Control method of driving motor and transmission control unit (TCU)

Abstract

The invention relates to a control method for a driving motor in the gear shifting period of a gearbox of an electric vehicle, the gear shifting period at least comprises a torque reduction stage, a gear disengagement stage and a motor speed regulation stage, and the method comprises the steps that in the first link and the second link of the gear disengagement stage, the driving motor is controlled not to output torque, wherein the second link is located after the first link; and in the third link of the gear taking-off stage, the driving motor is controlled to output the preset torque according to the gear shifting type, and the third link is located after the second link and before the motor speed regulation stage. The invention further relates to a computer readable storage medium, a computer program product and a transmission control unit (TCU).

Description

Technical Field

[0001] The present application relates to the field of control of a drive motor, and more specifically, to a control method for a drive motor during gear shifting of an electric vehicle gearbox, a gearbox controller TCU, a computer-readable storage medium, and a computer program product. Background Art

[0002] In the field of electric vehicles without synchronizer rings and clutches, the transmission controller (also called a transmission controller) needs to coordinate the drive motor to shift gears during gear shifting.

[0003] refer to Figure 6 Before the gear shift, the driving motor outputs the driving force to drive the entire transmission system to rotate, as shown in the schematic diagram 6000. In the schematic diagram 6000, the gearbox input shaft 610 rotates clockwise, the idler shaft 620 rotates counterclockwise, the intermediate shaft 630 rotates clockwise, and the output I shaft (or shift shaft) 640 rotates counterclockwise. At this time, the gears are uniformly meshed on the tooth side A surface.

[0004] However, when entering the speed regulation stage after the gear shift, the tooth side meshing surface will be forcibly switched, causing knocking sound and impact on the tooth side. After entering the gear shift period (for example, upshift), the first step is the torque reduction stage. At this time, the vehicle continues to move forward due to the large inertia, while the motor no longer outputs driving force and the motor has a small moment of inertia, and the gear becomes loose on the meshing surface A. When the gear shifting stage is completed and the speed regulation stage is entered, the motor will output a negative torque close to the peak torque in order to reduce the speed when upshifting. The instantaneous (<30ms) huge negative torque causes the gear to impact and collide at point B 650 and other places. Referring to the schematic diagram 6100, point B 650 includes: the gear joint point between the gearbox input shaft 610 and the idler shaft 620, the gear joint point between the idler shaft 620 and the intermediate shaft 630, and the gear joint point between the intermediate shaft 630 and the output I shaft 640, etc. Due to the impact and collision at point B 650, this will cause a knocking sound on the tooth side and increase the wear on the tooth side. Similarly, there is also the problem of loose contact on the tooth surface when downshifting. Summary of the invention

[0005] According to one aspect of the present application, a control method for a drive motor during a gear shift of an electric vehicle transmission is provided, wherein the gear shift period includes at least a torque reduction stage, a gear disengagement stage, and a motor speed regulation stage, and the method includes: in a first link and a second link of the gear disengagement stage, controlling the drive motor not to output torque, wherein the second link is located after the first link; and in a third link of the gear disengagement stage, controlling the drive motor to output a preset torque according to the gear shift type, wherein the third link is located after the second link and before the motor speed regulation stage.

[0006] As a supplement or alternative to the above scheme, in the above method, the first link indicates that the sleeve teeth and the ring gear teeth are both strongly coupled, the second link indicates that the sleeve teeth and the ring gear teeth are both weakly coupled, and the third link indicates that the sleeve teeth and the ring gear teeth are disengaged.

[0007] As a supplement or alternative to the above solution, the above method further includes: receiving a shift fork position; and determining a specific link in the shift disengagement phase of the gearbox based on a change in the shift fork position.

[0008] As a supplement or alternative to the above-mentioned scheme, in the above-mentioned method, the gear shifting types include upshifting and downshifting, and in the third link of the gear disengagement stage, controlling the drive motor to output a preset torque according to the gear shifting type includes: when the gear shifting type is upshifting, controlling the drive motor to output a negative torque; and when the gear shifting type is downshifting, controlling the drive motor to output a positive torque.

[0009] According to another aspect of the present application, a transmission controller TCU is provided, which includes: a first control unit, used to control the drive motor not to output torque in the first link and the second link of the gear disengagement phase during gear shifting, wherein the second link is located after the first link; and a second control unit, used to control the drive motor to output a preset torque according to the gear shifting type in the third link of the gear disengagement phase, wherein the third link is located after the second link and before the motor speed regulation phase during the gear shifting.

[0010] As a supplement or alternative to the above-mentioned scheme, in the above-mentioned transmission controller TCU, the first link indicates that the sleeve teeth and the ring gear teeth are both strongly coupled, the second link indicates that the sleeve teeth and the ring gear teeth are both weakly coupled, and the third link indicates that the sleeve teeth and the ring gear teeth are disengaged.

[0011] As a supplement or replacement for the above solution, the transmission controller TCU further includes: a receiving unit for receiving a shift fork position; and a determining unit for determining a specific link of the transmission in the shift-off phase based on a change in the shift fork position.

[0012] As a supplement or alternative to the above scheme, in the above-mentioned transmission controller TCU, the gear shift types include upshift and downshift, and the second control unit is configured to: when the gear shift type is upshift, control the drive motor to output negative torque; and when the gear shift type is downshift, control the drive motor to output positive torque.

[0013] According to another aspect of the present application, a computer-readable storage medium is provided, wherein the medium includes instructions, and the instructions execute the above method when executed.

[0014] According to another aspect of the present application, a computer program product is provided, comprising a computer program, and when the computer program is executed by a processor, the method described above is implemented.

[0015] The drive motor control scheme of the embodiment of the present application controls the drive motor to output a preset torque according to the gear shifting type in the third stage of the gear disengagement stage (i.e., the later stage of the gear disengagement stage), thereby pre-tightening the tooth side to reduce the gear knocking sound and impact of the electric vehicle gearbox during the gear shifting period (such as the speed regulation stage), thereby increasing the quality of the gear shifting and the life of the gear. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The above and other objects and advantages of the present application will become more fully apparent from the following detailed description in conjunction with the accompanying drawings, wherein the same or similar elements are represented by the same reference numerals.

[0017] Figure 1 A schematic flow chart of a control method for a drive motor during a gear shift of an electric vehicle transmission according to an embodiment of the present application is shown;

[0018] Figure 2 A schematic diagram of the structure of a transmission controller TCU according to an embodiment of the present application is shown;

[0019] Figure 3 shows multiple stages during a gear shift according to one embodiment of the present application;

[0020] Figure 4 A schematic diagram showing the output torque of a driving motor at multiple stages during a gear shift according to an embodiment of the present application;

[0021] Figure 5 A logic schematic diagram showing a control device for a drive motor according to an embodiment of the present application; and

[0022] Figure 6 A schematic diagram showing the switching of the tooth side meshing surfaces before and after the gear shift. DETAILED DESCRIPTION

[0023] Hereinafter, a control scheme for a driving motor during a gear shift of an electric vehicle transmission according to various exemplary embodiments of the present application will be described in detail with reference to the accompanying drawings.

[0024] Figure 1The flowchart of a control method 1000 for a drive motor during a gear shift of an electric vehicle transmission according to an embodiment of the present application is shown, wherein the gear shift period includes at least a torque reduction phase, a gear shifting phase, and a motor speed regulation phase. Figure 1 As shown, the control method 1000 of the drive motor includes:

[0025] In step S110, in the first and second stages of the gear-shifting phase, the drive motor is controlled not to output torque, wherein the second stage is located after the first stage; and

[0026] In step S120, in the third stage of the gear-shifting phase, the drive motor is controlled to output a preset torque according to the gear shifting type, wherein the third stage is located after the second stage and before the motor speed regulation stage.

[0027] It should be noted that, in the context of this application, "electric vehicle" refers to any transport vehicle driven by a traction motor using electrical energy as power, including pure electric vehicles, hybrid electric vehicles, etc.

[0028] For the gearbox of an electric vehicle (especially a multi-speed gearbox), in the absence of a clutch or synchronizer ring, the gearbox controller needs to coordinate the drive motor to shift gears during the gear shift period. Here, "gear shift period" may include multiple stages. Figure 3 As shown, the gear shift period 3000 includes: a torque reduction stage 310, a gear disengagement stage 320, a motor speed regulation stage 330, a gear engagement stage 340, and a torque recovery stage 350. The torque reduction stage 310 refers to the process in which the torque of the drive motor decreases to 0 at a certain slope after the vehicle is triggered and enters the gear shift process. After completing the torque reduction stage 310, the gear disengagement stage 320 is entered. The gear disengagement stage 320 represents the process in which the gearbox shaft sleeve (engagement sleeve) moves from the initial gear position to the neutral position. The motor speed regulation stage 330 is also called the speed synchronization stage or the speed regulation stage, which means that the drive motor is actively controlled so that the speed difference between the gearbox shaft sleeve (engagement sleeve) and the target gear meshing ring reaches the target speed difference (for example, less than 50rpm, and then the shaft sleeve and the meshing ring can be controlled to perform mechanical hard meshing to synchronize the speed). After the speed synchronization, the gear engagement stage 340 is entered to complete the gear engagement. Finally, in the torque recovery phase 350 , the transmission controller TCU controls the drive motor to recover the torque, so that the transmission can complete the gear shift smoothly and reliably.

[0029] The term "drive motor" refers to the power source of the powertrain, which may be, for example, a permanent magnet synchronous motor. In the field of gear shifting, those skilled in the art will understand that a "drive motor" is distinguished from a "gear shifting motor" used to drive a gear shifting mechanism.

[0030] In step S110, in the first and second stages of the gear-off phase, the drive motor is controlled not to output torque, wherein the second stage is located after the first stage; and in step S120, in the third stage of the gear-off phase, the drive motor is controlled to output a preset torque according to the gear shift type, wherein the third stage is located after the second stage and before the motor speed regulation stage. In this way, in the gear-off phase before the motor speed regulation stage, the motor is controlled to pre-tighten the tooth side, and the knocking sound and impact of the tooth side can be avoided when the speed regulation stage is subsequently entered.

[0031] In addition, it can be seen from the above that the gear disengagement stage can be divided into three stages, namely the first stage, the second stage and the third stage. In the first and second stages, the driving motor does not output torque, and in the third stage, the driving motor controls the output of the preset torque according to the gear shift type (for example, upshift or downshift).

[0032] In one embodiment, the first link indicates that both the sleeve teeth and the ring gear teeth are strongly coupled, the second link indicates that both the sleeve teeth and the ring gear teeth are weakly coupled, and the third link indicates that both the sleeve teeth and the ring gear teeth have been disengaged.

[0033] In electric vehicle transmissions, the term "sleeve" is also called a coupling sleeve, a meshing sleeve or a synchronizer sleeve, which is used for the speed synchronization phase during gear shifting (i.e. Figure 3 The motor speed control stage 330 in the gearbox is mechanically hard-engaged with the meshing ring gear. In the neutral range, the rotation speed of the sleeve is related to the wheel rotation speed (for example, connected through the first fixed gear pair). The term "ring gear" is also referred to as the meshing ring gear, and its rotation speed is related to the rotation speed of the drive motor (for example, connected through the second fixed gear pair). In one embodiment, the rotation speed of the ring gear can be obtained by an input shaft rotation speed sensor, and the rotation speed of the sleeve can be obtained by an output shaft rotation speed sensor.

[0034] In step S120, at the third stage of the gear-shifting phase, the motor is controlled to output a certain torque to pre-tighten and fit the gear side clearance (including but not limited to the spline clearance between the output shaft of the drive motor and the input shaft of the gearbox, the gear clearance between the input shaft of the gearbox and the idler shaft, the gear clearance between the idler shaft and the intermediate shaft, and the gear clearance between the intermediate shaft and the output I shaft (also the shift shaft)). This torque does not need to be very large, and it only needs to be enough to tighten the gears. In addition, the output torque occurs at the third stage of the gear-shifting phase, that is, after the sleeve teeth and the ring gear teeth have been disengaged, so as to avoid outputting the torque too early and affecting the gear-shifting phase.

[0035] The progress of the unloading phase can be identified by the fork position. Figure 1Not shown in the figure, the control method 1000 of the drive motor further includes: receiving a shift fork position (e.g., obtained from a shift fork position sensor); and determining that the gearbox is in a specific link in the gear-off phase based on the change in the shift fork position. For example, when the shift fork moves to 0-2.5 mm, it can be determined that the gearbox is in the third link in the gear-off phase, that is, at this time, the sleeve teeth and the ring gear teeth are disengaged.

[0036] In one embodiment, the shift type includes upshift and downshift, and step S120 includes: when the shift type is upshift, controlling the drive motor to output negative torque; and when the shift type is downshift, controlling the drive motor to output positive torque. In one or more embodiments, the value and slope of the torque can be determined according to actual tests.

[0037] In one embodiment, the control method 1000 of the drive motor further includes: after determining that the actual torque of the drive motor reaches the target value, completing the gear shifting phase and entering the motor speed regulation phase.

[0038] In addition, it is easy for a person skilled in the art to understand that the control method 1000 for the drive motor during the gear shifting of the electric vehicle transmission provided by the above one or more embodiments of the present application can be implemented by a computer program. For example, the computer program is contained in a computer program product, and when the computer program is executed by a processor, the control method 1000 for the drive motor during the gear shifting of the electric vehicle transmission of one or more embodiments of the present application is implemented. For another example, when a computer-readable storage medium (such as a USB flash drive) storing the computer program is connected to a computer, the control method 1000 for the drive motor during the gear shifting of the electric vehicle transmission of one or more embodiments of the present application can be executed by running the computer program.

[0039] refer to Figure 2 , Figure 2 FIG. 2 shows a schematic diagram of the structure of a transmission controller TCU 2000 according to an embodiment of the present application. Figure 2 As shown, the transmission controller TCU 2000 includes: a first control unit 210 and a second control unit 220, wherein the first control unit 210 is used to control the drive motor not to output torque in the first link and the second link of the gear-off phase during the gear shifting period, wherein the second link is located after the first link; and the second control unit 220 is used to control the drive motor to output a preset torque according to the gear shifting type in the third link of the gear-off phase, wherein the third link is located after the second link and before the motor speed regulation phase during the gear shifting period.

[0040] It should be noted that, in the context of this application, "electric vehicle" refers to any transport vehicle driven by a traction motor using electrical energy as power, including pure electric vehicles, hybrid electric vehicles, etc.

[0041] For the gearbox of an electric vehicle (especially a multi-speed gearbox), in the absence of a clutch or synchronizer ring, the gearbox controller needs to coordinate the drive motor to shift gears during the gear shift period. Here, "gear shift period" may include multiple stages. Figure 3 As shown, the gear shift period 3000 includes: a torque reduction stage 310, a gear disengagement stage 320, a motor speed regulation stage 330, a gear engagement stage 340, and a torque recovery stage 350. The torque reduction stage 310 refers to the process in which the torque of the drive motor decreases to 0 at a certain slope after the vehicle is triggered and enters the gear shift process. After completing the torque reduction stage 310, the gear disengagement stage 320 is entered. The gear disengagement stage 320 represents the process in which the gearbox shaft sleeve (engagement sleeve) moves from the initial gear position to the neutral position. The motor speed regulation stage 330 is also called the speed synchronization stage or the speed regulation stage, which means that the drive motor is actively controlled so that the speed difference between the gearbox shaft sleeve (engagement sleeve) and the target gear meshing ring reaches the target speed difference (for example, less than 50rpm, and then the shaft sleeve and the meshing ring can be controlled to perform mechanical hard meshing to synchronize the speed). After the speed synchronization, the gear engagement stage 340 is entered to complete the gear engagement. Finally, in the torque recovery phase 350 , the transmission controller TCU controls the drive motor to recover the torque, so that the transmission can complete the gear shift smoothly and reliably.

[0042] The term "drive motor" refers to the power source of the powertrain, which may be, for example, a permanent magnet synchronous motor. In the field of gear shifting, those skilled in the art will understand that a "drive motor" is distinguished from a "gear shifting motor" used to drive a gear shifting mechanism.

[0043] The first control unit 210 is configured to control the drive motor not to output torque in the first and second stages of the gear-shifting phase, wherein the second stage is located after the first stage; and the second control unit 220 is configured to control the drive motor to output a preset torque according to the gear shift type in the third stage of the gear-shifting phase, wherein the third stage is located after the second stage and before the motor speed regulation phase. In this way, in the gear-shifting phase before the motor speed regulation phase, the motor is controlled to pre-tighten the tooth side, and the knocking sound and impact of the tooth side can be avoided when the speed regulation phase is subsequently entered.

[0044] In addition, it can be seen from the above that the gear disengagement stage can be divided into three stages, namely the first stage, the second stage and the third stage. In the first and second stages, the driving motor does not output torque, and in the third stage, the driving motor controls the output of the preset torque according to the gear shift type (for example, upshift or downshift).

[0045] In one embodiment, the first link indicates that both the sleeve teeth and the ring gear teeth are strongly coupled, the second link indicates that both the sleeve teeth and the ring gear teeth are weakly coupled, and the third link indicates that both the sleeve teeth and the ring gear teeth have been disengaged.

[0046] In electric vehicle transmissions, the term "sleeve" is also called a coupling sleeve, a meshing sleeve or a synchronizer sleeve, which is used for the speed synchronization phase during gear shifting (i.e. Figure 3 The motor speed control stage 330 in the gearbox is mechanically hard-engaged with the meshing ring gear. In the neutral range, the rotation speed of the sleeve is related to the wheel rotation speed (for example, connected through the first fixed gear pair). The term "ring gear" is also referred to as the meshing ring gear, and its rotation speed is related to the rotation speed of the drive motor (for example, connected through the second fixed gear pair). In one embodiment, the rotation speed of the ring gear can be obtained by an input shaft rotation speed sensor, and the rotation speed of the sleeve can be obtained by an output shaft rotation speed sensor.

[0047] In the third stage of the gear-shifting phase, the second control unit 220 is configured to control the motor to output a certain torque to pre-tighten and fit the tooth side clearance (including but not limited to the spline clearance between the output shaft of the drive motor and the input shaft of the gearbox, the gear clearance between the input shaft of the gearbox and the idler shaft, the gear clearance between the idler shaft and the intermediate shaft, and the gear clearance between the intermediate shaft and the output I shaft (also the shift shaft)). This torque generally does not need to be very large, just enough to tighten the gears. In addition, the output torque occurs in the third stage of the gear-shifting phase, that is, after the sleeve teeth and the ring gear teeth have been disengaged, so as to avoid outputting the torque too early and affecting the gear-shifting phase.

[0048] The progress of the unloading phase can be identified by the fork position. Figure 2 Not shown in the figure, the transmission controller TCU 2000 further includes: a receiving unit for receiving a shift fork position (e.g., obtained from a shift fork position sensor); and a determining unit for determining that the transmission is in a specific link in the shift-off phase based on the change in the shift fork position. For example, when the shift fork moves to 0-2.5 mm, the determining unit can determine that the third link in the shift-off phase is currently in place, i.e., the sleeve teeth and the ring gear teeth are disengaged at this time.

[0049] In one embodiment, the shift type includes upshift and downshift, and the second control unit 220 is configured to: when the shift type is upshift, control the drive motor to output negative torque; and when the shift type is downshift, control the drive motor to output positive torque. In one or more embodiments, the value and slope of the torque can be determined according to actual tests.

[0050] In one embodiment, the transmission controller TCU 2000 is configured to determine that the gear shifting phase is completed and enter the motor speed regulation phase after determining that the actual torque of the drive motor reaches the target value.

[0051] The inventor of the present application noticed that if the "torque mode with zero torque request" is used throughout the gear shifting stage, the motor will output a negative torque close to the peak torque in order to reduce the speed (taking upshift as an example) at the moment of entering the motor speed regulation stage. The instantaneous large negative torque causes the gear to Figure 6 The impact and collision at point B shown in the figure cause gear knocking and increase the wear on the gear side. Therefore, the "free mode" or "torque mode with zero torque request" cannot be used throughout the gear shifting phase.

[0052] Figure 4 FIG. 1 is a schematic diagram showing the output torque of the drive motor at multiple stages during a gear shift according to an embodiment of the present application. Figure 4 As shown, 410 represents the torque reduction stage during the gear shifting period, 420 represents the gear disengagement stage, 430 represents the motor speed regulation stage, 440 represents the gear engagement stage, and 450 represents the torque recovery stage. The gear disengagement stage 420 can be further divided into three links, namely, a (shaft sleeve gear and ring gear) strong coupling link 422, a weak coupling link 424, and a link 426 where the shaft sleeve gear and the ring gear have been disengaged.

[0053] from Figure 4 It can be seen that in link 426 (i.e., the third link), the drive motor does not output zero torque, but outputs a negative torque with a certain slope. That is to say, in the third link of the gear-shifting stage, the drive motor is controlled to be in the motor torque control mode. Here, the term "motor torque control mode" means controlling the output torque of the drive motor to a certain set value by adjusting the current. It should be pointed out that the "motor torque control mode" is different from the "free mode or torque mode requesting zero torque", and is a torque mode requesting a small torque.

[0054] The transmission controller TCU 2000 controls the drive motor for segmented control during the gear shifting stage, and pre-tightens the gear train before the motor speed regulation stage (latter stage of the gear shifting stage) to eliminate the gear knocking and impact during the speed regulation stage.

[0055] In one or more embodiments, the transmission controller TCU 2000 may be an electric vehicle multi-speed transmission controller TCU or a hybrid powertrain transmission controller TCU.

[0056] Figure 5 FIG. 5 shows a logic diagram of a control device 5000 for driving a motor according to an embodiment of the present application. Figure 5As shown, the control device 5000 receives a first signal 510, a second signal 520, and a third signal 530, and outputs a fourth signal 540. In one embodiment, the first signal 510 indicates the position of the shift fork, the second signal 520 indicates the requested gear position, and the third signal 530 indicates the current actual gear position. In one embodiment, when the requested gear position indicated by the second signal 520 is inconsistent with the current actual gear position indicated by the third signal 530, it means that the gear shift process is entered at this time, that is, Figure 3 The various stages of torque reduction-shifting-speed regulation-shifting-torque recovery are shown. After entering the shifting process, the specific link currently in the shifting stage can be determined by the change in the shift fork position.

[0057] In one embodiment, the fourth signal 540 indicates the motor control mode and the requested motor torque. In other words, the fourth signal 540 is used to provide to the drive motor so as to control the drive motor to be in the specified motor control mode and output the requested motor torque.

[0058] In one or more embodiments, the control device 5000 is configured to: in the first and second stages of the gear disengagement phase, control the drive motor to not output torque, that is, control the drive motor to be in "free mode" or "torque mode with zero torque request"; in the third stage of the gear disengagement phase, control the drive motor to output a preset torque according to the gear shift type, that is, control the drive motor to be in a motor torque control mode (torque mode requesting a small torque).

[0059] The above-mentioned control device 5000 can be integrated into various types of transmission controllers, including but not limited to, electric vehicle multi-speed transmission controller TCU, hybrid powertrain transmission controller TCU, etc.

[0060] In summary, the drive motor control scheme of the embodiment of the present application controls the drive motor to output a preset torque according to the gear shifting type in the third stage of the gear disengagement stage (i.e., the later stage of the gear disengagement stage), thereby pre-tightening the tooth side to reduce the gear knocking sound and impact of the electric vehicle gearbox during the gear shifting period (such as the speed regulation stage), thereby increasing the quality of the gear shifting and the life of the gear.

[0061] The above examples mainly illustrate the drive motor control scheme of the embodiment of the present application. Although only some of the embodiments of the present application are described, it should be understood by those skilled in the art that the present application can be implemented in many other forms without departing from its subject matter and scope. Therefore, the examples and embodiments shown are regarded as illustrative rather than restrictive, and the present application may cover various modifications and substitutions without departing from the spirit and scope of the present application as defined in the claims.

Claims

1. A control method for a drive motor during a gear shift of an electric vehicle transmission, characterized in that: The gear shifting period at least includes a torque reduction stage, a gear disengagement stage and a motor speed regulation stage, and the method includes: In the first and second stages of the gear-shifting phase, the drive motor is controlled not to output torque, wherein the second stage is located after the first stage; and In the third link of the gear-shifting stage, the drive motor is controlled to output a preset torque according to the gear shifting type, wherein the third link is located after the second link and before the motor speed regulation stage.

2. The method of claim 1, wherein: The first link indicates that the sleeve teeth and the ring gear teeth are both strongly coupled, the second link indicates that the sleeve teeth and the ring gear teeth are both weakly coupled, and the third link indicates that the sleeve teeth and the ring gear teeth are both disengaged.

3. The method of claim 1, further comprising: Receive fork position; as well as The specific link in which the gearbox is in the shifting phase is determined based on the change in the shift fork position.

4. The method of claim 1, wherein: The gear shift types include upshift and downshift, and in the third link of the gear shifting stage, controlling the drive motor to output a preset torque according to the gear shift type includes: When the gear shift type is upshift, controlling the drive motor to output negative torque; and When the gear shift type is downshift, the drive motor is controlled to output positive torque.

5. A transmission controller TCU, characterized in that: The transmission controller TCU comprises: a first control unit, configured to control the drive motor to not output torque during a first link and a second link of a gear-off phase during a gear shift, wherein the second link is located after the first link; and The second control unit is used to control the drive motor to output a preset torque according to the gear shift type in the third link of the gear disengagement stage, wherein the third link is located after the second link and before the motor speed regulation stage during the gear shift.

6. The transmission controller TCU as claimed in claim 5, wherein: The first link indicates that the sleeve teeth and the ring gear teeth are both strongly coupled, the second link indicates that the sleeve teeth and the ring gear teeth are both weakly coupled, and the third link indicates that the sleeve teeth and the ring gear teeth are both disengaged.

7. The transmission controller TCU as claimed in claim 5, further comprising: A receiving unit, used for receiving a shift fork position; as well as A determination unit is used to determine a specific link of the gearbox in the gear-shifting phase based on the change of the shift fork position.

8. The transmission controller TCU as claimed in claim 5, wherein: The shift types include upshift and downshift, and the second control unit is configured to: When the gear shift type is upshift, controlling the drive motor to output negative torque; and When the gear shift type is downshift, the drive motor is controlled to output positive torque.

9. A computer-readable storage medium, characterized in that: The medium includes instructions that, when executed, perform the method of any one of claims 1 to 4.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 4 is implemented.

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