A control method, device and equipment for shifting out of a gear and a storage medium

Abstract

The application discloses a control method, device and equipment for gear shifting of a gearbox and a storage medium. The control method comprises the following steps: acquiring a first driving motor torque, a first driving motor rotating speed, a first vibration acceleration change rate of a vehicle, a first driving speed and a first preset gear shifting duty cycle of a first gearbox; when the first driving 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 driving motor rotating 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; and controlling the first gearbox to shift gears according to the first corrected gear shifting duty cycle. According to the technical scheme, the first vibration acceleration change rate is monitored, the gear-to-gear pressure during gear shifting of the vehicle is determined, the gear shifting duty cycle is corrected when the gear-to-gear pressure is too large, the gear shifting is performed according to the corrected gear shifting duty cycle, and thus the gear shifting success rate is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a control method and device for gear shifting of a gear box, an equipment and a storage medium. BACKGROUND

[0002] An automated mechanical transmission (AMT) is an automatic control mechanism with an electronic unit added to the basic structure of an original mechanical manual transmission, so as to realize automatic control of the shifting process.

[0003] The AMT in the prior art shifts gears by first clearing the torque and then shifting gears, but due to the influence of road conditions and other scenarios, the pressure between the shifting gears increases, and thus the gear shifting slows down and the success rate decreases. SUMMARY

[0004] The present application provides a control method and device for gear shifting of a gear box, an equipment and a storage medium, to solve the problem of low gear shifting success rate of a vehicle caused by road conditions in the prior art.

[0005] According to a first aspect of the present application, a control method for gear shifting of a gear box is provided, wherein the gear box comprises a first transmission;

[0006] The control method comprises:

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

[0008] when the first driving 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 driving motor speed and the first driving speed;

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

[0010] controlling the first transmission to shift gears according to the first corrected gear shifting duty cycle.

[0011] Optionally, the control method further comprises:

[0012] when the first driving motor torque 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 gears according to the first preset gear shifting duty cycle.

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

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

[0015] determining the output shaft acceleration according to the first driving speed;

[0016] determining the first correction coefficient according to the input shaft acceleration and the output shaft acceleration.

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

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

[0019] determining the first correction coefficient according to the first driving speed and the acceleration difference.

[0020] Optionally, the obtaining the first preset gear shifting duty ratio comprises:

[0021] obtaining a current gear position and a target gear position;

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

[0023] determining the first preset gear shifting duty ratio according to the current gear position and the gear difference.

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

[0025] obtaining corresponding vibration accelerations at n continuous collection moments;

[0026] determining the first vibration acceleration change rate according to the collection moments and the corresponding vibration accelerations.

[0027] Optionally, the gear box further comprises a second gear box;

[0028] after the first gear box is controlled to shift according to the corrected gear shifting duty ratio, the method further comprises:

[0029] after the first gear box is controlled to shift, obtaining a second driving motor torque, a second driving motor speed, a second vibration acceleration change rate, a second driving speed and a second preset gear shifting duty ratio of the second gear box;

[0030] when the second driving motor torque 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 driving motor speed and the second driving speed;

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

[0032] controlling the second gear box to shift according to the second corrected gear shifting duty ratio.

[0033] According to a second aspect of the present application, there is provided a control device for performing the control method of the gear shifting of the gearbox, comprising:

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

[0035] a correction coefficient determination module, configured to determine the first correction coefficient according to the first driving motor speed and the first driving speed when the first driving 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;

[0036] a duty cycle correction module, configured to determine the first corrected gear shifting duty cycle according to the first correction coefficient and the first preset gear shifting duty cycle;

[0037] a gear shifting module, configured to control the first gearbox to shift gears according to the first corrected gear shifting duty cycle.

[0038] According to a third aspect of the present application, there is provided a computer device, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the control method of the gear shifting of the gearbox.

[0039] According to a fourth aspect of the present application, there is provided a computer readable storage medium, having a computer program stored thereon, wherein the program is executable on a processor to implement the control method of the gear shifting of the gearbox.

[0040] The technical solution of the present application monitors the first vibration acceleration change rate, i.e. the vibration amplitude of the vehicle in the first direction, to determine the gear shifting pressure of the vehicle when shifting gears, corrects the gear shifting duty cycle when the gear shifting pressure is too large, and shifts gears according to the corrected gear shifting duty cycle, thereby improving the gear shifting success rate.

[0041] It should be understood that the content described in this part is not intended to identify key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

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

[0044] Figure 2 is a flow chart of a first control method for gear box shifting provided by an embodiment of the present application;

[0045] Figure 3 is a flow chart of a second control method for gear box shifting provided by an embodiment of the present application;

[0046] Figure 4 is a flow chart of a third control method for gear box shifting provided by an embodiment of the present application;

[0047] Figure 5 is a flow chart of a fourth control method for gear box shifting provided by an embodiment of the present application;

[0048] Figure 6 is a flow chart of a fifth control method for gear box shifting provided by an embodiment of the present application;

[0049] Figure 7 is a flow chart of a sixth control method for gear box shifting provided by an embodiment of the present application;

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

[0051] Figure 9 is Figure 8 is a schematic diagram of a gear box shifting process;

[0052] Figure 10 is a flow chart of a seventh control method for gear box shifting provided by an embodiment of the present application;

[0053] Figure 11 is a connection schematic diagram of a control structure for gear box shifting provided by an embodiment of the present application;

[0054] Figure 12 is a schematic diagram of an electronic device structure applied to the control method for gear box shifting provided by an embodiment of the present application. DETAILED DESCRIPTION

[0055] In order to make the personnel in the technical field better understand the present application scheme, the technical solutions in the embodiments of the present application will be described clearly and completely in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by the person skilled in the art without creative labor should belong to the scope of protection of the present application.

[0056] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0057] Figure 1 This is a schematic diagram of the shifting process of the first existing gearbox, such as... Figure 1 As shown, the existing AMT shifting process mainly consists of four stages: torque clearing, disengaging, speed adjustment, and gear engagement. After gear engagement, a torque recovery process follows. However, when the vehicle is on a slope or braking during shifting, the output shaft speed changes faster than on a flat road. This increases the pressure between the gears, slowing down or even causing disengagement to fail, thus affecting driving safety. Therefore, Figure 2 This is a flowchart illustrating a first gearbox disengagement control method provided in an embodiment of the present invention, wherein the gearbox includes a first gearbox. Figure 2 As shown, the control method includes:

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

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

[0060] An acceleration sensor may be installed in the transmission control unit. This sensor measures the vehicle's acceleration along a first direction, which is perpendicular to the vehicle's plane of travel. A first rate of change of vibration acceleration can be obtained from the acceleration in the first direction. This rate of change of vibration acceleration characterizes the vehicle's vibration along the first direction, thus reflecting whether the vehicle is in gear.

[0061] Wherein, the first driving speed is the vehicle's speed on the current road surface. The first preset disengagement duty cycle can be the duty cycle corresponding to the disengagement current, which can characterize the disengagement force and disengagement speed. The first preset disengagement duty cycle can be the standard disengagement duty cycle corresponding to the current gear and the target gear.

[0062] S11, when the first driving 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 driving motor speed and the first driving speed.

[0063] When the first driving motor torque is less than the first preset torque, it indicates that the first gearbox is clear at this time, and the first vibration acceleration change rate is less than or equal to the first preset change rate.

[0064] The purpose of determining whether the first vibration acceleration change rate is less than or equal to the first preset change rate is to determine the vibration of the vehicle along the first direction. The first preset change rate is the maximum acceleration change rate of the vehicle on a flat road surface. When the first vibration acceleration change rate is greater than the first preset change rate, it indicates that the vibration amplitude of the vehicle along the first direction is large, and the vehicle is on a bumpy road surface. When the vehicle is on a bumpy road surface, the gear clearance is active and more likely to be removed. At this time, the first preset gear shifting duty ratio can be used to shift gears. When the first vibration acceleration change rate is less than or equal to the first preset change rate, it indicates that the vibration amplitude of the vehicle is small, and the gear clearance change is small and exists friction. At this time, a large gear shifting force is required. At this time, the current first preset gear shifting duty ratio is corrected to improve the gear shifting success rate and shorten the gear shifting time.

[0065] The first correction coefficient is used to correct the current first preset gear shifting duty ratio. It can be understood that since the first driving 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 indicates that the first preset gear shifting duty ratio can be used for smooth gear shifting. However, when the difference between the input shaft acceleration and the output shaft acceleration is not 0, the friction between the gears may cause low gear shifting success rate. Therefore, the first correction coefficient is determined according to the first driving motor speed and the first driving speed, and the gear shifting force and the gear shifting speed are changed by correcting the duty ratio to improve the gear shifting success rate.

[0066] S12, determining the first corrected gear shifting duty ratio according to the first correction coefficient and the first preset gear shifting duty ratio.

[0067] The first correction coefficient and the first preset gear shifting duty ratio are used to determine the first corrected gear shifting duty ratio, and the first correction coefficient f, the first preset gear shifting duty ratio R0 and the first corrected gear shifting duty ratio R satisfy R=f*R0.

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

[0069] The first gearbox shift is controlled according to the modified first modified shift-on-duty ratio to ensure the success rate of the shift.

[0070] It can be understood that in the prior art, the output shaft changes too fast in the working conditions such as the slope or the brake during gear shifting, which causes the difficulty in shifting. The technical scheme provided in the embodiment of the present application can determine whether the current vehicle driving condition is suitable for the current shift-on-duty ratio, and if not, the current shift-on-duty ratio is modified to continue the shift.

[0071] For example, the current vehicle is in the process of gear shifting. First, the first driving motor torque is controlled by the gearbox control unit. At this time, the first driving motor torque is collected in real time and it is determined whether the first driving motor torque is less than the first preset torque to determine whether the vehicle is clear. When the first driving motor torque is less than the first preset torque, it indicates that the vehicle is clear at this time and enters the shift 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. When the first vibration acceleration change rate is less than or equal to the first preset change rate, it indicates that the vehicle has a small vibration amplitude in the first direction at this time, which causes the gear pressure to increase, and thus causes the shift to fail. At this time, the first correction coefficient is determined according to the first driving motor speed and the first driving speed, and the first preset shift-on-duty ratio is modified according to the first correction coefficient. Then, the first gearbox shift is controlled according to the first modified shift-on-duty ratio.

[0072] It can be understood that the direct cause of the difficulty in shifting is the increase of the gear pressure. The cause of the increase of the gear pressure is that the output shaft acceleration and the input shaft acceleration are not matched, which may be caused by the vehicle vibration in the first direction and the like. In the embodiment of the present application, the first vibration acceleration change rate of the vehicle is monitored, and then it is determined whether the gear pressure of the vehicle is too large. When the gear pressure is too large, the shift-on-duty ratio is modified, and thus the success rate of the shift is improved.

[0073] The technical scheme of the embodiment of the present application monitors the first vibration acceleration change rate, that is, the vibration amplitude of the vehicle in the first direction, and then determines the gear pressure of the vehicle during the shift. When the gear pressure is too large, the shift-on-duty ratio of the current shift is modified, the shift is performed according to the modified shift-on-duty ratio, and thus the success rate of the shift is improved.

[0074] On the basis of the above embodiment, Figure 3 The flow chart of the second gearbox shift control method provided in the embodiment of the present application is shown in Figure 3 The control method comprises the following steps.

[0075] S20, the first driving motor torque, the first driving motor speed, the first vibration acceleration change rate of the vehicle, the first driving speed and the first preset shift-on-duty ratio of the first gearbox are obtained.

[0076] S21, when the first driving 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 a first correction coefficient according to the first driving motor speed and the first driving speed.

[0077] S22, determining a first corrected notch duty cycle according to the first correction coefficient and the first preset notch duty cycle.

[0078] S23, controlling the first gearbox notch according to the first corrected notch duty cycle.

[0079] S24, when the first driving motor torque 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 gearbox notch according to the first preset notch duty cycle.

[0080] Wherein, when the first driving motor torque is less than the first preset torque, it indicates that the first gearbox torque is cleared at this time, and the notch stage is entered, and at this time, it is continuously judged whether the first vibration acceleration change rate is less than or equal to the first preset change rate.

[0081] Wherein, 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 of the vehicle along the first direction. The first preset change rate is the maximum acceleration change rate of the vehicle on a flat road surface. When the first vibration acceleration change rate is greater than the first preset change rate, it indicates that the vibration amplitude of the vehicle along the first direction is large at this time, and the vehicle is on a bumpy road surface. When the notch is on the bumpy road surface, the gear clearance is active due to the influence of the bumpy road surface, and it is easier to notch. At this time, the first preset notch duty cycle can be used for notch, and the duty cycle does not need to be corrected.

[0082] The technical scheme of the embodiment of the application directly controls the first gearbox notch according to the first preset notch duty cycle when the first vibration acceleration change rate is greater than the first preset change rate, thereby ensuring the normal notch of the vehicle.

[0083] On the basis of the above embodiment, Figure 4 The flow chart of the third gearbox notch control method provided by the embodiment of the application is shown in the figure, Figure 4 The control method comprises:

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

[0085] S31, when the first driving 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 input shaft acceleration according to the first driving motor speed and the transmission ratio.

[0086] Wherein, since the driving motor is connected with the input shaft through gear transmission, the input shaft speed can be determined according to the first driving motor rotating speed and the transmission ratio, and the input shaft acceleration can be determined according to the input shaft speed.

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

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

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

[0090] Wherein, when the input shaft acceleration and the output shaft acceleration are the same, it indicates that the input shaft and the output shaft are synchronous, and there is no pressure between the gears, so the normal duty ratio can be used for gear shifting. When the difference between the input shaft acceleration and the output shaft acceleration is too large, it indicates that the input shaft and the output shaft are not synchronous, and there is pressure between the gears, which will affect the success rate of gear shifting. At this time, the corresponding correction coefficient is determined according to the difference between the input shaft acceleration and the output shaft acceleration, and then the first preset gear shifting duty ratio is corrected according to the correction coefficient.

[0091] S34, determining the first corrected gear shifting duty ratio according to the first correction coefficient and the first preset gear shifting duty ratio.

[0092] S35, controlling the first gearbox gear shifting according to the first corrected gear shifting duty ratio.

[0093] The technical scheme of the embodiment of the application fully considers the influence of the synchronization of the output shaft acceleration and the output shaft acceleration on the gear, determines the first correction coefficient according to the input shaft acceleration and the output shaft acceleration, ensures the success rate of gear shifting.

[0094] On the basis of the above-mentioned embodiment, Figure 5 The flow chart of the fourth gear shifting control method provided by the embodiment of the application is shown in Figure 5 The control method comprises the following steps:

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

[0096] S41, when the first driving 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 input shaft acceleration according to the first driving motor rotating 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 asynchronization between the input shaft and the output shaft of the vehicle.

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

[0101] 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, and the output shaft speed change will affect the gear shifting success rate, the corresponding relationship of 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 of the first driving speed, the acceleration difference and the first correction coefficient. It can be seen that the smaller the acceleration difference is, the smaller the first driving speed is, and the larger the corresponding correction coefficient is.

[0102] Table 1

[0103]

[0104] S45, determine the first correction gear shifting duty cycle according to the first correction coefficient and the first preset gear shifting duty cycle.

[0105] S46, control the first gearbox gear shifting according to the first correction gear shifting duty cycle.

[0106] The technical scheme of the embodiment of the application 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 gear shift 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 improving the gear shifting probability and improving the vehicle power.

[0107] On the basis of the above-described embodiment, Figure 6 The flow chart of the fifth gear box gear shifting control method provided by the embodiment of the application is shown in Figure 6 The control method comprises the following steps.

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

[0109] S51, determining a gear difference value according to the current gear position and the target gear position.

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

[0111] S52, determining a first preset gear shifting duty ratio according to the current gear position and the gear difference value.

[0112] The gear position, the gear difference value and the first preset gear shifting duty ratio can be calibrated in advance. Since the current gear position and the difference between the current gear position and the target gear position both affect the gear shifting duty ratio, a 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 ratio is established in advance. Table 2 is a relationship table of the current gear position, the difference between the current gear position and the target gear position and the first preset gear shifting duty ratio. Table 2 exemplarily represents 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 ratio. It can be seen that the higher the current gear position is, the greater the corresponding first preset gear shifting duty ratio is, so as to ensure the gear shifting force and the gear shifting speed.

[0113] Table 2

[0114]

[0115] S53, determining a first correction coefficient according to the first driving motor speed and the first driving speed when the first driving 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.

[0116] S54, determining a first corrected gear shifting duty ratio according to the first correction coefficient and the first preset gear shifting duty ratio.

[0117] S55, controlling the first gearbox gear shifting according to the first corrected gear shifting duty ratio.

[0118] The technical scheme of the embodiment of the present application pre-obtains the current gear position and the target gear position, determines the first preset gear shifting duty ratio according to the gear difference value and the current gear position, and ensures the accuracy of the gear shifting duty ratio adjustment.

[0119] On the basis of the above-mentioned embodiment, Figure 7 A flow chart of a sixth control method of gearbox gear shifting provided by the embodiment of the present application is shown in Figure 7 The control method comprises:

[0120] S60, acquire the first driving motor torque, the first driving motor speed, the first driving speed, the first preset notch duty ratio and the corresponding vibration acceleration at the n continuous acquisition time points of the first gearbox.

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

[0122] S61, determine the first vibration acceleration change rate according to the acquisition time point and the corresponding vibration acceleration.

[0123] The first vibration acceleration change rate can be determined according to the acquisition time point 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 driving 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 time point and the vibration acceleration corresponding to the n-1 previous acquisition time points of the current time point are acquired, and the first vibration acceleration change rate is calculated.

[0125] It can be understood that since the vibration acceleration may change with the road conditions of the vehicle driving, acquiring multiple vibration accelerations and determining the first vibration acceleration change rate can more accurately determine the vehicle driving road conditions, thereby improving the success rate of the notch.

[0126] S62, when the first driving 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 the first correction coefficient according to the first driving motor speed and the first driving speed.

[0127] S63, determine the first corrected notch duty ratio according to the first correction coefficient and the first preset notch duty ratio.

[0128] S64, control the first gearbox to notch according to the first corrected notch duty ratio.

[0129] For example, after determining that the vehicle torque is clear, the ratio of the vibration acceleration to the time at the current time point and the previous 5 step time points is acquired, and the first vibration acceleration change rate is determined. When the first vibration acceleration change rate is greater than 0.4 m / s 3 , it indicates that the vehicle driving road surface is a bumpy road surface, and the intertooth pressure is small; when the first vibration acceleration change rate is less than or equal to 0.4 m / s 3 , it indicates that the vehicle driving road surface is a flat road surface, and the intertooth pressure is large. The first preset change rate can be calibrated according to the actual application scene of the vehicle, and the embodiments of the present application are not limited thereto.

[0130] The technical scheme of the embodiment of the present application guarantees the accuracy of subsequent vehicle road condition determination and improves the success rate of gear shifting by acquiring the vibration acceleration corresponding to the continuous n acquisition time points and determining the first vibration acceleration change rate according to the vibration acceleration.

[0131] On the basis of the above-mentioned embodiments, Figure 8 is a schematic diagram of a gear box structure in the prior art, Figure 9 is Figure 8 a schematic diagram of a gear shifting process of a gear box, as shown in Figure 9 and Figure 8 , the gear box further comprises a second gearbox B. Among them, the vehicle can be a double-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 comprise a gearbox control unit, a motor, a gear shaft and a corresponding transmission structure, the first gearbox A and the second gearbox B are simultaneously in gear under normal driving conditions of the vehicle, and the vehicle normally drives in the non-shifting stage; when receiving a shifting request, the first gearbox A first performs a shifting operation, the first gearbox A enters an A shifting stage, and then the first gearbox A completes the shifting through the clear twist, gear shifting, speed adjustment and gear engagement stages according to the required gear position, in this process, the second gearbox B continuously maintains the original gear position, thereby keeping the vehicle uninterrupted; when the first gearbox A completes the shifting, the second gearbox B enters a B shifting stage, and then the second gearbox B completes the shifting through the clear twist, gear shifting, speed adjustment and gear engagement stages according to the required gear position, thereby realizing the uninterrupted power in the shifting process. However, in the prior art, the single-sided driving motor capacity is limited under the working conditions of single-sided gear in heavy load uphill, etc., and it is difficult to meet the power demand, so it is necessary to complete the shifting as soon as possible, and shortening the gear shifting time is a measure; at the same time, the first driving motor torque of the first gearbox A in the double-motor power uninterrupted gearbox will be supplemented on the second gearbox B, but this process will be affected by the throttle opening and the driving motor capacity, and then the speed will fluctuate, thereby causing the output shaft and the input shaft to be out of synchronization and affecting the gear shifting success rate, so the technical scheme of the embodiment of the present application can also be applied in the double-motor system to improve the efficiency and success rate of gear shifting.

[0132] Figure 10 The flow chart of the seventh control method for gear shifting of the gear box provided by the embodiment of the present application is shown in Figure 10 , and the control method comprises the following steps:

[0133] S70, acquiring the first driving motor torque, the first driving motor speed, the first vibration acceleration change rate, the first driving speed and the first preset gear shifting duty ratio of the first gearbox.

[0134] S71, when the first driving 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 driving motor speed and the first driving speed.

[0135] S72, determining a first modified notch duty cycle according to the first correction coefficient and the first preset notch duty cycle.

[0136] S73, controlling the first gearbox notch according to the first modified notch duty cycle.

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

[0138] Wherein, after the first gearbox shifting is completed, the second gearbox enters a shifting stage, at this time, whether the second gearbox is clear torque is detected in real time, and when the second gearbox is clear torque, it enters a notch stage.

[0139] Wherein, the second driving motor torque, the second driving motor speed, the second vibration acceleration change rate, the second driving speed and the second preset notch duty cycle are all obtained according to the real-time driving condition of the vehicle.

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

[0141] S75, when the second driving 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 a second correction coefficient according to the second driving motor speed and the second driving speed.

[0142] Wherein, since the second driving 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, determining a second modified notch duty cycle according to the second correction coefficient and the second preset notch duty cycle.

[0144] S77, controlling the second gearbox notch according to the second modified notch duty cycle.

[0145] It can be understood that since the gearbox includes the first gearbox and the second gearbox, according to the characteristics of the power uninterrupted gearbox, during the first gearbox notch process, the second gearbox can control the output shaft speed in real time, and through the control of the first driving speed, the vehicle tooth friction can be maintained, thereby ensuring smooth notch. Similarly, the notch control method in the embodiment of the application determines the vehicle driving condition by monitoring the vibration amplitude of the vehicle in the first direction in real time, and corrects the notch duty cycle when the vehicle speed fluctuates, thereby improving the success rate of the notch.

[0146] Based on the same inventive concept, Figure 11A connection diagram of a control structure of a gear box gear shifting is provided for an embodiment of the present application, as shown in the drawings, Figure 11 An embodiment of the present application also provides a control device for gear shifting of a gear box, which is used to execute the control method for gear shifting of the gear box, and the control device for gear shifting of the gear box comprises:

[0147] The gear position parameter acquisition module 100 is configured to acquire the first driving motor torque, the first driving motor speed, the first vibration acceleration change rate of the vehicle, the first driving speed and the first preset gear shifting duty ratio of the first gear box.

[0148] The correction coefficient determination module 200 is configured to determine the first correction coefficient according to the first driving motor speed and the first driving speed when the first driving 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.

[0149] The duty ratio correction module 300 is configured to determine the first corrected gear shifting duty ratio according to the first correction coefficient and the first preset gear shifting duty ratio.

[0150] The gear shifting module 400 is configured to control the first gear box to shift gears according to the first corrected gear shifting duty ratio.

[0151] Specifically, first, the gear position parameter acquisition module 100 is used to acquire the first driving motor torque, the first driving motor speed, the first vibration acceleration change rate of the vehicle, the first driving speed and the first preset gear shifting duty ratio of the first gear box. Then, the correction coefficient determination module 200 is used to determine the first correction coefficient according to the first driving motor speed and the first driving speed when the first driving 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. Then, the duty ratio correction module 300 is used to determine the first corrected gear shifting duty ratio according to the first correction coefficient and the first preset gear shifting duty ratio. Finally, the gear shifting module 400 is used to control the first gear box to shift gears according to the first corrected gear shifting duty ratio.

[0152] The technical scheme of the embodiment of the present application, by using the gear position parameter acquisition module, the correction coefficient determination module, the duty ratio correction module and the gear shifting module, the first vibration acceleration change rate, i.e. the vibration amplitude of the vehicle in the first direction, is monitored in real time, and then the intertooth pressure of the vehicle when shifting gears is judged. When the intertooth pressure is too large, the duty ratio of the current gear shifting is corrected, and the gear shifting is performed according to the corrected duty ratio, thereby improving the gear shifting success rate.

[0153] Based on the same inventive concept, an embodiment of the present application also provides a computer device, Figure 12 is an electronic device structure diagram according to the control method for gear shifting of a gear box provided by an embodiment of the present application, as shown in the drawings, Figure 12As shown, the electronic device 50 includes at least one processor 51, and a memory, such as a read-only memory (ROM) 52, a random access memory (RAM) 53, etc., connected to the at least one processor 51 in communication. The memory stores computer programs executable by the at least one processor 51, and the processor 51 can perform various appropriate actions and processes according to the computer programs stored in the read-only memory (ROM) 52 or loaded from the storage unit 58 into 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 through a bus 54. An input / output (I / O) interface 55 is also connected to the bus 54.

[0154] The electronic device is intended to represent a wide range of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device can also represent a wide range of mobile devices, such as personal digital assistants, cellular telephones, smart phones, wearable devices (e.g., headgear, eyewear, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit the implementations of the applications described and / or claimed in this document.

[0155] As shown, Figure 12 The electronic device 50 includes at least one processor 51, and a memory, such as a read-only memory (ROM) 52, a random access memory (RAM) 53, etc., connected to the at least one processor 51 in communication. The memory stores computer programs executable by the at least one processor 51, and the processor 51 can perform various appropriate actions and processes according to the computer programs stored in the read-only memory (ROM) 52 or loaded from the storage unit 58 into 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 through a bus 54. An input / output (I / O) interface 55 is also connected to the bus 54.

[0156] A plurality 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, a speaker, etc.; a storage unit 58, such as a magnetic 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 can be various general and / or special purpose 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 specialized 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 performs various methods and processes described above, such as the control method for the range shifting.

[0158] Based on the same inventive concept, the embodiment of the present application also provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the control method for shifting out the gear box.

[0159] Of course, the computer executable instructions of the computer readable storage medium provided by the embodiment of the present application are not limited to the method operations described above, but can also perform the related operations in the control method for shifting out the gear box provided by any embodiment of the present application, and the computer readable storage medium is tangibly embodied in a computer readable storage medium, such as the 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 shifting out the gear box described above can be performed. Alternatively, in other embodiments, the processor 51 can be configured to perform the control method for shifting out the gear box by any other appropriate means (for example, by means of firmware). Figure 12

[0160] The various embodiments of the systems and techniques described above can be implemented in digital electronic circuitry, integrated circuitry, a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on a chip (SOC), a load programmable logic device (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include implementation in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device.

[0161] Computer programs used to implement the methods of the present application can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the computer program, when executed by the processor, implements the functions / acts specified in the flowcharts and / or block diagrams. The computer program can be executed entirely on a machine, partially on a machine, partially on a machine as a stand-alone software package, and partially on a machine or a remote machine or a server.

[0162] ​In the context of embodiments of the application, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. A computer-readable storage medium can be, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of a machine-readable storage medium will include a one or more lines of a program file in a surface of a disk, a program cartridge, a memory stick, 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 disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0163] To provide for interaction with a user, the systems and techniques described here can 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 a trackball) by which the user can provide input to the electronic device. Other kinds of devices can be used to provide for interaction with a user as well; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form, including acoustic, speech, or tactile input.

[0164] It should be understood that various forms of flow shown above can be used, re-ordered, added to, or deleted from without departing from the spirit of the application. For example, the steps recited in the application can be executed in parallel, executed in succession, or executed in a different order, as long as the desired results of the technical solutions of the application are achieved, which are not limited herein.

[0165] The specific embodiments described above are not intended to limit the scope of the application. One skilled in the art will understand that various modifications, combinations, sub-combinations, and alternatives of the described embodiments can be made within the scope of the application. Any modifications, equivalent substitutions, improvements, and the like, which are within the spirit and principle of the application, are intended to be included in the scope of the application.

Claims

1. A control method for disengaging a gearbox, characterized in that, The gearbox includes the first gearbox; The control method includes: The first drive motor torque, first drive motor speed, first vibration acceleration change rate of the vehicle, first driving speed, and first preset disengagement duty cycle of the first gearbox are obtained. When the torque of the first drive motor is less than the first preset torque and the rate of change of the first vibration acceleration is less than or equal to the first preset rate of change, a first correction coefficient is determined based on the rotational speed of the first drive motor and the first driving speed. The first corrected shift duty cycle is determined based on the first correction coefficient and the first preset shift duty cycle; The first gearbox is disengaged based on the first corrected disengagement duty cycle.

2. The control method according to claim 1, characterized in that, The control method further includes: When the torque of the first drive motor is less than the first preset torque and the rate of change of the first vibration acceleration is greater than the first preset rate of change, the first gearbox is controlled to disengage according to the first preset disengagement duty cycle.

3. The control method according to claim 1, characterized in that, The first correction coefficient is determined based on the rotational speed of the first drive motor and the first driving speed, including: The input shaft acceleration is determined based on the speed and transmission ratio of the first drive motor. The output shaft acceleration is determined based on the first travel speed; The first correction factor is determined based on 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 based on the input shaft acceleration and the output shaft acceleration includes: The acceleration difference is determined based on the input shaft acceleration and the output shaft acceleration; The first correction coefficient is determined based on the difference between the first driving speed and the acceleration.

5. The control method according to claim 1, characterized in that, Obtain the first preset off-grip duty cycle, including: Get the current gear position and the target gear position; The gear difference is determined based on the current gear position and the target gear position; The first preset disengagement duty cycle is determined based on the current gear position and the gear difference.

6. The control method according to claim 1, characterized in that, Obtain the first rate of change of vibration acceleration of the vehicle, including: Obtain the vibration acceleration corresponding to n consecutive sampling times; The first vibration acceleration change rate is determined based on 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 disengage based on the first corrected disengagement duty cycle, the method further includes: After the first gearbox completes a gear shift, the torque of the second drive motor, the speed of the second drive motor, the rate of change of the second vibration acceleration, the second driving speed, and the second preset disengagement duty cycle of the second gearbox are obtained. When the torque of the second drive motor is less than the second preset torque and the rate of change of the second vibration acceleration is less than or equal to the second preset rate of change, a second correction coefficient is determined based on the rotational speed of the second drive motor and the second driving speed. The second corrected shift duty cycle is determined based on the second correction coefficient and the second preset shift duty cycle; The second gearbox is disengaged based on the second corrected disengagement duty cycle.

8. A control device for disengaging a gearbox, characterized in that, The control device for performing the barrier box disengagement control method according to any one of claims 1-7 includes: The gear parameter acquisition module is used to acquire 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 disengagement duty cycle of the first gearbox. The correction coefficient determination module is used to determine a first correction coefficient based on the rotational speed of the first drive motor and the first driving speed when the torque of the first drive motor is less than the first preset torque and the rate of change of the first vibration acceleration is less than or equal to the first preset rate of change. The duty cycle correction module is used to determine the first corrected disengagement duty cycle based on the first correction coefficient and the first preset disengagement duty cycle; The disengagement module is used to control the first gearbox to disengage based on the first corrected disengagement duty cycle.

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, it implements the gear shift control method as described in any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements the gear shift control method as described in any one of claims 1-7.

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