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

Abstract

The application relates to a vehicle gear shifting control method and device, electronic equipment and a storage medium. The method comprises the following steps: in the case that it is checked that the vehicle has a gear shifting demand, the vehicle is shifted from a current gear to a neutral gear, and the output shaft rotating speed of the vehicle in the neutral gear is collected; the speed ratio corresponding to the current gear and the speed ratio corresponding to a target gear are obtained, and the target rotating speed of the vehicle motor is calculated based on the output shaft rotating speed, the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear; the current rotating speed of the vehicle motor is obtained, and whether the preset gear engagement condition is met is determined according to the current rotating speed of the vehicle motor and the target rotating speed of the vehicle motor; in the case that the preset gear engagement condition is met, the position of a gear shifting fork is obtained, and the target current of a gear shifting actuator is determined according to the position of the gear shifting fork, so that the gear shifting actuator shifts the vehicle gear 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] This application relates to the field of automotive technology, and in particular to a vehicle shift control method, device, electronic device, and storage medium. Background Technology

[0002] Shifting gears keeps the vehicle's engine in optimal condition, achieving higher power output and lower fuel consumption. Different gears correspond to different speed ranges; lower gears provide greater torque, suitable for starting and uphill driving, while higher gears are suitable for high-speed driving, achieving higher speeds and better fuel economy. Therefore, shifting gears is an indispensable part of driving, helping the driver to judge and adjust according to road conditions and driving needs, ensuring the engine operates within its optimal speed range, thereby achieving optimal fuel economy and power output.

[0003] However, in existing technologies, gear shifting usually requires manual operation by the driver, which is cumbersome and has a low level of intelligence. Therefore, how to improve the intelligence of gear shifting has become an urgent technical problem to be solved. Summary of the Invention

[0004] This application provides a vehicle gear shifting 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 and has a low level of intelligence.

[0005] In a first aspect, embodiments of this application provide a vehicle gear shifting control method, the method comprising:

[0006] If a vehicle is detected to need to shift gears, the vehicle is shifted from the current gear to neutral, and the output shaft speed of the vehicle in neutral is collected. The shift requirement is determined based on the vehicle's current gear and target gear.

[0007] The gear ratio corresponding to the current gear and the gear ratio corresponding to the target gear are obtained, and the target speed of the vehicle motor is calculated based on the output shaft speed, the gear ratio corresponding to the current gear and the gear ratio corresponding to the target gear.

[0008] The current speed of the vehicle motor is obtained, and based on the current speed of the vehicle motor and the target speed of the vehicle motor, it is determined whether the preset gear shifting conditions are met.

[0009] Under the condition of meeting the preset gear shifting conditions, 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 switch the vehicle gear from the current gear to the target gear based on the target current of the shift actuator.

[0010] Optionally, determining the target current of the shift actuator based on the position of the shift fork includes:

[0011] Based on the position of the shift fork and the first preset correspondence, a target shifting force corresponding to the position of the shift fork is determined. The first preset correspondence is used to characterize the position area range of the shift fork corresponding to multiple shifting stages in the vehicle shifting process, as well as the correspondence between the position area range of each shift fork and the shifting force.

[0012] Based on the target shifting force and the second preset correspondence, the reference current of the shifting actuator is determined, wherein the second preset correspondence is used to characterize the correspondence between the shifting force and the reference current of the shifting actuator;

[0013] The target current of the shift actuator is obtained by performing proportional-integral-derivative control on the reference current of the shift actuator.

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

[0015] Obtain the vehicle model and, based on the vehicle model, determine the initial position range of the shift fork corresponding to each shifting stage in the vehicle's gear-shifting process.

[0016] The shifting force corresponding to each shifting stage is calibrated according to the calibration conditions corresponding to each shifting stage. The calibration conditions are different for different shifting stages.

[0017] Based on the initial position range of the shift fork corresponding to each shifting stage and the shift force calibration value corresponding to each shifting stage, the upper limit of the position range of the shift fork corresponding to each shifting stage is finely adjusted.

[0018] Based on the position range of the shift fork corresponding to each shifting stage after fine-tuning and the shifting force calibration value corresponding to each shifting stage, the first preset correspondence is determined.

[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 positional area corresponding to the first gear-shifting stage is smaller than the positional area corresponding to the second gear-shifting stage, the positional area corresponding to the second gear-shifting stage is smaller than the positional area corresponding to the third gear-shifting stage, the positional area corresponding to the third gear-shifting stage is smaller than the positional area corresponding to the fourth gear-shifting stage, and the positional area corresponding to the fourth gear-shifting stage is smaller than the positional area corresponding to the fifth gear-shifting stage.

[0020] Optionally, the shifting force corresponding to the first shifting stage and the shifting force corresponding to the third shifting stage are both greater than the shifting force corresponding to the second shifting stage, the shifting force corresponding to the fourth shifting stage continuously decreases, and the shifting force corresponding to the fifth shifting stage is negative.

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

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

[0023] Based on the first difference, determine the value of the control coefficient required for proportional-integral-derivative control of the reference current of the shift actuator;

[0024] Based on the value of the control coefficient, the reference current of the shift actuator is subjected to proportional-integral-derivative control to obtain the target current of the shift actuator.

[0025] Optionally, determining whether the preset gear shifting conditions are met based on the current speed of the vehicle motor and the target speed of the vehicle motor includes:

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

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

[0028] If the second difference is less than or equal to the preset threshold, it is determined that the preset gear shifting condition is currently met.

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

[0030] Secondly, embodiments of this application also provide a vehicle gear control device, the device comprising:

[0031] The data acquisition module is used to shift the vehicle from the current gear to neutral when a shifting requirement is detected, and to acquire the output shaft speed of the vehicle in neutral. The shifting requirement is determined based on the vehicle's current gear and target gear.

[0032] The calculation module is used to obtain the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear, and calculate the 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] The first determining module is used to obtain the current speed of the vehicle motor and determine whether the preset gear shifting conditions are met based on the current speed of the vehicle motor and the target speed of the vehicle motor.

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

[0035] Thirdly, embodiments of this application also provide 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 through the communication bus;

[0036] Memory, used to store computer programs;

[0037] The processor, when executing a program stored in memory, implements the vehicle shift control method described in any one of the first aspects.

[0038] Fourthly, embodiments of this application also provide a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the vehicle shift control method described in any one of the first aspects.

[0039] Compared with the prior art, the technical solution provided in this application has the following advantages: The method provided in this application, when a vehicle is detected to have a shifting requirement, shifts the vehicle from the current gear to neutral and collects the output shaft speed of the vehicle in neutral. The shifting requirement is determined based on the vehicle's current gear and target gear. The method obtains the gear ratio corresponding to the current gear and the gear ratio corresponding to the target gear, and calculates the target speed of the vehicle motor based on the output shaft speed, the gear ratio corresponding to the current gear, and the gear ratio corresponding to the target gear. The method obtains the current speed of the vehicle motor and determines whether the preset gear engagement conditions are met based on the current speed and the target speed of the vehicle motor. If the preset gear engagement conditions are met, the method obtains the position of the shift fork and determines the target current of the shift actuator based on 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. Using the above method, when the vehicle is detected to need to shift gears, the system can automatically complete the shifting action, thereby achieving the transition from the current gear to the target gear without the need for manual operation by the driver. This solves the problem of cumbersome operation and low level of intelligence in the existing technology, and improves the intelligence level of gear shifting. Attached Figure Description

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

[0041] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0043] Figure 1 A schematic flowchart illustrating a vehicle gear shifting control method provided in an embodiment of this application;

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

[0045] Figure 3A schematic diagram illustrating the correspondence between the position of a shift fork and the shifting force, provided for an embodiment of this application;

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

[0047] Figure 5 A schematic flowchart illustrating another vehicle gear shifting control method provided in this application embodiment;

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

[0049] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0051] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

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

[0053] See Figure 1 , Figure 1 This is a flowchart illustrating a vehicle gear shifting control method provided in an embodiment of this application.

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

[0055] Step 101: If the vehicle is found to need to shift gears, shift the vehicle from the current gear to neutral and collect the output shaft speed of the vehicle in neutral. The shift requirement is determined based on the vehicle's current gear and target gear.

[0056] Specifically, the aforementioned gear shifting requirement is determined based on the vehicle's current gear and target gear. In other words, if the vehicle's current gear and target gear are the same, there is no gear shifting requirement; if they are different, then a gear shifting requirement exists. "Disengaging from gear" refers to the operation of shifting the vehicle's gear from one position to neutral while the vehicle is in motion or after parking, before turning off the engine. The aforementioned output shaft speed refers to the number of revolutions the output shaft makes per unit time, usually expressed in r / min. This output shaft speed can be obtained using an output shaft speed sensor.

[0057] Step 102: Obtain the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear, and calculate the 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 gear ratio corresponding to the current gear refers to the ratio between the vehicle speed and the engine speed in the current gear. The gear ratio corresponding to the target gear refers to the ratio between the vehicle speed and the engine speed in the target gear. Both the gear ratios corresponding to the current gear and the target gear are determined by the vehicle's hardware parameters and can be obtained in advance. The target speed of the vehicle's motor refers to the number of revolutions the motor needs to make per unit time, usually expressed in r / min.

[0059] As an optional implementation, the formula for calculating the target speed of the vehicle motor can be expressed as follows:

[0060] n 目标 =n 输出轴 ×i 目标 ÷i 当前 ;

[0061] Where, n 目标 n represents the target speed of the vehicle's motor. 输出轴 Indicates the output shaft speed, i 目标 Indicates the gear ratio of the target gear, i 当前 This indicates the gear ratio of the current gear.

[0062] When calculating the target speed of the vehicle motor, the above formula can be used to accurately obtain the target speed of the vehicle motor. Of course, as other optional implementations, the above formula can also be simply modified, such as multiplying it by a preset coefficient or adding a certain bias amount, to calculate the target speed of the vehicle motor. This application does not make specific limitations.

[0063] Step 103: Obtain the current speed of the vehicle motor, and determine whether the preset gear shifting conditions are met based on the current speed of the vehicle motor and the target speed of the vehicle motor.

[0064] In this step, the current speed of the vehicle motor can be obtained and compared with its target speed. If the difference between the current speed and the target speed is less than or equal to a preset threshold, it indicates that the current speed and the target speed are close, and gear engagement can be initiated, thus confirming that the preset gear engagement condition is met. If the difference is greater than the preset threshold, it indicates that the current speed and the target speed are significantly different, and gear engagement cannot be performed, thus confirming that the preset gear engagement condition is not met. Alternatively, in another implementation, it can be directly determined whether the current speed and the target speed of the vehicle motor are the same. If they are the same, the preset gear engagement condition is met; if they are different, the preset gear engagement condition is not met.

[0065] Step 104: Under the condition that the preset gear shifting conditions are met, obtain the position of the shift fork, and determine the target current of the shift actuator based on the position of the shift fork, so that the shift actuator can switch 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 through a shift fork displacement sensor or other methods; this application embodiment does not impose specific limitations. The target current of the aforementioned 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 for the shift actuator to control the shift fork to perform gear shifting.

[0067] In this embodiment, when a vehicle is detected to need to shift gears, the system can automatically perform the actions of disengaging and engaging gears, thereby achieving the transition from the current gear to the target gear without the need for manual operation by the driver. This solves the problem of cumbersome operation and low level of intelligence in the prior art, and improves the intelligence level of gear shifting.

[0068] Further, step 104 above, determining the target current of the shift actuator based on the position of the shift fork, includes:

[0069] Based on the position of the shift fork and the first preset correspondence, the target shifting force corresponding to the position of the shift fork is determined. The first preset correspondence is used to characterize the position area of ​​the shift fork corresponding to multiple shifting stages in the vehicle shifting process, as well as the correspondence between the position area of ​​each shift fork and the shifting force.

[0070] Based on the target shifting force and the second preset correspondence, the reference current of the shifting actuator is determined, wherein the second preset correspondence is used to characterize the correspondence between the shifting force and the reference current of the shifting actuator;

[0071] The target current of the shift actuator is obtained by performing proportional-integral-derivative control on the reference current of the shift actuator.

[0072] Specifically, the aforementioned first preset correspondence can characterize the position range of the shift fork in multiple shifting stages during the vehicle's gear shifting process, as well as the correspondence between the position range of each shift fork and the shifting force. Specifically, the vehicle's gear shifting process can be divided into multiple shifting stages, each with a different position range for the shift fork, and the shifting force for each stage needs to be pre-calibrated. It should be noted that the multiple shifting stages in the vehicle's gear shifting process can be 3, 4, or 5 stages, etc., and can be set according to actual needs. Dividing the vehicle's gear shifting process into multiple stages facilitates optimization targeting the main optimization directions of different shifting stages, resulting in a more obvious focus and more specific optimization. The aforementioned second preset correspondence can be used to characterize the correspondence between the shifting force and the reference current of the shift actuator. This second preset correspondence can be obtained from the shift actuator motor characteristic table, which can be provided by the vehicle manufacturer's supplier. This shift actuator motor characteristic table records the relationship between the shifting force F and the shift actuator's reference current I.

[0073] In one embodiment, when determining the target current of the shift actuator, the target shifting force corresponding to the position of the shift fork can first be determined based on the position of the shift fork and a first preset correspondence. Then, the reference current of the shift actuator can be determined based on the target shifting force and a second preset correspondence. Finally, proportional-integral-derivative control is performed on the reference current of the shift actuator to obtain the target current of the shift actuator. In this way, the shift actuator can perform a shifting action based on the target current, changing 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 based on the position of the shift fork, and then the shift actuator can be used to precisely control the shift fork to improve the shift success rate and reduce the probability of stalling and the risk of gear damage.

[0075] Furthermore, before determining the target shifting force corresponding to the position of the shift fork based on the above steps and the first preset correspondence, the method further includes:

[0076] Obtain the vehicle model and, based on the vehicle model, determine the initial position range of the shift fork corresponding to each shifting stage in the vehicle's gear-shifting process.

[0077] The shifting force corresponding to each shifting stage is calibrated according to the calibration conditions corresponding to each shifting stage. The calibration conditions are different for different shifting stages.

[0078] Based on the initial position range of the shift fork corresponding to each shifting stage and the shift force calibration value corresponding to each shifting stage, the upper limit of the position range of the shift fork corresponding to each shifting stage is finely adjusted.

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

[0080] In one embodiment, the first preset correspondence can be predetermined before determining the target shift force based on the position of the shift fork and the first preset correspondence. Specifically, the initial position range (i.e., initial displacement limit) of the shift fork corresponding to each shifting stage in the vehicle's shifting process can be determined first based on the vehicle model (i.e., vehicle hardware type). Then, the shift force corresponding to each shifting stage is calibrated according to the calibration conditions corresponding to each shifting stage. Next, based on the initial position range of the shift fork corresponding to each shifting stage and the calibrated shift force value corresponding to each shifting stage, the upper limit of the position range of the shift fork corresponding to each shifting stage is fine-tuned. Finally, based on the fine-tuned position range of the shift fork corresponding to each shifting stage and the calibrated shift force value corresponding to each shifting stage, the first preset correspondence is determined.

[0081] It should be noted that the calibration conditions for different gear shifting stages can be different to achieve accurate control of each stage. For example, suppose the vehicle's gear shifting process includes multiple stages: the first stage (also known as the idle travel stage), the second stage (also known as the synchronization stage), the third stage (also known as the push-in stage), the fourth stage (also known as the engagement stage), and the fifth stage (also known as the micro-reverse stage). When calibrating the shifting force during the idle travel stage, since this stage requires a slightly longer shifting time, multiple shifting forces can be selected. The shifting times of each force are compared, and then, based on the shift actuator characteristic table, the shifting force with higher efficiency and lower power is selected from several candidate shifting forces with shorter shifting times for calibration. Furthermore, the shifting force needs to be reduced promptly during this stage to reach the initial state of the next stage, avoiding stalling caused by excessive shifting force when reaching the next stage. When calibrating the shifting force during the synchronization phase, since this phase requires improving the shifting success rate and reducing the probability of stalling, the stall probability of different shifting forces under the same preconditions (i.e., consistent shifting force and corresponding displacement during idle travel) can be statistically analyzed to determine the shifting force and displacement with the lowest stall probability. In other words, when calibrating the shifting force during the synchronization phase, the shifting force needs to be reduced before gear misalignment occurs; the specific reduction value is determined by the stall probability statistically analyzed from multiple actual tests. When calibrating the shifting force during the push-in and engagement phases, since the push-in phase requires appropriately increasing the shifting time, the shifting force can be appropriately increased to optimize the shifting time. However, it is necessary to avoid excessive shifting force causing control failure during the engagement phase (excessive shifting force may cause the shifting force to not decrease in time during the engagement phase, leading to micro-rebound and collision). Therefore, the push-in phase needs to be calibrated together with the engagement phase. During the engagement phase, the shifting force should be appropriately reduced to decrease the inertia generated during the push-in phase, while also avoiding excessively low shifting force that would prevent reaching the expected position. When calibrating the shifting force during the micro-reversal phase, it is necessary to actively avoid collisions with the shifting wall and improve the integrity of the engagement. Therefore, an appropriate reverse shifting force is required during this phase to counteract shifting inertia and prevent collisions. During the calibration process, the final displacement data of different shifting forces under the same preconditions (i.e., consistent shift fork engagement completion) need to be statistically analyzed during the micro-reversal phase to determine the optimal shifting force and duration.

[0082] After the shifting force is calibrated according to its respective calibration conditions in the idle travel stage, synchronization stage, push-in stage, engagement stage and micro-reaction stage, considering the connection and continuity between the shifting forces calibrated in adjacent shifting stages, it is also necessary to fine-tune the upper limit of the position area of ​​the shift fork corresponding to each shifting stage (i.e. the maximum displacement of each shifting stage) to make shifting more continuous and shifting force connection smoother. For example, suppose the upper limit of the original shift fork position area during the no-travel phase is 5mm, and according to the shift force reduction rate specified during the no-travel phase, the shift force drops to 350mN·m when the shift fork moves to the 5mm position. However, the shift force specified for the synchronization phase, which is the next stage after the no-travel phase, is 400mN·m. In this case, the upper limit of the shift fork position area during the no-travel phase needs to be fine-tuned, such as adjusted to 4.5mm, so that the shift force drops to exactly 400mN·m when the shift fork moves to the 4.5mm position, perfectly matching the shift force specified for the synchronization phase. In one embodiment, the shifting force corresponding to each shifting stage can be calibrated according to the calibration conditions corresponding to each shifting stage, and the upper limit of the position area of ​​the shift fork corresponding to each shifting stage can be finely adjusted according to the calibrated value of the shifting force corresponding to each shifting stage. This allows the correspondence between the position of the shift fork and the shifting force in the first preset correspondence to have a higher shifting success rate and a lower probability of stalling and collision, making the subsequent vehicle shifting process more coherent and the shifting force connection smoother.

[0083] Furthermore, the multiple gear-shifting stages in the vehicle's 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 positional area corresponding to the first gear-shifting stage is smaller than that corresponding to the second gear-shifting stage, the positional area corresponding to the second gear-shifting stage is smaller than that corresponding to the third gear-shifting stage, the positional area corresponding to the third gear-shifting stage is smaller than that corresponding to the fourth gear-shifting stage, and the positional area corresponding to the fourth gear-shifting stage is smaller than that corresponding to the fifth gear-shifting stage.

[0084] In one embodiment, the multiple gear-shifting stages in the vehicle's gear-shifting process include a first gear-shifting stage (also known as the idle travel stage), a second gear-shifting stage (also known as the synchronization stage), a third gear-shifting stage (also known as the push-in stage), a fourth gear-shifting stage (also known as the engagement stage), and a fifth gear-shifting stage (also known as the micro-reaction stage), such as... Figure 2As shown in the diagram. The position range for the first gear engagement stage is from the neutral position (i.e., the middle position of gear control, which can also be defined as position 0) to the first position. Here, the first position is a first preset distance from the shift fork position when the engaging sleeve and the target gear are in contact, and is smaller than the shift fork position when the engaging sleeve and the target gear are in contact. The position range for the second gear engagement stage is from the first position to the second position. Here, the second position is a second preset distance from the shift fork position when the engaging sleeve and the target gear are in contact, and is larger than the shift fork position when the engaging sleeve and the target gear are in contact. The position range for the third gear engagement stage is from the second position to the third position. Here, the third position is the shift fork position when the engaging sleeve and the target gear are initially engaged (at this point, the input shaft speed and the output shaft speed are exactly the same speed according to the speed ratio). The fourth gear shifting stage corresponds to the position range from the third to the fourth position. The fourth position is the optimal engagement position of the shift fork when the engagement sleeve and the target gear are in contact (at this point, the input shaft speed and output shaft speed can output at the same speed, and there are no issues such as shaking, abnormal noise, or collision between the shafts). The fifth gear shifting stage corresponds to the position range from the fourth to the fifth position. The fifth position is the extreme position of the shift fork. It should be noted that the first and second preset distances can be set according to actual conditions and are not specifically limited here. For example, the first and second preset distances can be values ​​between 0.5mm and 1mm.

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

[0086] In the above manner, the target shifting 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 correspondence, which facilitates the subsequent accurate determination of the reference current of the shift actuator based on the target shifting force.

[0087] Furthermore, the shifting force corresponding to the first and third shifting stages is greater than that corresponding to the second shifting stage, the shifting force corresponding to the fourth shifting stage continuously decreases, and the shifting force corresponding to the fifth shifting stage is negative.

[0088] In one embodiment, the correspondence between the position of the shift fork and the shifting force in the five stages of the vehicle's gear shifting process can be as follows: Figure 3 As shown, by Figure 3It is known that the shifting forces corresponding to the first and third gear shifting stages are both greater than those corresponding to the second gear shifting stage. This allows for a slight increase in the shifting forces of the first and third stages, improving shifting time; conversely, it allows for a slight decrease in the shifting force of the second stage, improving shifting success rate and reducing the probability of stalling. The shifting force in the fourth gear shifting stage continuously decreases, gradually reducing the shifting force as the engagement between the engagement sleeve and the target gear increases, preventing collisions and extending service life. The shifting force in the fifth gear shifting stage is negative, actively preventing collisions, further extending service life, and improving engagement integrity.

[0089] The above methods allow for precise control of each gear shifting stage, improving the success rate of gear shifting, reducing the probability of stalling and the risk of gear grinding; at the same time, the control of different stages can be biased towards the main optimization direction of each stage, with more obvious bias and more specific optimization.

[0090] Further, the above steps involve performing proportional-integral-derivative control on the reference current of the shift actuator to obtain the target current of the shift actuator, including:

[0091] Obtain the first difference between the position of the shift fork and the upper limit value of the position corresponding to the target gear engagement stage;

[0092] Based on the first difference, determine the values ​​of the control coefficients required for proportional-integral-derivative control of the reference current of the shift actuator;

[0093] Based on the value of the control coefficient, the reference current of the shift actuator is subjected to proportional-integral-derivative control to obtain the target current of the shift actuator.

[0094] In one embodiment, when performing proportional-integral-derivative control on the reference current of the shift actuator, a first difference between the position of the shift fork and the upper limit value of the position corresponding to the target shifting stage can be obtained first. It should be noted that the upper limit value of the position corresponding to the target shifting stage here is the upper limit value of the position range of the target shifting stage. For example, as... Figure 3As shown, when the target gear shifting stage is the first gear shifting stage, its corresponding upper limit position is 4.5mm; when the target gear shifting stage is the second gear shifting stage, its corresponding upper limit position is 5.5mm; when the target gear shifting stage is the third gear shifting stage, its corresponding upper limit position is 10mm; when the target gear shifting stage is the fourth gear shifting stage, its corresponding upper limit position is 13mm; and when the target gear shifting stage is the fifth gear shifting stage, its corresponding upper limit position is 14mm. After obtaining the first difference, the control coefficient required for proportional-integral-derivative control of the reference current of the gear shifting actuator can be determined based on the first difference. The specific determination method can be determined by the pre-set correspondence between the first difference and each control coefficient. Finally, based on the value of the control coefficient, proportional-integral-derivative control is performed on the reference current of the gear shifting actuator to obtain the target current of the gear shifting 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] Where 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 in the k-th, (k-1), and (k-2)th iterations, respectively, and K... P K I and K D These represent different control coefficients.

[0098] By using the above method, the reference current of the shift actuator can be controlled by proportional-integral-derivative, thereby obtaining the target current of the shift actuator and making the control of the shift actuator more precise.

[0099] Further, step 103 above, determining whether the preset gear shifting conditions are met based on the current speed and target speed of the vehicle motor, includes:

[0100] Calculate the second difference between the current speed of the vehicle motor and the target speed of the vehicle motor;

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

[0102] If the second difference is less than or equal to a preset threshold, it is determined that the current preset gear shifting condition is met.

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

[0104] Specifically, the preset threshold can be set according to actual needs, and no specific limitation is made here. For example, the preset threshold can be 50 rpm, etc.

[0105] In one embodiment, when determining whether the preset gear shifting conditions are 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 a preset threshold, it indicates that the current speed of the vehicle motor is close to the target speed of the vehicle motor, and the gear shifting operation can be started, thus determining that the preset gear shifting conditions are met. If the second difference is greater than the preset threshold, it indicates that the current speed of the vehicle motor differs significantly from the target speed of the vehicle motor, and the gear shifting operation cannot be performed, thus determining that the preset gear shifting conditions are not met.

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

[0107] In one embodiment, the vehicle shift control method provided in this application can be applied to... Figure 4 The vehicle shift control system shown includes sensors, a transmission control unit (TCU), and shift actuators. The sensors include a shift fork displacement sensor and an output shaft speed sensor. The shift fork displacement sensor primarily collects the shift fork position signal, while the output shaft speed sensor primarily collects the output shaft speed. The transmission control unit is responsible for precisely controlling the motor and shift actuator based on the collected signals and the actual shift stage. The shift actuator is mainly used to execute the gear shifting action. The vehicle shift control flow of this system is as follows: Figure 5 As shown, it can specifically include the following steps:

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

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

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

[0111] 4. Once the difference between the current motor speed and the target motor speed is ≤50 rpm, shift gears.

[0112] 5. The gear shifting process consists of five stages in sequence: the idle travel stage, the synchronization stage, the push-in stage, the engagement stage, and the micro-reaction stage.

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

[0114] (2) According to the position S of the shift fork 实际 The shifting force F is obtained (the shifting force corresponding to each stage should be tested multiple times, and the success rate should be guaranteed and the stalling top teeth should not appear before confirmation).

[0115] (3) Based on the actuator characteristics, look up the table (used to characterize the relationship between the shifting force F and the reference current I of the shifting actuator, which can be provided by the supplier) to obtain the reference current I of the shifting actuator.

[0116] (4) The gearbox controller collects the reference current I of the shift actuator in real time and performs PID calculation on the reference current I of the shift actuator to obtain the target current of the 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 The control quantity can be calculated using the formula by simply using the deviation of three consecutive measurements. The resulting control increment Δu(k) corresponds to the increment of the position error in the most recent measurements, not the deviation from the actual position, thus eliminating error accumulation. Furthermore, incremental PID control does not require accumulation, resulting in lower computational complexity. Since the control increment Δu(k) is determined only by the three most recent samples, it is easy to achieve good control performance through weighted processing. Moreover, incremental PID control does not significantly affect system operation when problems occur.

[0118] In the above steps (1)-(4), the shift fork displacement S is greater than the upper limit of the corresponding stage before proceeding to the next stage; in particular, the micro-reversal stage is when the shift fork displacement does not exceed the limit position and is accumulated for a period of time.

[0119] 5. Torque response is restored after the gear shift is completed.

[0120] Therefore, the vehicle shift control method provided in this application can achieve automatic shifting through a precise control system, which not only improves driving comfort and safety but also extends the service life of the hardware. In addition, the method is easy to operate, highly accurate, and stable, and is suitable for various types of new energy vehicles.

[0121] See Figure 6 , Figure 6This is a schematic diagram of a vehicle gear control device provided in an embodiment of this application.

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

[0123] The data acquisition module 601 is used to shift the vehicle from the current gear to neutral when a shifting requirement is detected, and to acquire the output shaft speed of the vehicle in neutral. The shifting requirement is determined based on the vehicle's current gear and target gear.

[0124] The calculation module 602 is used to obtain the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear, and calculate the 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 determining module 603 is used to obtain the current speed of the vehicle motor and determine whether the preset gear shifting conditions are met based on the current speed of the vehicle motor and the target speed of the vehicle motor.

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

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

[0128] The first determining submodule is used to determine the target shifting force corresponding to the position of the shifting fork based on the position of the shifting fork and the first preset correspondence, wherein the first preset correspondence includes the correspondence between the position of the shifting fork and the shifting force in multiple shifting stages during the vehicle's shifting process.

[0129] The second determining submodule is used to determine the reference current of the shift actuator based on the target shift force and the second preset correspondence, wherein the second preset correspondence is used to characterize the correspondence between the shift force and the reference current of the shift actuator.

[0130] The control submodule is used to perform proportional-integral-derivative 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 also includes:

[0132] The third determination submodule is used to obtain the vehicle model and, based on the vehicle model, determine the initial position range of the shift fork corresponding to each shifting stage in the vehicle's shifting process.

[0133] The calibration submodule is used to calibrate the shifting force corresponding to each shifting stage according to the calibration conditions corresponding to each shifting stage. The calibration conditions are different for different shifting stages.

[0134] The fine-tuning submodule is used to fine-tune the upper limit of the position area of ​​the shift fork corresponding to each shifting stage, based on the initial position area range of the shift fork corresponding to each shifting stage and the shift force calibration value corresponding to each shifting stage.

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

[0136] Furthermore, the multiple gear-shifting stages in the vehicle's 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 positional area corresponding to the first gear-shifting stage is smaller than that corresponding to the second gear-shifting stage, the positional area corresponding to the second gear-shifting stage is smaller than that corresponding to the third gear-shifting stage, the positional area corresponding to the third gear-shifting stage is smaller than that corresponding to the fourth gear-shifting stage, and the positional area corresponding to the fourth gear-shifting stage is smaller than that corresponding to the fifth gear-shifting stage.

[0137] Furthermore, the shifting force corresponding to the first and third shifting stages is greater than that corresponding to the second shifting stage, the shifting force corresponding to the fourth shifting stage continuously decreases, and the shifting force corresponding to the fifth shifting stage is negative.

[0138] Furthermore, the control submodule includes:

[0139] The acquisition unit is used to acquire the first difference between the position of the shift fork and the upper limit value of the position corresponding to the target shifting stage;

[0140] The third determining unit is used to determine the value of the control coefficient required for proportional-integral-derivative control of the reference current of the shift actuator based on the first difference.

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

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

[0143] The calculation submodule is used to calculate the second difference between the current speed of the vehicle motor and the target speed of the vehicle motor;

[0144] The judgment submodule is used to determine whether the second difference is less than or equal to a preset threshold.

[0145] The fifth determination submodule is used to determine whether the preset gear shifting condition is met when the second difference is less than or equal to a preset threshold.

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

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

[0148] like Figure 7 As shown in the illustration, this application also 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 via the communication bus 714.

[0149] Memory 713 is used to store computer programs;

[0150] In one embodiment of this application, the processor 711, when executing the program stored in the memory 713, implements the vehicle gear control method provided in any of the foregoing method embodiments.

[0151] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the vehicle gear control method provided in any of the foregoing method embodiments.

[0152] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. 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.

[0153] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented using software plus a general-purpose hardware platform, or of course, using hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0154] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0155] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily 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 invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle gear shifting control method, characterized in that, The method includes: If a vehicle is detected to need to shift gears, the vehicle is shifted from the current gear to neutral, and the output shaft speed of the vehicle in neutral is collected. The shift requirement is determined based on the vehicle's current gear and target gear. The gear ratio corresponding to the current gear and the gear ratio corresponding to the target gear are obtained, and the target speed of the vehicle motor is calculated based on the output shaft speed, the gear ratio corresponding to the current gear and the gear ratio corresponding to the target gear. The current speed of the vehicle motor is obtained, and based on the current speed of the vehicle motor and the target speed of the vehicle motor, it is determined whether the preset gear shifting conditions are met. Under the condition of meeting the preset gear shifting conditions, 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 switch the vehicle gear from the current gear to the target gear based on the target current of the shift actuator. The step of determining the target current of the shift actuator based on the position of the shift fork includes: Based on the position of the shift fork and the first preset correspondence, a target shifting force corresponding to the position of the shift fork is determined. The first preset correspondence is used to characterize the position range of the shift fork corresponding to multiple shifting stages in the vehicle shifting process, and the correspondence between the position range of each shift fork and the shifting force. The multiple shifting stages in the vehicle shifting process include an idle travel stage, a synchronization stage, a push-in stage, an engagement stage, and a micro-rebound stage. The shifting force corresponding to the idle travel stage and the shifting force corresponding to the push-in stage are both greater than the shifting force corresponding to the synchronization stage. The shifting force corresponding to the engagement stage continuously decreases, and the shifting force corresponding to the micro-rebound stage is negative. Based on the target shifting force and the second preset correspondence, the reference current of the shifting actuator is determined, wherein the second preset correspondence is used to characterize the correspondence between the shifting force and the reference current of the shifting actuator; The target current of the shift actuator is obtained by performing proportional-integral-derivative control on the reference current of the shift actuator.

2. The method according to claim 1, characterized in that, Before determining the target shift force corresponding to the position of the shift fork based on the position of the shift fork and the first preset correspondence, the method further includes: Obtain the vehicle model and, based on the vehicle model, determine the initial position range of the shift fork corresponding to each shifting stage in the vehicle's gear-shifting process. The shifting force corresponding to each shifting stage is calibrated according to the calibration conditions corresponding to each shifting stage. The calibration conditions are different for different shifting stages. Based on the initial position range of the shift fork corresponding to each shifting stage and the shift force calibration value corresponding to each shifting stage, the upper limit of the position range of the shift fork corresponding to each shifting stage is finely adjusted. Based on the position range of the shift fork corresponding to each shifting stage after fine-tuning and the shifting force calibration value corresponding to each shifting stage, the first preset correspondence is determined.

3. The method according to claim 1, characterized in that, The location area corresponding to the empty travel phase is smaller than the location area corresponding to the synchronization phase, the location area corresponding to the synchronization phase is smaller than the location area corresponding to the push-in phase, the location area corresponding to the push-in phase is smaller than the location area corresponding to the combination phase, and the location area corresponding to the combination phase is smaller than the location area corresponding to the micro-reflection phase.

4. The method according to claim 1, characterized in that, The step of performing proportional-integral-derivative control on the reference current of the shift actuator to obtain the target current of the shift actuator includes: Obtain the first difference between the position of the shift fork and the upper limit of the position area range corresponding to the plurality of shifting stages; Based on the first difference, determine the value of the control coefficient required for proportional-integral-derivative control of the reference current of the shift actuator; Based on the value of the control coefficient, the reference current of the shift actuator is subjected to proportional-integral-derivative control to obtain the target current of the shift actuator.

5. The method according to claim 1, characterized in that, The step of determining whether the preset gear shifting conditions are met based on the current speed and target speed of the vehicle motor includes: Calculate a second difference between the current speed of the vehicle motor and the target speed of the vehicle motor; Determine whether the second difference is less than or equal to a preset threshold; If the second difference is less than or equal to the preset threshold, it is determined that the preset gear shifting condition is currently met. If the second difference is greater than the preset threshold, it is determined that the preset gear shifting condition is not currently met.

6. A vehicle gear shifting control device, characterized in that, The device includes: The data acquisition module is used to shift the vehicle from its current gear to neutral when a shifting requirement is detected, and to acquire the output shaft speed of the vehicle in neutral. The shifting requirement is determined based on the vehicle's current gear and target gear. The calculation module is used to obtain the speed ratio corresponding to the current gear and the speed ratio corresponding to the target gear, and calculate the 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; The first determining module is used to obtain the current speed of the vehicle motor and determine whether the preset gear shifting conditions are met based on the current speed of the vehicle motor and the target speed of the vehicle motor. The second determining module is used to obtain the position of the shift fork when the preset shifting conditions are met, and determine the target current of the shift actuator based on the position of the shift fork, so that the shift actuator can switch the vehicle gear from the current gear to the target gear based on the target current of the shift actuator. The second determining module includes: The first determining submodule is used to determine the target shifting force corresponding to the position of the shift fork based on the position of the shift fork and a first preset correspondence. The first preset correspondence is used to characterize the position area range of the shift fork corresponding to multiple shifting stages in the vehicle shifting process, and the correspondence between the position area range of each shift fork and the shifting force. The multiple shifting stages in the vehicle shifting process include an idle travel stage, a synchronization stage, a push-in stage, an engagement stage, and a micro-rebound stage. The shifting force corresponding to the idle travel stage and the shifting force corresponding to the push-in stage are both greater than the shifting force corresponding to the synchronization stage. The shifting force corresponding to the engagement stage continuously decreases, and the shifting force corresponding to the micro-rebound stage is negative. The second determining submodule is used to determine the reference current of the shift actuator based on the target shift force and the second preset correspondence, wherein the second preset correspondence is used to characterize the correspondence between the shift force and the reference current of the shift actuator; The control submodule is used to perform proportional-integral-derivative control on the reference current of the shift actuator to obtain the target current of the shift actuator.

7. 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; A processor, when executing a program stored in a memory, implements the vehicle shift control method according to any one of claims 1-5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the vehicle shift control method according to any one of claims 1-5.

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