Control method, device and equipment for gear box out-of-gear and storage medium

Abstract

The invention discloses a control method, device and equipment for gear box off-gear and a storage medium. The control method comprises the steps that the torque of a first driving motor of a first gearbox, the rotating speed of the first driving motor, the first vibration acceleration change rate of the vehicle, the first running speed and the first preset off-gear duty ratio are obtained; when the first driving motor torque is smaller than the first preset torque and the first vibration acceleration change rate is smaller than or equal to the first preset change rate, a first correction coefficient is determined according to the first driving motor rotating speed and the first running speed; determining a first corrected off-gear duty ratio according to the first correction coefficient and a first preset off-gear duty ratio; and controlling the first gearbox to take off the gear according to the first corrected take-off duty ratio. According to the technical scheme, the first vibration acceleration change rate is monitored, then the inter-tooth pressure of the vehicle during gear disengagement is judged, when the inter-tooth pressure is too large, the current gear disengagement duty ratio is corrected, gear disengagement is conducted according to the corrected duty ratio, and then the gear disengagement success rate is increased.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a control method, device, equipment and storage medium for shifting gears. Background Art

[0002] The Automated Mechanical Transmission (AMT) is an automatic transmission that adds an electronic unit to the original mechanical manual transmission while maintaining its basic structure, thus automating the shifting process.

[0003] The AMT in the prior art first clears the torque and then shifts the gear when shifting. However, due to the influence of the vehicle and road conditions, the pressure between the shift gears will increase, which will slow down the shifting and reduce the success rate. Summary of the invention

[0004] The present invention provides a control method, device, equipment and storage medium for disengaging a gear box, so as to solve the problem in the prior art that the success rate of disengaging a gear of a vehicle is low due to road conditions.

[0005] According to a first aspect of the present invention, a method for controlling a gearbox to disengage a gear is provided, wherein the gearbox comprises a first gearbox;

[0006] Control methods include:

[0007] Obtaining a first drive motor torque of a first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed, and a first preset shifting duty cycle;

[0008] When the first drive motor torque is less than the first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, determining the first correction coefficient according to the first drive motor speed and the first driving speed;

[0009] Determining a first corrected gear-shifting duty cycle according to a first correction coefficient and a first preset gear-shifting duty cycle;

[0010] The first gearbox is controlled to shift out of gear according to the first modified shift-shifting duty ratio.

[0011] Optionally, the control method further includes:

[0012] When the torque of the first driving motor is less than the first preset torque and the first vibration acceleration change rate is greater than the first preset change rate, the first gearbox is controlled to shift out of gear according to the first preset shifting duty ratio.

[0013] Optionally, determining the first correction coefficient according to the first driving motor speed and the first driving speed includes:

[0014] Determining the input shaft acceleration according to the first drive motor speed and the transmission ratio;

[0015] determining an output shaft acceleration according to a first travel speed;

[0016] A first correction coefficient is determined according to the input shaft acceleration and the output shaft acceleration.

[0017] Optionally, determining the first correction coefficient according to the input shaft acceleration and the output shaft acceleration includes:

[0018] Determine the acceleration difference according to the input shaft acceleration and the output shaft acceleration;

[0019] A first correction coefficient is determined according to the first driving speed and the acceleration difference.

[0020] Optionally, obtaining a first preset shift-shifting duty cycle includes:

[0021] Get the current gear position and target gear position;

[0022] determining a gear difference according to a current gear position and a target gear position;

[0023] A first preset gear-shifting duty cycle is determined according to the current gear position and the gear difference.

[0024] Optionally, obtaining a first vibration acceleration change rate of the vehicle includes:

[0025] Obtain the corresponding vibration acceleration at n consecutive acquisition moments;

[0026] The first vibration acceleration change rate is determined according to the collection time and the corresponding vibration acceleration.

[0027] Optionally, the gearbox further includes a second gearbox;

[0028] After controlling the first gearbox to shift gears according to the modified shift shift duty ratio, the method further includes:

[0029] After the first gearbox shift is completed, the second drive motor torque, the second drive motor speed, the second vibration acceleration change rate, the second driving speed and the second preset shifting duty cycle of the second gearbox are obtained;

[0030] When the second drive motor torque is less than the second preset torque and the second vibration acceleration change rate is less than or equal to the second preset change rate, determining the second correction coefficient according to the second drive motor speed and the second driving speed;

[0031] Determine a second corrected gear-shifting duty ratio according to the second correction coefficient and the second preset gear-shifting duty ratio;

[0032] The second gearbox is controlled to shift out of gear according to the second modified shift-shifting duty ratio.

[0033] According to a second aspect of the present invention, a control device for disengaging a gearbox is provided, which is used to execute a control method for disengaging a gearbox. The control device for disengaging a gearbox comprises:

[0034] A gear parameter acquisition module, used to acquire a first drive motor torque of a first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed and a first preset gear-shifting duty cycle;

[0035] A correction coefficient determination module, configured to determine a first correction coefficient according to a first drive motor speed and a first driving speed when a first drive motor torque is less than a first preset torque and a first vibration acceleration change rate is less than or equal to a first preset change rate;

[0036] A duty cycle correction module, used for determining a first corrected shift-out duty cycle according to a first correction coefficient and a first preset shift-out duty cycle;

[0037] The shift disengagement module is used to control the first gearbox to shift out of gear according to the first modified shift disengagement duty ratio.

[0038] According to a third aspect of the present invention, a computer device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements a method for controlling the gear box when executing the program.

[0039] According to a fourth aspect of the present invention, there is provided a computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, a control method for shifting a gear box is implemented.

[0040] The technical solution of the present invention monitors the first vibration acceleration change rate, that is, the vibration amplitude of the vehicle along the first direction in real time, and then determines the inter-tooth pressure of the vehicle when shifting gears. When the inter-tooth pressure is too large, the current duty cycle of shifting gears is corrected, and the gears are shifted according to the corrected duty cycle, thereby improving the success rate of shifting gears.

[0041] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0043] Figure 1It is a schematic diagram of the shifting process of the first gearbox in the prior art;

[0044] Figure 2 A flow chart of a first method for controlling a gearbox disengagement provided by an embodiment of the present invention;

[0045] Figure 3 A flow chart of a second method for controlling a gearbox disengagement provided by an embodiment of the present invention;

[0046] Figure 4 A flow chart of a third method for controlling a gearbox disengagement provided by an embodiment of the present invention;

[0047] Figure 5 A flowchart of a fourth method for controlling a gearbox disengagement provided by an embodiment of the present invention;

[0048] Figure 6 A flowchart of a fifth method for controlling a gearbox disengagement provided by an embodiment of the present invention;

[0049] Figure 7 A flowchart of a sixth method for controlling a gearbox disengagement provided by an embodiment of the present invention;

[0050] Figure 8 It is a schematic diagram of the baffle box structure in the prior art;

[0051] Fig. 9 yes Figure 8 A schematic diagram of the gearbox shifting process;

[0052] Fig.10 A flow chart of a seventh method for controlling a gearbox disengagement provided by an embodiment of the present invention;

[0053] Fig.11 A schematic diagram of the connection of a control structure for disengaging a gearbox provided in an embodiment of the present invention;

[0054] Fig.12 The figure is a schematic diagram of the structure of an electronic device applied to a control method for disengaging a gearbox according to an embodiment of the present invention. DETAILED DESCRIPTION

[0055] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0056] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0057] Figure 1 It is a schematic diagram of the shifting process of the first gearbox in the prior art, such as Figure 1 As shown in the figure, the AMT shifting process in the prior art is mainly divided into four processes: torque clearing, gear shifting, speed adjustment, and gear shifting. After gear shifting, the torque recovery process begins. However, when the vehicle is on a slope or braking during a gear shift, the speed of the output shaft changes faster than that on a flat road, which increases the pressure between gears, slows down gear shifting, or even fails, affecting driving safety. Therefore, Figure 2 The flowchart of the first gearbox disengagement control method provided by the embodiment of the present invention, wherein the gearbox includes a first gearbox. Figure 2 As shown, the control method includes:

[0058] S10, obtaining a first drive motor torque of a first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed, and a first preset shifting duty cycle.

[0059] The first drive motor torque may be the output torque of the drive motor in the first gearbox, and the first drive motor speed may be the real-time speed of the drive motor in the first gearbox.

[0060] Among them, an acceleration sensor can be installed in the gearbox control unit, and the acceleration sensor can be used to measure the acceleration of the vehicle along a first direction, wherein the first direction is perpendicular to the vehicle driving plane. According to the acceleration in the first direction, a first vibration acceleration change rate can be obtained. The first vibration acceleration change rate can characterize the vibration of the vehicle along the first direction, and then reflect the vehicle's gear shifting condition.

[0061] The first driving speed is the driving speed of the vehicle on the current road surface. The first preset gear-shifting duty cycle may be a duty cycle corresponding to the gear-shifting current, which may characterize the gear-shifting force and the gear-shifting speed. The first preset gear-shifting duty cycle may be a standard gear-shifting duty cycle corresponding to the current gear and the target gear.

[0062] S11 . When the first drive motor torque is less than a first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, determine a first correction coefficient according to the first drive motor speed and the first driving speed.

[0063] Among them, when the torque of the first drive motor is less than the first preset torque, it means that the first gearbox has completed torque clearance and begins to enter the gear disengagement stage. At this time, it is determined whether the first vibration acceleration change rate is less than or equal to the first preset change rate.

[0064] Among them, the purpose of judging whether the first vibration acceleration change rate is less than or equal to the first preset change rate is to judge the vibration condition of the vehicle along the first direction. The first preset change rate is the maximum value of the acceleration change rate when the vehicle is on a flat road. When the first vibration acceleration change rate is greater than the first preset change rate, it means that the vibration amplitude of the vehicle along the first direction is large, and the vehicle is on a bumpy road. When the gear is disengaged on a bumpy road, due to the influence of the bumpy road, there is movement in the gear gap, which makes it easier to disengage the gear. At this time, the gear can be disengaged using the first preset gear disengagement duty cycle. When the first vibration acceleration change rate is less than or equal to the first preset change rate, it means that the vibration amplitude of the vehicle is small, the gear gap changes slightly and there is friction, and a large gear disengagement force is required. At this time, the current first preset gear disengagement duty cycle is corrected to improve the success rate of gear disengagement and shorten the gear disengagement time.

[0065] Among them, the first correction coefficient can be determined according to the first drive motor speed and the first driving speed, and the first correction coefficient is used to correct the current first preset gear disengagement duty cycle. It can be understood that since the first drive motor speed can reflect the input shaft acceleration and the first driving speed can reflect the output shaft acceleration, when the difference between the input shaft acceleration and the output shaft acceleration is 0, it means that the gear can be disengaged smoothly according to the first preset gear disengagement duty cycle, but when the difference between the input shaft acceleration and the output shaft acceleration is not 0, the friction between the gears may cause a low gear disengagement success rate. Therefore, the first correction coefficient is determined according to the first drive motor speed and the first driving speed, and the gear disengagement force and the gear disengagement speed are changed by correcting the duty cycle, thereby improving the gear disengagement success rate.

[0066] S12: Determine a first corrected shift-out duty cycle according to the first correction coefficient and the first preset shift-out duty cycle.

[0067] The first corrected gear-decoupling duty cycle is determined according to the first correction coefficient and the first preset gear-decoupling duty cycle, and the first correction coefficient f, the first preset gear-decoupling duty cycle R0 and the first corrected gear-decoupling duty cycle R satisfy R=f*R0.

[0068] S13, controlling the first gearbox to shift gears according to the first corrected shift shifting duty ratio.

[0069] The first gearbox is controlled to shift gears according to the corrected first modified shift shifting duty ratio to ensure the shift shifting success rate.

[0070] It is understandable that in the prior art, when driving on a slope or shifting gears or stepping on the brakes, it is difficult to shift gears due to the output shaft changing too quickly. The technical solution provided by the embodiment of the present invention can determine whether the current vehicle driving conditions are suitable for the current shifting gear duty cycle. If not, the current shifting gear duty cycle is corrected to continue shifting gears.

[0071] For example, the current vehicle is in the process of shifting. First, the gearbox control unit controls the first drive motor to clear the torque. At this time, the torque of the first drive motor is collected in real time and it is determined whether the torque of the first drive motor is less than the first preset torque to determine whether the vehicle has completed the torque clearing. When the torque of the first drive motor is less than the first preset torque, it means that the torque clearing is completed and the gear-off stage is entered. At this time, it is determined whether the first vibration acceleration change rate is less than or equal to the first preset change rate. When the first vibration acceleration change rate is less than or equal to the first preset change rate, it means that the vibration amplitude of the vehicle in the first direction is small, causing the pressure between the gears to increase when the gear is off, which will lead to the failure of the gear-off. At this time, the first correction coefficient is determined according to the first drive motor speed and the first driving speed, and the first preset gear-off duty ratio is corrected according to the first correction coefficient. Then, the first gearbox is controlled to shift gears according to the first corrected gear-off duty ratio.

[0072] It is understandable that the direct cause of the difficulty in shifting is the increase in inter-tooth pressure, which is caused by the mismatch between the output shaft acceleration and the input shaft acceleration, which may be caused by the vibration of the vehicle in the first direction, etc. In the embodiment of the present invention, the first vibration acceleration change rate of the vehicle is monitored to determine whether the inter-tooth pressure of the vehicle is too large. When the inter-tooth pressure is too large, the shifting duty ratio is corrected to improve the success rate of shifting.

[0073] The technical solution of the embodiment of the present invention monitors the first vibration acceleration change rate, that is, the vibration amplitude of the vehicle along the first direction in real time, and then determines the inter-tooth pressure of the vehicle when shifting gears. When the inter-tooth pressure is too large, the current duty cycle of shifting gears is corrected, and the gears are shifted according to the corrected duty cycle, thereby improving the success rate of shifting gears.

[0074] Based on the above embodiments, Figure 3 The flowchart of the second method for controlling the gearbox disengagement provided by the embodiment of the present invention is as follows: Figure 3 As shown, the control method includes:

[0075] S20, obtaining a first drive motor torque of a first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed, and a first preset shifting duty cycle.

[0076] S21 . When the first drive motor torque is less than the first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, determine a first correction coefficient according to the first drive motor speed and the first driving speed.

[0077] S22: Determine a first corrected shift-out duty cycle according to the first correction coefficient and the first preset shift-out duty cycle.

[0078] S23, controlling the first gearbox to shift gears according to the first corrected shift shifting duty ratio.

[0079] S24, when the torque of the first drive motor is less than the first preset torque and the first vibration acceleration change rate is greater than the first preset change rate, controlling the first transmission to shift out of gear according to the first preset shift out duty ratio.

[0080] Among them, when the torque of the first drive motor is less than the first preset torque, it means that the first gearbox has completed torque clearance and begins to enter the gear disengagement stage. At this time, it continues to determine whether the first vibration acceleration change rate is less than or equal to the first preset change rate.

[0081] The purpose of judging whether the first vibration acceleration change rate is less than or equal to the first preset change rate is to judge the vibration condition of the vehicle along the first direction. The first preset change rate is the maximum value of the acceleration change rate when the vehicle is on a flat road. When the first vibration acceleration change rate is greater than the first preset change rate, it means that the vibration amplitude of the vehicle along the first direction is large at this time, and the vehicle is on a bumpy road. When the gear is disengaged on a bumpy road, due to the influence of the bumpy road, there is movement in the gear gap, which makes it easier to disengage the gear. At this time, the first preset disengagement duty ratio can be used to disengage the gear without correcting the duty ratio.

[0082] The technical solution of the embodiment of the present invention ensures normal gear shifting of the vehicle by directly controlling the first gearbox to shift out of gear according to the first preset shifting duty ratio when the first vibration acceleration change rate is greater than the first preset change rate.

[0083] Based on the above embodiments, Figure 4 The flowchart of the third method for controlling the gearbox disengagement provided by the embodiment of the present invention is as follows: Figure 4 As shown, the control method includes:

[0084] S30, obtaining a first drive motor torque of a first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed, and a first preset shifting duty cycle.

[0085] S31 . When the torque of the first drive motor is less than the first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, determine the input shaft acceleration according to the first drive motor speed and the transmission ratio.

[0086] Among them, since the driving motor and the input shaft are connected through gear transmission, the input shaft speed can be determined according to the rotation speed and the transmission ratio of the first driving motor, and the input shaft acceleration can be determined according to the input shaft speed.

[0087] S32. Determine the output shaft acceleration according to the first driving speed.

[0088] Among them, the output shaft speed can be determined according to the transmission coefficient based on the first driving speed, and the output shaft acceleration can be determined according to the output shaft speed.

[0089] S33. Determine a first correction coefficient according to the input shaft acceleration and the output shaft acceleration.

[0090] Among them, when the input shaft acceleration and the output shaft acceleration are the same, it means that the input shaft and the output shaft are synchronized, there is no pressure between the gears, and the gear can be disengaged according to the normal duty cycle. When the difference between the input shaft acceleration and the output shaft acceleration is too large, it means that the input shaft and the output shaft are not synchronized, there is pressure between the gears, which will affect the success rate of gear disengagement. At this time, the corresponding correction coefficient is determined according to the size of the difference between the input shaft acceleration and the output shaft acceleration, and then the first preset gear disengagement duty cycle is corrected according to the correction coefficient.

[0091] S34, determining a first corrected shift-out duty cycle according to the first correction coefficient and the first preset shift-out duty cycle.

[0092] S35, controlling the first transmission to shift gears according to the first corrected shift shifting duty ratio.

[0093] The technical solution of the embodiment of the present invention determines the input shaft acceleration according to the rotational speed of the first drive motor, determines the output shaft acceleration according to the first driving speed, and determines the first correction coefficient according to the input shaft acceleration and the output shaft acceleration. It fully considers the influence of the output shaft acceleration and the synchronization of the output shaft acceleration on the gear, and determines the first correction coefficient according to the input shaft acceleration and the output shaft acceleration to ensure the success rate of gear shifting.

[0094] Based on the above embodiments, Figure 5 The flowchart of the fourth method for controlling the gearbox disengagement provided by the embodiment of the present invention is as follows: Figure 5 As shown, the control method includes:

[0095] S40, obtaining a first drive motor torque of a first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed, and a first preset shifting duty cycle.

[0096] S41, when the torque of the first drive motor is less than the first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, determining the input shaft acceleration according to the first drive motor speed and the transmission ratio.

[0097] S42. Determine the output shaft acceleration according to the first driving speed.

[0098] S43. Determine the acceleration difference according to the input shaft acceleration and the output shaft acceleration.

[0099] The acceleration difference is determined according to the input shaft acceleration and the output shaft acceleration, and the acceleration difference can represent the degree of asynchrony between the vehicle input shaft and the output shaft.

[0100] S44. Determine a first correction coefficient according to the first driving speed and the acceleration difference.

[0101] Among them, the relationship between the first driving speed, the acceleration difference and the first correction coefficient of the vehicle can be calibrated in advance. Since the first driving speed can represent the output shaft speed, a large change in the output shaft speed will affect the success rate of gear shifting, so the corresponding relationship between the first driving speed, the acceleration difference and the first correction coefficient is set. Table 1 is a relationship table between the acceleration difference, the first driving speed and the first correction coefficient. Table 1 exemplarily represents the corresponding relationship between the first driving speed, the acceleration difference and the first correction coefficient. It can be seen that when the acceleration difference is smaller, the smaller the first driving speed is, the larger the corresponding correction coefficient is.

[0102] Table 1

[0103]

[0104] S45: Determine a first corrected shift-out duty cycle according to the first correction coefficient and the first preset shift-out duty cycle.

[0105] S46, controlling the first transmission to shift gears according to the first corrected shift shifting duty ratio.

[0106] The technical solution of the embodiment of the present invention calculates the acceleration difference between the input shaft acceleration and the output shaft acceleration, and then determines the corresponding first correction coefficient according to the acceleration difference and the first driving speed. When the vehicle cannot normally shift gears due to excessive gear pressure, the corresponding first correction coefficient is calculated according to the vehicle driving speed and the acceleration difference between the input shaft and the output shaft, thereby increasing the probability of shifting gears and improving the vehicle's dynamics.

[0107] Based on the above embodiments, Figure 6 A flowchart of a fifth method for controlling a gearbox disengagement provided by an embodiment of the present invention is shown in FIG. Figure 6 As shown, the control method includes:

[0108] S50, obtaining a first drive motor torque of a first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed, and obtaining a current gear position and a target gear position.

[0109] S51. Determine a gear difference according to the current gear position and the target gear position.

[0110] The current gear position can be obtained according to the position sensor, and the target gear position can be obtained according to the driver's demand. Since the gear difference affects the shifting duty cycle, the gear difference is determined according to the current gear position and the target gear position.

[0111] S52: Determine a first preset shift-out duty cycle according to the current gear position and the gear difference.

[0112] Among them, the gear position, gear difference and the first preset gear-shifting duty cycle can be pre-calibrated. Since the current gear position and the difference between the current gear position and the target gear position both affect the gear-shifting duty cycle, the relationship between the current gear position, the difference between the current gear position and the target gear position and the first preset gear-shifting duty cycle is pre-established. Table 2 is a relationship table of the front gear position, the difference between the current gear position and the target gear position and the first preset gear-shifting duty cycle. Table 2 exemplarily represents the relationship between the front gear position, the difference between the current gear position and the target gear position and the first preset gear-shifting duty cycle. It can be seen that the higher the current gear position, the larger the corresponding first preset gear-shifting duty cycle is, so as to ensure the gear-shifting force and the gear-shifting speed.

[0113] Table 2

[0114]

[0115] S53: When the first drive motor torque is less than the first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, determine a first correction coefficient according to the first drive motor speed and the first driving speed.

[0116] S54: Determine a first corrected shift-out duty cycle according to the first correction coefficient and the first preset shift-out duty cycle.

[0117] S55: Controlling the first transmission to shift gears according to the first corrected shift shifting duty ratio.

[0118] The technical solution of the embodiment of the present invention obtains the current gear position and the target gear position in advance, determines the first preset gear-shifting duty cycle according to the gear difference and the current gear position, and ensures the accuracy of the gear-shifting duty cycle adjustment.

[0119] Based on the above embodiments, Figure 7 The flowchart of the sixth method for controlling the gearbox disengagement provided by the embodiment of the present invention is as follows: Figure 7 As shown, the control method includes:

[0120] S60, obtaining a first drive motor torque, a first drive motor speed, a first driving speed, a first preset shifting duty cycle, and corresponding vibration accelerations at n consecutive acquisition moments of a first gearbox.

[0121] Among them, during the vehicle shifting process, the vibration acceleration detected by the sensor is acquired in real time, and the acquisition moment corresponds to the acquisition frequency of the sensor.

[0122] S61. Determine a first vibration acceleration change rate according to a collection time and its corresponding vibration acceleration.

[0123] Among them, a first vibration acceleration change rate can be determined according to the acquisition time and the corresponding vibration acceleration, and the first vibration acceleration change rate represents the change frequency of the vibration acceleration.

[0124] In some embodiments, when the first drive motor torque is less than the first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, the vibration acceleration at the current moment and the vibration acceleration corresponding to the n-1 acquisition moments before the current moment are obtained, and the first vibration acceleration change rate is calculated.

[0125] It is understandable that, since the vibration acceleration may change with the road conditions on which the vehicle is traveling, collecting multiple vibration accelerations and determining the first vibration acceleration change rate can more accurately determine the road conditions on which the vehicle is traveling, thereby improving the success rate of shifting gears.

[0126] S62: When the first drive motor torque is less than the first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, determine a first correction coefficient according to the first drive motor speed and the first driving speed.

[0127] S63: Determine a first corrected shift-out duty cycle according to the first correction coefficient and the first preset shift-out duty cycle.

[0128] S64, controlling the first transmission to shift gears according to the first corrected shift shifting duty ratio.

[0129] For example, after determining that the vehicle has completed torque clearance, the ratio of the vibration acceleration to time at the current moment and the previous 5 step moments is obtained, and then the first vibration acceleration change rate is determined. When the first vibration acceleration change rate is greater than 0.4m / s 3 When the first vibration acceleration change rate is less than or equal to 0.4m / s 3 When , it means that the vehicle is traveling on a flat road surface and the inter-tooth pressure is large. Among them, the first preset change rate can be calibrated according to the actual application scenario of the vehicle, and the embodiment of the present invention does not limit this.

[0130] The technical solution of the embodiment of the present invention ensures the accuracy of subsequent vehicle road condition judgment and improves the success rate of gear shifting by obtaining the corresponding vibration acceleration at n consecutive collection moments and determining the first vibration acceleration change rate according to the vibration acceleration.

[0131] Based on the above embodiments, Figure 8 It is a schematic diagram of the baffle box structure in the prior art. Fig. 9 yes Figure 8 The schematic diagram of the gearbox shifting process is shown in FIG. Fig. 9 and Figure 8 As shown, the gearbox also includes a second gearbox B. The vehicle can be a dual-motor power uninterrupted gearbox system, that is, there are a first gearbox A and a second gearbox B. The first gearbox A and the second gearbox B respectively include a gearbox control unit, a motor, a gear shaft and a corresponding transmission structure. When the vehicle is driving normally, the first gearbox A and the second gearbox B are in gear at the same time, and the vehicle drives normally in the non-shifting stage; when a shifting request is received, the first gearbox A first performs a shifting operation, and the first gearbox A enters the A shifting stage. Then the first gearbox A completes the shifting according to the required gear through the stages of clearing torque, disengaging, speed regulation and gear engagement. During this process, the second gearbox B continues to maintain the original gear, thereby keeping the vehicle uninterrupted; when the first gearbox A completes the shifting, the second gearbox B enters the B shifting stage. Then the second gearbox B completes the shifting according to the required gear through the stages of clearing torque, disengaging, speed regulation and gear engagement, thereby realizing uninterrupted power during the shifting process. However, in the prior art, when one side is in gear under heavy-load uphill conditions, it is limited by the capacity of the single-sided drive motor and it is difficult to meet the power demand. It is necessary to complete the gear shift as soon as possible, and shortening the gear shifting time is a measure. At the same time, when the first gearbox A in the dual-motor power uninterrupted gearbox shifts gears, the torque of the first drive motor will be supplemented by the second gearbox B, but this process will be affected by the throttle opening and the capacity of the drive motor, and then the speed will fluctuate, which will make the output shaft and the input shaft out of sync and affect the success rate of gear shifting. Therefore, the technical solution of the embodiment of the present invention can also be applied to the dual-motor system to improve the efficiency and success rate of gear shifting.

[0132] Fig.10 The flowchart of the seventh method for controlling the gearbox to disengage the gear provided by the embodiment of the present invention is as follows: Fig.10 As shown, the control method includes:

[0133] S70, obtaining a first drive motor torque of a first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed, and a first preset shifting duty cycle.

[0134] S71. When the first drive motor torque is less than the first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, determine a first correction coefficient according to the first drive motor speed and the first driving speed.

[0135] S72: Determine a first corrected shift-out duty cycle according to the first correction coefficient and the first preset shift-out duty cycle.

[0136] S73, controlling the first transmission to shift gears according to the first corrected shift shifting duty ratio.

[0137] S74, after the first gearbox shifting is completed, obtain the second drive motor torque, the second drive motor speed, the second vibration acceleration change rate, the second driving speed and the second preset shifting duty cycle of the second gearbox.

[0138] After the first gearbox shifts, the second gearbox shifts. At this time, it is detected in real time whether the second gearbox has completed torque clearing. When the second gearbox has completed torque clearing, the gear shifting phase begins.

[0139] Among them, the second drive motor torque, the second drive motor speed, the second vibration acceleration change rate, the second driving speed and the second preset gear-shifting duty cycle are all obtained according to the real-time driving conditions of the vehicle.

[0140] It can be understood that the first gearbox disengagement and the second gearbox disengagement are two independent stages, and the parameters of the second gearbox disengagement stage are also acquired in real time.

[0141] S75. When the second drive motor torque is less than the second preset torque and the second vibration acceleration change rate is less than or equal to the second preset change rate, determine the second correction coefficient according to the second drive motor speed and the second driving speed.

[0142] Among them, since the second drive motor speed and the second driving speed are obtained in real time, the second correction coefficient may be the same as or different from the first correction coefficient, and the duty cycle is adjusted according to the actual situation.

[0143] S76. Determine a second corrected shift-out duty cycle according to the second correction coefficient and the second preset shift-out duty cycle.

[0144] S77, controlling the second transmission to shift gears according to the second corrected shift shifting duty ratio.

[0145] It can be understood that, since the gearbox includes a first gearbox and a second gearbox, according to the characteristics of the power uninterrupted gearbox, during the disengagement process of the first gearbox, the second gearbox can control the output shaft speed in real time, and the friction between the vehicle teeth can be maintained by controlling the first driving speed, thereby ensuring smooth disengagement. Similarly, the disengagement control method in the embodiment of the present invention determines the driving condition of the vehicle by real-time monitoring the vibration amplitude of the vehicle along the first direction, and corrects the disengagement duty ratio when the vehicle speed fluctuates, thereby improving the success rate of disengagement.

[0146] Based on the same inventive concept, Fig.11A schematic diagram of a connection of a control structure for disengaging a gearbox provided by an embodiment of the present invention is shown in FIG. Fig.11 As shown, an embodiment of the present invention further provides a control device for disengaging a gearbox, which is used to execute a control method for disengaging a gearbox. The control device for disengaging a gearbox includes:

[0147] The gear parameter acquisition module 100 is used to obtain the first drive motor torque of the first gearbox, the first drive motor speed, the first vibration acceleration change rate of the vehicle, the first driving speed and the first preset gear-shifting duty cycle.

[0148] The correction coefficient determination module 200 is used to determine a first correction coefficient according to a first drive motor speed and a first driving speed when the first drive motor torque is less than a first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate.

[0149] The duty cycle correction module 300 is used to determine a first corrected shift-out duty cycle according to a first correction coefficient and a first preset shift-out duty cycle.

[0150] The shift disengagement module 400 is used to control the first gearbox to shift out of gear according to the first modified shift disengagement duty ratio.

[0151] Specifically, firstly, the first drive motor torque, the first drive motor speed, the first vibration acceleration change rate of the vehicle, the first driving speed and the first preset gear-shifting duty cycle of the first gearbox are acquired by using the gear parameter acquisition module 100. Then, when the first drive motor torque is less than the first preset torque and the first vibration acceleration change rate is less than or equal to the first preset change rate, the correction coefficient determination module 200 is used to determine the first correction coefficient according to the first drive motor speed and the first driving speed. Then, the duty cycle correction module 300 is used to determine the first corrected gear-shifting duty cycle according to the first correction coefficient and the first preset gear-shifting duty cycle. Then, the gear-shifting module 400 is used to control the first gearbox to shift according to the first corrected gear-shifting duty cycle.

[0152] The technical solution of the embodiment of the present invention utilizes a gear parameter acquisition module, a correction coefficient determination module, a duty cycle correction module and a gear disengagement module to monitor the first vibration acceleration change rate, that is, the vibration amplitude of the vehicle along the first direction in real time, and then judge the inter-tooth pressure of the vehicle when disengaging the gear. When the inter-tooth pressure is too large, the current duty cycle of the gear disengagement is corrected, and the gear is disengaged according to the corrected duty cycle, thereby improving the success rate of gear disengagement.

[0153] Based on the same inventive concept, an embodiment of the present invention further provides a computer device, Fig.12 FIG. 1 is a schematic diagram of an electronic device structure for a control method for disengaging a gearbox according to an embodiment of the present invention. Fig.12As shown, it includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, a control method for disengaging the gear box is implemented.

[0154] Among them, electronic devices are intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic devices can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0155] like Fig.12 As shown, the electronic device 50 includes at least one processor 51, and a memory connected to the at least one processor 51 in communication, such as a read-only memory (ROM) 52, a random access memory (RAM) 53, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 51 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 52 or the computer program loaded from the storage unit 58 to the random access memory (RAM) 53. In the RAM 53, various programs and data required for the operation of the electronic device 50 can also be stored. The processor 51, the ROM 52, and the RAM 53 are connected to each other via a bus 54. An input / output (I / O) interface 55 is also connected to the bus 54.

[0156] A number of components in the electronic device 50 are connected to the I / O interface 55, including: an input unit 56, such as a keyboard, a mouse, etc.; an output unit 57, such as various types of displays, speakers, etc.; a storage unit 58, such as a disk, an optical disk, etc.; and a communication unit 59, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 59 allows the electronic device 50 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0157] The processor 51 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 51 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 51 executes the various methods and processes described above, such as a control method for applying to the gear box disengagement.

[0158] Based on the same inventive concept, an embodiment of the present invention further provides a computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, a control method for disengaging a gear box is implemented.

[0159] Of course, the computer-executable instructions of a computer-readable storage medium provided in an embodiment of the present invention are not limited to the method operations described above, and can also execute related operations in the control method for picking up and dropping a gear provided in any embodiment of the present invention. Fig.12 As shown, it is tangibly contained in a computer-readable storage medium, such as a storage unit 58. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device 50 via the ROM 52 and / or the communication unit 59. When the computer program is loaded into the RAM 53 and executed by the processor 51, one or more steps of the control method for the gear box de-gear described above can be executed. Alternatively, in other embodiments, the processor 51 can be configured to execute the control method for the gear box de-gear by any other appropriate means (for example, by means of firmware).

[0160] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0161] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0162] In the context of an embodiment of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, device, or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0163] To provide interaction with a user, the systems and techniques described herein may be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0164] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0165] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A control method for disengaging a gearbox, characterized in that: The gearbox includes a first gearbox; The control method comprises: Acquire a first drive motor torque of the first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed, and a first preset shift-off duty cycle; When the first drive motor torque is less than a first preset torque and the first vibration acceleration change rate is less than or equal to a first preset change rate, determining a first correction coefficient according to the first drive motor speed and the first driving speed; determining a first corrected gear-shifting duty cycle according to the first correction coefficient and the first preset gear-shifting duty cycle; The first transmission is controlled to shift out of gear according to the first modified shift-shifting duty ratio.

2. The control method according to claim 1, characterized in that: The control method further comprises: When the torque of the first drive motor is less than the first preset torque and the first vibration acceleration change rate is greater than the first preset change rate, the first gearbox is controlled to shift out of gear according to the first preset shifting duty ratio.

3. The control method according to claim 1, characterized in that: Determining a first correction coefficient according to the first driving motor speed and the first driving speed includes: Determining the input shaft acceleration according to the first drive motor speed and the transmission ratio; determining an output shaft acceleration according to the first driving speed; A first correction coefficient is determined according to the input shaft acceleration and the output shaft acceleration.

4. The control method according to claim 3, characterized in that: Determining a first correction coefficient according to the input shaft acceleration and the output shaft acceleration includes: determining an acceleration difference according to the input shaft acceleration and the output shaft acceleration; A first correction coefficient is determined according to the first driving speed and the acceleration difference.

5. The control method according to claim 1, characterized in that: Obtaining a first preset shift-shift duty cycle includes: Get the current gear position and target gear position; determining a gear difference according to the current gear position and the target gear position; A first preset shift-out duty cycle is determined according to the current gear position and the gear difference.

6. The control method according to claim 1, characterized in that: Obtaining a first vibration acceleration change rate of the vehicle, including: Obtain the corresponding vibration acceleration at n consecutive acquisition moments; A first vibration acceleration change rate is determined according to the acquisition time and its corresponding vibration acceleration.

7. The control method according to claim 1, characterized in that: The gearbox also includes a second gearbox; After controlling the first gearbox to shift out of gear according to the modified shift-shifting duty ratio, the method further includes: After the first gearbox shifts, the second drive motor torque, the second drive motor speed, the second vibration acceleration change rate, the second driving speed and the second preset shifting duty cycle of the second gearbox are obtained; When the torque of the second drive motor is less than a second preset torque and the second vibration acceleration change rate is less than or equal to a second preset change rate, determining a second correction coefficient according to the second drive motor speed and the second driving speed; determining a second corrected gear-shifting duty cycle according to the second correction coefficient and the second preset gear-shifting duty cycle; The second transmission is controlled to shift out of gear according to the second modified shift-shifting duty ratio.

8. A control device for disengaging a gearbox, characterized in that: The control method for executing any one of claims 1 to 7, wherein the control device for disengaging the gearbox comprises: A gear parameter acquisition module, used to acquire a first drive motor torque of the first gearbox, a first drive motor speed, a first vibration acceleration change rate of the vehicle, a first driving speed and a first preset gear-shifting duty cycle; a correction coefficient determination module, configured to determine a first correction coefficient according to a rotation speed of the first drive motor and the first driving speed when the torque of the first drive motor is less than a first preset torque and the first vibration acceleration change rate is less than or equal to a first preset change rate; a duty cycle correction module, configured to determine a first corrected shift-out duty cycle according to the first correction coefficient and the first preset shift-out duty cycle; A shift disengagement module is used to control the first gearbox to shift out of gear according to the first modified shift disengagement duty ratio.

9. A computer device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the control method for disengaging the gearbox from the gearbox as described in any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, a control method for disengaging a gearbox from a gear as described in any one of claims 1 to 7 is implemented.

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