Lever shifting fork system based on flexible connection and force feedback and control method

Abstract

The invention discloses a lever shifting fork system based on flexible connection and force feedback and a control method, and belongs to the technical field of vehicle transmission control. The method comprises the following steps: determining a multi-source data acquisition range jointly constructed by a target vehicle and a vehicle variable-speed operation part thereof, and respectively obtaining flexible component mechanical data A and vehicle working condition data B of the vehicle variable-speed operation part; according to real-time oil temperature, rotating speed difference and gear shifting stage adjustment force feedback parameters, auxiliary thrust increase during cold running and resistance prompt increase during high load, gear shifting smoothness and operation safety under different working conditions are considered, the problem of poor current adaptability is solved, and dynamic working condition adaptation is achieved; vibration and impact are absorbed through the flexible connecting unit, and the driving comfort is improved; the lever-type shifting fork design and the wear-resistant coating ensure the gear shifting accuracy and the service life of parts, the contradiction between rigidity and comfort of a traditional system is solved, and balance between structural reliability and comfort is achieved.

Description

Technical Field

[0001] This invention relates to the field of vehicle transmission control technology, specifically to a lever shift fork system and control method based on flexible connection and force feedback. Background Technology

[0002] In traditional manual transmissions (MT) and some electronically controlled mechanical automatic transmissions (AMT), the shift lever drives a synchronizer or gears via a shift fork to switch gears. The driver senses the gear status through the movement and resistance of the shift lever. Existing technologies have the following core problems:

[0003] Traditional mechanical structures only transmit basic resistance and cannot convert dynamic information such as synchronizer engagement progress, gear speed difference, and transmission oil temperature into intuitive feedback. This can easily lead to driver operation timing deviation, causing shift shock or gear grinding, damaging transmission components, and resulting in a single shift force perception.

[0004] To ensure shifting accuracy, traditional shift forks often use a high-rigidity connection design. However, this design cannot buffer the vibration transmitted from road bumps to the shift lever, nor can it absorb the instantaneous impact during shifting, thus reducing driving comfort. If a flexible structure is simply added, it will lead to a blurry shift travel, weaken the gear position perception, and create a contradiction between structural rigidity and comfort.

[0005] Fixed-rigidity shift fork structures cannot adjust the shifting feel according to the vehicle's real-time operating conditions. For example, when the transmission fluid viscosity is high during cold starts, a greater shifting force is required, and when driving under high loads, a more cautious shifting operation is required. However, traditional systems cannot dynamically adapt to these needs, resulting in poor adaptability to operating conditions.

[0006] To address the aforementioned technical shortcomings, a solution is proposed. Summary of the Invention

[0007] The purpose of this invention is to provide a lever shifting fork system and control method based on flexible connection and force feedback to solve the problems mentioned above.

[0008] To achieve the above objectives, the present invention provides the following technical solution: a lever fork control method based on flexible connection and force feedback, comprising the following steps;

[0009] Step 1: Determine the multi-source data acquisition range jointly constructed by the target vehicle and its transmission components, and acquire the flexible component mechanical data A and vehicle operating condition data B of the transmission components respectively.

[0010] Step 2: Perform joint analysis on multiple data points covered in the mechanical data A of the flexible component to generate the state assessment result R of the flexible component;

[0011] Step 3: Perform step-by-step analysis on the multiple data included in vehicle operating condition data B to generate vehicle operating condition adaptation evaluation result T;

[0012] Step 4: Based on the joint analysis of the flexible component state assessment result R and the vehicle operating condition adaptation assessment result T, formulate a joint analysis matrix to obtain the force feedback control signal and control the corresponding component to perform compensation operation accordingly.

[0013] Furthermore, the flexible component mechanical data A is collected in real time by displacement / strain sensors and torque sensors of the flexible force transmission and sensing components. Based on the built-in label of the data according to the sensor type, the chaotic data in the flexible component mechanical data A is distinguished and processed to obtain flexible connection unit deformation data A1 and flexible connection unit mechanical data A2.

[0014] Vehicle operating condition data B is collected in real time by the multi-source state sensing unit and the vehicle ECU and TCU. Based on the distinguishing identifier, vehicle operating condition data B is divided into: speed data B1, oil temperature data B2, shift stroke data B3 and current gear data B4.

[0015] Furthermore, the joint analysis and processing of the X-axis deformation data, Y-axis deformation data, and Z-axis deformation data in the deformation data A1 of the flexible connection unit in step two is as follows:

[0016] An analysis table is constructed based on the real-time collected X-axis deformation data, Y-axis deformation data, and Z-axis deformation data of each group, sorted from top to bottom. According to the calibration data of the vehicle bench test before leaving the factory, it is marked as the maximum allowable axial deformation value threshold of the flexible connection unit. The real-time deformation data of the corresponding axis in the analysis table is divided by the corresponding maximum allowable deformation value threshold, and the resulting value is marked as the deformation degree value of the corresponding axis. The maximum value of the deformation degree value corresponding to the X-axis deformation data, Y-axis deformation data, and Z-axis deformation data in the analysis table is extracted and marked as the deformation degree value C.

[0017] Furthermore, the process for distinguishing between force data and torque data in the mechanical data A2 of the flexible connection unit in step two is as follows:

[0018] Based on the analysis table, a filling page A2 for the mechanical data of each group of flexible connection units in real time is constructed. The X-axis force data, Y-axis force data, Z-axis force data, and torque data around the X-axis, Y-axis, and Z-axis are recorded in sequence. Based on the vehicle bench test calibration data, a mechanical safety threshold is constructed for the analysis of the mechanical data A2 of the flexible connection units. Each group of force data and torque data in the filling page is divided by the corresponding mechanical safety threshold, and the resulting value is marked as the axial force ratio. The axial force ratio is based on the prefix name of the force or torque data involved in the analysis.

[0019] The axial force ratio of all force data to torque data is divided into three levels: 0-30% for low load, 31%-70% for medium load, and 71%-100% for high load; the highest level among all levels is taken as the final mechanical load level D.

[0020] Furthermore, based on the comprehensive data analysis of the vehicle bench test calibration data before leaving the factory, boundary analysis was conducted on the abnormal data exceeding the safe range and the data within the safe range in the deformation degree value C and mechanical load level D. Based on the test data unit as the Y-axis coordinate and the test time as the X-axis coordinate, a curve analysis model was constructed. The abnormal data exceeding the safe range and the corresponding data within the safe range were substituted in sequentially. The point where the lowest node of the abnormal data exceeding the safe range coincided with the maximum value within the safe range was marked as the safety threshold. The data corresponding to the deformation degree value C and mechanical load level D within the safety threshold were extracted to construct the safety threshold determination values ​​for deformation degree value C and mechanical load level D.

[0021] If the deformation degree value C ≤ the safety threshold value of deformation degree value C, and the mechanical load level D ≤ the safety threshold value of mechanical load level D, the flexible component status assessment result R1 is a normal state; if the deformation degree value C ≤ the safety threshold value of deformation degree value C, and the mechanical load level D > the safety threshold value of mechanical load level D, the flexible component status assessment result R2 is a mechanical overload state; if the deformation degree value C > the safety threshold value of deformation degree value C, and the mechanical load level D ≤ the safety threshold value of mechanical load level D, the flexible component status assessment result R3 is a deformation exceeding limit state; if the deformation degree value C > the safety threshold value of deformation degree value C, and the mechanical load level D > the safety threshold value of mechanical load level D, the flexible component status assessment result R4 is a severe risk state.

[0022] Furthermore, the step-by-step analysis process of the multiple data points covered in vehicle operating condition data B in step three is as follows:

[0023] Individual processing is performed on the engine speed data B1 and the current gear data B4 in the vehicle operating condition data B. The current target gear is determined based on the current gear data B4. The matching relationship between engine speed and transmission input shaft speed under different gears is recorded. Combined with the transmission design parameters, these are summarized and marked as a gear-speed correspondence table. The ideal speed matching value under the target gear is selected based on the table and marked as the ideal speed matching value threshold. The real-time engine speed in the engine speed data B1 is subtracted from (real-time transmission input shaft speed × target gear ideal speed matching value threshold), and the resulting value is marked as the real-time speed difference. The preset speed difference level threshold is retrieved and compared with the real-time speed difference. The gear speed difference level E is determined based on the real-time speed difference.

[0024] Furthermore, the processing procedure for the shift stroke data in oil temperature data B2 and shift stroke data B3 in step three is as follows:

[0025] Based on the physical properties of transmission fluid, to ensure the fluid is in optimal lubrication condition, these values ​​are recorded and summarized as preset oil temperature adaptation ranges. These ranges are then categorized into levels. Based on the real-time oil temperature data in data B2, an oil temperature adaptation score is assigned. The shift fork axial displacement data in shift stroke data B3 is used to determine the shift stroke progress and divide it into stages. The stroke stage adaptation score is obtained based on the stroke stage in shift stroke data B3. The oil temperature adaptation score and the stroke stage adaptation score corresponding to the oil temperature data B2 and shift stroke data B3 are added together and then divided by the maximum sum of the two scores to obtain the shift condition adaptation coefficient F.

[0026] Furthermore, based on the obtained speed difference safety standard threshold and adaptation safety standard threshold, combined with the gear speed difference level E and the shift condition adaptation coefficient F, a joint analysis is performed: if the gear speed difference level E is a small differential and the shift condition adaptation coefficient F ≥ 0.8, the generated vehicle condition adaptation evaluation result T1 is marked as a good adaptation condition; if the gear speed difference level E is a medium differential and the shift condition adaptation coefficient F is 0.5-0.79, the generated vehicle condition adaptation evaluation result T2 is marked as a suitable adaptation condition; if the gear speed difference level E is a large differential or the shift condition adaptation coefficient F < 0.5, either of these two, the generated vehicle condition adaptation evaluation result T3 is marked as a low adaptation condition; if the gear speed difference level E is a large differential and the shift condition adaptation coefficient F < 0.5, the generated vehicle condition adaptation evaluation result T4 is marked as a poor adaptation condition.

[0027] Furthermore, the joint analysis process of step four, based on the flexible component state assessment result R and the vehicle operating condition adaptation assessment result T, is as follows:

[0028] The system acquires the flexible component state assessment result R and the vehicle operating condition adaptation assessment result T to prioritize the safety of the flexible component. The flexible component state assessment result R has a higher priority than the vehicle operating condition adaptation assessment result T, while also considering operating condition adaptability. The vehicle operating condition adaptation assessment result T assists in adjusting the compensation intensity. A joint analysis matrix is ​​formulated, and based on the performance of the flexible component state assessment result R and the operating condition of the vehicle operating condition adaptation assessment result T, corresponding force feedback control signals are generated.

[0029] A lever shifter system based on flexible connection and force feedback includes the following steps:

[0030] Multi-source data acquisition module: used for multi-source data acquisition and aggregation of the target vehicle and its transmission components;

[0031] Flexible data analysis unit: performs multi-level comparative analysis on the data covered by the mechanical data A of flexible components;

[0032] Operating condition data analysis module: Based on real-time data, it judges the vehicle operating condition adaptation evaluation results of the target vehicle;

[0033] Joint analysis module: Based on the results of the preceding analysis and combined with the preset preconditions, it constructs a joint analysis matrix and generates force feedback control signals;

[0034] Feedback execution module: Based on the data contained in the force feedback control signal, it completes the optimization and control of the target vehicle and its transmission components.

[0035] The beneficial effects of this invention are:

[0036] 1. This invention transforms abstract data such as synchronizer status, speed difference, and oil temperature into intuitive shifting feel through flexible connection and active force feedback. This far surpasses the single feedback of traditional mechanical structures, significantly improving shifting precision and driving pleasure, and creating a revolutionary force feedback experience. Based on the joint analysis of the flexible component status and vehicle operating conditions, it can actively generate reverse resistance to prevent dangerous operations, protect transmission components, and avoid overload damage to the flexible components. It is especially user-friendly for novice drivers, achieving active safety protection.

[0037] 2. This invention addresses the problem of poor adaptability by adjusting force feedback parameters based on real-time oil temperature, speed difference, and shifting stage. It increases auxiliary thrust when the engine is cold and adds resistance indication under high load, balancing shifting smoothness and operational safety under different operating conditions, and achieving dynamic adaptation to operating conditions. Furthermore, it improves driving comfort by absorbing vibration and shock through flexible connection units. The lever-type shift fork design and wear-resistant coating ensure shifting accuracy and component lifespan, resolving the contradiction between rigidity and comfort in traditional systems and achieving a balance between structural reliability and comfort. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a flowchart of the method of the present invention;

[0040] Figure 2 This is a flowchart of the system of the present invention. Detailed Implementation

[0041] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0042] Example 1: Please refer to Figure 1 - Figure 2 As shown, this embodiment is a lever shifter system and control method based on flexible connection and force feedback, including the following steps:

[0043] Step 1: Multi-source data acquisition module, which determines the multi-source data acquisition range by jointly constructing the target vehicle and its transmission components, and acquires the flexible component mechanical data A and vehicle operating condition data B of the transmission components respectively;

[0044] The flexible component mechanical data A is collected in real time by displacement / strain sensors and torque sensors of the flexible force transmission and sensing components. Based on the built-in label of the data according to the sensor type, the chaotic data in the flexible component mechanical data A is distinguished and processed to obtain flexible connection unit deformation data A1 and flexible connection unit mechanical data A2.

[0045] Flexible connection unit deformation data A1: Includes X-axis deformation data, Y-axis deformation data, and Z-axis deformation data, with the data unit being millimeters. Data is collected once every 10 milliseconds, and 100 sets of data within nearly 1 second are continuously stored. This data is used to analyze the real-time deformation state of the flexible unit, determine whether the flexible connection unit is within the safe deformation range, and avoid excessive deformation that could lead to structural damage. The X-axis deformation data represents the elongation / compression in the gear selection direction; the Y-axis deformation data represents the elongation / compression in the gear shifting direction; and the Z-axis deformation data represents the bending in the vertical direction.

[0046] The flexible connection unit mechanical data A2 includes X-axis force data, Y-axis force data, Z-axis force data, and torque data around the X-axis, Y-axis, and Z-axis. The force data is in Newtons, and the torque data is in Newton-meters. The acquisition frequency is consistent with A1 to ensure synchronization with deformation data, directly reflecting the real-time force state during gear shifting and providing a basis for subsequent force feedback compensation. The data acquisition frequency is set to 100Hz because the gear shifting process usually lasts 0.5-1 second, and high-frequency acquisition can capture instantaneous force and deformation changes, avoiding feedback delays caused by data omissions. The X-axis force data represents the thrust / pull force in the gear selection direction; the Y-axis force data represents the thrust / pull force in the gear shifting direction; and the Z-axis force data represents the lateral force in the vertical direction.

[0047] Vehicle operating condition data B is collected in real time by a multi-source state sensing unit and the vehicle's ECU and TCU. Based on the data source, a distinguishing identifier is constructed to facilitate subsequent data traceability and verification, comprehensively reflecting the vehicle's real-time operating condition and avoiding judgment bias caused by relying solely on mechanical data, such as the same mechanical data having different meanings at different oil temperatures. The data acquisition frequency is set according to the rate of parameter change; for example, a high acquisition frequency is used when the engine speed changes rapidly, and a low acquisition frequency is used when the oil temperature changes slowly, ensuring data timeliness while reducing the computational load on the electronic control unit. Based on the distinguishing identifier, vehicle operating condition data B is divided into: engine speed data B1, oil temperature data B2, shift stroke data B3, and current gear data B4.

[0048] Speed ​​data B1: Includes real-time engine speed data (rpm) and real-time transmission input shaft speed data (rpm), collected once every 50ms, used to calculate the speed difference and determine the difficulty of synchronizer engagement;

[0049] Oil temperature data B2: Real-time transmission fluid temperature data in °C, collected once every 100ms, used to analyze the impact of oil temperature on shifting resistance;

[0050] Shift stroke data B3: includes real-time rotation angle data of shift fork rotation shaft and real-time axial displacement data of shift fork, collected once every 10ms, used to determine the shift stroke progress and synchronizer engagement stage;

[0051] Current gear data B4: Information on the vehicle's current gear position, directly output by the TCU and updated in real time. It is used to determine the difference between the target gear and the current gear, and to judge the shift direction and travel requirements.

[0052] Step 2: The flexible data analysis unit performs joint analysis on multiple data points covered in the flexible component mechanical data A to generate the flexible component state assessment result R.

[0053] Joint analysis and processing of X-axis deformation data, Y-axis deformation data, and Z-axis deformation data in the deformation data A1 of the flexible connection unit:

[0054] An analysis table is constructed based on the real-time collected X-axis, Y-axis, and Z-axis deformation data for each set, sorted from top to bottom. Extracted from the pre-stored data of the electronic control unit (ECU) and calibration data obtained through vehicle bench testing before delivery, the maximum allowable deformation values ​​are 5mm for the X-axis, 8mm for the Y-axis, and 3mm for the Z-axis. Exceeding these values ​​will cause permanent damage to the flexible unit. These values ​​are marked as the maximum allowable axial deformation thresholds for the flexible connection unit. The real-time deformation data for the corresponding axis in the analysis table is divided by the corresponding maximum allowable deformation threshold, and the resulting value is marked as the deformation degree value for the corresponding axis. For example, the X-axis deformation degree value = 2mm ÷ 5mm × 100% = 40%. The data is then extracted from the analysis table. The maximum value among the deformation degree values ​​corresponding to the X-axis deformation data, Y-axis deformation data, and Z-axis deformation data is marked as the deformation degree value C. For example, if the X-axis is 40%, the Y-axis is 30%, and the Z-axis is 20%, then C = 40%. The meaning of the deformation degree value C is the proportion of the current deformation of the flexible connection unit to the maximum safe deformation. The data source is the deformation data A1 of the flexible connection unit and the maximum allowable deformation value calibrated by the factory. The deformation units are the same for different axes, but the safety thresholds are different. Directly comparing the original deformation data is meaningless. The percentage conversion can achieve unified quantification of multi-axis deformation. The purpose of the resulting deformation degree value C is to provide a basis for subsequent safety judgment and avoid damage to the component caused by deformation exceeding the safe range.

[0055] The force and torque data in the mechanical data A2 of the flexible connection unit are processed separately to generate a mechanical load level. The specific process is as follows:

[0056] Based on the analysis table, a filling page A2 for the mechanical data of each group of flexible connection units in real time is constructed. X-axis force data, Y-axis force data, Z-axis force data, and torque data around the X-axis, Y-axis, and Z-axis are sequentially included. Based on vehicle bench test calibration data, the safety thresholds for X-axis force are 50N, Y-axis is 80N, and Z-axis is 30N; the safety thresholds for torque around the X-axis are 2N·m, Y-axis is 3N·m, and Z-axis is 1N·m. Exceeding these values ​​will cause the unit to be overloaded. Mechanical safety thresholds are constructed for the analysis of the mechanical data A2 of the flexible connection units. Each group of force and torque data in the filling page is divided by the corresponding mechanical safety threshold, and the resulting value is marked as the axial force ratio. The axial force ratio is determined by the prefix name of the force or torque data involved in the analysis, such as Y-axis force ratio = 40N ÷ 80N × 100% = 50%.

[0057] The axial force ratio of all force and torque data is divided into three levels: 0-30% for low load, 31%-70% for medium load, and 71%-100% for high load. The highest level among all levels is taken as the final mechanical load level D. For example, if 50% Y-axis force is a medium load and 60% Y-axis torque is a medium load, then D = medium load. The mechanical load level D represents the current load level of the flexible connection unit relative to the safety threshold. The data source is A2 data and the factory-calibrated mechanical safety threshold. Force data N and torque data N·m have different units and cannot be directly merged for analysis. By classifying them into levels, a unified evaluation of different types of mechanical data can be achieved. The result is that the mechanical load level D provides a basis for subsequent force feedback compensation to determine whether the compensation force needs to be adjusted to reduce the load.

[0058] Based on a comprehensive data analysis and summary of vehicle bench test calibration data before delivery, boundary analysis was conducted on abnormal data exceeding the safe range and data within the safe range in the deformation degree value C and mechanical load level D. Using the Y-axis coordinate as the unit of the test data and the X-axis coordinate as the test time axis, a curve analysis model was constructed. Abnormal data exceeding the safe range and corresponding data within the safe range were successively substituted. The point where the lowest node of the abnormal data exceeding the safe range coincided with the maximum value within the safe range was marked as the safety threshold. Data corresponding to the deformation degree value C and mechanical load level D within the safety threshold were extracted to construct the determined safety threshold values ​​for deformation degree value C and mechanical load level D. The determined safety threshold value for deformation degree value C can be set to 80% of the deformation degree value C; exceeding this indicates a high risk of deformation. The determined safety threshold value for mechanical load level D can be a medium load; exceeding this medium load indicates a high risk of stress. A joint comparative analysis was conducted combining the deformation degree value C and the mechanical load level D.

[0059] If the deformation degree value C ≤ the safety threshold value of the deformation degree value C, and the mechanical load level D ≤ the safety threshold value of the mechanical load level D, the flexible component status assessment result R1 is normal, indicating that the current state of the flexible component is safe and no intervention is required.

[0060] If the deformation degree value C ≤ the safety threshold value of the deformation degree value C, and the mechanical load level D > the safety threshold value of the mechanical load level D, the flexible component state assessment result R2 is a mechanical overload state, indicating that the component is under stress close to the safety threshold, and the driver's operating force needs to be reduced through force feedback;

[0061] If the deformation degree value C > the safety threshold value of the deformation degree value C, and the mechanical load level D ≤ the safety threshold value of the mechanical load level D, the flexible component status assessment result R3 is a deformation over-limit state, indicating that the component deformation is close to the safety threshold and the operating stroke needs to be limited through force feedback.

[0062] If the deformation degree value C > the safety threshold value of the deformation degree value C, and the mechanical load level D > the safety threshold value of the mechanical load level D, the flexible component status assessment result R4 is a severe risk state, indicating that the component has both exceeded the deformation limit and is overloaded, and emergency restriction operation and alarm are required.

[0063] It should be noted that the meaning of the flexible component status assessment result R is the current safety status of the flexible connection unit. The data source is the processing result of the deformation degree value C and the mechanical load level D. Relying solely on deformation or mechanical data cannot fully determine the status of the component. For example, if the deformation is normal but there is still a risk of overload, joint analysis can achieve a more accurate safety assessment. The role of the flexible component status assessment result R is to provide the status basis at the flexible component level for subsequent joint analysis and to clarify whether safety intervention is required.

[0064] Step 3: The working condition data analysis module analyzes the multiple data covered in the vehicle working condition data B step by step to generate the vehicle working condition adaptation evaluation result T.

[0065] The engine speed data B1 and the current gear data B4 in the vehicle operating condition data B are processed individually. The current target gear is determined based on the current gear data B4. For example, if the current gear is neutral and the driver's direction of operation is 1st gear, then the target gear is 1st gear. The matching relationship between engine speed and transmission input shaft speed under different gears is recorded. Combined with the transmission design parameters, these are summarized and marked as a gear-speed correspondence table. The ideal speed matching value under the target gear is selected based on the table and marked as the ideal speed matching value threshold. For example, the ideal state of the target gear 1st gear is: engine speed = transmission input shaft speed × 1.2, and this ratio is determined by the transmission ratio.

[0066] Subtract (real-time speed of transmission input shaft × target gear ideal speed matching threshold) from the real-time engine speed in speed data B1, and mark the resulting value as the real-time speed difference. For example, if the engine speed is 2000 rpm, the transmission input shaft speed is 1600 rpm, and the ideal ratio is 1.2, then the real-time speed difference = 2000 rpm - (1600 rpm × 1.2) = 2000 rpm - 1920 rpm = 80 rpm.

[0067] Retrieve the preset speed difference level threshold stored in the electronic control unit. This threshold is generated based on the synchronizer design parameters to ensure smooth meshing. 0-50rpm is small differential, 51-150rpm is medium differential, and above 151rpm is large differential. Determine the gear speed difference level E according to the real-time speed difference. For example, if it is 80rpm, then E = medium differential.

[0068] It should be noted that the gear speed difference level E represents the degree of speed matching between the engine and transmission input shafts. The data sources are speed data B1, gear data B4, and the gear-speed correspondence table. The speed difference directly determines the difficulty of synchronizer engagement. The larger the speed difference, the greater the engagement resistance and the easier it is to generate impact. The engagement risk can be intuitively judged through the level classification. As a result, the function of the gear speed difference level E is to provide working condition basis for subsequent force feedback compensation and determine whether it is necessary to increase resistance to prompt the driver to adjust the operation.

[0069] Process the shift stroke data in oil temperature data B2 and shift stroke data B3 to generate shift condition adaptation coefficient F;

[0070] Based on the physical properties of transmission fluid, to ensure the fluid is in optimal lubrication condition, the data is recorded and summarized as preset oil temperature adaptation ranges. These preset oil temperature adaptation ranges are further divided as follows: 20-40℃ is the optimal oil temperature, 10-19℃ or 41-60℃ is the acceptable oil temperature, and below 10℃ or above 60℃ is the unsuitable oil temperature. Based on the real-time oil temperature data in oil temperature data B2, oil temperature adaptation scores are assigned: 100 points for optimal oil temperature, 70 points for acceptable oil temperature, and 30 points for unsuitable oil temperature.

[0071] Based on the shift fork axial displacement data in shift stroke data B3, determine the shift stroke progress. For example, if the maximum axial displacement of the shift fork is 20mm and the current displacement is 10mm, then the stroke progress = 10mm ÷ 20mm × 100% = 50%. Divide the stroke into stages: 0-30% is the gear selection stage, 31%-70% is the engagement stage, and 71%-100% is the gear engagement stage. Preset stroke stage adaptation scores: engagement stage, the key working stage of the synchronizer, gets 100 points; gear selection stage gets 80 points; gear engagement stage gets 90 points. Obtain the stroke stage adaptation score based on the stroke stage in shift stroke data B3.

[0072] Add the oil temperature adaptation score and the shift stroke adaptation score corresponding to the oil temperature data B2 and the shift stroke data B3, and then divide by the maximum value of the two scores to obtain the shift condition adaptation coefficient F. For example, if the oil temperature adaptation score is 70 and the shift stroke adaptation score is 100, then the shift condition adaptation coefficient F = (70 + 100) ÷ 200 = 0.85. The value range of the shift condition adaptation coefficient F can be 0.15-1.0. The larger the value, the better the current working condition is adapted to the shift operation.

[0073] It should be noted that the shift condition adaptation coefficient F represents the degree of adaptation between the current oil temperature and the shift stroke stage for the shifting operation. The data sources are oil temperature data B2, stroke data B3, and preset oil temperature adaptation range and stroke stage division standards. Both oil temperature and stroke stage affect shifting resistance and operational accuracy. For example, resistance is greater at low temperatures, requiring more precise operation during engagement. By integrating the coefficients, a unified quantification of parameters for multiple operating conditions can be achieved. As a result, the shift condition adaptation coefficient F provides a basis for adaptability for subsequent force feedback compensation, determining the adjustment range of the compensation force. The smaller the shift condition adaptation coefficient F, the greater the adjustment range required.

[0074] Based on a comprehensive analysis of data from vehicle bench tests and calibrations conducted before delivery, the portion of gear speed difference level E encompassing medium and small differential speeds is designated as the speed difference safety standard threshold; exceeding this threshold indicates a high risk of engagement. Similarly, the portion of shift condition adaptability coefficient F ≥ 0.5 is designated as the adaptability safety standard threshold; below this threshold, operating condition adaptability is poor. A combined analysis is then conducted using both gear speed difference level E and shift condition adaptability coefficient F.

[0075] If the gear speed difference level E is small differential and the shift condition adaptation coefficient F≥0.8: the vehicle condition adaptation evaluation result T1 is marked as excellent adaptation condition, indicating that the current condition is suitable for shifting and no additional force feedback compensation is required.

[0076] If the gear speed difference level E is a medium differential and the shift condition adaptation coefficient F is 0.5-0.79: the vehicle condition adaptation evaluation result T2 is marked as an adaptable condition, indicating that the current condition is basically suitable for shifting, and slight force feedback compensation is required, such as fine-tuning the resistance.

[0077] If the gear speed difference level E is large differential or the shift condition adaptation coefficient F < 0.5, either of the two will result in the vehicle condition adaptation assessment result T3 being marked as low adaptation condition, indicating that the current condition is not suitable for shifting and requires significant force feedback compensation, such as adding resistance prompts.

[0078] If the gear speed difference level E is large differential and the shift condition adaptation coefficient F < 0.5: the vehicle condition adaptation evaluation result T4 is marked as poor adaptation condition, indicating that the previous condition is seriously unsuitable for shifting and requires strong force feedback compensation, such as generating reverse resistance to prevent operation.

[0079] It should be noted that the vehicle operating condition adaptation assessment result T represents the degree of adaptation of the current vehicle operating condition to the shifting operation. The data source is the processing result of the gear speed difference level E and the shifting operating condition adaptation coefficient F. Relying solely on the speed difference or the operating condition adaptation coefficient cannot fully determine the feasibility of shifting. For example, if the speed difference is small but the oil temperature is too low, adjustments are still required. Joint analysis can achieve a more accurate operating condition assessment. The role of the vehicle operating condition adaptation assessment result T is to provide a basis for subsequent joint analysis at the vehicle operating condition level and clarify the strength requirements of force feedback compensation.

[0080] Example 2:

[0081] Step 4: Joint analysis module, based on the flexible component state assessment result R and the vehicle operating condition adaptation assessment result T, jointly analyzes and formulates rules;

[0082] Obtain the flexible component state assessment result R and the vehicle operating condition adaptation assessment result T to prioritize the safety of the flexible component. The flexible component state assessment result R has a higher priority than the vehicle operating condition adaptation assessment result T, while also considering operating condition adaptability. The vehicle operating condition adaptation assessment result T assists in adjusting the compensation intensity, and a joint analysis matrix is ​​formulated.

[0083] When the flexible component condition assessment result R shows a normal state of R1: the compensation intensity is determined mainly based on the vehicle condition adaptation assessment result T, T1-no compensation, T2-slight compensation, T3-significant compensation, T4-strong compensation;

[0084] When the condition assessment result R of the flexible component shows an R2 mechanical overload state: regardless of the vehicle condition adaptation assessment result, load reduction compensation must be added, that is, to generate resistance opposite to the operation direction and reduce the force. At the same time, the compensation range is adjusted in combination with the vehicle condition adaptation assessment result T: T1--small load reduction, T2--medium range, T3-T4--large range.

[0085] When the flexible component condition assessment result R shows that the deformation exceeds the limit of R3: regardless of the vehicle condition adaptation assessment result T, the travel limit compensation must be added, that is, the travel of the shift lever is limited to reduce the deformation. At the same time, the compensation range is adjusted in combination with the vehicle condition adaptation assessment result T: T1--small travel limit, T2--medium range, T3-T4--large range.

[0086] When the condition assessment result R of the flexible component is R4, which is a severe risk state, regardless of the vehicle condition adaptation assessment result T, emergency protection compensation must be triggered, that is, the maximum reverse resistance is generated to prevent operation, and at the same time, an audible and visual alarm is issued through the vehicle's instrument panel to prompt the driver to stop shifting gears.

[0087] Based on the above joint analysis rules, the joint analysis module generates specific force feedback control signals, including three parameters: compensation force direction, compensation force magnitude, and compensation duration. A specific example is shown below:

[0088] Example 1: R=R1 normal state, T=T2 adaptable working condition, then generate force feedback control signal: According to the corresponding data content contained in the force feedback control signal, the direction of the compensation force is the same as the shift direction, assists in shifting, the magnitude of the compensation force is 5N slight assistance, the compensation duration is 200ms matching engagement stage duration;

[0089] Example 2: In the case of R=R2 mechanical overload condition and T=T3 low adaptability condition, a force feedback control signal is generated: According to the corresponding data content contained in the force feedback control signal, the direction of the compensation force is opposite to the shift direction, the load is reduced, the magnitude of the compensation force is 20N, the load is significantly reduced, the compensation duration is 500ms, and it continues until the load drops to a safe level.

[0090] Example 3: In the case of severe risk state R=R4 and poor adaptation condition T=T4, a force feedback control signal is generated: According to the corresponding data content contained in the force feedback control signal, the direction of the compensation force is opposite to the shift direction, and an emergency stop is triggered. The magnitude of the compensation force is the maximum reverse force of 50N, and the compensation duration is 1000ms until the driver stops operating, and at the same time, an audible and visual alarm is triggered.

[0091] It should be noted that the force feedback control signal is a specific operation instruction provided to the joint analysis module. The data source is the joint analysis result of the flexible component state assessment result R and the vehicle operating condition adaptation assessment result T. Only by converting the state assessment result into executable control parameters can the force feedback function be realized, solving the problem that traditional systems cannot dynamically adjust. The role of the force feedback control signal is to directly drive the execution unit, realize the closed-loop control of perception-analysis-execution, and provide precise force feedback to the driver.

[0092] The feedback execution module, based on the force feedback signal, applies a compensating force through the coordinated action of the shift motor, worm gear mechanism, and electromagnetic actuator. The specific process is as follows:

[0093] The shift motor adjusts the output torque and rotation direction according to the magnitude and direction parameters of the compensation force. If a reverse 50N compensation force is required, the motor outputs a counter-stress torque, which is converted into a reverse thrust of the shift fork through the worm gear mechanism.

[0094] The worm gear mechanism converts the rotational motion of the motor into the linear motion of the shift fork. At the same time, the rotation angle is collected in real time by the angle sensor to ensure the displacement accuracy of the compensation force. For example, if the compensation force is required to correspond to a shift fork displacement of 2mm, the rotation angle is corrected by the angle sensor until the displacement reaches the target value.

[0095] Based on the compensation duration parameter, the electromagnetic actuator quickly switches on and off to generate instantaneous force when instantaneous feedback is needed, such as a click-like feeling of shifting into gear. For example, when the electromagnetic field is activated during the shifting phase, it generates a 5N positive thrust that lasts for 50ms, simulating a clear shifting sensation.

[0096] During the execution of the force feedback control signal, feedback data, such as compensated A1, A2, and B1-B4 data, are collected in real time through flexible force transmission and sensing components and multi-source state perception units, and then transmitted to the electronic control unit for correction. The specific process is as follows:

[0097] The electronic control unit compares the compensated data with the target state data. For example, if the target is to reduce the mechanical load level D from high load to medium load, then it compares whether the compensated mechanical load level D has reached the target.

[0098] If the compensated data does not reach the target, such as if the mechanical load level D is still high load, then adjust the control signal parameters, such as increasing the compensation force to 25N, and resend it to the feedback execution module until the data reaches the target state.

[0099] If the compensated data reaches the target, the current control signal is maintained until the compensation duration ends, completing one force feedback execution.

[0100] Combining Embodiment 1 and Embodiment 2, the lever shift fork system and control method, which integrates flexible force transmission, multi-source state perception, real-time force feedback control, and adaptive learning, can not only accurately transmit shift commands but also generate realistic and dynamic tactile feedback based on the vehicle's real-time status and the driver's operating intentions. It also features functions such as active shock absorption, prevention of misoperation, and fault warning, ultimately achieving a dual improvement in shift quality and driving experience.

[0101] The above description is merely an example and illustration of the structure of the present invention. Those skilled in the art can make various modifications or additions to the specific embodiments described, or use similar methods to replace them, as long as they do not deviate from the structure of the invention or exceed the scope defined in the claims, all of which should fall within the protection scope of the present invention.

[0102] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0103] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to any specific implementation. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. A lever fork control method based on flexible connection and force feedback, characterized in that, Includes the following steps; Step 1: Determine the multi-source data acquisition range jointly constructed by the target vehicle and its transmission components, and acquire the flexible component mechanical data A and vehicle operating condition data B of the transmission components respectively. Step 2: Perform joint analysis on multiple data points covered in the mechanical data A of the flexible component to generate the state assessment result R of the flexible component; Step 3: Perform step-by-step analysis on the multiple data included in vehicle operating condition data B to generate vehicle operating condition adaptation evaluation result T; Step 4: Based on the joint analysis of the flexible component state assessment result R and the vehicle operating condition adaptation assessment result T, formulate a joint analysis matrix to obtain the force feedback control signal and control the corresponding component to perform compensation operation accordingly.

2. The lever fork control method based on flexible connection and force feedback according to claim 1, characterized in that, The flexible component mechanical data A is collected in real time by displacement / strain sensors and torque sensors of the flexible force transmission and sensing components. Based on the built-in label of the data according to the sensor type, the chaotic data in the flexible component mechanical data A is distinguished and processed to obtain flexible connection unit deformation data A1 and flexible connection unit mechanical data A2. Vehicle operating condition data B is collected in real time by the multi-source state sensing unit and the vehicle ECU and TCU. Based on the distinguishing identifier, vehicle operating condition data B is divided into: speed data B1, oil temperature data B2, shift stroke data B3 and current gear data B4.

3. The lever fork control method based on flexible connection and force feedback according to claim 1, characterized in that, The joint analysis and processing of the X-axis deformation data, Y-axis deformation data, and Z-axis deformation data in the deformation data A1 of the flexible connection unit in step two is as follows: An analysis table is constructed based on the real-time collected X-axis deformation data, Y-axis deformation data, and Z-axis deformation data of each group, sorted from top to bottom. According to the calibration data of the vehicle bench test before leaving the factory, it is marked as the maximum allowable axial deformation value threshold of the flexible connection unit. The real-time deformation data of the corresponding axis in the analysis table is divided by the corresponding maximum allowable deformation value threshold, and the resulting value is marked as the deformation degree value of the corresponding axis. The maximum value of the deformation degree value corresponding to the X-axis deformation data, Y-axis deformation data, and Z-axis deformation data in the analysis table is extracted and marked as the deformation degree value C.

4. The lever fork control method based on flexible connection and force feedback according to claim 3, characterized in that, The process for distinguishing and processing the force and torque data in the mechanical data A2 of the flexible connection unit in step two is as follows: Based on the analysis table, a filling page A2 for the mechanical data of each group of flexible connection units in real time is constructed. The X-axis force data, Y-axis force data, Z-axis force data, and torque data around the X-axis, Y-axis, and Z-axis are recorded in sequence. Based on the vehicle bench test calibration data, a mechanical safety threshold is constructed for the analysis of the mechanical data A2 of the flexible connection units. Each group of force data and torque data in the filling page is divided by the corresponding mechanical safety threshold, and the resulting value is marked as the axial force ratio. The axial force ratio is based on the prefix name of the force or torque data involved in the analysis. The axial force ratio of all force data to torque data is divided into three levels: 0-30% for low load, 31%-70% for medium load, and 71%-100% for high load; the highest level among all levels is taken as the final mechanical load level D.

5. The lever fork control method based on flexible connection and force feedback according to claim 4, characterized in that, Based on the comprehensive data analysis and summary of the vehicle bench test calibration data before leaving the factory, boundary analysis is performed on the abnormal data exceeding the safe range and the data within the safe range in the deformation degree value C and mechanical load level D. Based on the test data unit as the Y-axis coordinate and the test time as the X-axis coordinate, a curve analysis model is constructed. The abnormal data exceeding the safe range and the corresponding data within the safe range are substituted in sequence. The point where the lowest node of the abnormal data exceeding the safe range coincides with the maximum value within the safe range is marked as the safety threshold. The data corresponding to the deformation degree value C and mechanical load level D within the safety threshold are extracted to construct the safety threshold values ​​for deformation degree value C and mechanical load level D. If the deformation degree value C ≤ the safety threshold value of deformation degree value C, and the mechanical load level D ≤ the safety threshold value of mechanical load level D, the flexible component status assessment result R1 is a normal state; if the deformation degree value C ≤ the safety threshold value of deformation degree value C, and the mechanical load level D > the safety threshold value of mechanical load level D, the flexible component status assessment result R2 is a mechanical overload state; if the deformation degree value C > the safety threshold value of deformation degree value C, and the mechanical load level D ≤ the safety threshold value of mechanical load level D, the flexible component status assessment result R3 is a deformation exceeding limit state; if the deformation degree value C > the safety threshold value of deformation degree value C, and the mechanical load level D > the safety threshold value of mechanical load level D, the flexible component status assessment result R4 is a severe risk state.

6. The lever fork control method based on flexible connection and force feedback according to claim 1, characterized in that, The step-by-step analysis process of the multiple data points covered in vehicle operating condition data B in step three is as follows: Individual processing is performed on the engine speed data B1 and the current gear data B4 in the vehicle operating condition data B. The current target gear is determined based on the current gear data B4. The matching relationship between engine speed and transmission input shaft speed under different gears is recorded. Combined with the transmission design parameters, these are summarized and marked as a gear-speed correspondence table. The ideal speed matching value under the target gear is selected based on the table and marked as the ideal speed matching value threshold. The real-time engine speed in the engine speed data B1 is subtracted from (real-time transmission input shaft speed × target gear ideal speed matching value threshold), and the resulting value is marked as the real-time speed difference. The preset speed difference level threshold is retrieved and compared with the real-time speed difference. The gear speed difference level E is determined based on the real-time speed difference.

7. The lever fork control method based on flexible connection and force feedback according to claim 6, characterized in that, The process of processing the shift stroke data in oil temperature data B2 and shift stroke data B3 in step three is as follows: Based on the physical properties of transmission fluid, to ensure the fluid is in optimal lubrication condition, these values ​​are recorded and summarized as preset oil temperature adaptation ranges. These ranges are then categorized into levels. Based on the real-time oil temperature data in data B2, an oil temperature adaptation score is assigned. The shift fork axial displacement data in shift stroke data B3 is used to determine the shift stroke progress and divide it into stages. The stroke stage adaptation score is obtained based on the stroke stage in shift stroke data B3. The oil temperature adaptation score and the stroke stage adaptation score corresponding to the oil temperature data B2 and shift stroke data B3 are added together and then divided by the maximum sum of the two scores to obtain the shift condition adaptation coefficient F.

8. The lever fork control method based on flexible connection and force feedback according to claim 7, characterized in that, Based on the obtained speed difference safety standard threshold and adaptation safety standard threshold, combined with the gear speed difference level E and the shift condition adaptation coefficient F, a joint analysis is performed: If the gear speed difference level E is a small differential and the shift condition adaptation coefficient F ≥ 0.8, the vehicle condition adaptation evaluation result T1 is generated and marked as a good adaptation condition; if the gear speed difference level E is a medium differential and the shift condition adaptation coefficient F is 0.5-0.79, the vehicle condition adaptation evaluation result T2 is generated and marked as a suitable adaptation condition; if the gear speed difference level E is a large differential or the shift condition adaptation coefficient F < 0.5, either of these two conditions, the vehicle condition adaptation evaluation result T3 is generated and marked as a low adaptation condition; if the gear speed difference level E is a large differential and the shift condition adaptation coefficient F < 0.5, the vehicle condition adaptation evaluation result T4 is generated and marked as a poor adaptation condition.

9. The lever fork control method based on flexible connection and force feedback according to claim 1, characterized in that, The joint analysis process of step four, based on the flexible component state assessment result R and the vehicle operating condition adaptation assessment result T, is as follows: The system obtains the flexible component state assessment result R and the vehicle operating condition adaptation assessment result T to prioritize the safety of the flexible component. The flexible component state assessment result R has a higher priority than the vehicle operating condition adaptation assessment result T, while also taking into account the operating condition adaptability. The vehicle operating condition adaptation assessment result T assists in adjusting the compensation intensity. A joint analysis matrix is ​​formulated, and the corresponding force feedback control signal is generated based on the performance of the flexible component state assessment result R and the operating condition of the vehicle operating condition adaptation assessment result T.

10. A lever fork system based on flexible connection and force feedback, used in the lever fork control method based on flexible connection and force feedback as described in any one of claims 1-9, characterized in that, Includes the following steps: Multi-source data acquisition module: used for multi-source data acquisition and aggregation of the target vehicle and its transmission components; Flexible data analysis unit: performs multi-level comparative analysis on the data covered by the mechanical data A of flexible components; Operating condition data analysis module: Based on real-time data, it judges the vehicle operating condition adaptation evaluation results of the target vehicle; Joint analysis module: Based on the results of the preceding analysis and combined with the preset preconditions, it constructs a joint analysis matrix and generates force feedback control signals; Feedback execution module: Based on the data contained in the force feedback control signal, it completes the optimization and control of the target vehicle and its transmission components.

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