The disengagement phase is used to instruct the vehicle's driving gear to be disengaged from the current gear, and the gear engagement phase is used to instruct the driving gear to be switched to the required gear.

[0017] The acquisition unit is also used to acquire the actual rotational speed of the output shaft corresponding to the transmission mechanism of the vehicle. The driving force provided by the drive motor of the vehicle passes through the input shaft and the output shaft of the transmission mechanism in sequence and is output to the wheel end of the vehicle.

[0018] The determining unit is used to determine the first target speed of the input shaft corresponding to the transmission mechanism based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear during the disengagement phase.

[0019] The control unit is used to control the drive motor according to the first target speed of the input shaft until the gear is disengaged;

[0020] The acquisition unit is also used to determine, in response to the completion of the disengagement, to enter the gear engagement stage, and to reacquire the actual rotational speed of the output shaft corresponding to the transmission mechanism;

[0021] The determining unit is further configured to determine the second target speed of the input shaft corresponding to the transmission mechanism based on the re-acquired actual speed of the output shaft and the transmission ratio corresponding to the required gear.

[0022] The control unit is also used to control the drive motor according to the second target speed of the input shaft until the gear engagement is completed.

[0023] In another aspect, embodiments of this application provide a computer device, the computer device including a processor and a memory:

[0024] The memory is used to store program code and transmit the program code to the processor;

[0025] The processor is used to execute the shift control method described above according to the instructions in the program code.

[0026] As can be seen from the above technical solution, in response to a vehicle's gear shift request, the current gear and the required gear indicated by the gear shift request are obtained. The vehicle's gear shifting process can include a disengagement phase and a gear engagement phase. The disengagement phase indicates that the vehicle's driving gear is disengaged from the current gear, and the gear engagement phase indicates that the driving gear is switched to the required gear. First, the actual rotational speed of the output shaft corresponding to the vehicle's transmission mechanism can be obtained. The driving force provided by the vehicle's drive motor passes sequentially through the input and output shafts of the transmission mechanism and is output to the vehicle's wheels, thereby driving the vehicle. In the disengagement phase, the first target rotational speed of the input shaft corresponding to the transmission mechanism can be determined based on the actual rotational speed of the output shaft and the transmission ratio corresponding to the current gear. The drive motor is then controlled based on the first target rotational speed of the input shaft until disengagement is completed. Since the output shaft is connected to the wheel end, its actual speed reflects the vehicle's actual operating conditions. Combined with the gear ratio corresponding to the current gear, the determined first target speed of the input shaft matches the actual speed of the output shaft. Since the input shaft is connected to the drive motor, controlling the drive motor based on the first target speed of the input shaft allows for better synchronization of the input and output shaft speeds, reducing the inter-gear disengagement force in the transmission mechanism and thus improving the success rate of disengagement. After disengagement, the shifting phase begins. At this point, the actual output shaft speed is reacquired, and based on this reacquired speed and the gear ratio corresponding to the desired gear, the second target speed of the input shaft is determined. Correspondingly, the drive motor is controlled based on this second target speed until shifting is successful. Therefore, both the disengagement and shifting phases involve speed control of the drive motor. This helps synchronize the speeds of the input and output shafts, reducing the inter-gear disengagement force, increasing the success rate of disengagement and shifting, and improving driving safety and the user's driving experience. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A flowchart of a shift control method provided in an embodiment of this application;

[0029] Figure 2 This application provides a schematic diagram of a drive motor connection as an embodiment of the present application.

[0030] Figure 3 A schematic diagram of a shift control combining speed control and torque control provided in an embodiment of this application;

[0031] Figure 4This application provides a schematic diagram of a gear shift control method for speed control.

[0032] Figure 5 A schematic diagram of the disengagement gear phase provided in an embodiment of this application;

[0033] Figure 6 A schematic diagram illustrating the implementation process of a gear shift control according to an embodiment of this application;

[0034] Figure 7 This is a structural diagram of a shift control device provided in an embodiment of this application. Detailed Implementation

[0035] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0036] The gear shifting control method provided in this application can be implemented using a computer device, which can be a terminal device or a server. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. Terminal devices include, but are not limited to, mobile phones, computers, smart voice interaction devices, smart home appliances, and vehicle terminals. The terminal device and the server can be directly or indirectly connected via wired or wireless communication, and this application does not impose any limitations in this regard.

[0037] The following examples illustrate this in detail:

[0038] Figure 1 A flowchart of a shift control method provided in this application embodiment, using a terminal device as an example of the aforementioned computer device, is used for illustration. The method includes S101-S107:

[0039] S101: In response to the vehicle's gear shift request, obtain the vehicle's current gear and the gear required by the gear shift request.

[0040] The gear shifting process for a vehicle includes a disengagement phase and a shift engagement phase. The disengagement phase indicates that the vehicle's driving gear is disengaged from the current gear, and the shift engagement phase indicates that the driving gear is switched to the desired gear. In other words, the current gear is the gear the vehicle was in before shifting, and the desired gear is the gear the vehicle wants to switch to.

[0041] S102: Obtain the actual rotational speed of the output shaft corresponding to the vehicle's transmission mechanism.

[0042] S103: During the disengagement phase, the first target speed of the input shaft corresponding to the transmission mechanism is determined based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear.

[0043] S104: Control the drive motor according to the first target speed of the input shaft until the gear is disengaged.

[0044] In practical applications, the output shaft of the transmission mechanism is connected to the wheel ends of the vehicle, and the input shaft of the transmission mechanism is connected to the vehicle's drive motor. Therefore, the driving force provided by the vehicle's drive motor passes sequentially through the input shaft and the output shaft of the transmission mechanism before being output to the wheel ends of the vehicle. For example, see... Figure 2 The diagram shown illustrates a drive motor connection. Figure 2 In the example, the AMT transmission is the aforementioned gear transmission mechanism.

[0045] In some possible implementations, the input shaft of the transmission mechanism and the drive motor can be rigidly connected. In this case, the rotational speed of the input shaft can be considered to be the same as the rotational speed of the drive motor. Therefore, speed control of the drive motor based on the target rotational speed of the input shaft allows for better control of the driving force required at the output wheel of the drive motor. Alternatively, the input shaft and output shaft can be connected by gear meshing. Based on this, the transmission of driving force is achieved.

[0046] During gear shifting, the vehicle speed changes, so the output shaft speed of the transmission mechanism can be considered to change. To better control the shifting process, the actual output shaft speed can be obtained first. Furthermore, during the disengagement phase, the first target speed of the input shaft can be determined based on the actual output shaft speed and the gear ratio corresponding to the current gear. Since the output shaft is connected to the wheel end, its actual speed reflects the vehicle's actual operating conditions. Combined with the gear ratio corresponding to the current gear, the determined first target speed of the input shaft matches the actual output shaft speed. Since the input shaft is connected to the drive motor (as mentioned in the rigid connection), its speed and the drive motor's output speed can be considered the same. Therefore, the drive motor can be controlled based on the first target speed of the input shaft. Under this control, the speeds of the input and output shafts can be better synchronized, reducing the disengagement force between the gear teeth of the transmission mechanism and thus improving the disengagement success rate.

[0047] In practical applications, the output of the drive motor can be controlled based on the first target speed of the input shaft, thereby adjusting the actual speed of the input shaft to or close to the first target speed of the input shaft. At this time, the speeds of the input shaft and the output shaft are synchronized, the inter-tooth disengagement force is small, which is conducive to successful disengagement.

[0048] S105: In response to the completion of disengagement, determine to enter the gear engagement stage, and reacquire the actual speed of the output shaft corresponding to the transmission mechanism.

[0049] S106: Based on the re-acquired actual output shaft speed and the transmission ratio corresponding to the required gear, determine the second target speed of the input shaft corresponding to the transmission mechanism.

[0050] S107: Control the drive motor according to the second target speed of the input shaft until gear engagement is completed.

[0051] After disengaging from the gear, gear can be engaged to meet the vehicle's shifting requirements. In practice, upon completion of disengagement, the disengagement phase can be confirmed, and the actual output shaft speed of the transmission mechanism can be reacquired. Then, based on the reacquired actual output shaft speed and the required gear ratio, the second target speed of the input shaft can be determined. Correspondingly, the drive motor can be controlled based on the second target input shaft speed until gear engagement is successful.

[0052] The second target speed of the input shaft is determined based on the actual output shaft speed obtained after disengaging the gear and the transmission ratio of the required gear. Therefore, controlling the drive motor based on this can improve the success rate of gear engagement. In practical applications, the drive motor output can be controlled based on the second target speed of the input shaft, thereby adjusting the actual speed of the input shaft to or close to the second target speed. In this case, the speeds of the input and output shafts are synchronized, and the inter-tooth contact is small, which is conducive to successful gear engagement.

[0053] As can be seen, in this application, the control of the drive motor is speed control during both the disengagement and engagement phases. This helps to synchronize the speeds of the input and output shafts, thereby reducing the disengagement force between the gears, increasing the success rate of disengagement and shifting, shortening the shifting time, and improving driving safety and user driving experience.

[0054] To improve the success rate of disengaging gears and enhance driving safety, some possible implementations may include a torque clearing phase in the gear shifting process, which can be completed before the disengaging phase. Specifically, firstly, based on the actual output shaft speed and the transmission ratio corresponding to the current gear, the third target speed of the input shaft of the transmission mechanism can be determined. During the torque clearing phase, the drive motor is controlled according to the third target speed of the input shaft until torque clearing is complete. Complete torque clearing indicates that the output torque of the drive motor falls within the preset disengagement torque range. Based on this, the input shaft speed is determined first based on the actual output speed and the transmission ratio of the current gear to control the drive motor speed, thereby adjusting the output torque of the drive point. Specifically, the output torque of the drive motor is adjusted to the preset disengagement torque range. The disengagement torque range can represent the torque range within which disengagement can be safely performed, for example, [-100Nm, 100Nm]. Based on this, the output torque is first adjusted to the disengagement torque range before disengaging the gear. This avoids excessive torque causing large inter-tooth contact, which could affect gear disengagement and improve the success rate. Accordingly, in specific implementation, S103 can, upon completion of torque clearing, determine the entry into the disengagement stage and reacquire the actual output shaft speed corresponding to the transmission mechanism. Based on the reacquired actual output shaft speed and the transmission ratio corresponding to the current gear, the first target speed of the input shaft is determined. Then, speed control is performed during the disengagement stage.

[0055] To improve the success rate of gear engagement, in some possible implementations, the gear shifting process can also include a speed adjustment phase. After disengaging the gear, speed adjustment can be performed before shifting. Specifically, in S105, upon disengaging the gear, the system can determine entry into the speed adjustment phase and reacquire the actual output shaft speed of the transmission mechanism. In S106, the system can acquire the preset speed difference corresponding to the transmission mechanism, and determine the second target speed of the input shaft based on the reacquired actual output shaft speed, the transmission ratio of the desired gear, and the preset speed difference. In S107, the system can control the drive motor according to the second target speed of the input shaft until speed adjustment is complete. The completion of speed adjustment indicates that the actual speed difference between the input and output shafts meets the preset speed difference.

[0056] The preset speed difference represents the speed difference between the input and output shafts when gear engagement is successful. Therefore, by first determining the second target speed of the input shaft based on the preset speed difference, and then controlling the speed during the speed adjustment phase based on this second target speed, a certain speed difference exists between the output and input shafts, and this time difference satisfies the preset speed difference. Under this condition, engaging gears improves the success rate. Specifically, in response to the completion of speed adjustment, the gear engagement phase is determined, and the actual output shaft speed of the transmission mechanism is reacquired. Based on the reacquired actual output shaft speed and the transmission ratio corresponding to the required gear, the fourth target speed of the input shaft of the transmission mechanism is determined. Then, the drive motor can be controlled according to the fourth target speed of the input shaft until gear engagement is complete.

[0057] It should be noted that this application does not impose any limitations on the method for determining whether the actual speed difference meets the preset speed difference. In some possible implementations, the aforementioned speed adjustment completion can be used to indicate that the actual speed difference between the input shaft and the output shaft falls within a speed difference range, wherein the midpoint of the speed difference range is the aforementioned preset speed difference. For example, the preset speed difference is 50 rpm, and the speed difference range is [45 rpm, 55 rpm].

[0058] In practical applications, the preset speed difference can be pre-calibrated and determined. Typically, the corresponding preset speed difference may vary for different vehicles and different transmission mechanisms. This allows for the determination of a matching preset speed difference based on the actual hardware conditions, thereby improving the success rate of gear shifts.

[0059] As can be seen, in this application, the control of the drive motor for the four stages completed sequentially during the gear shifting process—the clearing stage, the disengagement stage, the speed adjustment stage, and the engagement stage—is speed control. This helps to synchronize the speeds between the input and output shafts, thereby reducing the disengagement force between the gears, increasing the success rate of disengagement and gear shifting, and improving driving safety and user driving experience.

[0060] Related technologies for drive motor control during gear shifting employ a combination of speed control and torque control; for details, please refer to [link to relevant documentation]. Figure 3 The diagram shows a shift control scheme combining speed control and torque control. In this application, speed control is used for all drive motor control during the shift process; see [link to relevant documentation] for details. Figure 4 The diagram shows a gear shift control method with speed control. Specifically:

[0061] exist Figure 3In the example, the drive motor uses torque control mode during non-shifting processes. During shifting processes, speed control is only used during the speed adjustment phase; torque control mode remains in effect during the torque clearing, disengaging, and engaging phases. In torque control mode, the drive motor responds to the torque demand sent by the vehicle's automatic transmission control unit (TCU) and outputs accordingly. In speed control mode, the drive motor responds to the speed demand initiated by the TCU and outputs accordingly.

[0062] exist Figure 4 In the example, the drive motor uses torque control mode during non-shifting processes, while speed control is used at every stage during shifting processes. Because speed control is used throughout, the torque clearing stage and the gear disengagement stage before the speed adjustment stage are actually speed adjustments. However, the target input shaft speed used for speed control differs for each stage; that is, the target speed is differentiated according to different stages. For details, please refer to the detailed description in the aforementioned embodiments, which will not be repeated here.

[0063] To better understand, embodiments of this application also provide Figure 5 The diagram shown is a phase diagram of a disengaged gear. Figure 5 In the example, taking upshifting during driving as an example, the current gear is lower than the required gear, and the need to shift gears is to upshift. During driving, the gear on the input shaft pushes the gear on the output shaft. After clearing torque, the gears on both sides are in the tooth contact state shown in state 3. The large tooth contact force will affect disengaging the gear. Currently, both the clearing torque stage and the disengaging stage are controlled by speed, so that the speed of the target tooth on the input shaft and the disengaging tooth on the output shaft are synchronized or the relative force is reduced, thus better achieving the non-tooth contact state shown in state 2, which is conducive to disengaging the gear and improving the success rate of disengaging. It can be understood that when engaging a gear, due to the use of speed control, the speeds on both sides can be synchronized better, the tooth contact is not achieved or the relative force is small, thus improving the success rate of engaging the gear.

[0064] As can be seen from the above technical solution, in response to a vehicle's gear shift request, the current gear and the required gear indicated by the gear shift request are obtained. The vehicle's gear shifting process can include a disengagement phase and a gear engagement phase. The disengagement phase indicates that the vehicle's driving gear is disengaged from the current gear, and the gear engagement phase indicates that the driving gear is switched to the required gear. First, the actual rotational speed of the output shaft corresponding to the vehicle's transmission mechanism can be obtained. The driving force provided by the vehicle's drive motor passes sequentially through the input and output shafts of the transmission mechanism and is output to the vehicle's wheels, thereby driving the vehicle. In the disengagement phase, the first target rotational speed of the input shaft corresponding to the transmission mechanism can be determined based on the actual rotational speed of the output shaft and the transmission ratio corresponding to the current gear. The drive motor is then controlled based on the first target rotational speed of the input shaft until disengagement is completed. Since the output shaft is connected to the wheel end, its actual speed reflects the vehicle's actual operating conditions. Combined with the gear ratio corresponding to the current gear, the determined first target speed of the input shaft matches the actual speed of the output shaft. Since the input shaft is connected to the drive motor, controlling the drive motor based on the first target speed of the input shaft allows for better synchronization of the input and output shaft speeds, reducing the inter-gear disengagement force in the transmission mechanism and thus improving the success rate of disengagement. After disengagement, the shifting phase begins. At this point, the actual output shaft speed is reacquired, and based on this reacquired speed and the gear ratio corresponding to the desired gear, the second target speed of the input shaft is determined. Correspondingly, the drive motor is controlled based on this second target speed until shifting is successful. Therefore, both the disengagement and shifting phases involve speed control of the drive motor. This helps synchronize the speeds of the input and output shafts, reducing the inter-gear disengagement force, increasing the success rate of disengagement and shifting, and improving driving safety and the user's driving experience.

[0065] In practical applications, vehicles experience a loss of power during gear shifting. This loss of power refers to the difficulty in transmitting the drive motor's output to the wheels. Specifically, on one hand, after the clutch disengages to the slip point and after it engages to the slip point, the clutch can transmit some or all of the torque, but the drive motor's output torque has decreased. Therefore, although this period does not result in a complete power interruption, it can be considered equivalent to a partial power interruption. That is, the equivalent power interruption time = partial clutch disengagement + disengagement + gear selection + synchronization + gear engagement + partial clutch engagement time. On the other hand, during the disengagement + gear selection + synchronization + gear engagement period, power cannot be transmitted at all, so it is an absolute power interruption time. In a narrow sense, the absolute power interruption time can be considered as the gear shifting time. The absolute power shifting time is from disengaging the gear to engaging it; during this period, the drive power source does not transmit any torque to the wheels.

[0066] Understandably, prolonged power interruption can cause a feeling of vehicle jerkiness and loss of power during gear shifts, resulting in poor acceleration. This loss of power is particularly noticeable during acceleration and uphill driving. This application effectively increases the success rate of disengaging and shifting gears, thereby shortening shift times and consequently reducing power interruption time, thus improving driving safety and overall driving experience.

[0067] In practical applications, the actual driving conditions of the vehicle may also affect gear shifting. Therefore, in one possible implementation, the actual driving conditions of the vehicle can be comprehensively considered when controlling the drive motor during gear shifting. Typically, the vehicle's overall acceleration reflects its actual driving conditions, so the overall vehicle acceleration can be used to control the drive motor during gear shifting. Specifically, the vehicle's overall acceleration can be obtained. Correspondingly, in step S103, when determining the first target speed of the input shaft, the first corrected speed corresponding to the input shaft can be determined from a pre-calibrated speed correction table based on the overall vehicle acceleration and the actual output shaft speed. The first target speed of the input shaft is then determined based on the actual output shaft speed, the transmission ratio corresponding to the current gear, and the first corrected speed. Similarly, in step S106, when determining the second target speed of the input shaft, the second corrected speed corresponding to the input shaft can be determined from a speed correction table based on the overall vehicle acceleration and the re-acquired actual output shaft speed. The second target speed of the input shaft is then determined based on the re-acquired actual output shaft speed, the transmission ratio corresponding to the required gear, and the second corrected speed.

[0068] Based on this, the target speed used to control the drive motor takes into account the vehicle's overall acceleration. The target speed determined in this way is conducive to better and faster control of the output speed required at each stage when controlling the drive motor, ensuring the synchronization of the speeds at both ends, facilitating better gear shifting, and improving the success rate of disengaging and shifting gears.

[0069] It should be noted that the above example is a method for determining the first target speed and the second target speed of the input shaft by combining the vehicle acceleration. In addition, the third target speed of the input shaft during the torque clearing stage can also be corrected by combining the vehicle acceleration. For details, please refer to the above example. It will not be repeated here.

[0070] It should also be noted that this application does not impose any limitations on how the target speed is determined based on the actual output shaft speed, transmission ratio, and correction speed. For ease of understanding, the following methods are provided as examples in the embodiments of this application:

[0071] In practical implementation, the product of the actual output shaft speed and the gear ratio corresponding to the current gear can be determined as the first speed. Then, the sum of the first speed and the first corrected speed can be determined as the first target speed of the input shaft. Similarly, the product of the re-acquired actual output shaft speed and the gear ratio corresponding to the required gear can be determined as the second speed, and the sum of the second speed and the second corrected speed can be determined as the second target speed of the input shaft. Based on this, the target speed after considering the vehicle acceleration correction can be determined through simple mathematical calculations.

[0072] For example, during the disengagement phase, the aforementioned first target speed of the input shaft = actual speed of the output shaft * transmission ratio corresponding to the current gear + first correction speed. The formulas for determining the target speeds of other input shafts can be found in the foregoing explanation and will not be repeated here.

[0073] Regarding the speed correction table, this application makes no limitations. In practical applications, it can be pre-calibrated according to actual conditions (such as the operating range corresponding to the vehicle's drive motor, transmission mechanism, and acceleration). For ease of understanding, this application provides the following example:

[0074] Table 1. Examples of Speed ​​Correction

[0075]

[0076]

[0077] In the speed correction table of the above example, 'a' represents the actual output shaft speed, which in the example ranges from 500 to 1500 rpm. 'b' represents the vehicle acceleration, which in the example ranges from -1.8 to 1.8 m / s². 2 It should be noted that this is merely an example and is not intended to be limiting.

[0078] To better understand, embodiments of this application also provide, as follows: Figure 6 The diagram shown illustrates the implementation process of gear shift control. Specifically:

[0079] After starting the shift, a torque clearing phase can be initiated. During this phase, speed control of the drive motor is used, specifically calculating the target input shaft speed and monitoring the motor torque. If the torque is within ±100 Nm, the inter-tooth force is considered low, indicating successful torque clearing and entry into the gear disengagement phase. In the gear disengagement phase, speed control of the drive motor continues, with the target input shaft speed calculated until disengagement is successful, at which point the speed adjustment phase can begin. If disengagement fails, the torque clearing phase can be re-entered to further reduce motor torque.

[0080] During the speed adjustment and gear shifting phases, the drive motor is still controlled by the vehicle's speed until the gear is successfully engaged. The vehicle then travels in the required gear and the gear shift ends. If the gear shift fails, the speed adjustment phase can be restarted for another attempt to engage a gear.

[0081] It should be noted that the methods for controlling the speed of the drive motor at each stage have been described in detail in the foregoing embodiments. Therefore, relevant details can be found in the descriptions of the foregoing embodiments, and will not be repeated here.

[0082] Figure 7 This is a structural diagram of a shift control device provided in an embodiment of this application. The device includes an acquisition unit 701, a determination unit 702, and a control unit 703.

[0083] The acquisition unit 701 is used to respond to the vehicle's gear shifting request to acquire the current gear of the vehicle and the required gear indicated by the gear shifting request. The gear shifting process of the vehicle includes a disengagement phase and a gear engagement phase. The disengagement phase is used to indicate that the vehicle's driving gear is disengaged from the current gear, and the gear engagement phase is used to indicate that the driving gear is switched to the required gear.

[0084] The acquisition unit 701 is also used to acquire the actual rotational speed of the output shaft corresponding to the transmission mechanism of the vehicle. The driving force provided by the drive motor of the vehicle passes through the input shaft and the output shaft of the transmission mechanism in sequence and is output to the wheel end of the vehicle.

[0085] The determining unit 702 is used to determine the first target speed of the input shaft corresponding to the transmission mechanism based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear during the disengagement phase.

[0086] The control unit 703 is used to control the drive motor according to the first target speed of the input shaft until the gear is disengaged;

[0087] The acquisition unit 701 is also used to determine, in response to the completion of the disengagement, to enter the gear engagement stage, and to reacquire the actual rotational speed of the output shaft corresponding to the transmission mechanism.

[0088] The determining unit 702 is further configured to determine the second target speed of the input shaft corresponding to the transmission mechanism based on the re-acquired actual speed of the output shaft and the transmission ratio corresponding to the required gear.

[0089] The control unit 703 is also used to control the drive motor according to the second target speed of the input shaft until the gear engagement is completed.

[0090] In one possible implementation, the shifting process further includes a torque clearing phase, and the determining unit is further configured to:

[0091] The third target speed of the input shaft corresponding to the transmission mechanism is determined based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear.

[0092] During the torque clearing stage, the drive motor is controlled according to the third target speed of the input shaft until torque clearing is completed. The completion of torque clearing indicates that the output torque of the drive motor falls within the preset disengagement torque range.

[0093] In response to the completion of the torque clearing, it is determined to enter the disengagement stage, and the actual output shaft speed corresponding to the transmission mechanism is reacquired;

[0094] The first target speed of the input shaft is determined based on the re-acquired actual speed of the output shaft and the transmission ratio corresponding to the current gear.

[0095] In one possible implementation, the gear shifting process further includes a speed adjustment phase, and the acquisition unit is further configured to:

[0096] In response to the completion of the gear shift, it is determined to enter the speed adjustment stage, and the actual speed of the output shaft corresponding to the transmission mechanism is reacquired;

[0097] The determining unit is further configured to:

[0098] Obtain the preset speed difference corresponding to the speed change mechanism;

[0099] The second target speed of the input shaft is determined based on the re-acquired actual speed of the output shaft, the transmission ratio corresponding to the required gear, and the preset speed difference.

[0100] The control unit is also used for:

[0101] The drive motor is controlled according to the second target speed of the input shaft until the speed adjustment is completed. The completion of the speed adjustment indicates that the actual speed difference between the input shaft and the output shaft meets the preset speed difference.

[0102] In response to the completion of the speed adjustment, it is determined to enter the gear shifting stage, and the actual output shaft speed corresponding to the transmission mechanism is reacquired;

[0103] Based on the re-acquired actual output shaft speed and the transmission ratio corresponding to the required gear, determine the fourth target speed of the input shaft corresponding to the transmission mechanism;

[0104] The drive motor is controlled according to the fourth target speed of the input shaft until gear engagement is completed.

[0105] In one possible implementation, the speed adjustment completion indicates that the actual speed difference between the input shaft and the output shaft falls within a speed difference range, and the midpoint of the speed difference range is the preset speed difference.

[0106] In one possible implementation, the acquisition unit is further configured to acquire the vehicle acceleration corresponding to the vehicle;

[0107] The determining unit is further configured to:

[0108] Based on the vehicle acceleration and the actual rotational speed of the output shaft, the first corrected rotational speed corresponding to the input shaft is determined from a pre-calibrated rotational speed correction table;

[0109] The first target speed of the input shaft is determined based on the actual speed of the output shaft, the transmission ratio corresponding to the current gear, and the first correction speed.

[0110] Based on the vehicle acceleration and the reacquired actual output shaft speed, determine the second corrected speed corresponding to the input shaft from the speed correction table;

[0111] The second target speed of the input shaft is determined based on the re-acquired actual speed of the output shaft, the transmission ratio corresponding to the required gear, and the second corrected speed.

[0112] In one possible implementation, the determining unit is further configured to:

[0113] The product of the actual rotational speed of the output shaft and the transmission ratio corresponding to the current gear is determined as the first rotational speed;

[0114] The sum of the first rotational speed and the first corrected rotational speed is determined as the first target rotational speed of the input shaft;

[0115] The product of the reacquired actual output shaft speed and the transmission ratio corresponding to the required gear is determined as the second speed;

[0116] The sum of the second rotational speed and the second corrected rotational speed is determined as the second target rotational speed of the input shaft.

[0117] In one possible implementation, the input shaft and the output shaft are connected by a gear meshing connection.

[0118] In one possible implementation, the input shaft and the drive motor are rigidly connected.

[0119] As can be seen from the above technical solution, in response to a vehicle's gear shift request, the current gear and the required gear indicated by the gear shift request are obtained. The vehicle's gear shifting process can include a disengagement phase and a gear engagement phase. The disengagement phase indicates that the vehicle's driving gear is disengaged from the current gear, and the gear engagement phase indicates that the driving gear is switched to the required gear. First, the actual rotational speed of the output shaft corresponding to the vehicle's transmission mechanism can be obtained. The driving force provided by the vehicle's drive motor passes sequentially through the input and output shafts of the transmission mechanism and is output to the vehicle's wheels, thereby driving the vehicle. In the disengagement phase, the first target rotational speed of the input shaft corresponding to the transmission mechanism can be determined based on the actual rotational speed of the output shaft and the transmission ratio corresponding to the current gear. The drive motor is then controlled based on the first target rotational speed of the input shaft until disengagement is completed. Since the output shaft is connected to the wheel end, its actual speed reflects the vehicle's actual operating conditions. Combined with the gear ratio corresponding to the current gear, the determined first target speed of the input shaft matches the actual speed of the output shaft. Since the input shaft is connected to the drive motor, controlling the drive motor based on the first target speed of the input shaft allows for better synchronization of the input and output shaft speeds, reducing the inter-gear disengagement force in the transmission mechanism and thus improving the success rate of disengagement. After disengagement, the shifting phase begins. At this point, the actual output shaft speed is reacquired, and based on this reacquired speed and the gear ratio corresponding to the desired gear, the second target speed of the input shaft is determined. Correspondingly, the drive motor is controlled based on this second target speed until shifting is successful. Therefore, both the disengagement and shifting phases involve speed control of the drive motor. This helps synchronize the speeds of the input and output shafts, reducing the inter-gear disengagement force, increasing the success rate of disengagement and shifting, and improving driving safety and the user's driving experience.

[0120] In another aspect, embodiments of this application provide a computer device, the computer device including a processor and a memory:

[0121] The memory is used to store program code and transmit the program code to the processor;

[0122] The processor is used to execute the shift control method provided in the above embodiments according to the instructions in the program code.

[0123] The computer device may include a terminal device or a server, and the aforementioned shift control device may be configured in the computer device.

[0124] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0125] It should be noted that, in this document, relational terms such as "first" and "second," if present, are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0126] The foregoing has provided a detailed description of a shift control method, apparatus, and device according to embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the methods of this application. Furthermore, those skilled in the art will recognize that variations in the specific implementation methods and application scope may occur based on the methods of this application.

[0127] In summary, the content of this specification should not be construed as limiting this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. Furthermore, based on the implementation methods provided in the above aspects, this application can be further combined to provide more implementation methods.

Claims

1. A gear shifting control method, characterized in that, The method includes: In response to a vehicle's gear shifting request, the current gear of the vehicle and the required gear indicated by the gear shifting request are obtained. The gear shifting process of the vehicle includes a disengagement phase and a gear engagement phase. The disengagement phase is used to indicate that the vehicle's driving gear is disengaged from the current gear, and the gear engagement phase is used to indicate that the driving gear is switched to the required gear. The actual rotational speed of the output shaft corresponding to the transmission mechanism of the vehicle is obtained. The driving force provided by the drive motor of the vehicle passes through the input shaft and the output shaft of the transmission mechanism in sequence and is output to the wheel end of the vehicle. During the disengagement phase, the first target speed of the input shaft corresponding to the transmission mechanism is determined based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear. The drive motor is controlled according to the first target speed of the input shaft until the gear is disengaged; In response to the completion of the disengagement, it is determined to enter the gear engagement stage, and the actual output shaft speed corresponding to the transmission mechanism is reacquired; Based on the re-acquired actual output shaft speed and the transmission ratio corresponding to the required gear, determine the second target speed of the input shaft corresponding to the transmission mechanism; The drive motor is controlled according to the second target speed of the input shaft until the speed adjustment is completed. The completion of the speed adjustment indicates that the actual speed difference between the input shaft and the output shaft meets the preset speed difference. In response to the completion of the speed adjustment, it is determined to enter the gear shifting stage, and the actual output shaft speed corresponding to the transmission mechanism is reacquired; Based on the re-acquired actual output shaft speed and the transmission ratio corresponding to the required gear, determine the fourth target speed of the input shaft corresponding to the transmission mechanism; The drive motor is controlled according to the fourth target speed of the input shaft until gear engagement is completed.

2. The method according to claim 1, characterized in that, The shifting process also includes a torque clearing phase, and the method further includes: The third target speed of the input shaft corresponding to the transmission mechanism is determined based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear. During the torque clearing stage, the drive motor is controlled according to the third target speed of the input shaft until torque clearing is completed. The completion of torque clearing indicates that the output torque of the drive motor falls within the preset disengagement torque range. In the disengagement phase, determining the first target speed of the input shaft corresponding to the transmission mechanism based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear includes: In response to the completion of the torque clearing, it is determined to enter the disengagement stage, and the actual output shaft speed corresponding to the transmission mechanism is reacquired; The first target speed of the input shaft is determined based on the re-acquired actual speed of the output shaft and the transmission ratio corresponding to the current gear.

3. The method according to claim 1, characterized in that, The gear shifting process also includes a speed adjustment phase, wherein the response to the completion of disengaging the gear, determining to enter the gear engagement phase, and re-acquiring the actual output shaft speed corresponding to the transmission mechanism, includes: In response to the completion of the gear shift, it is determined to enter the speed adjustment stage, and the actual speed of the output shaft corresponding to the transmission mechanism is reacquired; The step of determining the second target speed of the input shaft corresponding to the transmission mechanism based on the re-acquired actual speed of the output shaft and the transmission ratio corresponding to the required gear includes: Obtain the preset speed difference corresponding to the speed change mechanism; The second target speed of the input shaft is determined based on the re-acquired actual speed of the output shaft, the transmission ratio corresponding to the required gear, and the preset speed difference.

4. The method according to claim 3, characterized in that, The speed adjustment completion indicates that the actual speed difference between the input shaft and the output shaft falls within the speed difference range, and the midpoint of the speed difference range is the preset speed difference.

5. The method according to claim 1, characterized in that, The method further includes: Obtain the vehicle acceleration corresponding to the vehicle; The step of determining the first target speed of the input shaft corresponding to the transmission mechanism based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear includes: Based on the vehicle acceleration and the actual rotational speed of the output shaft, the first corrected rotational speed corresponding to the input shaft is determined from a pre-calibrated rotational speed correction table; The first target speed of the input shaft is determined based on the actual speed of the output shaft, the transmission ratio corresponding to the current gear, and the first correction speed. The step of determining the second target speed of the input shaft corresponding to the transmission mechanism based on the re-acquired actual speed of the output shaft and the transmission ratio corresponding to the required gear includes: Based on the vehicle acceleration and the reacquired actual output shaft speed, determine the second corrected speed corresponding to the input shaft from the speed correction table; The second target speed of the input shaft is determined based on the re-acquired actual speed of the output shaft, the transmission ratio corresponding to the required gear, and the second corrected speed.

6. The method according to claim 5, characterized in that, Determining the first target speed of the input shaft based on the actual speed of the output shaft, the transmission ratio corresponding to the current gear, and the first corrected speed includes: The product of the actual rotational speed of the output shaft and the transmission ratio corresponding to the current gear is determined as the first rotational speed; The sum of the first rotational speed and the first corrected rotational speed is determined as the first target rotational speed of the input shaft; The step of determining the second target speed of the input shaft based on the re-acquired actual speed of the output shaft, the transmission ratio corresponding to the required gear, and the second corrected speed includes: The product of the reacquired actual output shaft speed and the transmission ratio corresponding to the required gear is determined as the second speed; The sum of the second rotational speed and the second corrected rotational speed is determined as the second target rotational speed of the input shaft.

7. The method according to any one of claims 1-6, characterized in that, The input shaft and the output shaft are connected by gear meshing.

8. The method according to any one of claims 1-6, characterized in that, The input shaft and the drive motor are rigidly connected.

9. A gear shifting control device, characterized in that, The device includes an acquisition unit, a determination unit, and a control unit: The acquisition unit is used to respond to the vehicle's gear shifting request by acquiring the current gear position of the vehicle and the required gear position indicated by the gear shifting request. The gear shifting process of the vehicle includes a disengagement phase and a gear engagement phase. The disengagement phase is used to instruct the vehicle's driving gear to be disengaged from the current gear, and the gear engagement phase is used to instruct the driving gear to be switched to the required gear. The acquisition unit is also used to acquire the actual rotational speed of the output shaft corresponding to the transmission mechanism of the vehicle. The driving force provided by the drive motor of the vehicle passes through the input shaft and the output shaft of the transmission mechanism in sequence and is output to the wheel end of the vehicle. The determining unit is used to determine the first target speed of the input shaft corresponding to the transmission mechanism based on the actual speed of the output shaft and the transmission ratio corresponding to the current gear during the disengagement phase. The control unit is used to control the drive motor according to the first target speed of the input shaft until the gear is disengaged; The acquisition unit is also used to determine, in response to the completion of the disengagement, to enter the gear engagement stage, and to reacquire the actual rotational speed of the output shaft corresponding to the transmission mechanism; The determining unit is further configured to determine the second target speed of the input shaft corresponding to the transmission mechanism based on the re-acquired actual speed of the output shaft and the transmission ratio corresponding to the required gear. The control unit is also used for: The drive motor is controlled according to the second target speed of the input shaft until the speed adjustment is completed. The completion of the speed adjustment indicates that the actual speed difference between the input shaft and the output shaft meets the preset speed difference. In response to the completion of the speed adjustment, it is determined to enter the gear shifting stage, and the actual output shaft speed corresponding to the transmission mechanism is reacquired; Based on the re-acquired actual output shaft speed and the transmission ratio corresponding to the required gear, determine the fourth target speed of the input shaft corresponding to the transmission mechanism; The drive motor is controlled according to the fourth target speed of the input shaft until gear engagement is completed.

10. A computer device, characterized in that, The computer device includes a processor and memory: The memory is used to store program code and transmit the program code to the processor; The processor is configured to execute the method described in any one of claims 1-8 according to the instructions in the program code.

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