Gearbox off-gear control method, device and equipment and computer readable medium

Abstract

The invention provides a control method, device and equipment for gear shifting of a gearbox and a computer readable medium. The control method for gear shifting of the gearbox comprises the steps that a control instruction for gear shifting of the gearbox is received; the rotating speed of the joint gear ring and the rotating speed of the joint sleeve are obtained every preset sampling period, and the rotating speed difference, corresponding to each sampling moment, of the joint gear ring and the joint sleeve is obtained; through a recursive estimation method, according to the rotating speed difference and the squared value of the rotating speed difference at the current sampling moment, and a first recursive mean value corresponding to the rotating speed difference and a second recursive mean value corresponding to the squared value of the rotating speed difference obtained at the previous sampling moment, the rotating speed accumulated difference of the joint gear ring and the joint sleeve is determined, the rotational speed accumulated difference is used for representing dynamic fluctuation of the rotational speed difference in the process that the joint gear ring and the joint sleeve are gradually separated from the complete meshing state; according to the rotating speed standard deviation and the rotating speed accumulated difference which are obtained in advance, the gear taking-off state is recognized; and based on the off-gear state, the gearbox is controlled to complete off-gear.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a method, device, equipment and computer-readable medium for controlling transmission disengagement. Background Art

[0002] In modern vehicle transmission systems, transmission shift quality directly impacts driving comfort and transmission reliability. Traditional transmission shift control methods rely on fixed thresholds to determine gear status, making them difficult to adapt to complex and changing driving conditions, especially prone to misjudgments under challenging conditions like bumpy roads. Furthermore, data analysis relies on a time buffer, requiring the storage of large amounts of historical data. This increases system memory usage and causes computational delays, impacting real-time control.

[0003] Therefore, it is urgent to invent a gear-shifting control method that can accurately identify the gear-shifting state in real time and adopt differentiated control strategies according to different states. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art, and proposes a control method, device, equipment and computer-readable medium for shifting a transmission.

[0005] In a first aspect, an embodiment of the present invention provides a method for controlling a gear shift disengagement in a transmission, wherein the transmission includes at least a clutch ring gear and a clutch sleeve, and the gear shift disengagement states include at least a fully engaged state, a semi-engaged state, and an idle travel state. The control method includes:

[0006] Receive control instructions for shifting the gearbox;

[0007] At each preset sampling period, the rotational speed of the engagement ring gear and the rotational speed of the engagement sleeve are acquired to obtain the rotational speed difference between the engagement ring gear and the engagement sleeve corresponding to each sampling moment;

[0008] Determine the cumulative speed difference between the engagement ring gear and the engagement sleeve using a recursive estimation method based on the speed difference and the square of the speed difference at the current sampling moment, as well as a first recursive mean corresponding to the speed difference and a second recursive mean corresponding to the square of the speed difference obtained at the previous sampling moment. The cumulative speed difference is used to characterize the dynamic fluctuation of the speed difference between the engagement ring gear and the engagement sleeve during the process of gradual disengagement from a fully engaged state.

[0009] Identify the gear disengagement state based on the pre-acquired speed standard deviation and speed cumulative difference, wherein the speed standard deviation is used to represent the speed difference fluctuation range of the gearbox in the fully engaged state;

[0010] Based on the gear shifting status, the transmission is controlled to complete the gear shifting.

[0011] In some embodiments, a recursive estimation method is used to determine the cumulative speed difference between the engagement ring gear and the engagement sleeve based on the speed difference and the square of the speed difference at the current sampling moment, as well as a first recursive mean corresponding to the speed difference and a second recursive mean corresponding to the square of the speed difference obtained at the previous sampling moment, including:

[0012] Based on the pre-acquired estimation coefficient, a weight is assigned to the speed difference mean calculated based on the updated data and the first recursive mean obtained at the previous sampling moment to determine a third recursive mean corresponding to the speed difference at the current sampling moment, where the updated data includes at least the speed differences obtained at the current sampling moment and the previous sampling moment, respectively. The estimation system is used to balance the contribution ratio of the sampled data at the current sampling moment and the historical data.

[0013] According to the estimation coefficient, weighting is performed on the mean of the squared speed difference calculated based on the updated data and the second recursive mean obtained at the previous sampling moment to determine the fourth recursive mean corresponding to the squared speed difference at the current sampling moment;

[0014] The cumulative speed difference is calculated according to formula 1:

[0015] Formula 1

[0016] Among them, sum is the cumulative difference in speed, E(dw 2 )| n is the fourth recursive mean, E(dw)| n is the third recursive mean, and n represents the current sampling time.

[0017] In some embodiments, based on a pre-acquired estimation coefficient, weighting is performed on the rotation speed difference mean calculated based on the updated data and the first recursive mean obtained at the previous sampling moment to determine a third recursive mean corresponding to the rotation speed difference at the current sampling moment, including:

[0018] Calculate the average of the speed differences between the current sampling moment and the previous sampling moment;

[0019] The third recursive mean is calculated according to formula 2:

[0020] Formula 2

[0021] Among them, r is the estimated coefficient, E(dw)| n-1 is the first recursive mean, E'(dw)| n is the mean value of the speed difference, and n-1 represents the previous sampling moment.

[0022] In some embodiments, weighting the squared mean of the speed difference calculated based on the updated data and the second recursive mean obtained at the previous sampling moment is performed based on the estimated coefficient to determine a fourth recursive mean corresponding to the squared value of the speed difference at the current sampling moment, including:

[0023] Calculate the average of the square value of the speed difference corresponding to the current sampling moment and the square value of the speed difference corresponding to the previous sampling moment as the square mean of the speed difference;

[0024] The fourth recursive mean is calculated according to formula 3:

[0025] Formula 3

[0026] Among them, r is the estimated coefficient, E(dw 2 )| n-1 is the second recursive mean, E'(dw 2 )| n is the square mean of the speed difference, and n-1 represents the previous sampling moment.

[0027] In some embodiments, identifying the gear disengagement state based on the pre-acquired speed standard deviation and the speed cumulative difference includes:

[0028] The standard speed value is multiplied by k to obtain the critical value of the gear disengagement state, where k is the pre-acquired amplification factor used to distinguish between noise and actual gear separation while adapting to different working conditions;

[0029] When the cumulative speed difference is greater than a critical value, it is determined that the gearbox is in an idle stroke state;

[0030] When the cumulative speed difference is not greater than a critical value, it is determined that the gearbox is in a semi-engaged state.

[0031] In some embodiments, before receiving the control instruction to shift the gearbox out of gear, the method further includes:

[0032] Test data is obtained under bumpy road conditions during an endurance road test. Based on the test data, the transmission is monitored in a fully engaged state to determine the speed standard deviation.

[0033] In some embodiments, determining the rotational speed standard deviation includes:

[0034] Acquire test data within a preset test period, the test data including at least a plurality of engagement ring gear speeds and a plurality of engagement sleeve speeds, wherein the plurality of engagement ring gear speeds and the plurality of engagement sleeve speeds are data obtained by sampling multiple times at fixed sampling intervals within the test period;

[0035] The speed standard deviation is calculated according to formula 4:

[0036] Formula 4

[0037] Where σ is the standard deviation of the speed, ω s is the speed of the coupling sleeve, ω r is the engagement gear speed, and N is the number of data sampling during the test period.

[0038] In some embodiments, before receiving the control instruction to shift the gearbox out of gear, the method further includes:

[0039] Multiple recursive estimations are performed on the test data to determine the estimated coefficients of the rotational speed difference fluctuations under bumpy road conditions.

[0040] In some embodiments, performing multiple recursive estimations based on the test data to determine an estimated coefficient of rotation speed difference fluctuations under bumpy road conditions includes:

[0041] Set the reference coefficient to a value range of [0,1]. Starting from 0, change the reference coefficient according to the preset increasing rule. Perform the following steps each time the value increases:

[0042] Based on the current reference coefficient, the speed difference and the square of the speed difference obtained at two adjacent sampling moments during the test period are recursively estimated to determine the cumulative speed difference between the engaging gear and the clutch sleeve at each sampling moment;

[0043] Until the maximum value among the multiple speed accumulated differences is greater than the speed standard deviation, the current reference coefficient is used as the estimated coefficient.

[0044] In some embodiments, based on the gear disengagement state, controlling the transmission to complete the gear disengagement includes:

[0045] When the gear disengagement state is in a semi-engaged state and the gear shift is not interrupted, the transmission is controlled to the neutral position;

[0046] When the gear-disengaging state is the idle travel state and the gear shifting is not interrupted, the transmission is kept in the neutral position.

[0047] In some embodiments, after identifying the unblocking state, the method further includes:

[0048] When the gear disengagement state is in a semi-engaged state and the gear shift is interrupted, the transmission is controlled to return to the initial gear position, which is the gear position of the transmission before the control command is obtained;

[0049] When the gear-disengaging state is an idle travel state and the gear shift is interrupted, the speed of the engagement ring gear and the engagement sleeve is synchronously controlled. After the speeds of the engagement ring gear and the engagement sleeve are synchronized, the transmission is controlled to push back to the initial gear.

[0050] In some embodiments, the sampling period is no greater than 10 ms.

[0051] In a second aspect, an embodiment of the present invention provides a control device for disengaging a transmission, wherein the transmission includes at least an engagement ring gear and an engagement sleeve, and the disengagement states include at least a fully engaged state, a semi-engaged state, and an idle stroke state. The device includes:

[0052] A receiving module configured to receive a control instruction for shifting the gearbox;

[0053] The sampling module is configured to obtain the rotational speed of the engagement ring gear and the rotational speed of the engagement sleeve at each preset sampling period, and obtain the rotational speed difference between the engagement ring gear and the engagement sleeve corresponding to each sampling moment;

[0054] a calculation module configured to determine, by a recursive estimation method, a cumulative speed difference between the engagement ring gear and the engagement sleeve based on the speed difference and the square of the speed difference at a current sampling moment, as well as a first recursive mean corresponding to the speed difference and a second recursive mean corresponding to the square of the speed difference obtained at a previous sampling moment, wherein the cumulative speed difference is used to characterize dynamic fluctuations in the speed difference between the engagement ring gear and the engagement sleeve during a process of gradual disengagement from a fully engaged state;

[0055] an identification module configured to identify a gear-disengagement state based on a pre-acquired speed standard deviation and a speed cumulative difference, wherein the speed standard deviation is used to represent a speed difference fluctuation range of the gearbox in a fully engaged state;

[0056] The control module is configured to control the transmission to complete the gear shifting based on the gear shifting state.

[0057] In a third aspect, an embodiment of the present invention provides an electronic device, including:

[0058] one or more processors;

[0059] a memory for storing one or more programs;

[0060] When one or more programs are executed by one or more processors, the one or more processors implement the method provided in the first aspect.

[0061] In a fourth aspect, an embodiment of the present invention provides a computer-readable medium having a computer program stored thereon, and when the computer program is executed by a processor, the method provided in the first aspect is implemented.

[0062] The transmission disengagement control method provided by the present invention first receives a disengagement instruction and then initiates a state identification process. This control process includes at least the steps of signal acquisition, recursive calculation, state determination, and control execution. Specifically, the speed information of the engagement ring gear and the engagement sleeve is acquired through periodic sampling, and a recursive estimation algorithm is used to calculate the cumulative speed difference in real time. In this way, the calculation of the cumulative speed difference can be completed by only saving a limited amount of historical data, significantly reducing system resource requirements. Furthermore, state determination is performed based on the pre-acquired speed standard deviation and the real-time calculated cumulative speed difference. This dynamic threshold determination method has better adaptability than a fixed threshold, can accurately distinguish different disengagement states, and maintains stable recognition accuracy under different operating conditions, thereby providing a reliable basis for subsequent control decisions. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] Figure 1 Schematic diagram of multiple positional relationships between the engagement gear and the engagement sleeve during the gear shifting process in the prior art;

[0064] Figure 2 A schematic flow chart of a method for controlling a transmission disengagement provided by an embodiment of the present invention;

[0065] Figure 3 A flow chart of another method for controlling a transmission disengagement provided by an embodiment of the present invention;

[0066] Figure 4 A schematic structural diagram of a transmission disengagement control device provided by an embodiment of the present disclosure;

[0067] Figure 5 This is a structural block diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0068] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to facilitate understanding. These details should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for the sake of clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0069] In the absence of conflict, the various embodiments of the present invention and the various features therein may be combined with each other.

[0070] As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0071] The terms used herein are only used to describe specific embodiments and are not intended to limit the present invention. As used herein, the singular forms "a" and "the" are also intended to include the plural forms, unless the context clearly indicates otherwise. It will also be understood that when the terms "comprising" and / or "made of" are used in this specification, the presence of the features, wholes, steps, operations, elements and / or components is specified, but the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or groups thereof is not excluded. Similar words such as "connected" or "connected" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect.

[0072] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant art and the present invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly defined as such herein.

[0073] In the technical solution of the present invention, the collection, storage, use, processing, transmission, provision and disclosure of user personal information involved are in compliance with the provisions of relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution complies with relevant national laws and regulations (for example, the "Information Security Technology Personal Information Security Specification", etc.). For example: corresponding prescribed measures are taken to control access to personal information; the display of personal information is subject to prescribed restrictions; the purpose of using personal information does not exceed the scope of direct or reasonable connection; when using personal information, clear identity reference is eliminated to avoid precise positioning of specific individuals.

[0074] In modern vehicle transmission systems, the shift quality of the transmission directly affects driving comfort and transmission system reliability. Traditional shift control methods have three main technical bottlenecks:

[0075] 1. Insufficient state recognition accuracy: Existing technologies mostly use fixed threshold method or time delay method to determine the gear disengagement state, which cannot accurately distinguish between the semi-engaged state and the idle travel state.

[0076] like Figure 1 As shown in the figure, multiple position relationships between the engaging gear 1 and the engaging sleeve 2 during the gear disengagement process are shown, which are the fully engaged position, at which the tooth tops of the engaging sleeve are close to the tooth roots of the engaging ring gear; the top tooth position, at which the tooth tops of the engaging sleeve are in contact with the tooth tops of the engaging ring gear; and the neutral position, at which the engaging sleeve is completely separated from the left and right combined ring gears.

[0077] During the gear shifting process, the clutch sleeve first moves from the fully engaged position to the top gear position. During this process, the transmission is in a semi-engaged state. In this semi-engaged state, the active and passive ends of the transmission are not decoupled, and torque is still transmitted. Then, the clutch sleeve moves from the top gear position to the neutral position. During this process, the transmission is in an idle state. In this idle state, the active and passive ends of the transmission are power-decoupled, indicating that the gear shifting is complete.

[0078] In conventional gear disengagement control, the gear is not considered complete until the clutch reaches the neutral position. However, in the physical sense of determining whether a gear is engaged based on whether the power is decoupled, the clutch has already completed the gear disengagement while in the idle travel state. Therefore, conventional gear disengagement status recognition is not accurate or timely. Especially when the idle travel time is long, the conventional gear disengagement status remains incomplete, delaying the execution of the next action.

[0079] 2. Inadequate real-time computing performance: Sliding window-based calculation methods require the storage and processing of large amounts of historical data, making it difficult to complete calculations within a 10ms control cycle. Test data shows that traditional methods often take longer than 8ms to calculate on embedded controllers, severely impacting control timeliness.

[0080] 3. Weak adaptability to working conditions: Fixed parameter settings are difficult to cope with different driving conditions, especially in dynamic conditions such as slope driving and sudden acceleration, where the control effect is significantly reduced.

[0081] To address these problems, the present invention proposes a gear disengagement control method based on recursive estimation and dynamic threshold judgment. By innovatively introducing the concepts of dynamic speed cumulative difference (sum) and reference speed standard deviation (σ), accurate identification and adaptive control of the gear disengagement state are achieved.

[0082] In order to solve at least one of the technical problems existing in the above-mentioned related technologies, the present invention provides a control method for gearbox disengagement, which determines the gear disengagement state based on recursive estimation and dynamic thresholds. By innovatively introducing the concepts of dynamic cumulative speed difference (sum) and reference speed standard deviation (σ), accurate identification and adaptive control of the gear disengagement state are achieved.

[0083] A transmission disengagement control method provided in an embodiment of the present invention is used to control the disengagement process of the transmission. The transmission may be a dual-clutch transmission (DCT), an automatic manual transmission (AMT), or other transmission systems that require precise control of the synchronization process. The transmission includes at least a clutch ring gear and a clutch sleeve, and the disengagement state includes at least a fully engaged state, a semi-engaged state, and an idle travel state.

[0084] Figure 2 A flow chart of a method for controlling a gearbox disengagement provided by an embodiment of the present invention is shown in FIG. Figure 2As shown, the method includes steps S1-S5, which are specifically as follows:

[0085] Step S1: receiving a control instruction for shifting a gear of the transmission.

[0086] Step S2: acquiring the rotational speed of the engagement ring gear and the rotational speed of the engagement sleeve at every preset sampling period, and obtaining the rotational speed difference between the engagement ring gear and the engagement sleeve corresponding to each sampling moment.

[0087] In some embodiments, the sampling period is no longer than 10 ms, so that the rotational speed signals of the clutch ring and clutch sleeve can be acquired in real time, achieving an optimal balance between real-time control and system load, and ensuring the accuracy of data acquisition.

[0088] Step S3, through the recursive estimation method, based on the speed difference and the square value of the speed difference at the current sampling moment, as well as the first recursive mean corresponding to the speed difference and the second recursive mean corresponding to the square value of the speed difference obtained at the previous sampling moment, determine the cumulative speed difference between the engaging ring gear and the engaging sleeve, wherein the cumulative speed difference is used to characterize the dynamic fluctuation of the speed difference during the process of gradual separation of the engaging ring gear and the engaging sleeve from a fully engaged state.

[0089] This recursive algorithm reduces the space complexity of traditional sliding window algorithms by retaining only the recursive mean at the most recent moment. This eliminates errors in historical data while also transforming complex standard deviation calculations into recursive mean operations, maintaining algorithmic simplicity. Furthermore, the cumulative speed difference is calculated based on the real-time fluctuations in the speed difference between the engaging gear and the clutch in the current sampling data. Therefore, it reflects the actual speed trend and helps to further accurately identify the gear disengagement state.

[0090] Step S4: identifying the gear-disengaging state based on the pre-acquired speed standard deviation and the speed cumulative difference, wherein the speed standard deviation is used to characterize the speed difference fluctuation range of the gearbox in the fully engaged state.

[0091] It should be understood that when the transmission is in gear, it is fully engaged. Due to the load generated by gear meshing, and the load changes that result in a speed differential, the fluctuation range of the cumulative speed differential is close to the speed standard deviation. When the transmission is disengaged, the engaged gear and clutch first enter a semi-engaged state, where the gears are not fully separated and the speed differential does not significantly exceed the in-gear fluctuation range. This then transitions to an idle state, where the gears are fully separated and the speed differential increases dramatically due to the power interruption.

[0092] In other words, the speed standard deviation represents the inherent noise level of the transmission, such as road bumps and sensor errors. Gear separation during shifting can cause the cumulative speed difference to deviate significantly from the speed standard deviation. Therefore, the speed standard deviation can serve as a reference for the cumulative speed difference. By monitoring the relationship between the speed standard deviation and the cumulative speed difference, the accuracy and reliability of shift control can be ensured.

[0093] Step S5: Based on the gear-shifting state, control the transmission to complete the gear shifting.

[0094] Figure 3 A flow chart of another transmission disengagement control method provided by an embodiment of the present disclosure, such as Figure 3 As shown, before the above-mentioned step S1, the transmission disengagement control method provided by the embodiment of the present disclosure further includes step S01: acquiring test data under bumpy road conditions in a durability road test, monitoring the transmission in a fully engaged state based on the test data, and determining the speed standard deviation.

[0095] It should be noted that in the durability test, the gearbox needs to collect data under a variety of complex road conditions including cobblestone roads, wavy roads, etc., to ensure that the speed standard deviation can cover the worst working conditions.

[0096] The above-mentioned step S01 specifically includes: obtaining test data within a preset test period, the test data including at least a plurality of engagement ring gear speeds and a plurality of engagement sleeve speeds, and the plurality of engagement ring gear speeds and the plurality of engagement sleeve speeds are data obtained by sampling multiple times at fixed sampling intervals within the test period; and calculating the speed standard deviation according to Formula 4:

[0097] Formula 4

[0098] Where σ is the standard deviation of the speed, ω s is the speed of the coupling sleeve, ω r is the engagement gear speed, and N is the number of data sampling during the test period.

[0099] In some embodiments, as Figure 3 As shown, before the above step S1, the transmission disengagement control method provided by the embodiment of the present disclosure further includes step S02: performing multiple recursive estimations on the test data to determine an estimated coefficient covering the speed difference fluctuation under bumpy road conditions.

[0100] The above-mentioned step S02 specifically includes: setting a reference coefficient with a value range of [0,1], taking 0 as the initial value and changing the value of the reference coefficient according to a preset increasing rule, and executing the following steps each time the increase is changed: based on the current reference coefficient, recursively estimating the speed difference and the square value of the speed difference obtained at two adjacent sampling moments in the test period, and determining the cumulative speed difference of the engaging gear and the engaging sleeve at each sampling moment; until the maximum value of the multiple cumulative speed differences is greater than the speed standard deviation, the current reference coefficient is used as the estimated coefficient.

[0101] The estimation coefficient r is equivalent to the weight coefficient in the recursive estimation formula, which is used to balance the contribution of new data and historical data. Combining Formulas 2 and 3, it is not difficult to see that when r is larger, that is, closer to 1, the algorithm relies more on the latest data, so it can respond quickly to changes in speed differences, but has poor noise immunity. This is suitable for scenarios with rapidly changing operating conditions, such as sudden acceleration / deceleration. When r is smaller, that is, closer to 0, the algorithm relies more on historical data, resulting in smoother results and can suppress instantaneous fluctuations, but the response is delayed. This is suitable for scenarios with stable operating conditions, such as constant speed driving.

[0102] Furthermore, in the process of identifying the gear disengagement state from the semi-engaged state to the idle stroke state, if a larger estimation coefficient r is set, the sudden change of gear separation can be captured, but it will also make the identification process too sensitive to noise, resulting in frequent misjudgments; if a smaller estimation coefficient r is set, the fluctuation of the speed difference can be smoothed to avoid misjudgment as the idle stroke state, but it may cause delays and fail to reflect the actual state of gear separation in time, and the idle stroke state will be misjudged as the semi-engaged state.

[0103] Based on this, the prediction coefficient r can influence the timeliness of determining the semi-engaged and idle states, affecting the sensitivity of state recognition while also influencing noise suppression capabilities, thus balancing the real-time nature of the data with robustness. Therefore, properly calibrating the prediction system r is a crucial step in this method. By properly calibrating the prediction system r, the algorithm can accurately identify the transmission state under complex operating conditions, ensuring the reliability of shift control and achieving an optimal balance between computational efficiency and state recognition accuracy.

[0104] In one example, the estimation coefficient r is calibrated using a step-by-step approximation method, starting from 0.00001 and increasing the test with a preset step size until the condition of max(sum)>σ is met. The above preset step size can be flexibly set according to the current application scenario, and the embodiment of the present disclosure does not limit this.

[0105] In some embodiments, the above step S3 may include steps S31 to S33, specifically as follows:

[0106] In step S31, based on the pre-acquired estimation coefficient, the speed difference at the current sampling moment and the first recursive mean obtained at the previous sampling moment are weighted to determine the third recursive mean corresponding to the speed difference at the current sampling moment; the estimation system is used to balance the contribution ratio of the sampling data at the current sampling moment and the historical data.

[0107] Step S32: Weighting the speed difference mean calculated based on the updated data and the second recursive mean obtained at the previous sampling time based on the estimated coefficients is performed to determine a fourth recursive mean corresponding to the square of the speed difference at the current sampling time. The updated data includes at least the speed differences obtained at the current sampling time and the previous sampling time, respectively.

[0108] Step S33: Calculate the cumulative speed difference according to Formula 1:

[0109] Formula 1

[0110] Among them, sum is the cumulative difference in speed, E(dw 2 )| n is the fourth recursive mean, E(dw)| n is the third recursive mean, and n represents the current sampling time.

[0111] In some embodiments, the above step S31 specifically includes:

[0112] Calculate the mean of the speed difference between the current sampling moment and the previous sampling moment, and calculate the third recursive mean according to Formula 2:

[0113] Formula 2

[0114] Among them, r is the estimated coefficient, E(dw)| n-1 is the first recursive mean, E'(dw)| n is the average of the speed difference at the current sampling moment and the speed difference at the previous sampling moment, and n-1 represents the previous sampling moment.

[0115] In some embodiments, the above step S32 specifically includes:

[0116] Calculate the average of the square value of the speed difference corresponding to the current sampling moment and the square value of the speed difference corresponding to the previous sampling moment as the square mean of the speed difference, and calculate the fourth recursive mean according to Formula 3:

[0117] Formula 3

[0118] Among them, r is the estimated coefficient, E(dw 2 )| n-1is the second recursive mean, E'(dw 2 )| n is the square mean of the above speed difference, and n-1 represents the previous sampling moment.

[0119] In the calculation of the cumulative speed difference, an estimation coefficient is introduced to weight the updated data (the data from the current sampling moment and the previous sampling moment) and historical data. The recursive mean of the speed difference and the square of the speed difference are calculated, respectively. Finally, the cumulative speed difference is calculated using Formula 1, ensuring real-time and accurate state recognition. The introduction of the estimation coefficient achieves a reasonable balance between new and old data, ensuring algorithm sensitivity while effectively suppressing noise interference.

[0120] In some embodiments, as Figure 3 As shown, the above step S4 specifically includes steps S41 to S44:

[0121] Step S41: multiply the standard speed value by k to obtain a critical value for the gear-shifting state.

[0122] Where k is the pre-acquired amplification factor, which is used to distinguish between noise and real gear separation while adapting to different working conditions.

[0123] Step S42, determining whether the rotational speed cumulative difference is greater than a critical value, if so, executing step S43, otherwise executing step S44.

[0124] Step S43: Determine whether the transmission is in an idle travel state.

[0125] Step S44: determining whether the transmission is in a semi-engaged state.

[0126] It should be understood that the aforementioned critical value is equivalent to a dynamic threshold; gear disengagement is only detected when the cumulative speed difference significantly exceeds the normal fluctuation range. Therefore, by setting a reasonable amplification factor, the algorithm can effectively distinguish between true state changes and noise interference. This dynamic threshold determination method has greater adaptability than a fixed threshold, considering both the accuracy of state determination and the system's anti-interference ability, and can maintain stable recognition accuracy under different operating conditions.

[0127] Tests have shown that the cumulative speed difference during idle travel is typically dozens of times greater than the standard speed deviation. For example, after gear disengagement, the speed difference can reach hundreds of RPM, while the standard speed deviation in gear is only a few RPM. Furthermore, if the amplification factor k is too small, it can easily misinterpret bumps as gear shifting, while if k is too large, it can lead to delayed detection.

[0128] Based on this, in one example, the value of k is between 10-50.

[0129] In some embodiments, as Figure 3As shown, in the case where the gearbox is determined to be in an idle travel state in the above step S43, the method further includes:

[0130] Step S510 , determining whether a shift interruption occurs, if so, executing step S511 , otherwise executing step S53 .

[0131] Step S511: performing speed synchronization control on the engagement ring gear and the engagement sleeve.

[0132] Step S512, determining whether the rotational speeds of the clutch ring gear and clutch sleeve are synchronized, if so, proceed to step S513, otherwise, return to step S511.

[0133] Step S513: Control the transmission to retract to the initial gear position before receiving the shift-off instruction.

[0134] In some embodiments, as Figure 3 As shown, in the case where the gearbox is determined to be in a semi-engaged state in the above step S44, the method further includes:

[0135] Step S520, determining whether a shift interruption occurs, if so, executing step S521, otherwise executing step S53.

[0136] Step S521: Control the transmission to retract to the initial gear position before receiving the shift-off instruction.

[0137] Step S53: Control the transmission to be in a neutral position.

[0138] It should be noted that the shift interruption mentioned above refers to the control system proactively pausing the shift operation and taking recovery measures, such as returning to the initial gear or synchronized speed, during the shifting process due to abnormal conditions such as speed desynchronization, mechanical jamming, or sensor failure. Furthermore, the shifting process can also be interrupted by external factors such as the driver suddenly pressing the accelerator or a bumpy road surface, which can also trigger a shift interruption.

[0139] If a shift interruption occurs during the idle state, speed synchronization control is required because the gears are already disengaged. However, if a shift interruption occurs during the semi-engaged state, the gears are still in contact, increasing the risk of forced disengagement and thus enabling a direct reversal. In the event of a shift interruption, the transmission is directly controlled to the neutral position. Differentiated control strategies are designed for each state, balancing operational efficiency and system safety.

[0140] Figure 4 This is a schematic diagram of the structure of a transmission disengagement control device provided by an embodiment of the present disclosure, such as Figure 4 As shown, the control device includes:

[0141] The receiving module 10 is configured to receive a control instruction for shifting the gearbox.

[0142] The sampling module 20 is configured to obtain the rotational speed of the engagement ring gear and the rotational speed of the engagement sleeve at every preset sampling period, and obtain the rotational speed difference between the engagement ring gear and the engagement sleeve corresponding to each sampling moment.

[0143] The calculation module 30 is configured to determine the cumulative speed difference between the engagement ring gear and the engagement sleeve by a recursive estimation method based on the speed difference and the square value of the speed difference at the current sampling moment, as well as a first recursive mean corresponding to the speed difference and a second recursive mean corresponding to the square value of the speed difference obtained at the previous sampling moment, wherein the cumulative speed difference is used to characterize the dynamic fluctuation of the speed difference during the process of gradual separation of the engagement ring gear and the engagement sleeve from a fully engaged state.

[0144] The identification module 40 is configured to identify the gear-disengaging state based on the pre-acquired speed standard deviation and the speed cumulative difference, wherein the speed standard deviation is used to represent the speed difference fluctuation range of the gearbox in the fully engaged state.

[0145] The control module 50 is configured to control the transmission to complete the gear shifting based on the gear shifting state.

[0146] The transmission disengagement control device provided in the disclosed embodiments achieves dynamic monitoring of the disengagement state by recursively estimating and calculating the cumulative speed difference in real time. This method offers greater real-time and accuracy than traditional methods. Furthermore, by using the speed standard deviation as a baseline value and combining it with an amplification factor to set a critical value, the device makes state determination more scientific and rational, accurately identifying the semi-engaged and idle travel states during the disengagement process, thereby achieving intelligent control of the transmission disengagement process.

[0147] Based on the same inventive concept, an embodiment of the present invention further provides an electronic device. Figure 5 This is a structural block diagram of an electronic device provided by an embodiment of the present invention. Figure 5 As shown, an embodiment of the present invention provides an electronic device comprising: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs. When the one or more programs are executed by the one or more processors, the one or more processors implement any of the transmission shift control methods described in the above embodiments. The one or more I / O interfaces 103 are connected between the processors and the memory and are configured to enable information exchange between the processors and the memory.

[0148] Among them, the processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically such as SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read-write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus), etc.

[0149] In some embodiments, the processor 101 , the memory 102 , and the I / O interface 103 are connected to each other via a bus 104 , and further connected to other components of the computing device.

[0150] In some embodiments, the one or more processors 101 include a field programmable gate array.

[0151] An embodiment of the present invention further provides a computer-readable medium. The computer-readable medium stores a computer program, wherein, when executed by a processor, the program implements the steps of any of the transmission shift control methods described in the aforementioned embodiments. The computer-readable storage medium may be volatile or non-volatile.

[0152] An embodiment of the present invention also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code runs in a processor of an electronic device, the processor in the electronic device executes the above-mentioned transmission shift control method.

[0153] Those skilled in the art will appreciate that all or some of the steps, systems, and functional modules / units in the methods disclosed above may be implemented as software, firmware, hardware, or appropriate combinations thereof. In hardware implementations, the division between the functional modules / units mentioned in the above description does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all of the physical components may be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on a computer-readable storage medium, which may include a computer storage medium (or non-transitory medium) and a communication medium (or transient medium).

[0154] As is known to those skilled in the art, the term computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technology, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and that can be accessed by a computer. Furthermore, as is known to those skilled in the art, communication media typically embodies computer-readable program instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0155] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions to be stored in the computer-readable storage medium in each computing / processing device.

[0156] The computer program instructions for performing the operations of the present invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, the state information of the computer-readable program instructions is used to personalize an electronic circuit, such as a programmable logic circuit, a field programmable gate array (FPGA), or a programmable logic array (PLA), so that the electronic circuit can execute the computer-readable program instructions, thereby implementing various aspects of the present invention.

[0157] The computer program product described herein may be implemented in hardware, software, or a combination thereof. In one embodiment, the computer program product is implemented as a computer storage medium. In another embodiment, the computer program product is implemented as a software product, such as a software development kit (SDK).

[0158] Various aspects of the present invention are described herein with reference to flowcharts and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present invention. It should be understood that each block of the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer-readable program instructions.

[0159] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, thereby producing a machine, so that when these instructions are executed by the processor of the computer or other programmable data processing device, a device is generated that implements the functions / actions specified in one or more blocks in the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium, where these instructions cause the computer, programmable data processing device, and / or other device to operate in a specific manner. Thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing various aspects of the functions / actions specified in one or more blocks in the flowchart and / or block diagram.

[0160] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operational steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more blocks in the flowchart and / or block diagram.

[0161] The flow charts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the systems, methods and computer program products according to multiple embodiments of the present invention. In this regard, each box in the flow chart or block diagram can represent a part of a module, program segment or instruction, and the part of the module, program segment or instruction includes one or more executable instructions for realizing the logical function of the specification. In some alternative implementations, the functions marked in the box can also occur in a sequence different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs the function or action of the specification, or can be implemented with a combination of dedicated hardware and computer instructions.

[0162] Example embodiments have been disclosed herein, and although specific terms are employed, they are used and should be interpreted only in a general illustrative sense and not for purposes of limitation. In some instances, it will be apparent to those skilled in the art that, unless otherwise expressly indicated, features, characteristics, and / or elements described in conjunction with a particular embodiment may be used alone or in combination with features, characteristics, and / or elements described in conjunction with other embodiments. Therefore, it will be understood by those skilled in the art that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. A method for controlling a gearbox shift, characterized in that: The gearbox includes at least a gear ring and a gear sleeve, and the gear-disengaging state includes at least a fully engaged state, a semi-engaged state, and an idle stroke state. The control method includes: receiving a control instruction for shifting the gearbox; At each preset sampling period, the rotational speed of the engagement ring gear and the rotational speed of the engagement sleeve are acquired to obtain the rotational speed difference between the engagement ring gear and the engagement sleeve corresponding to each sampling moment; Determining, by a recursive estimation method, a cumulative speed difference between the engagement ring gear and the engagement sleeve based on the speed difference and the square of the speed difference at a current sampling moment, as well as a first recursive mean corresponding to the speed difference and a second recursive mean corresponding to the square of the speed difference obtained at a previous sampling moment, wherein the cumulative speed difference is used to characterize dynamic fluctuations in the speed difference between the engagement ring gear and the engagement sleeve during a process of gradual disengagement from the fully engaged state; identifying the gear-disengagement state based on a pre-acquired speed standard deviation and the speed cumulative difference, wherein the speed standard deviation is used to characterize a speed difference fluctuation range of the gearbox in the fully engaged state; Based on the gear-shifting state, the transmission is controlled to complete the gear shifting.

2. The control method according to claim 1, characterized in that: Determining the cumulative speed difference between the engagement ring gear and the engagement sleeve by a recursive estimation method based on the speed difference and the square value of the speed difference at a current sampling moment, and a first recursive mean value corresponding to the speed difference and a second recursive mean value corresponding to the square value of the speed difference obtained at a previous sampling moment, includes: Determining a third recursive mean value corresponding to the speed difference at the current sampling moment by weighting the speed difference mean value calculated based on the updated data and the first recursive mean value obtained at the previous sampling moment based on a pre-acquired estimation coefficient, wherein the updated data includes at least the speed differences obtained at the current sampling moment and the previous sampling moment, respectively; and balancing the contribution ratio of the sampled data at the current sampling moment with that of the historical data. weighting the mean of the squared speed differences calculated based on the updated data and the second recursive mean value obtained at the previous sampling moment according to the estimation coefficient, and determining a fourth recursive mean value corresponding to the squared speed differences at the current sampling moment; The rotational speed cumulative difference is calculated according to Formula 1: Formula 1 Wherein, sum is the cumulative difference in rotation speed, E(dw 2 )| n is the fourth recursive mean, E(dw)| n is the third recursive mean, and n represents the current sampling time.

3. The control method according to claim 2, characterized in that: The method of weighting the speed difference mean calculated based on the updated data and the first recursive mean obtained at the previous sampling moment based on the pre-acquired estimation coefficient to determine a third recursive mean corresponding to the speed difference at the current sampling moment includes: Calculating the mean of the speed difference of the speed differences obtained at the current sampling moment and the previous sampling moment; The third recursive mean is calculated according to Formula 2: Formula 2 Where r is the estimated coefficient, E(dw)| n-1 is the first recursive mean, E'(dw)| n is the mean value of the rotational speed difference, and n-1 represents the previous sampling moment.

4. The control method according to claim 2, characterized in that: The step of weighting the square mean of the speed difference calculated based on the updated data and the second recursive mean obtained at the previous sampling moment based on the estimated coefficient to determine a fourth recursive mean corresponding to the square value of the speed difference at the current sampling moment includes: Calculating the average of the square value of the speed difference corresponding to the current sampling moment and the square value of the speed difference corresponding to the previous sampling moment as the square mean of the speed difference; The fourth recursive mean is calculated according to Formula 3: Formula 3 Among them, r is the estimated coefficient, E(dw 2 )| n-1 is the second recursive mean, E'(dw 2 )| n is the square mean of the speed difference, and n-1 represents the previous sampling moment.

5. The control method according to claim 1, characterized in that: Identifying the gear-disengaging state according to the pre-acquired speed standard deviation and the speed cumulative difference includes: The standard speed value is multiplied by k to obtain the critical value of the gear disengagement state, wherein k is a pre-acquired amplification factor used to distinguish between noise and actual gear separation while adapting to different working conditions; When the cumulative speed difference is greater than the critical value, determining that the gearbox is in the idle stroke state; When the cumulative speed difference is not greater than the critical value, it is determined that the gearbox is in the semi-engaged state.

6. The control method according to claim 2, characterized in that: Before receiving the control instruction for shifting the gearbox, the method further includes: Test data is acquired under bumpy road conditions during a durability road test, and the transmission is monitored in the fully engaged state based on the test data to determine the speed standard deviation.

7. The control method according to claim 6, characterized in that: Determining the rotational speed standard deviation includes: Acquiring test data within a preset test period, the test data including at least a plurality of rotational speeds of the engagement ring gear and a plurality of rotational speeds of the engagement sleeve, wherein the plurality of rotational speeds of the engagement ring gear and the plurality of rotational speeds of the engagement sleeve are data obtained by sampling multiple times at fixed sampling intervals within the test period; The speed standard deviation is calculated according to Formula 4: Formula 4 Wherein, σ is the standard deviation of the speed, ω s is the rotation speed of the coupling sleeve, ω r is the engagement gear speed, and N is the number of data sampling times during the test period.

8. The control method according to claim 7, characterized in that: Before receiving the control instruction for shifting the gearbox, the method further includes: The test data is recursively estimated multiple times to determine an estimation coefficient covering the rotation speed difference fluctuation under bumpy road conditions.

9. The control method according to claim 8, characterized in that: The recursive estimation is performed multiple times based on the test data to determine the estimated coefficient of the rotation speed difference fluctuation under the bumpy road condition, including: Set a reference coefficient in the range of [0,1], starting with 0 and changing the value of the reference coefficient according to the preset increasing rule. Perform the following steps each time the value is increased: recursively estimating the speed difference and the square of the speed difference obtained at two adjacent sampling moments within the test period based on the current reference coefficient to determine the cumulative speed difference between the engaging gear and the engaging sleeve at each sampling moment; Until the maximum value among the plurality of rotational speed accumulated differences is greater than the rotational speed standard deviation, the current reference coefficient is used as the estimation coefficient.

10. The control method according to any one of claims 1 to 9, characterized in that: The step of controlling the transmission to complete the gear shifting based on the gear shifting state includes: When the gear-disengaging state is the semi-engaged state and the gear shift is not interrupted, controlling the transmission to a neutral position; When the gear-disengaging state is the idle stroke state and the gear shifting is not interrupted, the transmission is maintained in the neutral position.

11. The control method according to claim 10, characterized in that: After identifying the unblocking state, the method further includes: When the gear-disengaging state is the semi-engaged state and the gear shift is interrupted, controlling the transmission to retract to an initial gear position, the initial gear position being the gear position of the transmission before the control instruction is obtained; When the gear-disengaging state is the idle stroke state and the gear shift is interrupted, the speed of the engagement ring gear and the engagement sleeve are synchronously controlled. After the speeds of the engagement ring gear and the engagement sleeve are synchronized, the transmission is controlled to retract to the initial gear.

12. The control method according to claim 1, characterized in that: The sampling period is no greater than 10 ms.

13. A gearbox disengagement control device, characterized in that: The gearbox comprises at least a gear ring and a gear sleeve, and the gear-disengaging state comprises at least a fully engaged state, a semi-engaged state and an idle stroke state. The device comprises: A receiving module configured to receive a control instruction for shifting the gearbox; a sampling module configured to obtain the rotational speed of the engagement ring gear and the rotational speed of the engagement sleeve at intervals of a preset sampling period, and obtain a rotational speed difference between the engagement ring gear and the engagement sleeve corresponding to each sampling moment; a calculation module configured to determine, by a recursive estimation method, a cumulative speed difference between the engagement ring gear and the engagement sleeve based on the speed difference and the square of the speed difference at a current sampling moment, as well as a first recursive mean corresponding to the speed difference and a second recursive mean corresponding to the square of the speed difference obtained at a previous sampling moment, wherein the cumulative speed difference is used to represent a dynamic fluctuation of the speed difference between the engagement ring gear and the engagement sleeve during a process of gradual disengagement from the fully engaged state; an identification module configured to identify the gear-disengaging state based on a pre-acquired speed standard deviation and the cumulative speed difference, wherein the speed standard deviation is used to represent a speed difference fluctuation range of the gearbox in the fully engaged state; The control module is configured to control the transmission to complete the gear shifting based on the gear shifting state.

14. An electronic device, characterized in that: include: one or more processors; a memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method according to any one of claims 1 to 12.

15. A computer-readable medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 12 are implemented.

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