Gear engaging position control method and device of AMT gearbox, medium and product

Abstract

The invention provides a gear engaging position control method and device of an AMT gearbox, a medium and a program product, and relates to the technical field of vehicle control. The method comprises the steps that after vehicle gear engaging is completed, the output torque of a vehicle power source is monitored, and when the output torque is larger than a set threshold value, gear engaging position dynamic control logic is triggered; a first moving program of the logic is executed, and the first moving program comprises the steps that a gear shifting fork is pushed to limit positions on the two sides of a gear shifting sliding sleeve, and a first limit position and a second limit position are obtained; and a second moving program of the logic is executed, and the second moving program comprises the step that the gear shifting fork is controlled to move based on the first limit position and the second limit position, so that the binding face of the gear shifting fork and the gear shifting sliding sleeve is separated, and the current gear is not changed. According to the method, gear engaging position dynamic control logic is executed after gear engaging and power torque transmission are completed, shifting fork abrasion is avoided, the reliability of a gearbox assembly is improved, and meanwhile normal gear shifting is not affected.

Description

Technical Field

[0001] The present disclosure belongs to the technical field of vehicle control, and particularly relates to a shifting position control method, device, medium and product for an AMT transmission. Background Art

[0002] With the increasing popularity of new energy commercial vehicles, the application of AMT transmissions in electric and hybrid heavy trucks and off-road vehicle models has become more and more extensive. Unreasonable shifting position control may cause excessive wear of the shift fork of the AMT transmission, thereby affecting the driving safety of the whole vehicle.

[0003] The AMT shifting process control method disclosed in Chinese Patent CN117267370A will perform the shifting operation of the shift fork according to the requested gear after the shift fork reaches the target gear position. The operation process includes multiple stages to achieve smooth shifting of each gear. This method does not implement dynamic learning and control of the actual shifting position after shifting is completed, nor does it include a strategy to prevent fork wear, resulting in a risk of shift fork wear.

[0004] The AMT gear self-learning method disclosed in Chinese Patent CN118462819A determines whether the speed difference and torque meet the preset conditions after clearing torque, disengaging the gear, and adjusting the speed during the shifting process, records the position of the tooth jamming point when shifting, and performs gear self-learning when the triggering condition is met to determine the self-learning value corresponding to each gear, so as to improve the accuracy of AMT gear shifting control. However, this method also does not include a strategy to prevent fork wear, and there is still a risk of shift fork wear. Summary of the Invention

[0005] The present disclosure provides a shifting position control method, device, medium and program product for an AMT transmission, aiming to at least to some extent solve the technical problem that the driving safety of the whole vehicle is poor in the related art due to the lack of full consideration of the strategy to prevent fork wear.

[0006] At least one embodiment of the present disclosure provides a shifting position control method for an AMT transmission. The AMT transmission includes a shift sleeve and a shift fork used in cooperation, and there is a gap between the shift fork and the shift sleeve. The method includes:

[0007] After the vehicle completes shifting, monitor the output torque of the vehicle power source, and trigger the shifting position dynamic control logic when the output torque is greater than the set threshold;

[0008] Execute the first movement program of the shifting position dynamic control logic, where the first movement program includes pushing the shift fork to the extreme positions on both sides of the shift sleeve to obtain the first extreme position and the second extreme position; and,

[0009] Execute a second movement program of the gear shifting position dynamic control logic, wherein the second movement program includes controlling the movement of the shift fork based on the first limit position and the second limit position, so that the contact surface between the shift fork and the shift sleeve is separated without changing the current gear of the vehicle.

[0010] For example, the method provided by at least one embodiment of the present disclosure further includes:

[0011] During the driving of the vehicle, monitor the gear state of the vehicle;

[0012] Based on the gear state, identify whether the gear shifting of the vehicle is completed; and,

[0013] After the gear shifting of the vehicle is completed, send out a first notification message for characterizing that the gear shifting of the vehicle is completed.

[0014] For example, the method provided by at least one embodiment of the present disclosure further includes:

[0015] After the contact surface between the shift fork and the shift sleeve is separated, in response to the operation of releasing the pedal or stepping on the brake of the vehicle, monitor the output torque of the vehicle power source again, and when the output torque is greater than a set threshold, trigger the gear shifting position dynamic control logic again to form a closed-loop control of the gear shifting position dynamic control logic.

[0016] For example, the method provided by at least one embodiment of the present disclosure further includes:

[0017] While executing the first movement program of the gear shifting position dynamic control logic, monitor the output torque of the vehicle power source again, and when the output torque is less than the set threshold, exit the gear shifting position dynamic control logic; and,

[0018] After identifying the separation of the contact surface between the shift fork and the shift sleeve, send out a second notification message for characterizing the completion of the gear shifting position dynamic control.

[0019] For example, the shift sleeve has a fork groove, both the first limit position and the second limit position are located in the fork groove, and the first movement program is configured to include:

[0020] Based on a first control signal with a first duty ratio, control the shift fork to move to one side of the shift sleeve until it moves to the first limit position, obtain the coordinates of the first limit position and record them; and,

[0021] Control the shift fork to move to the other side of the shift sleeve based on a second control signal having a second duty cycle until it moves to the second extreme position, obtain the coordinates of the second extreme position and record them.

[0022] For example, in the method provided by at least one embodiment of the present disclosure, the first control signal and the second control signal are configured to be related to the operating characteristic parameters of the shift fork and the structural parameters of the AMT transmission, and to make the movement range of the shift fork not exceed the clearance and not change the current gear of the vehicle when the first movement program is executed.

[0023] For example, in the method provided by at least one embodiment of the present disclosure, the second movement program is configured to include:

[0024] Based on the first extreme position and the second extreme position, determine a target position where the mating surface between the shift fork and the shift sleeve is separated and the current gear is not changed, wherein the target position is located in the fork groove and does not contact the surface of the fork groove; and,

[0025] Control the shift fork to move from the current position to the target position.

[0026] For example, in the method provided by at least one embodiment of the present disclosure, the target position is configured to be the midpoint between the coordinates of the first extreme position and the coordinates of the second extreme position; and,

[0027] The vehicle power source includes at least one of an engine and an electric motor;

[0028] The set threshold is configured to be related to the actual operating conditions of the vehicle;

[0029] The AMT transmission includes meshing teeth, and the method further includes: after the AMT transmission transmits torque, control the shift sleeve to be self-locked with the meshing teeth.

[0030] At least one embodiment of the present disclosure further provides a control device for a vehicle vacuum booster, wherein the AMT transmission includes a shift sleeve and a shift fork used in cooperation, and there is a clearance between the shift fork and the shift sleeve. The device includes:

[0031] A preprocessing unit, configured to monitor the output torque of the vehicle power source after the vehicle has completed gear shifting, and trigger the gear shifting position dynamic control logic when the output torque is greater than a set threshold;

[0032] A first control unit, configured to execute a first movement program of the gear position dynamic control logic, wherein the first movement program includes pushing the shift fork to extreme positions on both sides of the shift sleeve, and obtaining a first extreme position and a second extreme position;

[0033] A second control unit, configured to execute a second movement program of the gear position dynamic control logic, wherein the second movement program is to control the movement of the shift fork based on the first extreme position and the second extreme position, so that the contact surface between the shift fork and the shift sleeve is separated without changing the current gear of the vehicle.

[0034] For example, the device provided by at least one embodiment of the present disclosure further includes:

[0035] A shift actuator, configured to drive the movement of the shift fork;

[0036] A torque sensor, configured to obtain the output torque of the vehicle power source;

[0037] A position sensor, configured to obtain the coordinates of the first extreme position and the coordinates of the second extreme position.

[0038] At least one embodiment of the present disclosure further provides a storage medium, which stores a program or instruction, and the program or instruction, when executed by a processor, implements the steps of the method provided by any embodiment of the present disclosure.

[0039] At least one embodiment of the present disclosure further provides a program product, including a program or instruction, wherein the program or instruction, when executed by a processor, implements the steps of the method provided by any embodiment of the present disclosure.

[0040] The gear position control method, device, medium and program product of the AMT transmission provided by the embodiments of the present disclosure execute the gear position dynamic control logic after completing gear shifting and power transmission, without affecting gear shifting and driving. By dynamically learning (implemented by the first movement program) and adjusting (implemented by the second movement program) the gear position, fork wear is avoided, the reliability of the transmission assembly is improved, and at the same time, the normal shifting quality and shifting time are not affected. Through the above measures, the method, device, medium and program product have the characteristics of intelligence and adaptability, and can continuously adjust the contact state between the shift fork and the shift sleeve during the actual operation of the vehicle. This intelligent control method not only improves the working efficiency of the AMT transmission, but also further extends the service life of the AMT transmission, providing a more stable and reliable driving experience for the driver, and solving the technical problem that the overall vehicle driving safety is poor in the related art due to the lack of sufficient consideration of the strategy to prevent fork wear.

[0041] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit the present disclosure. Description of the Drawings

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present disclosure. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0043] Figure 1 Flowchart of a gear shifting position control method provided by at least one embodiment of the present disclosure;

[0044] Figure 2 Flowchart of another gear shifting position control method provided by at least one embodiment of the present disclosure;

[0045] Figure 3 Flowchart of yet another gear shifting position control method provided by at least one embodiment of the present disclosure;

[0046] Figure 4 Flowchart of yet another gear shifting position control method provided by at least one embodiment of the present disclosure;

[0047] Figure 5 Diagram of the positional relationship between a gear shifting sleeve and a shift fork provided by at least one embodiment of the present disclosure;

[0048] Figure 6 Flowchart of an example of a gear shifting position control method provided by at least one embodiment of the present disclosure;

[0049] Figure 7 Block diagram of the structure of a gear shifting position control device provided by at least one embodiment of the present disclosure;

[0050] Figure 8 Schematic diagram of the composition of a program product provided by at least one embodiment of the present disclosure.

[0051] Reference Signs

[0052] 1 - Gear shifting position control device; 2 - Gear shifting sleeve; 3 - Shift fork; 4 - Gap; 10 - Preprocessing unit; 20 - First control unit; 30 - Second control unit; 21 - Processor; 22 - Memory; 23 - Input device; 24 - Output device. Detailed Embodiments

[0053] The present disclosure will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be specifically noted that the following embodiments are only used to illustrate the present disclosure, but do not limit the scope of the present disclosure. Similarly, the following embodiments are only partial embodiments of the present disclosure rather than all embodiments. All other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection of the present disclosure.

[0054] The terms "first", "second", and "third" in the embodiments of the present disclosure are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first", "second", and "third" may explicitly or implicitly include at least one of such features.

[0055] In the description of the present disclosure, the meaning of "a plurality" is at least two, such as two or three, etc., unless otherwise specifically defined.

[0056] In the present disclosure, the terms "an embodiment", "some embodiments", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0057] The terms "including" and "having" and any variations thereof in the embodiments of the present disclosure are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes steps or units not listed, or optionally further includes other steps or components inherent to these processes, methods, products, or devices.

[0058] As used herein, "program product" includes, but is not limited to, electronic devices or electronic apparatuses.

[0059] "Electronic device" as used herein includes, but is not limited to, a device configured to receive / transmit communication signals via a wired connection (such as via a Public Switched Telephone Network (PSTN), Digital Subscriber Line (DSL), digital cable, or direct cable connection, and / or another data connection / network) and / or via a wireless interface (such as for a cellular network, Wireless Local Area Network (WLAN), digital television network such as a DVB-H network, satellite network, or AM-FM broadcast transmitter, and / or another communication terminal). A communication terminal configured to communicate via a wireless interface may be referred to as a "wireless communication terminal", "wireless terminal", or "mobile terminal". Examples of mobile terminals include, but are not limited to, satellite or cellular telephones; Personal Communication System (PCS) terminals that may combine cellular radiotelephone with data processing, facsimile, and data communication capabilities; PDAs that may include a radiotelephone, pager, Internet / intranet access, Web browser, notepad, calendar, and / or Global Positioning System (GPS) receiver; and conventional laptop and / or palmtop receivers or other electronic devices that include a radiotelephone transceiver. A mobile phone is an electronic device configured with a cellular communication module.

[0060] The term "engine" in the embodiments of the present disclosure is a vehicle power source, a device responsible for continuously outputting mechanical energy. It can be an internal combustion engine, such as a gasoline engine or a diesel engine, or an external combustion engine, such as a steam engine. In the method for controlling the gear shifting position of an AMT transmission, the state of the engine (such as speed and torque output) is an important consideration factor, which directly affects the shifting logic and timing of the transmission.

[0061] The term "motor" in the embodiments of the present disclosure is another vehicle power source, which is responsible for converting electrical energy into mechanical energy to assist in driving the vehicle forward. The motor has the advantages of high efficiency, environmental protection, low noise, etc., and has been widely used in the modern automotive industry. Especially in electric vehicles and hybrid vehicles, the motor is one of the core components. In the method for controlling the gear shifting position of an AMT transmission, the state of the motor (such as speed, torque output, and working mode) is also a factor that needs to be considered with emphasis to ensure that the transmission can accurately and timely complete the shifting operation.

[0062] The term "AMT transmission" in the embodiments of the present disclosure is an automated mechanical transmission that combines the mechanical transmission efficiency of a manual transmission and the operation convenience of an automatic transmission. The AMT transmission automatically selects an appropriate gear through an electronic control system to match the running state of the vehicle and the driver's needs. The AMT transmission usually consists of a traditional gear transmission mechanism and an electronic control unit. The electronic control unit is responsible for monitoring the driving parameters of the vehicle, such as vehicle speed, engine speed, throttle pedal position, etc., and automatically adjusts the gear according to these parameters.

[0063] The term "shift sleeve" in the embodiments of the present disclosure is a key component inside the AMT transmission, which is used to achieve the switching between different gears. The shift sleeve is connected to the gear transmission mechanism of the AMT transmission through a precise mechanical structure and can accurately move to the predetermined gear position under the command of the control unit, thereby realizing the smooth gear shifting of the vehicle.

[0064] The term "shift fork" in the embodiments of the present disclosure is another crucial component inside the AMT transmission. The shift fork works in cooperation with the shift sleeve. The design of the shift fork ensures that it can quickly and accurately complete the gear shifting action under the precise command of the control unit, which is crucial for ensuring the smoothness and efficiency of gear shifting of the AMT transmission. In addition, the material and manufacturing process of the shift fork are carefully selected to ensure that it has sufficient strength and wear resistance, thereby extending the service life of the AMT transmission.

[0065] The term "gear" in the embodiments of the present disclosure includes various gears such as forward gears, reverse gears, neutral gears, and parking gears. The selection and switching of these gears are automatically completed by the control system of the AMT transmission according to the driving state of the vehicle and the needs of the driver. Among them, the forward gear is used for the normal driving of the vehicle, the reverse gear is used for the reverse driving of the vehicle, the neutral gear is used to cut off the power transmission between the engine and the wheels, and the parking gear is used to lock the drive shaft when the vehicle is parked to prevent the vehicle from sliding.

[0066] The term "gear engagement position" in the embodiments of the present disclosure is the position where the shift fork is located in the AMT transmission. The dynamic control of the gear engagement position is to precisely control the gear engagement position of the shift fork, which can ensure that the transmission can select an optimal position that can prevent the wear of the shift fork under different driving conditions, thereby optimizing the fuel economy, power performance, and driving comfort of the vehicle.

[0067] Figure 1 It is a flowchart of a gear engagement position control method provided for at least one embodiment of the present disclosure. Among them, the AMT transmission includes a shift sleeve and a shift fork that cooperate with each other, and there is a gap between the shift fork and the shift sleeve. As Figure 1 shown, the method may include the following steps S10 - step S30.

[0068] Step S10: After the vehicle completes gear engagement, monitor the output torque of the vehicle power source, and trigger the dynamic control logic of the gear engagement position when the output torque is greater than the set threshold.

[0069] Step S20: Execute the first movement program of the dynamic control logic of the gear engagement position, where the first movement program includes pushing the shift fork to the extreme positions on both sides of the shift sleeve to obtain the first extreme position and the second extreme position.

[0070] Step S30: Execute the second movement program of the shift position dynamic control logic, where the second movement program includes controlling the shift fork to move based on the first limit position and the second limit position, so that the mating surface between the shift fork and the shift sleeve is separated without changing the current gear of the vehicle.

[0071] It should be noted that the limit position on one side of the shift sleeve is set as the first limit position, and the limit position on the other side of the shift sleeve is set as the second limit position. Steps S10 - S30 illustrate the dynamic adjustment process of the shift position of the AMT transmission. In practical applications, this method can flexibly adapt to different working conditions and driving requirements, ensuring the stability and reliability of the AMT transmission. For example, during the vehicle driving process, if the output torque of the power source suddenly increases, this method can respond in a timely manner. By dynamically adjusting the relative position between the shift fork and the shift sleeve, it can effectively avoid shift shocks and wear, and extend the service life of the transmission. At the same time, this method can also keep the current gear of the vehicle unchanged, ensuring the continuity and safety of driving.

[0072] Some embodiments of the present disclosure also provide a device, a medium (storage medium), and a program product corresponding to the above method.

[0073] The method provided by at least one embodiment of the present disclosure is applicable to the shift position control scenario of any existing AMT transmission, and the embodiments of the present disclosure do not limit this. For example, this method can be applied to various different types of vehicles, including but not limited to cars, trucks, buses, and construction machinery, etc. In these application scenarios, the method provided by the present disclosure can all show good adaptability and stability, ensuring that the AMT transmission can achieve accurate and reliable shift position control under various complex working conditions, and realizing the risk of preventing shift fork wear. In addition, this method also has high versatility and scalability, facilitating flexible adjustment and optimization according to different vehicle types and driving requirements, thereby further improving the driving performance and riding comfort of the vehicle.

[0074] Compared with the related art, the method provided by at least one embodiment of the present disclosure executes the shift position dynamic control logic after gear shifting is completed and power transmission torque is transmitted, without affecting gear shifting and driving. By dynamically learning (implemented by the first movement program) and adjusting (implemented by the second movement program) the shift position, fork wear is avoided, the reliability of the transmission assembly is improved, and at the same time, the normal shift quality and shift time are not affected. Through the above measures, the method, device, medium, and program product have the characteristics of intelligence and adaptability. During the actual operation of the vehicle, the fitting state between the shift fork and the shift sleeve can be continuously adjusted. This intelligent control method not only improves the working efficiency of the AMT transmission but also further extends the service life of the AMT transmission, providing a more stable and reliable driving experience for the driver, and solving the technical problem that the overall vehicle driving safety is poor in the related art due to the lack of sufficient consideration of the strategy to prevent fork wear.

[0075] Among them, step S10 is used to determine the trigger timing of the shift position dynamic control logic. When executing this step, first, it is detected whether gear shifting has been completed and whether the power transmission torque is normal (exceeding the set threshold). Once it is confirmed that gear shifting is completed and the power transmission torque is normal, the shift position dynamic control logic is immediately started.

[0076] Step S20 involves the process of dynamically learning the shift position, which is implemented by the first movement program. The first movement program of this logic can determine the fitting state between the shift fork and the shift sleeve by analyzing the relative position between the shift fork and the shift sleeve in real time through precise algorithms and sensor data. This program will record and analyze the initial fitting state between the shift fork and the shift sleeve and the change trend under different working conditions. Through continuous learning and adjustment, the system can gradually master the optimal control parameters of the shift position, thereby ensuring the smoothness and efficiency of the shift process.

[0077] Step S30 is the process of adjusting the shift position, which is implemented by the second movement program. The second movement program automatically adjusts the position of the shift fork according to the analysis result (learning result) of step S20 to maintain smoothness and stability after shifting in an optimized state. This program makes fine adjustments to the position of the shift fork to ensure that it always maintains the best non-fitting state with the shift sleeve. This intelligent adjustment method can not only effectively avoid fork wear but also further improve the reliability of the transmission assembly.

[0078] Figure 2 It is a flowchart of another shift position control method provided by at least one embodiment of the present disclosure. As Figure 2 shown, on the basis of Figure 1 , in order to improve the accuracy and timeliness of shift position adjustment, the method further includes the following steps S01 - step S03.

[0079] Step S01: During vehicle driving, monitor the gear state of the vehicle.

[0080] Step S02: Based on the gear state, identify whether the gear shifting of the vehicle is completed.

[0081] Step S03: After the gear shifting of the vehicle is completed, send a first notification message for characterizing the completion of the gear shifting of the vehicle.

[0082] Among them, for Step S02, specifically, the gear state information of the AMT transmission will be monitored in real time through sensors, including but not limited to the current gear, target gear, and transitional state during the gear shifting process. Through the comprehensive analysis and judgment of this information, the system can accurately identify whether the gear shifting of the vehicle has been completed. Once it is identified that the gear shifting is completed, the system will enter the next operation to provide stable power support for the subsequent driving process. The realization of this step depends on high-precision sensors and advanced algorithm technologies, ensuring the accuracy and reliability of the gear position control.

[0083] Through Steps S01 - S03, the process of gear position control can be further optimized, and the accuracy and timeliness of gear shifting can be improved. During vehicle driving, by monitoring the gear state of the vehicle in real time, the progress of the gear shifting operation can be detected in a timely manner. Once it is recognized that the gear shifting of the vehicle is completed, the first notification message is immediately sent, which can not only remind the driver that the gear shifting operation has been completed, but also provide timely feedback for the subsequent driving operations. This immediate monitoring and feedback mechanism helps to reduce the driving risks caused by improper gear shifting or incomplete gear shifting, and further improves the safety and reliability of driving.

[0084] Figure 3 It is a flowchart of another gear position control method provided for at least one embodiment of the present disclosure. As Figure 3 shown, on the basis of Figure 1 or Figure 2 in order to improve the accuracy of gear shifting control, the gear position control method further includes the following Step S40.

[0085] Step S40: After the mating surface of the shift fork and the shift sleeve is separated, in response to the operation of releasing the pedal or stepping on the brake of the vehicle, monitor the output torque of the vehicle power source again, and when the output torque is greater than the set threshold, trigger the gear position dynamic control logic again to form a closed-loop control of the gear position dynamic control logic.

[0086] Among them, through step S40, secondary verification or even multiple verifications of the gear shifting position can be achieved to ensure the accuracy and reliability of the gear shifting operation. After the mating surface of the shift fork and the shift sleeve is separated, if the driver performs the operation of releasing the pedal or stepping on the brake, the output torque of the power source is monitored again at this time. If the output torque exceeds the preset safety threshold, the system determines that there may be a situation where the gear is not fully engaged or mis-shifted, and then triggers the dynamic control logic of the gear shifting position to fine-tune the gear shifting position or re-engage the gear, thereby avoiding potential driving risks. This closed-loop control design not only improves the accuracy of gear shifting control but also enhances the safety and stability of driving.

[0087] Figure 4 The flowchart of another gear shifting position control method provided by at least one embodiment of the present disclosure. As Figure 4 shown, on the basis of Figure 1 or Figure 2 In order to reduce unnecessary energy consumption and mechanical wear, the gear shifting position control method further includes the following step S50.

[0088] Step S50: While executing the first movement program of the dynamic control logic of the gear shifting position, monitor the output torque of the vehicle power source again, and when the output torque is less than the set threshold, exit the dynamic control logic of the gear shifting position.

[0089] Among them, through steps S50 - S60, the intelligence and automation level of gear shifting position control are further improved. During the process of performing dynamic adjustment of the gear shifting position, the system can monitor the output torque of the power source in real time. Once the torque value is less than the set threshold, the system can respond quickly and exit the dynamic control logic to avoid unnecessary energy consumption and mechanical wear.

[0090] Figure 5 The position relationship diagram of the shift sleeve and the shift fork provided by at least one embodiment of the present disclosure. As Figure 4 shown, the shift sleeve 2 has a fork groove, and both the first extreme position and the second extreme position are located in the fork groove. Through this limitation, the dynamic self-learning of the gap 4 between the shift sleeve 2 and the shift fork 3 during gear engagement can be realized by using the structural design gap and the gear torque transmission self-locking characteristic. Such a design not only enhances the connection stability between the shift sleeve 2 and the shift fork 3 but also improves the accuracy and reliability of gear shifting. The introduction of the fork groove makes the first extreme position and the second extreme position more clearly defined, avoiding misoperations during gear shifting and further enhancing driving safety. At the same time, by using the structural design gap 4 and the gear torque transmission self-locking characteristic, the dynamic self-learning of the gap between the sleeve and the fork during gear engagement is realized, enabling the transmission to automatically adjust the gear shifting gap according to the actual driving environment and operating habits, optimize the gear shifting process, reduce gear shifting impact, and improve the smoothness and comfort of driving.

[0091] In some embodiments, in order to enhance the driving experience, the gear shifting position control method further includes the following step S60.

[0092] Step S60: After identifying that the mating surface of the shift fork and the shift sleeve is separated, send out a second notification message for characterizing the completion of the dynamic control of the gear shifting position.

[0093] Among them, through step S60, after identifying that the mating surface of the shift fork and the shift sleeve is separated, the system clearly informs the driver or other vehicle control personnel that the dynamic control of the gear shifting position has been completed by sending out the second notification message, enabling the driver to have a clearer understanding of the gear shifting state of the vehicle. Such a design not only optimizes the gear shifting control process but also significantly improves the driving convenience and comfort, providing a safer and more reliable driving experience for the driver.

[0094] In some embodiments, in order to ensure the smoothness and accuracy of the moving action, the first moving program is configured to include the following sub-steps S201 and sub-step S202.

[0095] Sub-step S201: Control the shift fork to move towards one side of the shift sleeve based on a first control signal with a first duty ratio until it moves to a first limit position, obtain the coordinates of the first limit position and record them.

[0096] Sub-step S202: Control the shift fork to move towards the other side of the shift sleeve based on a second control signal with a second duty ratio until it moves to a second limit position, obtain the coordinates of the second limit position and record them.

[0097] Among them, through the above sub-steps S201 and S202, the moving range of the shift fork between the two limit positions can be accurately determined, providing basic data support for subsequent adaptive shift control. In addition, this process also involves real-time monitoring and adjustment of parameters such as the moving speed and acceleration of the shift fork to ensure the smoothness and accuracy of the moving action. Through continuous learning and optimization, this control method can make the gearbox more intelligently adapt to different driving conditions, thus significantly improving the driving experience. Exemplarily, the above first duty ratio and second duty ratio can generally be set to 3% - 10%.

[0098] As a preferred embodiment, the first duty cycle is the same as the second duty cycle. This design simplifies the control logic because using the same duty cycle can reduce the complexity of parameter adjustment and improve the stability and reliability of the system applying this method. In addition, the same duty cycle helps to maintain the consistency and symmetry when the shift fork moves on both sides, further enhancing the accuracy and smoothness of shifting. In practical applications, this preferred embodiment can significantly simplify the operation process, reduce the maintenance cost, and at the same time ensure the excellent performance of the transmission under different driving conditions.

[0099] In some embodiments, the first control signal and the second control signal are configured to be related to the operating characteristic parameters of the shift fork and the structural parameters of the AMT transmission, and such that when the first movement procedure is executed, the movement range of the shift fork does not exceed the clearance and does not change the current gear of the vehicle. Specifically, the operating characteristic parameters include the movement speed, acceleration, etc. of the shift fork, while the structural parameters cover the clearance size between the shift fork and the shift sleeve, the geometric shape of the shifting path, etc. By precisely calculating these parameters, it can be ensured that the shift fork will neither be damaged due to excessive impact during movement nor fail to accurately engage the target gear due to insufficient movement. In addition, this configuration also ensures that when the first movement procedure is executed, even if the shift fork moves between the extreme positions, the shifting mechanism of the transmission will not be triggered, thus keeping the current gear of the vehicle unchanged.

[0100] In some embodiments, in order to improve the shifting accuracy, the second movement procedure is configured to include the following sub-steps S301 and sub-step S302.

[0101] Sub-step S301: Based on the first extreme position and the second extreme position, determine a target position that causes the mating surface of the shift fork and the shift sleeve to separate and does not change the current gear, where the target position is located in the fork groove and does not contact the surface of the fork groove.

[0102] Sub-step S302: Control the shift fork to move from the current position to the target position.

[0103] Wherein, through the above sub-step S301 and sub-step S302, the shift fork can be accurately and stably moved to the target position, ensuring that without affecting the current gear, full preparation is made for subsequent shifting actions. This design not only improves the shifting accuracy but also effectively reduces the unnecessary contact wear between the shift fork and the shift sleeve, thereby extending the service life of the transmission. In addition, this control method fully considers various dynamic factors during vehicle driving to ensure smooth and reliable shifting operations under different working conditions.

[0104] In some embodiments, the target position is configured to be the midpoint between the coordinates of the first extreme position and the coordinates of the second extreme position. This configuration is based on a reasonable assumption that when the shift fork moves between the extreme positions, its movement trajectory is approximately linear. Therefore, the midpoint position can better meet the requirements of separating the mating surface without changing the current gear. In addition, selecting the midpoint as the target position helps to simplify the control logic and improve the control efficiency. In practical applications, the specific setting of the target position also needs to consider the specific structure of the transmission, the movement characteristics of the shift fork, and the dynamic factors during the shifting process to ensure the smoothness and reliability of the shifting process.

[0105] In some embodiments, the vehicle power source includes at least one of an engine and an electric motor. For ordinary fuel vehicles, the engine serves as the power source to provide power output. For new energy vehicles, the electric motor serves as the main power source to provide power output. For hybrid vehicle models, the power source includes an engine and an electric motor. The engine serves as the main power source, and the electric motor serves as the auxiliary power source to provide power output. By precisely controlling the output of the engine and the electric motor and their coordinated operation, the shifting process can be further optimized to improve the overall power performance and fuel economy.

[0106] In some embodiments, the set threshold is configured to be related to the actual operating conditions of the vehicle. For example, when driving at high speed on a highway, due to the high vehicle speed, higher shifting accuracy and a more stable shifting process are required. Therefore, the threshold can be set relatively low to ensure that the shift fork can accurately reach the target position and avoid shifting shocks and power losses. In the case of urban traffic congestion with frequent starting and stopping, since the vehicle speed changes greatly and shifting is frequent, the threshold can be appropriately increased to increase the fault tolerance of the shift fork and improve the flexibility and adaptability of the shifting process. By flexibly adjusting the threshold according to the actual operating conditions, the shifting control strategy can be further optimized to enhance the driving experience and vehicle performance. Exemplarily, the set threshold can generally be set to 100 N·m to 300 N·m.

[0107] In some embodiments, the AMT transmission includes meshing teeth, and the method further includes: after the AMT transmission transmits torque, controlling the shift sleeve to self-lock with the meshing teeth. This self-locking mechanism can ensure that the shift sleeve is more stable and prevent slippage or misalignment during power transmission, thereby improving the reliability and stability of shifting. Through the self-locking mechanism, the shifting accuracy and power transmission efficiency of the AMT transmission under various operating conditions can be further ensured, providing a smoother and more stable driving experience for the driver. At the same time, by utilizing the self-locking function of the shift sleeve and the meshing teeth after the AMT transmission transmits torque, a small duty cycle cannot push the shift sleeve, so there will be no substantial change in the in-gear position, and the shift fork only moves within the above-mentioned gap.

[0108] Figure 6 Flowchart of an example of a gear shifting position control method provided by at least one embodiment of the present disclosure. As Figure 6 shown, first, monitor the gear state during driving. After it is determined that the shifting of a certain gear is completed, judge whether the output torque of the engine / motor is greater than a preset value. If it is greater than the preset value, enter the dynamic control logic of the gear shifting position. Secondly, after entering the dynamic control logic of the gear shifting position, push to one side with a certain constant small duty cycle. When it cannot be pushed, record the position on this side as the first limit position X1, and then record the second limit position X2 on the other side in the same way. At the same time, when learning the clearance positions on both sides, continuously monitor whether the output torque of the engine / motor is greater than the preset value. If it is less than the preset value, exit the learning logic. Thirdly, after learning the clearance positions on both sides, control the gear shifting position to the position of (X1 + X2) / 2 with a small duty cycle, and update the dynamic gear shifting completion status at the same time. Finally, detect whether the pedal is released / the brake pedal is depressed. If so, execute the determination of the output torque of the motor / engine to form a closed-loop control.

[0109] From the above description, it can be seen that the present disclosure has at least achieved the following technical effects:

[0110] 1. Continuously monitor the running state of the whole vehicle during normal driving to judge whether it is necessary to update the gear shifting position, and prevent wear caused by the engagement of the shift sleeve and the shift fork.

[0111] 2. Utilize the clearance between the shift sleeve and the shift fork during design, and utilize the gear self-locking function (gear torque transmission self-locking characteristic) of the shift sleeve and the meshing teeth after the gearbox transmits torque. The shift sleeve cannot be pushed by a small duty cycle, so there will be no substantial change in the in-gear position, and it only moves in the clearance between the two, which can realize the dynamic self-learning of the clearance between the shift sleeve and the shift fork during in-gear. Based on the above two points, through the control strategy, after the AMT gearbox transmits torque in a certain gear, the shift fork can be controlled into the above clearance, so that the contact surface between the shift fork and the shift sleeve is separated to avoid wear.

[0112] 3. Can accurately control the shift fork to be in the middle of the shift sleeve, prevent the shift fork from wearing, and improve the product life.

[0113] 4. Continuously monitor the in-gear state and judge whether dynamic learning and control of the gear shifting position are required at all times.

[0114] 5. Utilize a small duty cycle to learn the clearances on both sides without changing the actual in-gear position. Fine-tune the gear shifting position after shifting, without affecting the shifting quality.

[0115] The embodiment of the present disclosure also provides a gear shifting position control device for an AMT gearbox for implementing the above method embodiment. Figure 7 Structural block diagram of a gear shifting position control device provided by at least one embodiment of the present disclosure. AsFigure 7 As shown, the shift position control device 1 includes a preprocessing unit 10, a first control unit 20, and a second control unit 30.

[0116] The preprocessing unit 10 is configured to monitor the output torque of the vehicle power source after the vehicle has completed gear shifting, and trigger the shift position dynamic control logic when the output torque is greater than a set threshold.

[0117] The first control unit 20 is configured to execute the first movement program of the shift position dynamic control logic. Among them, the first movement program includes pushing the shift fork to the extreme positions on both sides of the shift sleeve, and obtaining the first extreme position and the second extreme position.

[0118] The second control unit 30 is configured to execute the second movement program of the shift position dynamic control logic. Among them, the second movement program is to control the movement of the shift fork based on the first extreme position and the second extreme position, so that the mating surface between the shift fork and the shift sleeve is separated without changing the current gear of the vehicle.

[0119] In some embodiments, the shift position control device further includes a shift execution mechanism 40, a torque sensor 50, and a position sensor 60.

[0120] The shift execution mechanism 40 is configured to drive the shift fork to move.

[0121] The torque sensor 50 is configured to obtain the output torque of the vehicle power source.

[0122] The position sensor 60 is configured to obtain the coordinates of the first extreme position and the coordinates of the second extreme position.

[0123] The specific manners of the operations executed by each unit in the above device embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0124] The embodiments of the present disclosure also provide a storage medium storing a program or instructions, and the program or instructions, when executed by a processor, implement the steps of the above method embodiments.

[0125] The embodiments of the present disclosure also provide a program product. As Figure 8 shown, the program product includes one or more processors 21 and a memory 22. Figure 8 Taking one processor 21 as an example.

[0126] The controller may further include: an input device 23 and an output device 24.

[0127] The processor 21, the memory 22, the input device 23, and the output device 24 may be connected through a bus or other means. Figure 5Take the bus connection as an example.

[0128] The processor 21 can be a central processing unit (CPU for short), or the processor 21 can also be other general-purpose processors, digital signal processors (DSP for short), application specific integrated circuits (ASIC for short), field-programmable gate arrays (FPGA for short), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. chips, or a combination of the above types of chips. The general-purpose processor can be a microprocessor or any conventional processor.

[0129] The memory 22, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the method in the embodiments of the present disclosure. The processor 21 executes various functional applications and data processing of the server by running the non-transitory software programs, instructions, and modules stored in the memory 22, that is, implements the steps of the above method embodiments.

[0130] The memory 22 can include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of the processing device of the server operation, etc. In addition, the memory 22 can include high-speed random access memory, and can also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid-state storage devices. In some embodiments, the memory 22 optionally includes a memory remotely set relative to the processor 21, and these remote memories can be connected to the network connection device through a network. Examples of the above network include but are not limited to the Internet, enterprise intranet, local area network, mobile communication network, and combinations thereof.

[0131] The input device 23 can receive input digital or character information, and generate key signal inputs related to the user settings and function control of the processing device of the server. The output device 24 can include display devices such as a display screen.

[0132] One or more modules are stored in the memory 22, and when executed by one or more processors 21, they execute as Figure 1 shown in the method.

[0133] This program product can be part of a vehicle control system or part of a vehicle.

[0134] Those skilled in the art can understand that to implement all or part of the processes in the above method embodiments, it can be completed by instructing relevant hardware through a computer program. The program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes in the above method embodiments. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM for short), a random access memory (RAM for short), a flash memory (FM for short), a hard disk drive (HDD for short), or a solid-state drive (SSD for short), etc.; the storage medium can also include a combination of the above types of memories.

[0135] Although the embodiments of the present disclosure have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present disclosure, and such modifications and variations all fall within the scope defined by the appended claims.

[0136] Although the embodiments of the present disclosure have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A shifting position control method for an AMT transmission, wherein, The AMT transmission includes a shift sleeve and a shift fork that are used in cooperation, and there is a gap between the shift fork and the shift sleeve. It is characterized in that the method includes: After the vehicle has completed gear shifting, monitor the output torque of the vehicle power source, and when the output torque is greater than a set threshold, trigger the gear position dynamic control logic; Execute the first movement program of the gear position dynamic control logic, where the first movement program includes pushing the shift fork to the extreme positions on both sides of the shift sleeve to obtain the first extreme position and the second extreme position; and, Execute the second movement program of the gear position dynamic control logic, where the second movement program includes controlling the shift fork to move based on the first extreme position and the second extreme position so that the mating surface between the shift fork and the shift sleeve is separated without changing the current gear of the vehicle.

2. The method according to claim 1, wherein It further includes: During the running of the vehicle, monitor the gear state of the vehicle; Identify whether the vehicle has completed gear shifting based on the gear state; And, After the vehicle has completed gear shifting, send a first notification message indicating that the vehicle has completed gear shifting.

3. The method according to claim 1 or 2, characterized in that It further includes: After the mating surface between the shift fork and the shift sleeve is separated, in response to the operation of releasing the pedal or stepping on the brake of the vehicle, monitor the output torque of the vehicle power source again, and when the output torque is greater than the set threshold, trigger the gear position dynamic control logic again to form a closed-loop control of the gear position dynamic control logic.

4. The method according to claim 1 or 2, characterized in that, It further includes: While executing the first movement program of the gear position dynamic control logic, monitor the output torque of the vehicle power source again, and when the output torque is less than the set threshold, exit the gear position dynamic control logic; and, After identifying the separation of the mating surface between the shift fork and the shift sleeve, send a second notification message indicating the completion of the gear position dynamic control.

5. The method according to claim 1 or 2, characterized in that, The shift sleeve has a fork groove, and both the first extreme position and the second extreme position are located in the fork groove, and the first movement program is configured to include: Control the shift fork to move to one side of the shift sleeve based on a first control signal with a first duty ratio until it moves to the first extreme position, obtain the coordinates of the first extreme position and record them; and, Control the shift fork to move to the other side of the shift sleeve based on a second control signal with a second duty ratio until it moves to the second extreme position, obtain the coordinates of the second extreme position and record them.

6. The method according to claim 5, wherein The first control signal and the second control signal are configured to be related to the operating characteristic parameters of the shift fork and the structural parameters of the AMT transmission, and to ensure that the movement range of the shift fork does not exceed the gap and does not change the current gear of the vehicle when executing the first movement program.

7. The method according to claim 1 or 2, characterized in that The second movement program is configured to include: Based on the first limit position and the second limit position, a target position is determined such that the mating surface between the shift fork and the shift sleeve is separated without changing the current gear, wherein the target position is located in the fork groove and does not contact the surface of the fork groove; and, Control the shift fork to move from the current position to the target position.

8. The method according to claim 7, characterized in that, The target position is configured as the midpoint between the coordinates of the first limit position and the coordinates of the second limit position; and, The vehicle power source includes at least one of an engine and an electric motor; The set threshold is configured to be related to the actual working condition of the vehicle running; And, The AMT transmission includes meshing teeth, and the method further includes: after the AMT transmission transmits torque, controlling the shift sleeve to lock itself with the meshing teeth.

9. A shifting position control device for an AMT gearbox, wherein, The AMT transmission includes a shift sleeve and a shift fork used in cooperation, and there is a gap between the shift fork and the shift sleeve. It is characterized in that the device includes: A preprocessing unit, configured to monitor the output torque of the vehicle power source after the vehicle has completed gear shifting, and trigger the gear shifting position dynamic control logic when the output torque is greater than a set threshold; A first control unit, configured to execute the first movement program of the gear shifting position dynamic control logic, wherein the first movement program includes pushing the shift fork to the limit positions on both sides of the shift sleeve to obtain a first limit position and a second limit position; and, A second control unit, configured to execute the second movement program of the gear shifting position dynamic control logic, wherein the second movement program is to control the movement of the shift fork based on the first limit position and the second limit position so that the mating surface between the shift fork and the shift sleeve is separated without changing the current gear of the vehicle.

10. The device according to claim 9, characterized in that, Further included are: A shift execution mechanism, configured to drive the shift fork to move; A torque sensor, configured to obtain the output torque of the vehicle power source; And, A position sensor, configured to obtain the coordinates of the first limit position and the coordinates of the second limit position.

11. A storage medium, characterized in that, The storage medium stores a program or instruction, and the program or instruction, when executed by a processor, implements the steps of the method according to any one of claims 1 to 8.

12. A program product, comprising a program or instructions, characterized in that, The program or instruction, when executed by a processor, implements the steps of the method according to any one of claims 1 to 8.

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