Gear shaft surface change control method and device

Abstract

The invention discloses a gear shaft surface changing control method and device. The method comprises the steps that a preset impact target stroke value is obtained, wherein the preset impact target stroke value is a gear shaft stroke value from gear shifting to gear shaft collision; the real-time stroke value of the gear shaft is obtained in real time from the starting moment of gear switching; when it is recognized that the gear shaft stroke value reaches the preset speed reduction point position, reverse torque is applied so that the rotating speed can be reduced to the target rotating speed before the gear shaft stroke value reaches the preset impact target stroke value; and after the gear shaft is subjected to soft face-attaching collision, the torque is increased at a preset slope, and zero-crossing face changing of the gear shaft is completed. In the gear shaft face changing process and before the gear shaft is about to collide, the reverse torque is applied to quickly lower the rotating speed, the rotating speed during collision can be reduced to the target rotating speed, therefore, the situations of vehicle shaking and tooth knocking noise caused by gear shaft face changing are reduced, and motor torque zero-crossing control is optimized.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and particularly to a method and device for controlling the tooth shaft surface change. Background Art

[0002] With the development of new energy vehicles, the motor has gradually become an important part of the vehicle power source. For vehicles using the motor as the vehicle power source, during gear shifting, such as during acceleration / deceleration switching conditions or DR gear switching conditions, an operation of changing the tooth shaft surface will be performed. During the process of guiding the tooth shaft surface change, the motor torque will cross zero. At this time, if no control is performed, vehicle jitter and knocking noise caused by the tooth shaft surface change will occur.

[0003] Therefore, for vehicles using the motor as the vehicle power source, how to control the tooth shaft surface change when the motor torque crosses zero has become a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0004] Based on the above problems, this application provides a method and device for controlling the tooth shaft surface change, which can control the operation of changing the tooth shaft surface when the motor torque crosses zero, so as to reduce the vehicle jitter and the knocking noise caused by the tooth shaft surface change.

[0005] The embodiments of this application disclose the following technical solutions:

[0006] In a first aspect, the embodiments of this application provide a method for controlling the tooth shaft surface change, and the method includes:

[0007] Obtain a preset impact target stroke value; the preset impact target stroke value is the tooth shaft stroke value from the start of gear shifting to the collision of the tooth shaft;

[0008] Starting from the start time of gear shifting, continuously obtain the real-time tooth shaft stroke value;

[0009] When it is recognized that the tooth shaft stroke value reaches a preset deceleration point, apply a reverse torque so that before the tooth shaft stroke value reaches the preset impact target stroke value, the rotational speed is reduced to a target rotational speed;

[0010] After the tooth shaft has a gentle surface contact collision, increase the torque at a preset slope to complete the zero-crossing surface change of the tooth shaft.

[0011] Optionally, the method further includes:

[0012] When the vehicle driving mileage increases by a preset distance, obtain the actual rotational speed after the tooth shaft rotates by the preset impact target stroke value;

[0013] When the difference between the actual rotational speed and the expected rotational speed is greater than a preset rotational speed difference, adjust the preset deceleration point according to the difference between the actual rotational speed and the expected rotational speed; the expected rotational speed is the expected rotational speed at which the gear shaft collides.

[0014] Optionally, the adjusting the preset deceleration point according to the difference between the actual rotational speed and the expected rotational speed includes:

[0015] Integrate the difference between the actual rotational speed and the expected rotational speed within a preset stroke range to obtain an integral value; the preset stroke range is a range obtained by taking the actual impact stroke value corresponding to the gear shaft collision as the center and adding and subtracting the difference between the actual impact stroke value and the preset impact target stroke value.

[0016] Adjust the preset deceleration point based on the integral value.

[0017] Optionally, the method further includes:

[0018] When the vehicle driving mileage increases by a preset distance, obtain the actual impact stroke value according to the position where the tooth surfaces collide during gear shaft face change.

[0019] When the actual impact stroke value is greater than the preset impact target stroke value, adjust the preset deceleration point according to the difference between the actual impact stroke value and the preset impact target stroke value.

[0020] In a second aspect, the present application provides a gear shaft face change control device, and the device includes:

[0021] A preset impact target stroke value acquisition module, configured to acquire a preset impact target stroke value; the preset impact target stroke value is the gear shaft stroke value from the start of gear shift to the time when the gear shaft collides.

[0022] A gear shaft stroke value acquisition module, configured to start from the start time of gear shift and continuously acquire the real-time gear shaft stroke value.

[0023] A reverse torque application module, configured to apply a reverse torque when it is recognized that the gear shaft stroke value reaches the preset deceleration point, so that the rotational speed is reduced to the target rotational speed before the gear shaft stroke value reaches the preset impact target stroke value.

[0024] A torque increase module, configured to increase the torque at a preset slope after the gear shaft has a soft face contact collision to complete the zero-crossing face change of the gear shaft.

[0025] Optionally, the device further includes:

[0026] An actual rotational speed acquisition module, configured to acquire the actual rotational speed after the gear shaft rotates a preset impact target stroke value when the vehicle driving mileage increases by a preset distance.

[0027] The first preset deceleration point adjustment module is configured to adjust the preset deceleration point according to the difference between the actual speed and the expected speed when the difference between the actual speed and the expected speed is greater than the preset speed difference; the expected speed is the expected gear shaft collision speed.

[0028] Optionally, the preset deceleration point adjustment module includes:

[0029] An integration sub-module is configured to integrate the difference between the actual speed and the expected speed within a preset stroke range to obtain an integration value; the preset stroke range is a range obtained by centering on the actual impact stroke value corresponding to the gear shaft collision and adding and subtracting the difference between the actual impact stroke value and the preset impact target stroke value;

[0030] A preset deceleration point adjustment sub-module is configured to adjust the preset deceleration point based on the integration value.

[0031] Optionally, the device further includes:

[0032] An actual impact stroke value acquisition module is configured to obtain the actual impact stroke value according to the position where the tooth surface collides during gear shaft surface change when the vehicle driving mileage increases by a preset distance;

[0033] A second preset deceleration point adjustment module is configured to adjust the preset deceleration point according to the difference between the actual impact stroke value and the preset impact target stroke value when the actual impact stroke value is greater than the preset impact target stroke value.

[0034] Compared with the prior art, the present application has the following beneficial effects:

[0035] A gear shaft surface change control method provided by an embodiment of the present application includes obtaining a preset impact target stroke value; the preset impact target stroke value is the gear shaft stroke value from the start of gear position switching to the gear shaft collision; starting from the start time of gear position switching, the real-time gear shaft stroke value is obtained in real time; when it is recognized that the gear shaft stroke value reaches the preset deceleration point, a reverse torque is applied to reduce the speed to the target speed before the gear shaft stroke value reaches the preset impact target stroke value; after the gear shaft has a soft surface contact collision, the torque is increased at a preset slope to complete the gear shaft zero-crossing surface change. During the gear shaft surface change process, before the gear shaft is about to collide, a reverse torque is applied to quickly reduce the speed, which can reduce the speed at the time of collision to the target speed, and the gear shaft colliding at the target speed can reduce vehicle jitter and the knocking noise accompanying the gear shaft surface change, optimizing the motor torque zero-crossing control.

[0036] It should be noted that a gear shaft surface-changing control device provided by the present application can implement the steps of the above-mentioned gear shaft surface-changing control method, and thus also has the above-mentioned beneficial effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0038] Figure 1 It is a schematic flowchart of a gear shaft surface-changing control method provided by an embodiment of the present application;

[0039] Figure 2 It is a schematic diagram of the change trend of various parameters in a gear shaft surface-changing control method provided by an embodiment of the present application;

[0040] Figure 3 It is a schematic diagram of the change trend of various parameters in a gear shaft surface-changing control method for the original gear shaft after wear provided by an embodiment of the present application;

[0041] Figure 4 It is a schematic diagram of the change trend of various parameters in another gear shaft surface-changing control method for the gear shaft after wear provided by an embodiment of the present application;

[0042] Figure 5 It is a schematic structural diagram of a gear shaft surface-changing control device provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0043] As described above, for vehicles using an electric motor as the power source of the vehicle, when shifting gears, an operation of changing the gear shaft surface will be performed. During the process of guiding the gear shaft surface change, the motor torque will cross zero. At this time, if no control is performed, vehicle jitter and knocking noise accompanied by the gear shaft surface change will occur. In extreme cases, the vehicle transmission may even be damaged.

[0044] Through research, the inventor has invented a gear shaft surface-changing control method and device, which can control the operation of changing the gear shaft surface when the motor torque crosses zero, so as to reduce the vehicle jitter and reduce the knocking noise accompanied by the gear shaft surface change.

[0045] To enable those skilled in the art to better understand the solution of this application, the following will clearly and completely describe the technical solutions in the embodiments of this application with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts belong to the scope of protection of this application.

[0046] Method embodiment

[0047] See Figure 1 , which is a schematic flow diagram of a method for controlling the tooth shaft surface change provided by an embodiment of this application, including the following steps:

[0048] S101, obtain a preset impact target stroke value.

[0049] It should be noted that the preset impact target stroke value is the stroke value of the tooth shaft from the start of gear shift to the moment when the tooth shaft collides. That is, taking the position of the tooth shaft at the start moment of gear shift as the origin, obtain the stroke value that the tooth shaft rotates from the start moment of gear shift to the moment when the tooth shaft collides, and take this stroke value as the preset impact target stroke value. The acquisition of the preset impact target stroke value can be carried out before the implementation of the tooth shaft surface change control method. When the tooth shaft surface change control method starts to be implemented, the preset impact target stroke value can be directly imported. Specifically, for example, the position where the tooth surfaces will collide under different working conditions can be known through a calibration test method to obtain the preset impact target stroke value.

[0050] S102, starting from the start moment of gear shift, continuously obtain the real-time stroke value of the tooth shaft.

[0051] It should be noted that the start moment of gear shift can be taken as the origin, at this time the tooth shaft stroke value is 0, and continuously obtain the subsequent tooth shaft stroke value.

[0052] S103, apply a reverse torque when it is recognized that the tooth shaft stroke value reaches the preset deceleration point, so that when the tooth shaft stroke value reaches the preset impact target stroke value, the rotational speed is reduced to the target rotational speed.

[0053] It should be noted that in order to decelerate in time when the gear shaft is about to collide, and to avoid the vehicle jitter caused by the gear shaft colliding at a high speed and the knocking noise accompanied by the gear shaft face change, the embodiment of the present application applies a reverse torque when the gear shaft is about to collide to quickly reduce the rotational speed, so that when the gear shaft stroke value reaches the preset impact target stroke value, the rotational speed is reduced to the target rotational speed; and setting the preset deceleration point is to better identify under what circumstances the gear shaft is about to collide, that is, under what circumstances a reverse torque needs to be applied. The preset deceleration point is set based on the preset impact target stroke value. Specifically, through experiments, the corresponding reverse torque can be obtained, and after how many gear shaft strokes the rotational speed can reach the target rotational speed. Then, based on the preset impact target stroke value, subtracting these gear shaft strokes from the preset impact target stroke value can obtain the stroke value corresponding to the preset deceleration point. Taking the gear shaft stroke at the start time of gear shift as the origin, when the gear shaft rotates this stroke value, it reaches the preset deceleration point.

[0054] It should be noted that the target rotational speed can be 0 or a value close to 0. This is because the ultimate goal of the embodiment of the present application is to make the gear shaft fit in a static or low-speed collision posture when colliding, so as to reduce the vehicle jitter and the knocking noise accompanied by the gear shaft face change, and optimize the motor torque zero-crossing control.

[0055] S104, when the gear shaft has a soft face-to-face collision, increase the torque at a preset slope to complete the zero-crossing face change of the gear shaft.

[0056] Specifically, after the gear shaft has a soft face-to-face collision, that is, the gear shaft has completed the face change. However, due to the existence of a rear-end gap between the gear shafts at all levels, the rear-end gap can be eliminated by increasing the torque at a fixed slow slope to optimize the motor torque zero-crossing control.

[0057] To more clearly illustrate a gear shaft face change control method provided by the embodiment of the present application, refer to Figure 2 , this figure is a schematic diagram of the change trends of various parameters in a gear shaft face change control method provided by the embodiment of the present application. Taking the DR gear shift as an example, Figure 2 marks the change trends of the motor torque, motor rotational speed, and gear shaft stroke respectively when starting the DR gear shift, entering the zero-crossing torque control, reaching the preset deceleration point, reaching the gear shaft collision surface, and ending the DR gear shift, and also marks the total stroke x_deg and the torque zero-crossing surface during the gear shaft face change control, that is, during the DR gear shift.

[0058] After the DR gear shift starts, first, the position where the torque attenuation tooth surface will collide under different working conditions can be obtained through the calibration test method, that is, the preset impact target stroke value after the gear shift is identified. It should be noted that after the gear shift, the motor speed can be used as the starting point of the stroke for integration; second, different torque threshold values for entering the speed control can be set, so that different moments of entering the target speed can be achieved to complete different surface contact effects. Then, when it is judged that the stroke is approaching the collision point, that is, when reaching the preset deceleration point, the reverse torque is applied to quickly reduce the speed, so that the gear shaft can reach the preset impact target stroke value in a low-speed collision posture. Finally, the rear-end clearance is eliminated by increasing the torque at a fixed slow slope.

[0059] A gear shaft surface change control method provided by an embodiment of the present application includes obtaining a preset impact target stroke value; the preset impact target stroke value is the stroke value of the gear shaft from the start of the gear shift to the collision of the gear shaft; starting from the start time of the gear shift, the real-time stroke value of the gear shaft is obtained in real time; when it is recognized that the stroke value of the gear shaft reaches the preset deceleration point, a reverse torque is applied to reduce the speed to the target speed before the stroke value of the gear shaft reaches the preset impact target stroke value; after the gear shaft has a soft surface contact collision, the torque is increased at a preset slope to complete the gear shaft zero-crossing surface change. During the process of the gear shaft surface change, before the gear shaft is about to collide, applying a reverse torque to quickly reduce the speed can reduce the speed at the time of collision to the target speed, and the gear shaft colliding at the target speed can reduce the vehicle jitter and the knocking noise caused by the gear shaft surface change, optimizing the motor torque zero-crossing control.

[0060] As the driving distance of the vehicle increases, due to reasons such as wear, the clearance of the gear shaft will gradually increase, which will cause the total stroke of the gear shaft during the gear shift to increase, resulting in that when the gear shaft rotates the preset impact target stroke value, the gear shaft does not actually collide, but will collide after a period of time. Taking the DR gear shift as an example, the total stroke angle of the DR gear shift is larger than that of the previous gear shaft surface change process. The specific changes can be seen in Figure 3 , which is a schematic diagram of the change trend of various parameters in a gear shaft surface change control method for the original gear shaft after wear provided by an embodiment of the present application. Figure 3 As shown in Figure 2 On the basis of [], after the gear shaft has a certain degree of wear, the change trend of various parameters when the original gear shaft surface change control method is executed. Figure 3It shows the changing trends of the motor torque, motor speed, and gear shaft stroke corresponding to the start of DR gear shift, entry into zero-torque control, reaching the preset deceleration point, reaching the original calibrated gear shaft collision surface, reaching the actual gear shaft collision surface, and the end of DR gear shift respectively. It also shows the total stroke y_deg, torque zero-crossing surface, and wear deviation of the gear shaft during the gear shaft surface change control, that is, during the DR gear shift. It can be seen that the total stroke of the gear shaft surface change process changes from x_deg to y_deg, and the extra part is the wear deviation. After the original calibrated gear shaft collision surface, that is, after the gear shaft rotates the preset impact target stroke value, the motor speed changes greatly and increases a lot. The increased speed is the non-expected speed electrical angle s. It should be noted that y_deg is greater than x_deg. At this time, based on the original angle stroke control, due to a certain degree of wear deviation of the gear shaft, the gear shaft will have an unexpected impact at the actual gear shaft collision surface at a higher speed, resulting in problems such as vehicle jitter and knocking noise associated with the gear shaft surface change, the same as when no control is performed. Therefore, in view of such a situation, it is necessary to improve the aforementioned gear shaft surface change control method.

[0061] In view of the above situation where the gear is worn, the embodiment of the present application also provides a gear shaft surface change control method, which can adaptively identify and adjust parameters, and can still complete low-speed meshing at the actual mating surface after the change after the wear clearance of the gear shaft becomes larger, so as to optimize the drivability of vehicles with a large mileage.

[0062] Specifically, the way to adaptively identify and adjust parameters can be to obtain the actual speed after the gear shaft rotates the preset impact target stroke value when the vehicle driving mileage increases by a preset distance; when the difference between the actual speed and the expected speed is greater than the preset speed difference, adjust the preset deceleration point according to the difference between the actual speed and the expected speed.

[0063] It should be noted that the expected speed is the expected gear shaft collision speed, that is, the speed of the gear shaft after collision when the gear shaft is not worn. The preset distance and the preset speed difference can both be set according to the actual situation; the setting of the preset distance can be based on the wear degree of the gear shaft as the driving mileage of various vehicle models increases. For example, adaptive identification can be performed every 3000 km, or it can be performed every 5000 km; the preset speed difference can be set according to the speed difference that each enterprise believes will have a substantial impact on the speed of the gear shaft collision.

[0064] Specifically, the method of adjusting the preset deceleration point according to the difference between the actual rotational speed and the expected rotational speed may be to integrate the difference between the actual rotational speed and the expected rotational speed within a preset stroke range to obtain an integral value; the preset stroke range is centered on the actual impact stroke value corresponding to the collision of the gear shaft, and the range obtained by increasing and decreasing the difference between the actual impact stroke value and the preset impact target stroke value; and adjust the preset deceleration point based on the integral value.

[0065] Specifically, the method of adaptively identifying and adjusting parameters may also be to obtain the actual impact stroke value according to the position where the tooth surface collides during the gear shaft face change when the vehicle driving mileage increases by a preset distance; when the actual impact stroke value is greater than the preset impact target stroke value, adjust the preset deceleration point according to the difference between the actual impact stroke value and the preset impact target stroke value.

[0066] To more clearly illustrate the gear shaft face change control method after gear shaft wear provided by the embodiments of the present application, refer to Figure 4 , which is a schematic diagram of the change trends of various parameters in another gear shaft face change control method after gear shaft wear provided by the embodiments of the present application. Figure 4 What is shown is based on Figure 3 In the case of, the change trends of the motor torque, motor speed, and gear shaft stroke corresponding to the start of DR gear shift, entering zero-torque control, reaching the original preset deceleration point, reaching the preset deceleration point after adjusting the parameters, reaching the original calibrated gear shaft collision surface, reaching the actual gear shaft collision surface, and the end of DR gear shift after parameter adjustment are shown, and the comparison of the actual speed control effects before and after parameter adjustment, as well as the parameter adjustment amount S1, wear deviation, torque zero-crossing surface, and total gear shaft stroke y_deg are marked.

[0067] Specifically, the adjustment process may be to reasonably adjust the angular position interval for applying reverse torque when identifying the upcoming collision point according to the degree of increase in the stroke angle and the magnitude of the unexpected rotational speed. The translation size of the position interval, that is, the parameter adjustment amount S1, can be determined according to Figure 3 The shaded area s of the unexpected rotational speed magnitude in

[0068] By identifying the actual impact position of the gear shaft in the clearance, when the rotational speed fluctuation appears at an unexpected position, the corresponding calibration parameters can be adaptively adjusted so that the expected zero-crossing control effect can still be achieved after the tooth surface meshing clearance increases. Through the gear shaft face change control method after gear shaft wear provided by the embodiments of the present application, the smoothness, power response, and NVH during the zero-crossing of the durable gear shaft face change can be taken into account.

[0069] Device embodiment

[0070] See Figure 5 , which is a schematic structural diagram of a gear shaft surface-changing control device provided by an embodiment of the present application, including: a preset impact target stroke value acquisition module 501, a gear shaft stroke value acquisition module 502, a reverse torque application module 503, and a torque increase module 504.

[0071] Among them, the preset impact target stroke value acquisition module 501 is used to acquire a preset impact target stroke value; the preset impact target stroke value is the gear shaft stroke value from the start of gear shift to the collision of the gear shaft;

[0072] The gear shaft stroke value acquisition module 502 is used to continuously acquire the real-time gear shaft stroke value from the start moment of gear shift;

[0073] The reverse torque application module 503 is used to apply a reverse torque when it is recognized that the gear shaft stroke value reaches a preset deceleration point, so that the rotational speed is reduced to a target rotational speed before the gear shaft stroke value reaches the preset impact target stroke value;

[0074] The torque increase module 504 is used to increase the torque at a preset slope after the gear shaft has a soft surface contact collision to complete the gear shaft zero-crossing surface change.

[0075] Optionally, the device further includes:

[0076] An actual rotational speed acquisition module, which is used to acquire the actual rotational speed after the gear shaft rotates a preset impact target stroke value when the vehicle driving mileage increases by a preset distance;

[0077] A first preset deceleration point adjustment module, which is used to adjust the preset deceleration point according to the difference between the actual rotational speed and the expected rotational speed when the difference between the actual rotational speed and the expected rotational speed is greater than a preset rotational speed difference; the expected rotational speed is the expected gear shaft collision rotational speed.

[0078] Optionally, the preset deceleration point adjustment module includes:

[0079] An integral sub-module, which is used to integrate the difference between the actual rotational speed and the expected rotational speed within a preset stroke range to obtain an integral value; the preset stroke range is a range obtained by adding and subtracting the difference between the actual impact stroke value and the preset impact target stroke value centered on the actual impact stroke value corresponding to the gear shaft collision;

[0080] A preset deceleration point adjustment sub-module, which is used to adjust the preset deceleration point based on the integral value.

[0081] Optionally, the device further includes:

[0082] An actual impact stroke value acquisition module, configured to obtain an actual impact stroke value according to the position where the tooth surfaces collide when the gear shaft changes its surface when the vehicle driving mileage increases by a preset distance;

[0083] A second preset deceleration point adjustment module, configured to adjust the preset deceleration point according to the difference between the actual impact stroke value and the preset impact target stroke value when the actual impact stroke value is greater than the preset impact target stroke value.

[0084] A gear shaft surface change control device provided by an embodiment of the present application uses a preset impact target stroke value acquisition module, a gear shaft stroke value acquisition module, a reverse torque application module, and a torque increase module to obtain a preset impact target stroke value; the preset impact target stroke value is the gear shaft stroke value from the start of gear shift to the collision of the gear shaft; starting from the start time of gear shift, the real-time gear shaft stroke value is obtained in real time; when it is recognized that the gear shaft stroke value reaches the preset deceleration point, a reverse torque is applied to reduce the speed to the target speed before the gear shaft stroke value reaches the preset impact target stroke value; when a soft surface contact collision occurs to the gear shaft, the torque is increased at a preset slope to complete the zero-crossing surface change of the gear shaft. During the process of gear shaft surface change, before the gear shaft is about to collide, a reverse torque is applied to quickly reduce the speed, which can reduce the speed at the time of collision to the target speed, and the gear shaft colliding at the target speed can reduce the vehicle jitter and the knocking noise accompanying the gear shaft surface change, optimizing the zero-crossing control of the motor torque.

[0085] It should be noted that the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments. In particular, for the device, equipment, and vehicle embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiments. The device, equipment, and vehicle embodiments described above are only illustrative. The modules described as separate components may or may not be physically separated, and the components indicated as modules may or may not be physical modules, that is, they may be located in one place, or may be distributed to multiple network modules. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative efforts.

[0086] The above is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A gear shaft change control method, characterized in that: The method comprises: Obtaining a preset collision target stroke value; the preset collision target stroke value is a gear shaft stroke value from the start of gear switching to the time when the gear shaft collides; From the moment the gear shift starts, the real-time travel value of the gear shaft is obtained in real time; When it is identified that the gear shaft stroke value reaches a preset deceleration point, a reverse torque is applied to reduce the rotation speed to a target rotation speed before the gear shaft stroke value reaches the preset impact target stroke value; After the gear shaft has a gentle rubbing collision, the torque is increased at a preset slope to complete the zero-crossing and face-changing of the gear shaft.

2. The method according to claim 1, characterized in that The method further comprises: When the vehicle mileage increases by a preset distance, the actual rotation speed of the gear shaft after the preset impact target travel value is obtained; When the difference between the actual speed and the expected speed is greater than the preset speed difference, the preset deceleration point is adjusted according to the difference between the actual speed and the expected speed; the expected speed is the expected gear shaft collision speed.

3. The method according to claim 2, characterized in that The adjusting the preset deceleration point according to the difference between the actual speed and the expected speed includes: Integrate the difference between the actual rotation speed and the expected rotation speed within the preset stroke range to obtain an integral value; the preset stroke range is a range obtained by adding or subtracting the difference between the actual impact stroke value and the preset impact target stroke value, with the actual impact stroke value corresponding to the gear shaft collision as the center; The preset deceleration point is adjusted based on the integral value.

4. The method according to claim 1, characterized in that The method further comprises: When the vehicle mileage increases by a preset distance, the actual collision stroke value is obtained according to the position where the tooth surface collides when the gear shaft changes surface; When the actual impact stroke value is greater than the preset impact target stroke value, the preset deceleration point is adjusted according to the difference between the actual impact stroke value and the preset impact target stroke value.

5. A gear shaft face changing control device, characterized in that: The device comprises: A preset collision target stroke value acquisition module, used to acquire a preset collision target stroke value; the preset collision target stroke value is a gear shaft stroke value from the start of gear switching to the time when the gear shaft collides; The gear shaft travel value acquisition module is used to obtain the real-time travel value of the gear shaft in real time starting from the start of the gear shift; A reverse torque applying module, for applying reverse torque to reduce the rotation speed to a target rotation speed before the gear shaft stroke value reaches the preset impact target stroke value when it is identified that the gear shaft stroke value reaches a preset deceleration point; The torque boost module is used to increase the torque at a preset slope after a soft surface collision of the gear shaft to complete the zero-crossing surface change of the gear shaft.

6. The device according to claim 5, characterized in that The device also includes: An actual speed acquisition module, used for acquiring the actual speed of the gear shaft after the preset impact target travel value is reached when the vehicle mileage increases by a preset distance; The first preset deceleration point adjustment module is used to adjust the preset deceleration point according to the difference between the actual speed and the expected speed when the difference between the actual speed and the expected speed is greater than the preset speed difference; the expected speed is the expected gear shaft collision speed.

7. The device according to claim 6, characterized in that The preset deceleration point adjustment module includes: An integral submodule, used for integrating the difference between the actual rotation speed and the expected rotation speed within a preset stroke range to obtain an integral value; the preset stroke range is a range obtained by adding or subtracting the difference between the actual impact stroke value and the preset impact target stroke value, with the actual impact stroke value corresponding to the gear shaft collision as the center; The preset deceleration point adjustment submodule is used to adjust the preset deceleration point based on the integral value.

8. The device according to claim 5, characterized in that The device also includes: An actual impact stroke value acquisition module is used to acquire the actual impact stroke value according to the position where the tooth surface collides when the gear shaft changes face when the vehicle mileage increases by a preset distance; The second preset deceleration point adjustment module is used to adjust the preset deceleration point according to the difference between the actual impact stroke value and the preset impact target stroke value when the actual impact stroke value is greater than the preset impact target stroke value.

Images