Vehicle gear shifting control method and device, electronic equipment and storage medium

Abstract

The invention relates to a vehicle gear shifting control method and device, electronic equipment and a storage medium, and the method comprises the steps that under the condition that it is detected that a vehicle has a gear shifting demand, the vehicle is shifted from a current gear to a neutral gear, and the rotating speed of an output shaft of the vehicle under the neutral gear condition is collected; the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear are obtained, and based on the rotating speed of the output shaft, the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear, the target rotating speed of the vehicle motor is obtained through calculation; the current rotating speed of the vehicle motor is obtained, and whether the preset gear engaging condition is met or not is determined according to the current rotating speed of the vehicle motor and the target rotating speed of the vehicle motor; and under the condition that the preset gear engaging condition is met, the position of the gear shifting fork is obtained, and the target current of the gear shifting actuator is determined according to the position of the gear shifting fork, so that the gear shifting actuator converts the gear of the vehicle from the current gear to the target gear based on the target current of the gear shifting actuator. In this way, the intelligent degree of gear shifting can be improved.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a vehicle shift control method, device, electronic equipment and storage medium. Background Art

[0002] Gear shifting can keep the vehicle engine in the best condition, achieving higher power output and lower fuel consumption. Different gears correspond to different speed ranges. Low gears provide greater torque and are suitable for starting and going uphill, while high gears are suitable for high-speed driving to achieve higher speeds and better fuel economy. Therefore, gear shifting is an indispensable part of vehicle driving. It helps the driver make judgments and adjustments based on road conditions and driving needs, ensuring that the engine runs within the optimal speed range, thereby achieving the best fuel economy and power output.

[0003] However, in the prior art, gear shifting usually requires manual operation by the driver, which has the problems of cumbersome operation and low intelligence level. Therefore, how to improve the intelligence level of gear shifting has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present application provides a vehicle gear shift control method, device, electronic device and storage medium to solve the problem that gear shifting in the prior art usually requires manual operation by the driver, which is cumbersome to operate and has a low degree of intelligence.

[0005] In a first aspect, an embodiment of the present application provides a vehicle shift control method, the method comprising:

[0006] When it is detected that the vehicle has a gear shifting requirement, the vehicle is shifted from the current gear to the neutral gear, and the output shaft speed of the vehicle in the neutral gear is collected, wherein the gear shifting requirement is determined based on the current gear position and the target gear position of the vehicle;

[0007] Obtaining a speed ratio corresponding to the current gear and a speed ratio corresponding to the target gear, and calculating a target speed of the vehicle motor based on the output shaft speed, the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear;

[0008] Acquire the current speed of the vehicle motor, and determine whether a preset gear shifting condition is currently met according to the current speed of the vehicle motor and the target speed of the vehicle motor;

[0009] When the preset gear shifting conditions are met, the position of the shift fork is obtained, and the target current of the shift actuator is determined according to the position of the shift fork, so that the shift actuator can shift the vehicle gear from the current gear to the target gear based on the target current of the shift actuator.

[0010] Optionally, determining a target current of a shift actuator according to the position of the shift fork includes:

[0011] Determining a target shift force corresponding to the position of the shift fork according to the position of the shift fork and a first preset corresponding relationship, wherein the first preset corresponding relationship is used to characterize the position area range of the shift fork corresponding to multiple gear shifting stages during the vehicle gear shifting process, and the corresponding relationship between the position area range of each shift fork and the shift force;

[0012] Determining a reference current of the shift actuator according to the target shift force and a second preset corresponding relationship, wherein the second preset corresponding relationship is used to characterize a corresponding relationship between the shift force and the reference current of the shift actuator;

[0013] Proportional-integral-differential control is performed on the reference current of the shift actuator to obtain the target current of the shift actuator.

[0014] Optionally, before determining the target shift force corresponding to the position of the shift fork according to the position of the shift fork and the first preset corresponding relationship, the method further includes:

[0015] Obtaining a vehicle model, and determining, according to the vehicle model, an initial position region range of a shift fork corresponding to each gear shifting stage during a gear shifting process of the vehicle;

[0016] According to the calibration conditions corresponding to each gear-engaging stage, the shifting force corresponding to each gear-engaging stage is calibrated, wherein the calibration conditions corresponding to different gear-engaging stages are different;

[0017] Based on the initial position area range of the shift fork corresponding to each gear-engaging stage and the shift force calibration value corresponding to each gear-engaging stage, the upper limit value of the position area of ​​the shift fork corresponding to each gear-engaging stage is fine-tuned;

[0018] The first preset corresponding relationship is determined based on the position area range of the shift fork corresponding to each gear engagement stage after fine-tuning and the shift force calibration value corresponding to each gear engagement stage.

[0019] Optionally, the multiple gear shifting stages in the vehicle gear shifting process include a first gear shifting stage, a second gear shifting stage, a third gear shifting stage, a fourth gear shifting stage and a fifth gear shifting stage. The position area range corresponding to the first gear shifting stage is smaller than the position area range corresponding to the second gear shifting stage, the position area range corresponding to the second gear shifting stage is smaller than the position area range corresponding to the third gear shifting stage, the position area range corresponding to the third gear shifting stage is smaller than the position area range corresponding to the fourth gear shifting stage, and the position area range corresponding to the fourth gear shifting stage is smaller than the position area range corresponding to the fifth gear shifting stage.

[0020] Optionally, the shifting force corresponding to the first gear engagement stage and the shifting force corresponding to the third gear engagement stage are both greater than the shifting force corresponding to the second gear engagement stage, the shifting force corresponding to the fourth gear engagement stage continues to decrease, and the shifting force corresponding to the fifth gear engagement stage is a negative value.

[0021] Optionally, performing proportional-integral-differential control on the reference current of the shift actuator to obtain the target current of the shift actuator includes:

[0022] Acquire a first difference between the position of the shift fork and an upper limit value of the position corresponding to the target gear engagement stage;

[0023] Determining, according to the first difference, a value of a control coefficient required for proportional-integral-differential control of a reference current of the shift actuator;

[0024] According to the value of the control coefficient, proportional-integral-differential control is performed on the reference current of the shift actuator to obtain the target current of the shift actuator.

[0025] Optionally, determining whether a preset gear shifting condition is currently met according to a current speed of the vehicle motor and a target speed of the vehicle motor includes:

[0026] calculating a second difference between a current rotation speed of the vehicle motor and a target rotation speed of the vehicle motor;

[0027] Determining whether the second difference is less than or equal to a preset threshold;

[0028] When the second difference is less than or equal to the preset threshold, determining that the preset gear shifting condition is currently met;

[0029] When the second difference is greater than the preset threshold, it is determined that the preset gear shifting condition is not currently met.

[0030] In a second aspect, an embodiment of the present application further provides a vehicle gear position control device, the device comprising:

[0031] A collection module is used to shift the vehicle from the current gear to the neutral gear when it is detected that the vehicle has a gear shift requirement, and collect the output shaft speed of the vehicle in the neutral gear, wherein the gear shift requirement is determined based on the current gear position and the target gear position of the vehicle;

[0032] a calculation module, configured to obtain a speed ratio corresponding to the current gear and a speed ratio corresponding to the target gear, and calculate a target speed of the vehicle motor based on the output shaft speed, the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear;

[0033] A first determination module is used to obtain a current speed of the vehicle motor, and determine whether a preset gear shifting condition is currently met according to the current speed of the vehicle motor and a target speed of the vehicle motor;

[0034] The second determination module is used to obtain the position of the shift fork when the preset gear shifting condition is met, and determine the target current of the shift actuator according to the position of the shift fork, so that the shift actuator can change the vehicle gear from the current gear to the target gear based on the target current of the shift actuator.

[0035] In a third aspect, an embodiment of the present application further provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0036] Memory, used to store computer programs;

[0037] The processor is used to implement the vehicle shift control method described in any one of the first aspects when executing the program stored in the memory.

[0038] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the vehicle shift control method described in any one of the first aspects is implemented.

[0039] The above-mentioned technical solution provided by the embodiment of the present application has the following advantages over the prior art: the method provided by the embodiment of the present application, by shifting the vehicle from the current gear to the neutral gear when it is detected that the vehicle has a gear shifting demand, and collecting the output shaft speed of the vehicle in the neutral gear, wherein the gear shifting demand is determined based on the current gear position and the target gear position of the vehicle; obtaining the speed ratio corresponding to the current gear position and the speed ratio corresponding to the target gear position, and calculating the target speed of the vehicle motor based on the output shaft speed, the speed ratio corresponding to the current gear position and the speed ratio corresponding to the target gear position; obtaining the current speed of the vehicle motor, and determining whether the preset gear shifting condition is currently met based on the current speed of the vehicle motor and the target speed of the vehicle motor; when the preset gear shifting condition is met, obtaining the position of the shift fork, and determining the target current of the shift actuator based on the position of the shift fork, so that the shift actuator can convert the vehicle gear from the current gear position to the target gear position based on the target current of the shift actuator. Through the above method, when it is detected that the vehicle has a need to shift gears, the gear shifting and engaging actions can be automatically completed, thereby realizing the shift from the current gear to the target gear without the need for manual operation by the driver, thereby solving the problems of cumbersome operation and low intelligence level in the prior art, and improving the intelligence level of gear shifting. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0041] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0042] One or more embodiments are exemplarily described by pictures in the corresponding drawings, and these exemplified descriptions do not constitute limitations on the embodiments. Elements with the same reference numerals in the drawings represent similar elements, and unless otherwise stated, the figures in the drawings do not constitute proportional limitations.

[0043] Figure 1 A schematic flow chart of a vehicle shift control method provided in an embodiment of the present application;

[0044] Figure 2 A schematic diagram of a vehicle gear shifting process provided in an embodiment of the present application;

[0045] Figure 3A schematic diagram of a corresponding relationship between the position of a shift fork and a shift force provided in an embodiment of the present application;

[0046] Figure 4 A schematic diagram of the structure of a vehicle shift control system provided in an embodiment of the present application;

[0047] Figure 5 A flow chart of another vehicle shift control method provided in an embodiment of the present application;

[0048] Figure 6 A schematic diagram of the structure of a vehicle gear control device provided in an embodiment of the present application;

[0049] Figure 7 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0050] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0051] The disclosure below provides many different embodiments or examples to implement different structures of the present invention. In order to simplify the disclosure of the present invention, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present invention. In addition, the present invention can repeat reference numbers and / or letters in different examples. This repetition is for the purpose of simplification and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed.

[0052] In order to solve the problem in the prior art that gear shifting usually requires manual operation by the driver, which is cumbersome to operate and has a low level of intelligence, the present application provides a vehicle gear shift control method, device, electronic device and storage medium, which can improve the intelligence level of gear shifting.

[0053] See also Figure 1 , Figure 1 A flow chart of a vehicle shift control method provided in an embodiment of the present application.

[0054] like Figure 1 As shown, the vehicle shift control method may include the following steps:

[0055] Step 101: When it is detected that the vehicle has a gear shifting requirement, the vehicle is shifted from the current gear to the neutral gear, and the output shaft speed of the vehicle in the neutral gear is collected, wherein the gear shifting requirement is determined based on the current gear position and the target gear position of the vehicle.

[0056] Specifically, the above-mentioned gear shifting demand is determined based on the current gear position and the target gear position of the vehicle. Specifically, if the current gear position of the vehicle is consistent with the target gear position, there is no gear shifting demand; if the current gear position of the vehicle is inconsistent with the target gear position, there is a gear shifting demand. The above-mentioned gear shifting refers to the operation of switching the gear position of the vehicle from one gear position to neutral gear before turning off the engine while the vehicle is driving or after parking. The above-mentioned output shaft speed refers to the number of revolutions of the output shaft per unit time, and the unit is usually expressed in r / min. The output shaft speed can be collected using an output shaft speed sensor.

[0057] Step 102: Obtain a speed ratio corresponding to the current gear and a speed ratio corresponding to the target gear, and calculate a target speed of the vehicle motor based on the output shaft speed, the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear.

[0058] Specifically, the speed ratio corresponding to the current gear refers to the ratio between the vehicle speed and the engine speed at the current gear. The speed ratio corresponding to the target gear refers to the ratio between the vehicle speed and the engine speed at the target gear. The speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear are determined by the vehicle hardware parameters and can be obtained in advance. The target speed of the vehicle motor refers to the number of revolutions that the motor needs to rotate per unit time, usually expressed in r / min.

[0059] As an optional implementation, the calculation formula of the target speed of the vehicle motor can be expressed by the following formula:

[0060] n 目标 =n 输出轴 ×i 目标 ÷i 当前 ;

[0061] Among them, n 目标 Indicates the target speed of the vehicle motor, n 输出轴 Indicates the output shaft speed, i 目标 Indicates the speed ratio of the target gear, i 当前 Indicates the speed ratio of the current gear.

[0062] When calculating the target speed of the vehicle motor, the above formula can be used for calculation, so as to accurately obtain the target speed of the vehicle motor. Of course, as other optional implementations, the above formula can also be simply deformed, such as multiplying by a preset coefficient or adding a certain offset, etc., to calculate the target speed of the vehicle motor, which is not specifically limited in this application.

[0063] Step 103 : obtaining the current rotation speed of the vehicle motor, and determining whether a preset gear shifting condition is currently met according to the current rotation speed of the vehicle motor and the target rotation speed of the vehicle motor.

[0064] In this step, the current speed of the vehicle motor can be obtained, and the current speed of the vehicle motor and the target speed of the vehicle motor can be compared. If the difference between the current speed of the vehicle motor and the target speed of the vehicle motor is less than or equal to the preset threshold, it means that the current speed of the vehicle motor is close to the target speed of the vehicle motor. At this time, the gear shifting operation can be started, that is, it can be determined that the preset gear shifting condition is currently met; if the difference between the current speed of the vehicle motor and the target speed of the vehicle motor is greater than the preset threshold, it means that the current speed of the vehicle motor is significantly different from the target speed of the vehicle motor. At this time, the gear shifting operation cannot be performed, that is, it can be determined that the preset gear shifting condition is not currently met. Of course, as other implementation methods, it is also possible to directly determine whether the current speed of the vehicle motor and the target speed of the vehicle motor are consistent. If the current speed of the vehicle motor and the target speed of the vehicle motor are consistent, it can be determined that the preset gear shifting condition is currently met; if the current speed of the vehicle motor and the target speed of the vehicle motor are inconsistent, it can be determined that the preset gear shifting condition is not currently met.

[0065] Step 104: When the preset gear shifting condition is met, the position of the shift fork is obtained, and the target current of the shift actuator is determined according to the position of the shift fork, so that the shift actuator can shift the vehicle gear from the current gear to the target gear based on the target current of the shift actuator.

[0066] Specifically, the position of the shift fork can be obtained by a shift fork displacement sensor or other methods, which are not specifically limited in the embodiments of the present application. The target current of the shift actuator is determined based on the position of the shift fork, and the target current of the shift actuator is the current value required when the shift actuator controls the shift fork to shift gears.

[0067] In this embodiment, when it is detected that the vehicle has a need to shift gears, the gear shifting and engaging actions can be automatically completed, thereby achieving the switch from the current gear to the target gear without the need for manual operation by the driver, thereby solving the problem of cumbersome operation and low intelligence level in the prior art and improving the intelligence level of gear shifting.

[0068] Furthermore, the above step 104, determining the target current of the shift actuator according to the position of the shift fork, includes:

[0069] Determine a target shift force corresponding to the position of the shift fork according to the position of the shift fork and a first preset corresponding relationship, wherein the first preset corresponding relationship is used to characterize the position area range of the shift fork corresponding to multiple gear shifting stages during the gear shifting process of the vehicle, and the corresponding relationship between the position area range of each shift fork and the shift force;

[0070] Determining a reference current of the shift actuator according to the target shift force and a second preset corresponding relationship, wherein the second preset corresponding relationship is used to characterize a corresponding relationship between the shift force and the reference current of the shift actuator;

[0071] The reference current of the shift actuator is controlled by proportional-integral-differential to obtain the target current of the shift actuator.

[0072] Specifically, the first preset corresponding relationship can characterize the position area range of the shift fork in multiple gear-engaging stages during the vehicle gear-engaging process, and the corresponding relationship between the position area range of each shift fork and the shift force. Specifically, the vehicle gear-engaging process can be divided into multiple gear-engaging stages, and the position area range of the shift fork corresponding to each gear-engaging stage is different, and the shift force corresponding to each gear-engaging stage needs to be pre-calibrated. It should be noted that the multiple gear-engaging stages during the vehicle gear-engaging process can be 3 gear-engaging stages, 4 gear-engaging stages or 5 gear-engaging stages, etc., which can be set according to actual needs. Here, the vehicle gear-engaging process is divided into multiple gear-engaging stages, which is conducive to optimizing the main optimization direction of different gear-engaging stages, with a more obvious tendency and more specific optimization. The second preset corresponding relationship can be used to characterize the corresponding relationship between the shift force and the reference current of the shift actuator. The second preset corresponding relationship can be obtained from the shift actuator motor characteristic table, which can be provided by the supplier of the vehicle manufacturer. The shift actuator motor characteristic table records the relationship between the shift force F and the reference current I of the shift actuator.

[0073] In one embodiment, when determining the target current of the shift actuator, the target shift force corresponding to the position of the shift fork can be determined based on the position of the shift fork and the first preset corresponding relationship, and then the reference current of the shift actuator can be determined based on the target shift force and the second preset corresponding relationship, and finally the reference current of the shift actuator is controlled by proportional-integral-differential to obtain the target current of the shift actuator. In this way, the shift actuator can perform a shift action based on the target current to convert the vehicle gear from the current gear to the target gear.

[0074] In this embodiment, the target current of the shift actuator can be accurately determined according to the position of the shift fork, and the shift fork can be precisely controlled by the shift actuator to improve the shift success rate and reduce the probability of stalling and the risk of gear knocking.

[0075] Furthermore, before the above step of determining the target shift force corresponding to the position of the shift fork according to the position of the shift fork and the first preset correspondence, the method further comprises:

[0076] Obtaining the vehicle model, and determining the initial position area range of the shift fork corresponding to each gear shifting stage during the gear shifting process of the vehicle according to the vehicle model;

[0077] According to the calibration conditions corresponding to each gear-engaging stage, the shifting force corresponding to each gear-engaging stage is calibrated, wherein the calibration conditions corresponding to different gear-engaging stages are different;

[0078] Based on the initial position area range of the shift fork corresponding to each gear-engaging stage and the shift force calibration value corresponding to each gear-engaging stage, the upper limit value of the position area of ​​the shift fork corresponding to each gear-engaging stage is fine-tuned;

[0079] Based on the position area range of the shift fork corresponding to each gear engagement stage after fine-tuning and the shift force calibration value corresponding to each gear engagement stage, a first preset corresponding relationship is determined.

[0080] In one embodiment, before determining the target shift force according to the position of the shift fork and the first preset corresponding relationship, the first preset corresponding relationship can be predetermined. Specifically, the initial position area range (i.e., initial displacement limit) of the shift fork corresponding to each gear-engaging stage in the vehicle gear-engaging process can be determined according to the vehicle model (i.e., vehicle hardware type), and then the shift force corresponding to each gear-engaging stage can be calibrated according to the calibration conditions corresponding to each gear-engaging stage, and then the position area upper limit value of the shift fork corresponding to each gear-engaging stage is fine-tuned based on the initial position area range of the shift fork corresponding to each gear-engaging stage and the shift force calibration value corresponding to each gear-engaging stage, and finally the first preset corresponding relationship is determined based on the position area range of the shift fork corresponding to each gear-engaging stage and the shift force calibration value corresponding to each gear-engaging stage after fine-tuning.

[0081] It should be noted that the calibration conditions corresponding to different gear stages can be different to achieve accurate control of each gear stage. For example, assuming that the multiple gear stages in the vehicle gear shifting process include the first gear shifting stage (also known as the idle travel stage), the second gear shifting stage (also known as the synchronization stage), the third gear shifting stage (also known as the push-in stage), the fourth gear shifting stage (also known as the combination stage) and the fifth gear shifting stage (also known as the micro-reverse stage), then when calibrating the shifting force in the idle travel stage, since the shifting time needs to be appropriately increased in this stage, multiple shifting forces can be selected, and the shifting time of each shifting force can be compared. Then, according to the shifting actuator characteristic table, the shifting force with higher efficiency and lower power of the shifting actuator is selected from several candidate shifting forces with shorter shifting time for calibration. In addition, the shifting force needs to be reduced in time to reach the initial state of the next stage in this stage to avoid stalling caused by excessive shifting force when reaching the next stage. When calibrating the shift force in the synchronization stage, since the shift success rate needs to be improved and the stall probability needs to be reduced in this stage, the stall probability of different shift forces under the same precondition (i.e., the idle stroke shift force and the corresponding displacement are consistent) can be statistically analyzed to confirm the shift force and displacement with the lowest stall probability. In other words, when calibrating the shift force in the synchronization stage, the shift force needs to be reduced before the tooth-matching phenomenon occurs, and the specific value of the reduction is determined by the stall probability statistically determined by multiple actual tests. When calibrating the shift force in the push-in stage and the engagement stage, since the shift time needs to be appropriately increased in the push-in stage, the shift force can be appropriately increased to optimize the shift time, but it is necessary to avoid excessive shift force leading to control failure in the engagement stage (excessive shift force may cause the shift force in the engagement stage to reach the micro-reverse stage before it has time to drop, resulting in a wall collision). Therefore, the push-in stage needs to be calibrated together with the engagement stage. The shift force should be appropriately reduced in the engagement stage to reduce the inertia generated in the push-in stage. At the same time, it is also necessary to avoid the shift force being too low to reach the expected position. When calibrating the shift force in the micro-reverse phase, since it is necessary to actively avoid hitting the wall and improve the integrity of the engagement, appropriate reverse shift force is required to offset the shift inertia and avoid hitting the wall. During the calibration process, the final displacement data of different shift forces under the same preconditions (i.e., the shift fork to the engagement completion stage) in the micro-reverse phase needs to be counted to confirm the optimal shift force and duration.

[0082] After the shift force calibration is completed according to their respective calibration conditions in the idle travel stage, synchronization stage, push-in stage, engagement stage and micro-reverse stage, considering the connection and continuity between the shift forces calibrated in adjacent gear shifting stages, it is also necessary to fine-tune the upper limit value of the position area of ​​the shift fork corresponding to each gear shifting stage (that is, the maximum displacement of each gear shifting stage) to make the gear shifting more consistent and the shift force connection smoother. For example, assuming that the original upper limit value of the position area of ​​the shift fork in the idle stroke stage is 5mm, and according to the shift force decrease rate calibrated in the idle stroke stage, when the shift fork moves to the 5mm position, the corresponding shift force drops to 350mN·m, and the shift force calibrated in the synchronization stage, which is the next stage of the idle stroke stage, is 400mN·m. At this time, it is necessary to fine-tune the upper limit value of the position area of ​​the shift fork in the idle stroke stage, such as adjusting it to 4.5mm, so that when the shift fork moves to the 4.5mm position, the corresponding shift force drops to 400mN·m, which is perfectly connected with the shift force calibrated in the synchronization stage. In one embodiment, the shift force corresponding to each gear engagement stage can be calibrated according to the calibration conditions corresponding to each gear engagement stage, and the upper limit value of the position area of ​​the shift fork corresponding to each gear engagement stage can be fine-tuned according to the shift force calibration value corresponding to each gear engagement stage. This can make the correspondence between the position of the shift fork and the shift force in the first preset correspondence have a higher shift success rate and a lower probability of stalling and wall collision, so that the subsequent vehicle shifting process is more coherent and the shift force connection is smoother.

[0083] Furthermore, the multiple gear shifting stages in the vehicle gear shifting process include a first gear shifting stage, a second gear shifting stage, a third gear shifting stage, a fourth gear shifting stage and a fifth gear shifting stage. The position area range corresponding to the first gear shifting stage is smaller than the position area range corresponding to the second gear shifting stage, the position area range corresponding to the second gear shifting stage is smaller than the position area range corresponding to the third gear shifting stage, the position area range corresponding to the third gear shifting stage is smaller than the position area range corresponding to the fourth gear shifting stage, and the position area range corresponding to the fourth gear shifting stage is smaller than the position area range corresponding to the fifth gear shifting stage.

[0084] In one embodiment, the multiple gear shifting stages in the vehicle gear shifting process include a first gear shifting stage (also called an idle travel stage), a second gear shifting stage (also called a synchronization stage), a third gear shifting stage (also called a push-in stage), a fourth gear shifting stage (also called a coupling stage) and a fifth gear shifting stage (also called a micro-reverse stage). Figure 2As shown. Among them, the position area range corresponding to the first gear engagement stage is from the neutral position (i.e., the middle position of the gear control, which can also be defined as the 0 position) to the first position, where the first position is the first preset distance from the shift fork position when the coupling sleeve and the target gear gear are in contact, and is a position smaller than the shift fork position when the coupling sleeve and the target gear gear are in contact. The position area range corresponding to the second gear engagement stage is from the first position to the second position, where the second position is the second preset distance from the shift fork position when the coupling sleeve and the target gear gear are in contact, and is a position larger than the shift fork position when the coupling sleeve and the target gear gear are in contact. The position area range corresponding to the third gear engagement stage is from the second position to the third position, where the third position is the shift fork position when the coupling sleeve and the target gear gear are initially engaged (at this time, the input shaft speed and the output shaft speed can just be output at the same speed according to the speed ratio). The position area corresponding to the fourth gear engagement stage ranges from the third position to the fourth position, and the fourth position here is the position of the shift fork when the coupling sleeve and the target gear gear are optimally combined (at this time, the input shaft speed and the output shaft speed can be output at the same speed, and there is no shaking, abnormal noise, or wall collision between the shafts.). The position area corresponding to the fifth gear engagement stage ranges from the fourth position to the fifth position, and the fifth position here is the extreme position of the shift fork. It should be noted that the first preset distance and the second preset distance here can be set according to actual conditions, and are not specifically limited here. For example, the first preset distance and the second preset distance can be values ​​between 0.5mm and 1mm, etc.

[0085] In this way, when determining the target shifting force corresponding to the position of the shift fork, the target gear shifting stage corresponding to the position of the shift fork can be determined first based on the position of the shift fork and the position area range corresponding to multiple gear shifting stages in the vehicle's gear shifting process, and then the target shifting force can be determined based on the correspondence between the position of the shift fork and the shifting force in the target gear shifting stage in the first preset correspondence.

[0086] In the above manner, the target shift force corresponding to the position of the shift fork can be accurately determined according to the position of the shift fork and the first preset corresponding relationship, so as to facilitate the subsequent accurate acquisition of the reference current of the shift actuator based on the target shift force.

[0087] Furthermore, the shifting force corresponding to the first gear engagement stage and the shifting force corresponding to the third gear engagement stage are both greater than the shifting force corresponding to the second gear engagement stage, the shifting force corresponding to the fourth gear engagement stage continues to decrease, and the shifting force corresponding to the fifth gear engagement stage is a negative value.

[0088] In one embodiment, the corresponding relationship between the position of the shift fork and the shift force in the five stages of the vehicle shifting process can be as follows: Figure 3 As shown by Figure 3It can be seen that the shifting force corresponding to the first gear stage and the shifting force corresponding to the third gear stage are both greater than the shifting force corresponding to the second gear stage. In this way, the shifting force of the first gear stage and the third gear stage can be appropriately increased to increase the shifting time; and the shifting force of the second gear stage can be appropriately reduced to increase the shifting success rate and reduce the probability of stalling. The shifting force corresponding to the fourth gear stage continues to decrease, so that the shifting force can be gradually reduced as the degree of engagement between the coupling sleeve and the target gear gear is gradually reduced to avoid the occurrence of wall collision, thereby increasing the service life. The shifting force corresponding to the fifth gear stage is a negative value, which can actively avoid the occurrence of wall collision, increase the service life, and improve the engagement integrity.

[0089] Through the above method, each shifting stage can be accurately controlled, which improves the shifting success rate and reduces the probability of stalling and the risk of gear knocking; at the same time, the control of different stages can be biased towards the main optimization direction of each stage, with more obvious tendency and more specific optimization.

[0090] Furthermore, the above step of performing proportional-integral-differential control on the reference current of the shift actuator to obtain the target current of the shift actuator includes:

[0091] Obtaining a first difference between the position of the shift fork and an upper limit value of the position corresponding to the target gear engaging stage;

[0092] Determining, according to the first difference, a value of a control coefficient required for proportional-integral-differential control of a reference current of a shift actuator;

[0093] According to the value of the control coefficient, the reference current of the shift actuator is controlled by proportional-integral-differential control to obtain the target current of the shift actuator.

[0094] In one embodiment, when the reference current of the shift actuator is subjected to proportional-integral-differential control, the first difference between the position of the shift fork and the upper limit value of the position corresponding to the target gear-engaging stage can be obtained first. It should be noted that the upper limit value of the position corresponding to the target gear-engaging stage here is the upper limit value of the position area range of the target gear-engaging stage. For example, Figure 3As shown, when the target gear stage is the first gear stage, the corresponding upper limit value of the position is 4.5mm; when the target gear stage is the second gear stage, the corresponding upper limit value of the position is 5.5mm; when the target gear stage is the third gear stage, the corresponding upper limit value of the position is 10mm; when the target gear stage is the fourth gear stage, the corresponding upper limit value of the position is 13mm; when the target gear stage is the fifth gear stage, the corresponding upper limit value of the position is 14mm. After obtaining the first difference, the value of the control coefficient required for proportional-integral-differential control of the reference current of the shift actuator can be determined according to the first difference. The specific determination method can be determined by the correspondence between the pre-set first difference and each control coefficient. Finally, according to the value of the control coefficient, the reference current of the shift actuator is proportional-integral-differential controlled to obtain the target current of the shift actuator. Specifically, the following formula can be used for calculation:

[0095] Δu(k)=K P ×[I(k)-I(k-1)]+K I ×I(k)+K D ×[I(k)-2I(k-1)+

[0096] I(k-2)];

[0097] Wherein, Δu(k) represents the target current of the shift actuator, I(k), I(k-1) and I(k-2) are the reference currents of the shift actuator obtained for the kth, k-1th and k-2th times, respectively, and K P , K I and K D They represent different control coefficients respectively.

[0098] In the above manner, the reference current of the shift actuator can be controlled by proportional-integral-differential control, so as to obtain the target current of the shift actuator, so that the control of the shift actuator is more precise.

[0099] Furthermore, the above step 103, determining whether the preset gear shifting condition is currently met according to the current speed of the vehicle motor and the target speed of the vehicle motor, includes:

[0100] calculating a second difference between a current rotation speed of the vehicle motor and a target rotation speed of the vehicle motor;

[0101] Determining whether the second difference is less than or equal to a preset threshold;

[0102] When the second difference is less than or equal to the preset threshold, determining that the preset gear shifting condition is currently met;

[0103] When the second difference is greater than the preset threshold, it is determined that the preset gear shifting condition is not currently met.

[0104] Specifically, the preset threshold value can be set according to actual needs and is not specifically limited here. For example, the preset threshold value can be 50 rpm, etc.

[0105] In one embodiment, when determining whether the preset gear shifting condition is currently met, a second difference between the current speed of the vehicle motor and the target speed of the vehicle motor can be calculated. If the second difference is less than or equal to the preset threshold value, it means that the current speed of the vehicle motor is close to the target speed of the vehicle motor. At this time, the gear shifting operation can be started, which means that it can be determined that the preset gear shifting condition is currently met; if the second difference is greater than the preset threshold value, it means that the current speed of the vehicle motor is significantly different from the target speed of the vehicle motor. At this time, the gear shifting operation cannot be performed, which means that it is determined that the preset gear shifting condition is not currently met.

[0106] Through the above method, it is possible to accurately determine whether the preset gear shifting conditions are currently met based on the current speed of the vehicle motor and the target speed of the vehicle motor, thereby avoiding damage to the vehicle motor.

[0107] In one embodiment, the vehicle shift control method provided in the embodiment of the present application can be applied to Figure 4 The vehicle shift control system shown in the figure may include sensors, a transmission controller (Transmission Control Unit, referred to as TCU) and a shift actuator. Among them, the sensors include a shift fork displacement sensor and an output shaft speed sensor. The shift fork displacement sensor is mainly responsible for collecting the shift fork position signal, and the output shaft speed sensor is mainly responsible for collecting the output shaft speed. The transmission controller is mainly responsible for accurately controlling the action of the motor and the shift actuator according to the collected signals and the actual shift stage. The shift actuator is mainly used to execute the gear switching action. The vehicle shift control process of the vehicle shift control system is as follows Figure 5 As shown, it may specifically include the following steps:

[0108] 1. When the transmission controller receives inconsistent signals of the target gear and the current gear, it issues a gear shift request.

[0109] 2. After the motor or engine is torqued to ≤5N·m, shift the gear back to the neutral position (i.e., position 0).

[0110] 3. Calculate the motor target speed based on the target gear ratio and the current gear ratio.

[0111] 4. When the difference between the current motor speed and the target motor speed is ≤50rpm, start shifting gears.

[0112] 5. The gear shifting process is carried out in five stages: idle travel stage, synchronization stage, push-in stage, engagement stage and micro-reverse stage:

[0113] (1) The shift fork position sensor collects the shift fork position S in real time 实际 .

[0114] (2) According to the shift fork position S 实际 , and obtain the shift force F (the shift force corresponding to each stage should be tested multiple times, and the success rate should be guaranteed and the top gear should not be blocked before confirmation).

[0115] (3) According to the actuator characteristic table (used to characterize the relationship between the shift force F and the reference current I of the shift actuator, which can be provided by the supplier), the reference current I of the shift actuator is obtained.

[0116] (4) The gearbox controller collects the reference current I of the gear shift actuator in real time, and performs PID calculation on the reference current I of the gear shift actuator to obtain the target current of the gear shift actuator.

[0117] It should be noted that according to the expression of proportional-integral-derivative control (PID), once K is determined P , K I and K D , as long as the deviation of the three previous and subsequent measurement values ​​is used, the control amount can be calculated by the formula. The obtained control increment Δu(k) corresponds to the increment of the position error in recent times, rather than the deviation from the actual position, so there is no error accumulation. In addition, the incremental PID does not require accumulation, and the amount of calculation is small. The determination of the control increment Δu(k) is only related to the sampling values ​​of the last three times, and it is easy to obtain a better control effect through weighted processing. In addition, when a problem occurs in the system, the incremental type will not seriously affect the operation of the system.

[0118] In the above steps (1)-(4), the next stage is performed after the actual displacement S of the shift fork is greater than the position upper limit value of the corresponding stage; in particular, the micro-reverse stage does not exceed the limit position of the shift fork and lasts for a cumulative period of time.

[0119] 5. Restore torque response after shifting is completed.

[0120] It can be seen that the vehicle shift control method provided in this application can realize automatic shifting through a precise control system, which not only improves driving comfort and safety, but also increases the service life of the hardware. In addition, the method has the characteristics of easy operation, high precision, good stability, etc., and is suitable for various types of new energy vehicles.

[0121] See also Figure 6 , Figure 6A schematic structural diagram of a vehicle gear control device provided in an embodiment of the present application.

[0122] like Figure 6 As shown, the vehicle gear position control device 600 includes:

[0123] The acquisition module 601 is used to shift the vehicle from the current gear to the neutral gear when it is detected that the vehicle has a gear shift requirement, and to acquire the output shaft speed of the vehicle in the neutral gear, wherein the gear shift requirement is determined based on the current gear position and the target gear position of the vehicle;

[0124] A calculation module 602 is used to obtain a speed ratio corresponding to the current gear and a speed ratio corresponding to the target gear, and calculate a target speed of the vehicle motor based on the output shaft speed, the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear;

[0125] The first determination module 603 is used to obtain the current speed of the vehicle motor and determine whether the preset gear shifting condition is currently met according to the current speed of the vehicle motor and the target speed of the vehicle motor;

[0126] The second determination module 604 is used to obtain the position of the shift fork when the preset gear shifting condition is met, and determine the target current of the shift actuator according to the position of the shift fork, so that the shift actuator can shift the vehicle gear from the current gear to the target gear based on the target current of the shift actuator.

[0127] Further, the second determining module 604 includes:

[0128] a first determination submodule, configured to determine a target shift force corresponding to the position of the shift fork according to the position of the shift fork and a first preset corresponding relationship, wherein the first preset corresponding relationship includes a corresponding relationship between the position of the shift fork and the shift force at multiple gear shifting stages during a gear shifting process of the vehicle;

[0129] A second determination submodule, used to determine a reference current of the shift actuator according to the target shift force and a second preset corresponding relationship, wherein the second preset corresponding relationship is used to characterize the corresponding relationship between the shift force and the reference current of the shift actuator;

[0130] The control submodule is used to perform proportional-integral-differential control on the reference current of the shift actuator to obtain the target current of the shift actuator.

[0131] Furthermore, the second determining module 604 further includes:

[0132] The third determination submodule is used to obtain the vehicle model and determine the initial position area range of the shift fork corresponding to each gear shifting stage during the gear shifting process of the vehicle according to the vehicle model;

[0133] The calibration submodule is used to calibrate the shift force corresponding to each gear-engaging stage according to the calibration conditions corresponding to each gear-engaging stage, wherein the calibration conditions corresponding to different gear-engaging stages are different;

[0134] A fine-tuning submodule, for fine-tuning the upper limit value of the position area of ​​the shift fork corresponding to each gear-engaging stage based on the initial position area range of the shift fork corresponding to each gear-engaging stage and the shift force calibration value corresponding to each gear-engaging stage;

[0135] The fourth determination submodule is used to determine the first preset corresponding relationship based on the position area range of the shift fork corresponding to each gear engagement stage after fine-tuning and the shift force calibration value corresponding to each gear engagement stage.

[0136] Furthermore, the multiple gear shifting stages in the vehicle gear shifting process include a first gear shifting stage, a second gear shifting stage, a third gear shifting stage, a fourth gear shifting stage and a fifth gear shifting stage. The position area range corresponding to the first gear shifting stage is smaller than the position area range corresponding to the second gear shifting stage, the position area range corresponding to the second gear shifting stage is smaller than the position area range corresponding to the third gear shifting stage, the position area range corresponding to the third gear shifting stage is smaller than the position area range corresponding to the fourth gear shifting stage, and the position area range corresponding to the fourth gear shifting stage is smaller than the position area range corresponding to the fifth gear shifting stage.

[0137] Furthermore, the shifting force corresponding to the first gear engagement stage and the shifting force corresponding to the third gear engagement stage are both greater than the shifting force corresponding to the second gear engagement stage, the shifting force corresponding to the fourth gear engagement stage continues to decrease, and the shifting force corresponding to the fifth gear engagement stage is a negative value.

[0138] Furthermore, the control submodule includes:

[0139] an acquisition unit, configured to acquire a first difference between the position of a shift fork and an upper limit value of a position corresponding to a target gear engaging stage;

[0140] a third determining unit, configured to determine a value of a control coefficient required for proportional-integral-differential control of a reference current of a shift actuator according to the first difference;

[0141] The control unit is used to perform proportional-integral-differential control on the reference current of the shift actuator according to the value of the control coefficient to obtain the target current of the shift actuator.

[0142] Further, the first determining module 603 includes:

[0143] a calculation submodule, configured to calculate a second difference between a current rotation speed of the vehicle motor and a target rotation speed of the vehicle motor;

[0144] A judging submodule, used to judge whether the second difference is less than or equal to a preset threshold;

[0145] A fifth determination submodule, configured to determine that a preset gear shifting condition is currently satisfied when the second difference is less than or equal to a preset threshold;

[0146] The sixth determination submodule is used to determine that the preset gear shifting condition is not currently met when the second difference is greater than a preset threshold.

[0147] It should be noted that the vehicle gear control device 600 can implement the vehicle gear control method provided by any of the aforementioned method embodiments and can achieve the same technical effects, which will not be described one by one here.

[0148] like Figure 7 As shown, the embodiment of the present application further provides an electronic device, including a processor 711, a communication interface 712, a memory 713 and a communication bus 714, wherein the processor 711, the communication interface 712, and the memory 713 communicate with each other through the communication bus 714.

[0149] Memory 713, used for storing computer programs;

[0150] In one embodiment of the present application, the processor 711 is used to implement the vehicle gear control method provided by any one of the aforementioned method embodiments when executing the program stored in the memory 713.

[0151] An embodiment of the present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the vehicle gear control method provided by any of the aforementioned method embodiments is implemented.

[0152] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0153] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a general hardware platform, and of course, by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the relevant technology can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0154] It should be understood that the terms used herein are only for the purpose of describing specific example embodiments and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used herein may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive, and therefore specify the existence of stated features, steps, operations, elements and / or parts, but do not exclude the existence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0155] The foregoing is merely a specific embodiment of the present invention, which enables those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle shift control method, characterized in that: The method comprises: When it is detected that the vehicle has a gear shifting requirement, the vehicle is shifted from the current gear to the neutral gear, and the output shaft speed of the vehicle in the neutral gear is collected, wherein the gear shifting requirement is determined based on the current gear position and the target gear position of the vehicle; Obtaining a speed ratio corresponding to the current gear and a speed ratio corresponding to the target gear, and calculating a target speed of the vehicle motor based on the output shaft speed, the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear; Acquire the current speed of the vehicle motor, and determine whether a preset gear shifting condition is currently met according to the current speed of the vehicle motor and the target speed of the vehicle motor; When the preset gear shifting conditions are met, the position of the shift fork is obtained, and the target current of the shift actuator is determined according to the position of the shift fork, so that the shift actuator can shift the vehicle gear from the current gear to the target gear based on the target current of the shift actuator.

2. The method according to claim 1, characterized in that: Determining a target current of a shift actuator according to the position of the shift fork includes: Determining a target shift force corresponding to the position of the shift fork according to the position of the shift fork and a first preset corresponding relationship, wherein the first preset corresponding relationship is used to characterize the position area range of the shift fork corresponding to multiple gear shifting stages during the vehicle gear shifting process, and the corresponding relationship between the position area range of each shift fork and the shift force; Determining a reference current of the shift actuator according to the target shift force and a second preset corresponding relationship, wherein the second preset corresponding relationship is used to characterize a corresponding relationship between the shift force and the reference current of the shift actuator; Proportional-integral-differential control is performed on the reference current of the shift actuator to obtain the target current of the shift actuator.

3. The method according to claim 2, characterized in that Before determining the target shift force corresponding to the position of the shift fork according to the position of the shift fork and the first preset corresponding relationship, the method further includes: Obtaining a vehicle model, and determining, according to the vehicle model, an initial position region range of a shift fork corresponding to each gear shifting stage during a gear shifting process of the vehicle; According to the calibration conditions corresponding to each gear-engaging stage, the shifting force corresponding to each gear-engaging stage is calibrated, wherein the calibration conditions corresponding to different gear-engaging stages are different; Based on the initial position area range of the shift fork corresponding to each gear-engaging stage and the shift force calibration value corresponding to each gear-engaging stage, the upper limit value of the position area of ​​the shift fork corresponding to each gear-engaging stage is fine-tuned; The first preset corresponding relationship is determined based on the position area range of the shift fork corresponding to each gear engagement stage after fine-tuning and the shift force calibration value corresponding to each gear engagement stage.

4. The method according to claim 2, characterized in that: The multiple gear shifting stages in the vehicle gear shifting process include a first gear shifting stage, a second gear shifting stage, a third gear shifting stage, a fourth gear shifting stage and a fifth gear shifting stage. The position area range corresponding to the first gear shifting stage is smaller than the position area range corresponding to the second gear shifting stage, the position area range corresponding to the second gear shifting stage is smaller than the position area range corresponding to the third gear shifting stage, the position area range corresponding to the third gear shifting stage is smaller than the position area range corresponding to the fourth gear shifting stage, and the position area range corresponding to the fourth gear shifting stage is smaller than the position area range corresponding to the fifth gear shifting stage.

5. The method according to claim 4, characterized in that The shifting force corresponding to the first gear engagement stage and the shifting force corresponding to the third gear engagement stage are both greater than the shifting force corresponding to the second gear engagement stage, the shifting force corresponding to the fourth gear engagement stage continues to decrease, and the shifting force corresponding to the fifth gear engagement stage is a negative value.

6. The method according to claim 2, characterized in that The step of performing proportional-integral-differential control on the reference current of the shift actuator to obtain the target current of the shift actuator includes: Acquire a first difference between the position of the shift fork and an upper limit value of the position corresponding to the target gear engagement stage; Determining, according to the first difference, a value of a control coefficient required for proportional-integral-differential control of a reference current of the shift actuator; According to the value of the control coefficient, proportional-integral-differential control is performed on the reference current of the shift actuator to obtain the target current of the shift actuator.

7. The method according to claim 1, characterized in that The determining whether a preset gear shift condition is currently met according to the current speed of the vehicle motor and the target speed of the vehicle motor includes: calculating a second difference between a current rotation speed of the vehicle motor and a target rotation speed of the vehicle motor; Determining whether the second difference is less than or equal to a preset threshold; When the second difference is less than or equal to the preset threshold, determining that the preset gear shifting condition is currently met; When the second difference is greater than the preset threshold, it is determined that the preset gear shifting condition is not currently met.

8. A vehicle gear control device, characterized in that: The device comprises: A collection module is used to shift the vehicle from the current gear to the neutral gear when it is detected that the vehicle has a gear shift requirement, and collect the output shaft speed of the vehicle in the neutral gear, wherein the gear shift requirement is determined based on the current gear position and the target gear position of the vehicle; a calculation module, configured to obtain a speed ratio corresponding to the current gear and a speed ratio corresponding to the target gear, and calculate a target speed of the vehicle motor based on the output shaft speed, the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear; A first determination module is used to obtain a current speed of the vehicle motor, and determine whether a preset gear shifting condition is currently met according to the current speed of the vehicle motor and a target speed of the vehicle motor; The second determination module is used to obtain the position of the shift fork when the preset gear shifting condition is met, and determine the target current of the shift actuator according to the position of the shift fork, so that the shift actuator can change the vehicle gear from the current gear to the target gear based on the target current of the shift actuator.

9. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor is used to implement the vehicle shift control method described in any one of claims 1 to 7 when executing the program stored in the memory.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle shift control method according to any one of claims 1 to 7 is implemented.

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