Zero-crossing control optimization method and device of transmission system and new energy automobile

Abstract

The invention discloses a transmission system zero-crossing control optimization method and device and a new energy automobile, and belongs to the technical field of new energy automobiles. The method comprises the steps that driver biological characteristic data and driving environment characteristic data are acquired; matching the driver biological characteristic data with a preset zero-crossing control parameter gear to generate a first zero-crossing control parameter; dynamically correcting the first zero-crossing control parameter according to the driving environment characteristic data to generate a second zero-crossing control parameter; obtaining mechanical wear characteristic data, and counting a motor speed fluctuation characteristic value in a zero-crossing stage in a preset vehicle speed interval based on the mechanical wear characteristic data to calculate a mechanical wear correction coefficient; and performing fusion calculation on the second zero-crossing control parameter and the mechanical wear correction coefficient to generate a target zero-crossing control parameter. According to the method, through multi-dimensional cooperative adjustment of the driver biological characteristics, the driving environment characteristics and the mechanical wear characteristics, the zero-crossing control parameters have dynamic adaptability, and the NVH performance is remarkably improved.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, specifically to a method and device for optimizing zero-crossing control of a transmission system and a new energy vehicle. Background Technology

[0002] Zero-crossing control of the transmission system refers to the control strategy adopted to avoid gear knocking and jerking caused by transmission backlash when the motor torque is near the positive-to-negative transition (zero point). Traditionally, a fixed parameter strategy is mainly used, which is handled by the vehicle control unit (VCU) and the electric drive control unit during acceleration / deceleration. However, this fixed mode has shortcomings: on the one hand, it cannot dynamically adjust parameters according to the characteristics of the vehicle driver (such as age and gender) and complex scenarios (such as underground parking lots and highways); on the other hand, it fails to consider the mechanical wear of the transmission system with increasing mileage, resulting in the deterioration of NVH (noise, vibration, and harshness) after long-term use; at the same time, the scenario coverage is limited, making it difficult to cope with the changing driving conditions in reality, affecting driving smoothness and transmission system durability. Summary of the Invention

[0003] This application provides a method, device, and new energy vehicle for optimizing zero-crossing control of a transmission system, aiming to solve the NVH problem caused by fixed parameters in traditional torque zero-crossing control. It can improve driving smoothness and extend the life of the transmission system by intelligently adjusting the zero-crossing control parameters in multiple dimensions.

[0004] Firstly, a method for optimizing zero-crossing control of a transmission system is provided, including: Acquire driver biometric data and driving environment characteristic data; The driver's biometric data is matched with a preset zero-crossing control parameter level to generate a first zero-crossing control parameter; and the first zero-crossing control parameter is dynamically corrected according to the driving environment characteristic data to generate a second zero-crossing control parameter. Acquire mechanical wear characteristic data and statistically analyze the motor speed fluctuation characteristic value during the zero-crossing stage within the preset vehicle speed range based on the mechanical wear characteristic data, so as to calculate the mechanical wear correction coefficient; The second zero-crossing control parameter is fused with the mechanical wear correction coefficient to generate the target zero-crossing control parameter.

[0005] Secondly, a zero-crossing control device for a transmission system is also provided, characterized in that it includes: The data acquisition module is configured to acquire driver biometric data and driving environment characteristic data; The parameter correction module is configured to match the driver's biometric data with a preset zero-crossing control parameter level to generate a first zero-crossing control parameter; and to dynamically correct the first zero-crossing control parameter according to the driving environment characteristic data to generate a second zero-crossing control parameter. The wear analysis module is configured to acquire mechanical wear characteristic data and statistically analyze the motor speed fluctuation characteristic value during the zero-crossing stage within a preset vehicle speed range based on the mechanical wear characteristic data, so as to calculate the mechanical wear correction coefficient. The parameter fusion module is configured to fuse the second zero-crossing control parameter with the mechanical wear correction coefficient to generate the target zero-crossing control parameter.

[0006] Thirdly, a new energy vehicle is also provided, including a vehicle controller; the vehicle controller is used to execute the transmission system zero-crossing control optimization method as described in any of the first aspects.

[0007] Beneficial effects: This application effectively solves the NVH problems caused by fixed parameters in traditional torque zero-crossing control by multi-dimensional data fusion and dynamic parameter adjustment. Specifically, it generates a first zero-crossing control parameter by matching personalized zero-crossing control parameter levels with driver biometric data to adapt to different driving styles; it dynamically corrects the first zero-crossing control parameter based on driving environment characteristic data to generate a second zero-crossing control parameter, so that the control characteristics match the actual driving conditions; it calculates a mechanical wear correction coefficient by statistically analyzing the characteristic value of motor speed fluctuation and combining it with mechanical wear characteristic data to compensate for the aging effect of the transmission system; and it outputs the target zero-crossing control parameter based on the second zero-crossing control parameter and the mechanical wear correction coefficient, thereby achieving smooth torque transition, reducing impact vibration, and extending the life of the transmission system.

[0008] This application achieves dynamic adaptability of zero-crossing control parameters through multi-dimensional coordinated adjustment of driver biometrics, driving environment characteristics, and mechanical wear characteristics, thereby significantly improving NVH performance. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a diagram illustrating the torque crossing at zero during acceleration. Figure 2 This is a flowchart of the torque zero-crossing control during acceleration; Figure 3 This is a schematic diagram showing the torque crossing zero during deceleration; Figure 4 This is a flowchart of the torque zero-crossing control during the deceleration process; Figure 5 This is a flowchart of a transmission system zero-crossing control optimization method provided in some embodiments of this application; Figure 6 This is a flowchart of a transmission system zero-crossing control optimization method provided in some other embodiments of this application; Figure 7 These are schematic diagrams of user scenarios provided in some embodiments of this application; Figure 8 This is a schematic diagram of the wear correction process provided in some embodiments of this application; Figure 9 This is a schematic diagram of a transmission system zero-crossing control optimization device provided in some embodiments of this application. Detailed Implementation

[0011] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0012] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0013] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0014] The use of "applies to" or "configured to" in this application implies open and inclusive language, which does not exclude the applicability to or configuration to devices performing additional tasks or steps. Additionally, the use of "based on" implies openness and inclusivity, because processes, steps, calculations, or other actions "based on" one or more of the stated conditions or values ​​may in practice be based on additional conditions or values ​​beyond those stated.

[0015] In this application, the term "exemplary" is used to mean "used as an example, illustration, or description." Any embodiment described as "exemplary" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use this application. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that this application can be made without using these specific details. In other instances, well-known structures and processes are not described in detail to avoid obscuring the description of this application with unnecessary detail. Therefore, this application is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.

[0016] Zero-crossing control of the transmission system of new energy vehicles faces three major technical challenges: First, due to transmission backlash, gear knocking occurs during powertrain reversal (which can lead to NVH problems), causing vibration and abnormal noise during start-up, low-speed operation, and gear shifting. Second, long-term knocking will accelerate gear wear and even breakage, affecting the durability of the transmission system. Finally, diverse driving habits and complex driving scenarios require the control system to have real-time recognition and dynamic adaptation capabilities.

[0017] like Figure 1 As shown, Figure 1 This is a schematic diagram of the torque crossing zero during the acceleration process. The horizontal axis represents time (unit: s), and the vertical axis represents torque (unit: Nm). Figure 1 The changes in motor torque during acceleration by pressing the accelerator pedal are shown in three stages: Stage T1 (i.e., the regenerative torque unloading stage) is the energy recovery negative torque unloading to near the zero point; Stage T2 (i.e., the zero torque maintenance stage) is the smoothing process near the zero point; Stage T3 (i.e., the drive torque loading stage) is the drive torque loading. Figure 1 This reflects the traditional powertrain zero-crossing control strategy, which involves controlling the motor torque to perform torque arcing or torque holding near the zero-crossing point (such as the processing in the T2 stage) to suppress zero-crossing torque fluctuations, thereby reducing the problems of tooth knocking or jerking caused by transmission backlash.

[0018] like Figure 2 As shown, Figure 2 This is a flowchart of the torque zero-crossing control during acceleration, including the following steps: S201, determine whether the torque control request is less than the first zero-crossing threshold.

[0019] If the torque control request is less than the first zero-crossing threshold, then proceed to S202, i.e., stage T1.

[0020] S202, in the T1 stage, energy recovery and negative torque unloading are carried out to near the zero point.

[0021] S203, determine whether the torque control request is greater than or equal to the first zero-crossing threshold.

[0022] If the torque control request is greater than or equal to the first zero-crossing threshold, then proceed to S204, i.e., stage T2.

[0023] S204 underwent smoothing near the zero point in the T2 stage.

[0024] S205, determine whether the torque control request is greater than the second zero-crossing threshold.

[0025] If the torque control request is greater than the second zero-crossing threshold, then proceed to S206, i.e., stage T3.

[0026] S206, drive torque loading in stage T3.

[0027] Steps S201 to S206 above, by judging the torque control request and different zero-crossing thresholds, achieve reasonable control of motor torque (unloading, smoothing / holding, loading) under different torque control request conditions, so as to optimize the zero-crossing control of the new energy vehicle transmission system and reduce problems such as tooth knocking or jerking caused by transmission backlash. For example, when the vehicle is in a deceleration or other condition that requires energy recovery, the torque control request is less than the first zero-crossing threshold, and the vehicle enters stage T1 to unload torque; while when the vehicle is in a normal driving condition that requires acceleration, the torque control request is greater than the second zero-crossing threshold, and the vehicle enters stage T3 to load torque.

[0028] like Figure 3 As shown, Figure 3 This is a schematic diagram illustrating the torque crossing to zero during deceleration. The horizontal axis represents time (in seconds), and the vertical axis represents torque (in Nm). Figure 3 The demonstration shows the change in motor torque during deceleration by releasing the accelerator pedal, divided into three stages: In stage T1, the drive torque is unloaded to near the zero-crossing point; in stage T1, the motor's drive torque gradually decreases, approaching the zero-crossing point. In stage T2, the area near the zero-crossing point is smoothed out; in stage T2, the motor torque undergoes a smooth transition near the zero-crossing point to reduce the impact and vibration caused by sudden torque changes. In stage T3, energy recovery torque is applied; in stage T3, the motor begins to apply energy recovery torque to achieve the energy recovery function, while also braking and decelerating the vehicle. Figure 3 This demonstrates the dynamic change in motor torque during deceleration by releasing the accelerator, reflecting the torque handling methods used in traditional control strategies during the zero-crossing phase. Through torque control at different stages, the aim is to optimize the smoothness and energy recovery efficiency of the vehicle during deceleration. For example, the smooth handling in stage T2 can reduce gear knocking or jerking caused by transmission backlash, improving the driving experience; while the energy recovery torque loading in stage T3 helps improve the vehicle's energy utilization rate.

[0029] like Figure 4 As shown, Figure 4 This is a flowchart of torque zero-crossing control during deceleration, including the following steps: S401, determine whether the torque control request is less than the first zero-crossing threshold.

[0030] If the torque control request is less than the first zero-crossing threshold, then proceed to S402, i.e., stage T1.

[0031] S402, in the T1 stage, the drive torque is unloaded to near the zero point.

[0032] S403, determine whether the torque control request is greater than or equal to the first zero-crossing threshold.

[0033] If the torque control request is greater than or equal to the first zero-crossing threshold, then proceed to S404, i.e., stage T2.

[0034] S404 underwent smoothing near the zero point in the T2 stage.

[0035] S405, determine whether the torque control request is greater than the second zero-crossing threshold.

[0036] If the torque control request is greater than the second zero-crossing threshold, then proceed to S406, i.e., stage T3.

[0037] S406 performs energy recovery torque loading in stage T3.

[0038] Steps S401 to S406 above, by judging the torque control request and different zero-crossing thresholds, achieve reasonable control of motor torque (unloading, smoothing / holding, loading) under different torque control request conditions, so as to optimize the zero-crossing control of the new energy vehicle transmission system and reduce problems such as tooth knocking or jerking caused by transmission backlash. For example, when the vehicle is in a deceleration or other condition that requires energy recovery, the torque control request may be less than the first zero-crossing threshold, and the vehicle enters stage T1 for torque unloading; while when the vehicle is in a normal driving condition that requires acceleration, the torque control request may be greater than the second zero-crossing threshold, and the vehicle enters stage T3 for torque loading.

[0039] It should be noted that the first and second zero-crossing thresholds are key parameters for zero-crossing control of the powertrain system in new energy vehicles. The first zero-crossing threshold distinguishes between the torque unloading phase (T1) and the smooth transition phase (T2); torque unloading occurs when the torque request is below this value. The second zero-crossing threshold distinguishes between the smooth transition phase (T2) and the torque loading phase (T3); torque loading occurs when the torque request is above this value. These two thresholds are set according to vehicle performance and operating conditions, optimizing powertrain performance through a segmented control strategy to improve smoothness and ensure reliability.

[0040] The problems with traditional zero-crossing control in new energy vehicles are: first, static parameter strategies are difficult to take into account diverse driving needs and cannot fully cover users' personalized driving styles and complex scenarios; second, as the transmission system wears down due to vehicle use, fixed parameters will exacerbate the problem of gear knocking and jerking, which will affect the driving experience and shorten the mechanical life.

[0041] Based on this, this application provides a method, device, and new energy vehicle for optimizing zero-crossing control of a transmission system. It can intelligently adjust the zero-crossing control parameters under different user groups and driving scenarios, and dynamically correct the zero-crossing control parameters based on the mechanical wear of the structural components of the vehicle's transmission system. This ensures that the vehicle can be matched with multiple users and multiple scenarios, improving user driving satisfaction while reducing the wear of mechanical components.

[0042] On the one hand, such as Figure 5 As shown, this embodiment provides a method for optimizing zero-crossing control of a transmission system, including the following steps: S501 acquires driver biometric data and driving environment characteristic data.

[0043] Understandably, step S501 acquires three types of key input data in real time through a multi-dimensional data acquisition system: driver biometrics (such as facial recognition results, gender and age, etc.) and driving environment characteristics (such as high-precision map positioning, ADAS status, etc.).

[0044] S502, the driver's biometric data is matched with the preset zero-crossing control parameter level to generate the first zero-crossing control parameter; and the first zero-crossing control parameter is dynamically corrected according to the driving environment characteristic data to generate the second zero-crossing control parameter.

[0045] Understandably, based on the driver's biometrics obtained by S501, the preset zero-crossing control parameter level (i.e., driving style level, such as aggressive level 1 and gentle level 4) is matched to generate the first zero-crossing control parameter. Then, it is further corrected by combining the characteristics of the driving environment (such as underground parking garage scenario, highway scenario, etc.) to achieve dual parameter adaptation of "user profile - scenario characteristics" and solve the problem of insufficient coverage of static parameters.

[0046] S503: Acquire mechanical wear characteristic data and statistically analyze the motor speed fluctuation characteristic value during the zero-crossing stage within the preset vehicle speed range based on the mechanical wear characteristic data, so as to calculate the mechanical wear correction coefficient.

[0047] Understandably, mechanical wear characteristics (such as motor speed fluctuations, cumulative mileage, etc.) are obtained, and based on these mechanical wear characteristics, the wear degree of the transmission system is quantified and a mechanical wear correction coefficient is generated by statistically analyzing the speed fluctuation characteristics during the zero-crossing phase within a specific vehicle speed range. This ensures that the parameters are dynamically adjusted according to the mechanical state, thereby alleviating the tooth knocking problem caused by wear.

[0048] S504, the second zero-crossing control parameter is fused with the mechanical wear correction coefficient to generate the target zero-crossing control parameter.

[0049] In a specific example, the target zero-crossing control parameters include the zero-crossing control slope, the zero-crossing time, and the duration ratio of each stage. The zero-crossing control slope is the torque change rate (N·m / s), which determines the power response speed when the accelerator pedal crosses zero; the zero-crossing time is the complete transition time (ms) from torque unloading to reloading; and the duration ratio of each stage is the allocation ratio of the three sub-stages: T1 (unloading), T2 (holding), and T3 (loading). For example, as shown in Table 1 below: Table 1

[0050] Understandably, the second zero-crossing control parameter output by S502 is fused with the mechanical wear correction coefficient calculated by S503 (the fusion method is to multiply the second zero-crossing control parameter with the mechanical wear correction coefficient), and the final output includes the zero-crossing control slope, zero-crossing time, and the proportion of each stage duration as the target zero-crossing control parameter. By prioritizing the driving scenario (driving scenario > user profile) and using the mechanical wear correction coefficient, the dynamically optimal target zero-crossing control parameter is generated.

[0051] In some embodiments, the driver biometric data includes facial recognition data, gender, and age information; the driver biometric data is matched with preset zero-crossing control parameter levels: if stored driver biometric data is detected, a zero-crossing control parameter level matching the driver's historical driving style is invoked; if no stored driver biometric data is detected, a preset zero-crossing control parameter level is matched according to gender and age range; wherein different zero-crossing control parameter levels correspond to different zero-crossing control slopes and zero-crossing times.

[0052] Understandably, personalized matching of zero-crossing parameters can be achieved through driver biometric data (such as facial recognition, gender, and age): For drivers whose biometric data has been registered, the zero-crossing control parameter level corresponding to their historical driving style is directly called (e.g., Aggressive Level 1, Comfort Level 4); for users who have not registered, a default level is intelligently matched based on gender and age (e.g., Young and middle-aged men are matched with Level 1 Sporty style, and middle-aged and elderly women are matched with Level 4 Gentle style). Different zero-crossing control parameter levels correspond to different zero-crossing control slopes and zero-crossing times (e.g., Level 1 steep slope / short zero-crossing time, Level 4 gentle slope / long zero-crossing time), thereby establishing a quantitative correlation between biometrics and driving style, solving the problem of insufficient coverage of static parameters, and improving the accuracy of driving style adaptation.

[0053] In some embodiments, the driving environment feature data includes high-precision map positioning information, the activation status of advanced driver assistance system functions, and passenger occupancy signals; the dynamic correction of the first zero-crossing control parameter based on the driving environment feature data includes: identifying the scene type where the vehicle is located based on the high-precision map positioning information, adjusting the first zero-crossing control parameter to a preset range corresponding to the scene, to obtain the second zero-crossing control parameter; when the advanced driver assistance system functions are activated, preferentially using a torque parameter calculated based on target acceleration to replace the first zero-crossing control parameter to obtain the second zero-crossing control parameter; when the passenger occupancy signal is detected, performing attenuation processing on the first zero-crossing control parameter or the torque parameter calculated based on target acceleration to obtain the second zero-crossing control parameter.

[0054] Understandably, the first zero-crossing control parameter is adaptively adjusted based on driving environment characteristic data: high-precision map positioning identifies scene types such as underground parking garages and congested roads (e.g., automatically switching to level 4 smooth parameters in underground parking garage scenarios); the Advanced Driver Assistance System (ADAS) prioritizes the use of dynamic parameters calculated from the target acceleration (e.g., using level 1 aggressive parameters during emergency braking); and passenger occupancy signals are combined to reduce comfort (e.g., reducing the zero-crossing control slope by 20% when there are rear passengers). These three correction mechanisms work together to solve the problem of traditional static parameters being unable to adapt to complex scenarios, achieving an upgrade from "fixed parameters" to "scene-responsive parameters," balancing driving responsiveness and passenger comfort requirements.

[0055] In some embodiments, the mechanical wear characteristic data includes vehicle speed, accelerator pedal opening, and cumulative mileage; the step of calculating the mechanical wear correction coefficient by statistically analyzing the motor speed fluctuation characteristic values ​​during the zero-crossing phase within a preset vehicle speed range based on the mechanical wear characteristic data includes: statistically analyzing the motor speed fluctuation characteristic values ​​during the zero-crossing phase within multiple preset vehicle speed ranges; calculating the mechanical wear correction coefficient based on a preset mechanical wear assessment model, combined with the speed fluctuation amplitude and mileage; wherein the mechanical wear correction coefficient has preset upper and lower limit constraints.

[0056] Understandably, by analyzing mechanical wear characteristic data (such as vehicle speed, throttle opening, and cumulative mileage), the speed fluctuation characteristic value during the zero-crossing phase is statistically analyzed within a preset speed range (this characteristic value reflects the degree of wear in the transmission system). Based on a preset mechanical wear assessment model, the speed fluctuation is correlated with mileage to calculate a mechanical wear correction coefficient (e.g., the mechanical wear correction coefficient decreases by 0.05 for every 10% increase in the speed fluctuation characteristic value). By setting upper and lower limits (e.g., a range of 0.8-1.2), parameter abrupt changes are avoided, achieving adaptive adjustment of the zero-crossing control parameters according to the degree of mechanical wear. For example, the mechanical wear correction coefficient for a new vehicle remains constant at 1.0, and the torque slope is gradually reduced as wear intensifies (e.g., the mechanical wear correction coefficient drops to 0.9 after 200,000 kilometers), thereby alleviating the gear knocking problem caused by increased gear clearance and extending the life of the transmission system. This solves the problem of traditional fixed parameters exacerbating wear, achieving dynamic degradation compensation of the zero-crossing control parameters.

[0057] In some embodiments, in response to a driving mode selection signal, the second zero-crossing control parameter is subjected to gain or attenuation processing according to a preset scaling factor for the corresponding driving mode.

[0058] Understandably, the second zero-crossing control parameter is modified a second time by using the driving mode selection signal (such as Eco mode / Standard mode / Sport mode / One-pedal mode). The generated second zero-crossing control parameter is amplified or attenuated according to the preset proportional coefficients for each driving mode (e.g., 0.9 for Eco mode and 1.1 for Sport mode), thereby enhancing the driving style. For example, Eco mode smooths the torque slope and extends the zero-crossing time to optimize energy efficiency, Sport mode increases torque response speed to enhance driving aggression, and Standard mode maintains a balanced setting. This parameter adjustment mechanism prioritizing mode retains the user's subjective choice of driving style while ensuring that the final tuning of the first zero-crossing control parameter after scenario adaptation and wear compensation conforms to the expected characteristics of the mode.

[0059] In some embodiments, the scenario types include underground parking garage scenarios, congested road scenarios, and highway scenarios; the step of identifying the scenario type of the vehicle based on the high-precision map positioning information and adjusting the first zero-crossing control parameter to a preset range corresponding to the scenario includes: if it is determined that the vehicle is in an underground parking garage scenario and the vehicle speed is lower than a preset first speed threshold, the zero-crossing control parameter is set to the first level; if it is determined that the vehicle is in a congested road scenario and the vehicle speed is lower than a preset second speed threshold, the zero-crossing control parameter is set to the second level; if it is determined that the vehicle is in a highway scenario and the vehicle speed is higher than a preset third speed threshold, the zero-crossing control parameter is set to the third level.

[0060] Understandably, when the high-precision map determines that the vehicle is in an underground parking garage and the speed is ≤30km / h, the zero-crossing control slope of the drive / regenerative torque is set to level 4, extending the zero-crossing time to suppress gear knocking noise in the enclosed space and adapt to frequent acceleration and deceleration conditions. When the high-precision map determines that the vehicle is in a congested road section and the speed is ≤30km / h, the zero-crossing control slope of the drive / regenerative torque is set to level 3 to balance jerking suppression and response speed, matching the needs of close following. When the high-precision map determines that the vehicle is on a highway and the speed is ≥60km / h, the zero-crossing control slope of the drive / regenerative torque is set to level 2, shortening the zero-crossing time to improve smoothness in high-speed conditions. By adjusting the zero-crossing control slope and extending the zero-crossing time, the problem of gear knocking noise amplified by acoustic reflection effects in enclosed spaces is effectively alleviated, while adapting to the frequent start-stop conditions in underground scenarios, achieving a dual improvement in NVH performance and driving comfort.

[0061] In some embodiments, the statistical zero-crossing stage motor speed fluctuation characteristic value within the preset vehicle speed range includes: calculating the current characteristic value after reaching a preset statistical sample size in each vehicle speed range; dynamically updating the characteristic value using a sliding time window algorithm; and resetting the characteristic value to an initial default value in response to a transmission system maintenance event.

[0062] Understandably, a dynamic statistical mechanism is used to achieve real-time and accurate mechanical wear assessment: Within a preset vehicle speed range (e.g., 7 ranges such as 0-10km / h), when a preset statistical sample size is reached in each speed range (e.g., 5 throttle operation samples), a sliding time window algorithm is used to continuously update the speed fluctuation characteristic value (e.g., recalculating the mean for each new valid sample), ensuring that the data reflects the current mechanical wear state in real time; when a transmission system maintenance event (e.g., gearbox replacement) is detected, the characteristic value is automatically reset to the initial default value (e.g., a coefficient of 1.0 for a new vehicle). This design solves the problem that traditional fixed parameters cannot adapt to wear changes, and avoids interference from historical data on the current state, thus enabling dynamic parameter correction based on real-time wear status.

[0063] In some embodiments, the method further includes performing zero-crossing control in stages according to the target zero-crossing control parameters, including: in the feedback torque unloading stage, controlling the torque change rate to decrease from a negative value to zero according to the unloading slope level in the zero-crossing control parameters by a first duration ratio; in the zero torque maintenance stage, maintaining zero torque output for a second duration ratio, the second duration ratio being determined by the zero-crossing time parameter corresponding to the current level; and in the drive torque loading stage, controlling the torque change rate to increase from zero to the target value according to the loading slope level in the zero-crossing control parameters by a third duration ratio.

[0064] Understandably, a three-stage segmented zero-crossing control strategy (T1 torque unloading, T2 zero torque holding, T3 torque loading) achieves a smooth torque transition. Specifically, in the unloading stage (T1), torque is reduced according to a dynamically adjusted first proportional duration and slope to avoid sudden deceleration impact; in the zero-crossing stage (T2), zero torque output is maintained for a second proportional duration to eliminate the influence of transmission backlash; in the loading stage (T3), torque is increased according to a scenario-adapted slope and a third proportional duration. The three-stage duration ratios can be dynamically allocated according to real-time operating conditions. For example, if the sum of the first, second, and third duration ratios is 100%, the allocation rule for each ratio is as follows: when the zero-crossing control parameter is at level 1, the ratio of first duration to second duration to third duration is 30% to 10% to 60%; when the zero-crossing control parameter is at levels 4-5, the ratio of first duration to second duration to third duration is 40% to 30% to 30% to 30%. This design solves the problems of low-speed jerking and high-speed response lag caused by the fixed ratio in traditional designs, meeting both NVH requirements and ensuring dynamic responsiveness.

[0065] The following description uses specific examples.

[0066] like Figure 6 As shown, a method for optimizing zero-crossing control of a transmission system includes: S601 identifies the driver.

[0067] Specifically, driver characteristic data is acquired. This data can be obtained from the cockpit domain controller (via facial recognition technology) by acquiring the driver's facial recognition results (e.g., conditions A1-D1), gender (e.g., conditions E1 / F1), and age (e.g., conditions G1 / H1). The details are as follows: Condition A1: User 1 whose facial data has been stored; Condition B1: User 2 whose facial data has been stored; Condition C1: User 3 whose facial data has been stored; Condition D1: Users whose facial data has not been stored; Condition E1: Gender identified as male; Condition F1: Gender identified as female; Condition G1: Age is identified as young adult; Condition H1: Age is identified as middle-aged or elderly.

[0068] S602, registered driver.

[0069] For example, if any one of the above conditions A1 to C1 is met, the driver is a registered driver, and the VCU directly calls the historical driving style parameters (such as the 2nd gear slope stored by user 1).

[0070] S603, unregistered driver.

[0071] For example, if conditions D1, E1, and G1 are met simultaneously, indicating an unregistered driver, the VCU will match the default gear based on the gender and age combination. For instance, D&E&G → 1st gear (aggressive), meaning the drive and regenerative torque loading and unloading slopes during zero-crossing are set to 1st gear. D&F / D&H → 4th gear (smooth), meaning the drive and regenerative torque loading and unloading slopes during zero-crossing are set to 4th gear, resulting in a longer zero-crossing time. Among these, 1st gear has the fastest slope, and 5th gear has the slowest; the final result is the zero-crossing time.

[0072] S604, Abnormal situation.

[0073] For example, in abnormal situations, the VCU uses the default slope of level 3.

[0074] As can be seen, steps S602 to S604 above match the driver's biometric data with preset zero-crossing control parameter levels to generate the first zero-crossing control parameter. Specifically, for registered drivers (condition AC): historical driving style parameters are directly called (such as the 2nd gear slope stored by user 1). For unregistered drivers: a default gear is matched based on the gender and age combination (document example: D&E&G → 1st gear aggressive, D&F / D&H → 4th gear gentle). For abnormal situations: the 3rd gear parameter is used by default.

[0075] S605, Preset scene operating parameters.

[0076] In other words, the gear settings set in steps S602-S605 above are corrected for the first time based on the driving environment characteristics data of the vehicle.

[0077] Specifically, driving environment feature data (i.e., scene feature data) is acquired. This data can be used to identify special scenarios such as underground parking garages, congested roads, and highways using high-precision maps (condition A2), and combined with ADAS status (condition B2) and passenger occupancy signals (condition D2). Details are as follows: Condition A2: The high-precision map is available; Condition B2: Adaptive cruise control / cruise control is available; Condition C2: The target acceleration transmitted by ADAS control; Condition D2: The front passenger seat and / or rear passenger seats are occupied (the vehicle seats are equipped with sensors to identify whether someone is sitting in them).

[0078] For example, when condition A2 is met, the VCU receives real-time vehicle location and real-time road traffic conditions from a high-precision map, identifying special customer usage scenarios: underground parking garages, congested road sections, and highways. For these special scenarios, the zero-crossing control parameters are set as follows: (1) Underground parking garage scenario (below 30km / h → 4th gear): ① The maximum speed for vehicles driving in underground parking garages is generally no more than 30 km / h; ②In the enclosed space of the underground parking garage, the knocking noise is more obvious and the frequency of acceleration and deceleration switching increases; Therefore, the zero-crossing parameter below 30km / h is set to level 4 to alleviate jerking and gear knocking issues.

[0079] (2) Congested road scenario (below 30km / h → 3rd gear): ① The maximum speed in severe traffic congestion is generally no more than 30 km / h; ② This usually involves open roads, close following of other vehicles, and frequent acceleration and deceleration. Therefore, the zero-crossing parameter below 30km / h is set to level 3 to appropriately alleviate the jerking and gear knocking issues.

[0080] (3) Highway scenario (above 60km / h → 2nd gear): ① The minimum speed for driving on highways is 60 km / h; ② Generally, the road surface is open and the acceleration and deceleration are relatively stable. In this case, the parameter settings should focus on smoothness. Therefore, the zero-crossing parameter is set to level 2 above 60km / h to improve driving smoothness.

[0081] For example, when condition B2 is met, the adaptive cruise control / cruise control function is activated, and the target acceleration (absolute value) sent by ADAS exceeds the corresponding threshold. The VCU recognizes the acceleration and deceleration conditions and prioritizes driving response, with the parameter preset to 1. In other words, ADAS takes priority, and when condition B2 is met and the target acceleration exceeds the threshold, it forces the use of parameter level 1.

[0082] For example, when condition A2 is not met, the VCU receives historical vehicle driving records uploaded to the backend by the TBOX (Telematics Control Unit), such as vehicle start time, driving time, locking time, average driving speed, driving time, and mileage. The VCU identifies when the vehicle starts and locks within a fixed time range, and the deviation between average speed and mileage is within a certain range, fitting the customer's usage scenario: underground parking garage, congested roads, highways, etc., according to the aforementioned preset zero-crossing control parameters. In other words, when high-precision maps are unavailable, driving environment characteristics (i.e., scenario characteristics) are fitted using historical data from the TBOX.

[0083] For example, when condition D2 is met, considering that a passenger is seated in the front passenger seat or rear seat, the zero-crossing control parameter is appropriately attenuated to avoid overly aggressive zero-crossing control parameters that could cause dizziness and discomfort to passengers. In other words, the zero-crossing control parameter is smoothed when a passenger is detected occupying the seat (condition D2).

[0084] As can be seen, step S605 dynamically corrects the first zero-crossing control parameter based on driving environment characteristic data to generate the second zero-crossing control parameter. Specifically, the first zero-crossing control parameter (as the base data) is corrected for the first time based on the driving environment characteristic data of the vehicle. The processing logic is as follows: 1) ADAS priority: When condition B is met and the target acceleration exceeds the threshold, gear 1 is forcibly used. 2) Map scene adaptation: underground parking scene (e.g., below 30km / h → gear 4), highway scene (e.g., above 60km / h → gear 2). 3) Historical data compensation: When the high-precision map is unavailable, the scene characteristics are fitted using TBOX historical data. 4) Comfort decay: When passenger occupancy is detected (condition D2), the parameters are smoothed.

[0085] S606, Driving mode coefficient correction.

[0086] Specifically, in response to the driving mode selection signal, the second zero-crossing control parameter is adjusted according to the preset proportional coefficient of the corresponding driving mode. In other words, the second zero-crossing control parameter is corrected a second time according to the driving mode. This second correction of the second zero-crossing control parameter is performed via the driving mode selection signal (e.g., Eco mode / Standard mode / Sport mode / One-pedal mode), and the generated second zero-crossing control parameter is amplified or attenuated according to the preset proportional coefficient of each driving mode (e.g., 0.9 for Eco mode and 1.1 for Sport mode), thereby enhancing the driving style.

[0087] S607, Correction of mechanical wear characteristic parameters.

[0088] Specifically, mechanical wear characteristic data is acquired by collecting data on vehicle speed (condition A3, divided into 7 intervals), throttle opening (condition B3, divided into 5 intervals), and cumulative vehicle mileage (condition C3), which is used for subsequent wear assessment. Details are as follows: Condition A3: Vehicle speed falls within the following range: 0~10, 10~20, 20~30, 30~50, 50~80, 80~100, 100~120km / h Condition B3: Throttle opening (i.e., accelerator pedal range): 0~15%, 15%, 30%, 30%~60%, 60%~100% Condition C3: The vehicle's cumulative mileage is less than the preset threshold.

[0089] For example, when condition C3 is met, considering the break-in period of a new car, the mechanical wear correction coefficient is preset to 1 and no processing is performed. When the vehicle speed is within the range of condition A3, and the accelerator pedal is pressed within the range of condition B3, it is counted once. After accumulating 5 times, the VCU identifies the speed change during the zero-crossing phase in the 5 data samples, that is, the feedback torque unloading and drive torque loading during the Tip-in (torque increase) acceleration process, and the drive torque unloading and feedback torque loading during the Tip-out (torque decrease) deceleration process, and the characteristic value of motor speed fluctuation (such as speed fluctuation amplitude) near zero torque.

[0090] Based on the estimated speed fluctuation amplitude, the VCU presets a corresponding mechanical wear correction factor (reference algorithm as follows): 1) Test scope: Zero-crossing phase; 2) Strategy Control: During the zero-crossing phase, the range of fluctuations in amplitude between different vehicle speeds and motor speeds is determined by selecting the corresponding mechanical wear correction coefficient of 0-1 using a two-dimensional lookup table. (Actual vehicle calibration data); 3) Parameters (reference): X-axis (speed fluctuation): 0, 10, 20, 30, 50, 80; Y-axis (vehicle speed): 0, 10, 30, 50, 80, 100; where the mechanical wear correction coefficient has preset upper and lower limit constraints to avoid discomfort caused by sudden changes.

[0091] Specifically, step S607 involves calculating the characteristic value of motor speed fluctuation during the zero-crossing phase within a preset vehicle speed range based on mechanical wear characteristic data, and then calculating the mechanical wear correction coefficient to further correct the zero-crossing control parameters that have been corrected in step S606. The processing logic is as follows: 1) New vehicle stage (condition C3 is met): Mechanical wear correction coefficient = 1 (no adjustment is made). 2) Wear statistics: After accumulating 5 effective throttle operations within 7 vehicle speed ranges (conditions A3+B3), calculate the characteristic value of motor speed fluctuation during the zero-crossing phase. 3) Two-dimensional lookup table method: The mechanical wear correction coefficient is obtained based on the speed fluctuation (X-axis) and vehicle speed (Y-axis) (e.g., within the range of 0~1), such as a speed fluctuation of 30 rpm + vehicle speed of 50 km / h → mechanical wear correction coefficient 0.92.

[0092] S608 generates target zero-crossing control parameters.

[0093] Specifically, the second zero-crossing control parameter is fused with the mechanical wear correction coefficient to generate the target zero-crossing control parameter, which is the final target zero-crossing control parameter after multiple rounds of correction (driver biometrics, scene characteristics, driving mode coefficient, mechanical wear coefficient, etc.). The processing logic is as follows: 1) Scene priority processing: When the above condition B2 conflicts with condition A2, the scene parameter is used first, that is, B2 has a higher priority. 2) Wear compensation: Second zero-crossing control parameter × mechanical wear correction coefficient (e.g., parking garage 4th gear parameter × 0.92). 3) Mode adjustment: Driving mode coefficient is superimposed (sport mode × 1.1 / economy mode × 0.9), and the final output target zero-crossing control parameter includes: ① torque loading / unloading slope (e.g., the fifth gear parameter in Table 2); ② zero-crossing time (1st gear is the shortest, 5th gear is the longest); ③ stage duration ratio (dynamically allocated T1 / T2 / T3). The target zero-crossing control parameter is used for actual transmission system zero-crossing control.

[0094] Table 2

[0095] Table 2 above is divided into two parts: torque increase (Tip-in) and torque decrease (Tip-out). The Tip-in section includes zero-crossing condition - entering the first zero-crossing threshold, zero-crossing condition - exiting the second zero-crossing threshold 2, zero-crossing condition - feedback gear torque unloading slope, and zero-crossing condition - drive gear torque loading slope, each corresponding to a different gear. The Tip-out section includes zero-crossing condition - entering the third zero-crossing threshold, zero-crossing condition - exiting the fourth zero-crossing threshold, zero-crossing condition - drive torque unloading slope, and zero-crossing condition - feedback torque loading slope, each corresponding to a different gear. Gears 1-5 are configured with different torque zero-crossing thresholds and torque loading / unloading slopes to adapt to diverse driving needs, vehicle operating conditions, and different requirements for transmission system performance, differentiating gears and setting parameters from relatively mild and rapid response (Gear 1) to extremely rapid and drastic changes (Gear 5). In practical applications, the appropriate gear is dynamically selected by combining driver biometric data, driving environment data, and mechanical wear data to optimize the zero-crossing control of the transmission system.

[0096] In other specific examples, such as Figure 7 As shown, Figure 7 The workflow for different scenarios is shown below: S701 determines whether a high-precision map is available.

[0097] If a high-precision map is available, proceed to S702; If the high-precision map is unavailable, enter S710.

[0098] S702, determine if the map location is an underground parking garage.

[0099] If a high-precision map is available, further determine whether the vehicle is in an underground parking garage to decide whether to preset parameters for the underground parking garage scenario.

[0100] If the vehicle is in the underground parking garage, enter S703; If the vehicle is not in an underground parking garage, proceed to S704.

[0101] S703, Scene 1: Preset parameters for underground parking garage.

[0102] When the map is located as an underground parking garage, targeted parameter presets are made according to the characteristics of the underground parking garage scene, such as adjusting the zero-crossing control parameters due to factors such as low-speed driving.

[0103] S704 determines whether the map location is a congested road.

[0104] If the map indicates a congested road, enter S705; If the map does not show a congested road, proceed to S706.

[0105] S705, Scenario 2: Preset parameters for congested road sections.

[0106] If you are in a congested area, consider the frequent starts and stops and close following distances, and preset the zero-crossing control parameters to optimize the driving experience and vehicle performance.

[0107] S706, determine if the map location is a highway.

[0108] If the map indicates that the road is a highway, enter S707; If the map location is not a highway, enter S708.

[0109] S707, Scenario 3: Preset parameters for highway roads.

[0110] In high-speed road scenarios, zero-crossing control parameters are preset based on the characteristics of high-speed driving (such as high vehicle speed and relatively stable vehicle distance).

[0111] S708 determines whether the map location is for cruising.

[0112] Cruise control refers to a function mode in which a car can automatically travel at a set speed without the driver needing to continuously press the accelerator pedal.

[0113] If the map location indicates cruising, then enter S709; If the map location is not cruise driving, then enter S710.

[0114] S709, Scenario 4: Preset cruise driving parameters.

[0115] If it is in cruise driving mode, the zero-crossing control parameters are preset according to the vehicle's operating characteristics in this scenario.

[0116] S710, typical scene extraction.

[0117] If the high-definition map is unavailable, extract typical scenes first to indicate that accurate scene judgment cannot be made based on the high-definition map.

[0118] S711, Determine whether the fitting conditions for scenario 5 are met.

[0119] When high-precision maps are unavailable, determine whether the fitting conditions are met.

[0120] If the fitting conditions are not met, proceed to S712; If the fitting conditions are met, proceed to S713.

[0121] S712, set to default parameters.

[0122] If the aforementioned high-precision map is unavailable and the fitting conditions are not met, the zero-crossing control parameters will be set according to the default parameters to ensure basic vehicle operation control.

[0123] S713, Scene 5: Special Scene Parameter Presets.

[0124] When the fitting conditions are met, parameters for special scenarios are preset, such as adjusting parameters by fitting scenario features through other methods (e.g., TBOX historical data).

[0125] S714, Determine whether the anti-vertigo working conditions for scenario 6 are met.

[0126] Anti-dizziness mode is a special setting designed for situations where drivers may experience dizziness or visual disturbances due to factors such as light and visual environment while driving, which could affect driving safety and comfort.

[0127] If the anti-vertigo operating conditions are met, proceed to S715; If the anti-vertigo conditions are not met, end the operation.

[0128] S705, Scene 7: Preset parameters for anti-vertigo working conditions.

[0129] When the anti-dizziness operating conditions are met, preset parameters are used to address possible dizziness during operation, ensuring stable vehicle operation.

[0130] In other specific examples, such as Figure 8 As shown, Figure 8 The workflow for correcting wear on mechanical components is shown below.

[0131] S801 determines whether the cumulative mileage is less than 100km.

[0132] The system obtains the cumulative mileage data from the vehicle's mileage recording system and compares it with a threshold of 100km. The purpose is to distinguish whether the vehicle is in a low-mileage state, similar to a new car.

[0133] If the cumulative mileage is less than 100km, proceed to S802; If the cumulative mileage is not less than 100km, enter S803.

[0134] S802 identifies the vehicle as a newly manufactured vehicle, and the correction parameter is set to 1 by default.

[0135] When the system determines that the cumulative mileage is less than 100km, it considers the vehicle to be in a state similar to a newly manufactured car. In this case, the correction parameter is set to the default value of 1.

[0136] S803, determine whether the rate of change of the accelerator pedal is greater than the first preset threshold, or whether the cruise control function is activated and the current absolute value of acceleration is greater than the second preset threshold.

[0137] The rate of change of the accelerator pedal reflects the driver's urgency or frequency of operation in demanding power. When it exceeds the first preset threshold, it indicates that the driver may have a strong or frequent need for power adjustment. When the cruise function is activated and the current absolute value of acceleration is greater than the threshold, it indicates that the vehicle is in a state that requires special power handling during cruise (such as accelerating to overtake while cruise).

[0138] If the rate of change of the accelerator pedal is greater than the first preset threshold, or if the cruise control function is activated and the current absolute value of acceleration is greater than the second preset threshold, proceed to S804.

[0139] If the conditions "accelerator pedal change rate > first preset threshold || cruise function activated && current absolute acceleration value > second preset threshold" are not met, proceed to S805.

[0140] S804 identifies power requirements and corrects parameters to the appropriate values.

[0141] The system identifies the current power demand type. For example, if it is a rapid acceleration with a rapidly changing accelerator pedal, the correction parameter is set to a value that favors a quicker increase in power response; if it is a cruise acceleration condition, specific correction parameter values ​​are set according to the characteristics of the cruise system and the acceleration requirements to optimize the smoothness and responsiveness of power output.

[0142] S805, detect operating conditions, set correction parameters according to the speed fluctuation range.

[0143] After identifying power requirements and initially setting correction parameters, the overall operating condition of the vehicle is further tested, with a focus on the fluctuation range of engine speed. Different speed fluctuation ranges correspond to different driving scenarios (such as low-speed congestion, high-speed stable driving, etc.). For example, if the speed fluctuation range is small and in the high-speed range, the correction parameters are set with a greater emphasis on fuel economy and smoothness; if the speed fluctuation range is large and changes frequently in the low-speed range, the correction parameters are set with a greater emphasis on rapid power response and optimization of shift logic. Finally, the correction parameters are finely adjusted again based on the test results of the speed fluctuation range, so that the vehicle's power system and other components can better adapt to actual driving conditions.

[0144] The entire process from steps S801 to S805 above completes the setting of correction parameters by judging and detecting various aspects such as the vehicle's cumulative mileage, accelerator pedal changes, cruise and acceleration status, and speed fluctuations, so as to optimize the vehicle's performance. Whether it is a new car off the production line or under different driving conditions later, the relevant systems of the vehicle (such as the power system) can operate under appropriate parameter settings.

[0145] On the other hand, on the other hand, such as Figure 9 As shown, this application discloses a zero-crossing control device for a transmission system, comprising a data acquisition module 901, a parameter correction module 902, a wear analysis module 903, and a parameter fusion module 904.

[0146] For example, the data acquisition module 901 is configured to acquire driver biometric data and driving environment characteristic data.

[0147] For example, the parameter correction module 902 is configured to match the driver's biometric data with a preset zero-crossing control parameter level to generate a first zero-crossing control parameter; and to dynamically correct the first zero-crossing control parameter according to the driving environment feature data to generate a second zero-crossing control parameter.

[0148] For example, the wear analysis module 903 is configured to acquire mechanical wear characteristic data and statistically analyze the motor speed fluctuation characteristic value during the zero-crossing stage within a preset vehicle speed range based on the mechanical wear characteristic data, so as to calculate the mechanical wear correction coefficient.

[0149] For example, the parameter fusion module 904 is configured to perform fusion calculations on the second zero-crossing control parameter and the mechanical wear correction coefficient to generate the target zero-crossing control parameter.

[0150] In another aspect, this application provides a new energy vehicle, including a vehicle controller; the vehicle controller is used to execute the transmission system zero-crossing control optimization method described in any of the above claims.

[0151] Specifically, the Vehicle Controller (VCU) receives driver biometric data (including gender, age, and registered facial recognition status) from the cockpit domain controller; it also receives driving environment feature data (including vehicle position, speed, and ADAS function status) from a high-precision map / TBOX; it generates target zero-crossing control parameters, specifically including: matching the driver's biometrics to a preset gear (e.g., gears 1-5) to generate the first zero-crossing control parameter. For example, a young adult male without registered facial recognition is set to gear 1, and a middle-aged or elderly female is set to gear 4. The first zero-crossing control parameter is dynamically corrected based on driving environment data (e.g., forcibly set to gear 4 in an underground parking garage scenario) to obtain the second zero-crossing control parameter (i.e., scenario correction parameter); a mechanical wear correction coefficient is calculated based on the motor speed fluctuation amplitude; finally, the scenario correction parameter and the mechanical wear correction coefficient are fused to output the final target zero-crossing control parameter; and the final motor requested torque is generated based on the target zero-crossing control parameter. The final motor requested torque is sent to the Motor Controller (MCU). The Motor Controller receives the final motor requested torque and performs smooth torque zero-crossing control on the drive motor through the transmission system. The transmission system connects the drive motor and the wheels, and is used to transmit torque optimized and controlled by this application during the zero-crossing phase.

[0152] This embodiment also provides a computer-readable storage medium having a computer program stored thereon, the computer program being loaded by a processor to execute the arrangement in any of the methods described above.

[0153] In the embodiments of this application, the storage medium may be a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM), etc.

[0154] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0155] The foregoing has provided a detailed description of a transmission system zero-crossing control optimization method, device, and new energy vehicle provided in the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method of zero-crossing control optimization for a driveline system, characterized by, The method comprises: acquiring driver biological feature data and driving environment feature data; matching the driver biological feature data with preset zero-crossing control parameter gears to generate first zero-crossing control parameters, and dynamically correcting the first zero-crossing control parameters according to the driving environment feature data to generate second zero-crossing control parameters; acquiring mechanical wear feature data and calculating a mechanical wear correction coefficient based on the mechanical wear feature data and the motor speed fluctuation characteristic values in preset speed intervals; fusing and calculating the second zero-crossing control parameters and the mechanical wear correction coefficient to generate target zero-crossing control parameters.

2. A method of zero-crossing control optimisation for a driveline system according to claim 1 characterised in that, The driver biological feature data includes face recognition data, gender and age information; the driver biological feature data is matched with preset zero-crossing control parameter gears: in the case of recognizing stored driver biological feature data, the zero-crossing control parameter gears matching the historical driving style of the driver are called; in the case of recognizing un-stored driver biological feature data, the preset zero-crossing control parameter gears are matched according to the gender and age interval; different zero-crossing control parameter gears correspond to different zero-crossing control slopes and zero-crossing times.

3. The drive system zero crossing control optimization method of claim 1, wherein, The driving environment feature data includes high-precision map positioning information, advanced driving assistance system function activation state and passenger occupancy signal; the dynamic correction of the first zero-crossing control parameters according to the driving environment feature data comprises: identifying the scene type where the vehicle is located according to the high-precision map positioning information, adjusting the first zero-crossing control parameters to the preset range of the corresponding scene to obtain the second zero-crossing control parameters; in the case of the activation state of the advanced driving assistance system function, the torque parameters calculated based on the target acceleration are preferentially used to replace the first zero-crossing control parameters to obtain the second zero-crossing control parameters; in the case of detecting the passenger occupancy signal, the first zero-crossing control parameters or the torque parameters calculated based on the target acceleration are subjected to attenuation processing to obtain the second zero-crossing control parameters.

4. The drive system zero crossing control optimization method of claim 1, wherein, The mechanical wear feature data includes vehicle speed, accelerator pedal opening degree and cumulative driving mileage; the calculation of the mechanical wear correction coefficient based on the mechanical wear feature data and the motor speed fluctuation characteristic values in preset speed intervals comprises: statistically calculating the motor speed fluctuation characteristic values in the zero-crossing phase in multiple preset speed intervals; calculating the mechanical wear correction coefficient according to a preset mechanical wear evaluation model in combination with the speed fluctuation amplitude and the driving mileage; wherein the mechanical wear correction coefficient has preset upper and lower limit constraints.

5. The drive system zero crossing control optimization method of claim 1, wherein, It further comprises: in response to a driving mode selection signal, performing gain or attenuation processing on the second zero-crossing control parameters according to the preset proportional coefficient of the corresponding driving mode.

6. The drive system zero crossing control optimization method of claim 3, wherein, The scene types include an underground garage scene, a congested road section scene and a highway scene; the identification of the scene type where the vehicle is located according to the high-precision map positioning information and the adjustment of the first zero-crossing control parameters to the preset range of the corresponding scene comprise: If it is determined that the vehicle is located in an underground garage scene and the vehicle speed is lower than a preset first vehicle speed threshold, the zero-crossing control parameter gear is set to a first gear; If it is determined that the vehicle is in a congested road section scene and the vehicle speed is lower than a preset second vehicle speed threshold, the zero-crossing control parameter gear is set to a second gear; If it is determined that the vehicle is located in a highway scene and the vehicle speed is higher than a preset third vehicle speed threshold, the zero-crossing control parameter gear is set to a third gear.

7. The drive system zero crossing control optimization method of claim 4, wherein, The statistical preset vehicle speed interval zero-crossing phase motor speed fluctuation characteristic value includes: After reaching a preset statistical sample size in each vehicle speed interval, the current characteristic value is calculated; The sliding time window algorithm is used to dynamically update the characteristic value; In response to a transmission system maintenance event, the characteristic value is reset to an initial default value.

8. The drive system zero crossing control optimization method of claim 1, wherein, Further comprising, according to the target zero-crossing control parameter, performing zero-crossing control in stages, including: In the feedback torque unloading phase, according to the unloading slope gear in the zero-crossing control parameter, the torque change rate is controlled to decrease from a negative value to zero at a first time length ratio; In the zero torque maintenance phase, the zero torque output is maintained for a second time length ratio, which is determined by the zero-crossing time parameter corresponding to the current gear; In the drive torque loading phase, according to the loading slope gear in the zero-crossing control parameter, the torque change rate is controlled to increase from zero to a target value at a third time length ratio.

9. A zero-crossing control device for a drive system, characterized in that It includes: A data acquisition module configured to obtain driver biological feature data and driving environment feature data; A parameter correction module configured to match the driver biological feature data with a preset zero-crossing control parameter gear to generate a first zero-crossing control parameter, and to dynamically correct the first zero-crossing control parameter according to the driving environment feature data to generate a second zero-crossing control parameter; A wear analysis module configured to obtain mechanical wear feature data and to calculate a mechanical wear correction coefficient based on the mechanical wear feature data and the statistical preset vehicle speed interval zero-crossing phase motor speed fluctuation characteristic value; A parameter fusion module configured to fuse and calculate the second zero-crossing control parameter and the mechanical wear correction coefficient to generate a target zero-crossing control parameter.

10. A new energy vehicle, characterized in that, It includes a vehicle control unit; the vehicle control unit is used to execute the transmission system zero-crossing control optimization method according to any one of claims 1 to 8.

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