Gear shifting motor control method and device of vehicle, electronic equipment and vehicle

Abstract

The invention provides a gear shifting motor control method and device of a vehicle, electronic equipment and the vehicle, and relates to the technical field of gear shifting motor control, and the method comprises the steps that multiple target positions are determined according to the current gear and the target gear of a transmission, and the slip frequency of a synchronizer and the real-time temperature of working oil in the transmission are obtained; according to the current position and the corresponding target position of the synchronizer, the slip frequency of the synchronizer and the real-time temperature of working oil in the transmission, a feedforward control signal of the gear shifting motor is determined, according to the current position and the corresponding target position of the synchronizer, a first control signal of the gear shifting motor is determined, and the gear shifting motor is controlled at least according to the feedforward control signal and the first control signal. A driving control signal of the gear shifting motor is obtained; therefore, the multi-parameter feedforward control and the position deviation control of the synchronizer position deviation, the synchronizer slip frequency and the transmission oil temperature are combined, the gear shifting response speed and the synchronization precision can be remarkably improved, and meanwhile the self-adaptive capacity to the dynamic working condition is enhanced.

Description

Technical Field

[0001] This application relates to the field of gear shift motor control technology, and more specifically, to a gear shift motor control method, device, electronic equipment, and vehicle for a vehicle. Background Technology

[0002] With the development of automotive technology, the control of various aspects of automobiles has become increasingly sophisticated, but some problems still exist. One such problem is gear shifting control, where a shift motor drives a shift actuator to move the synchronizer, thereby achieving gear switching.

[0003] In related technologies, closed-loop control strategies based on synchronizer position deviation are often adopted to achieve precise gear switching control by adjusting the duty cycle of the shift motor in real time. However, closed-loop control strategies based on synchronizer position deviation have the disadvantage of response lag, making it difficult to meet the rapid synchronization requirements at the beginning of gear shifting. Summary of the Invention

[0004] To address the aforementioned problems, this application provides a method, apparatus, electronic device, and vehicle for controlling a vehicle's shift motor.

[0005] In a first aspect, this application provides a method for controlling a vehicle's shift motor, applied to a vehicle's transmission control unit, the vehicle's shift control method comprising: Based on the current gear and target gear of the transmission, determine multiple movement paths of the synchronizer driven by the shift actuator during the process of the transmission switching from the current gear to the target gear, and determine a target position corresponding to each movement path; The synchronizer slip and the real-time temperature of the working fluid in the transmission are obtained in each segment of the moving path. Based on the current position of the synchronizer in each segment of the moving path and the corresponding target position, as well as the synchronizer slip in each segment of the moving path and the real-time temperature of the working oil in the transmission, the feedforward control signal of the shift motor that controls the movement of the shift actuator is determined. The first control signal of the shift motor is determined based on the current position of the synchronizer in each segment of the moving path and the corresponding target position; The drive control signal of the shift motor is obtained based at least on the feedforward control signal and the first control signal, so as to control the shift motor through the drive control signal.

[0006] Optionally, determining the feedforward control signal for the shift motor that controls the movement of the shift actuator based on the current position and corresponding target position of the synchronizer in each segment of the movement path, the synchronizer slip in each segment of the movement path, and the real-time temperature of the working fluid in the transmission includes: For each segment of the movement path, the initial feedforward control duty cycle is determined based on the target position corresponding to the synchronizer, the current position of the synchronizer, and the synchronizer slip. The corresponding compensation coefficient is determined based on the real-time temperature of the working fluid in the transmission. Multiply the compensation coefficient by the initial feedforward control duty cycle to obtain the feedforward control duty cycle; Based on the feedforward control duty cycle, the feedforward control signal of the shift motor that controls the movement of the shift actuator is determined.

[0007] Optionally, determining the initial feedforward control duty cycle based on the target position corresponding to the synchronizer, the current position of the synchronizer, and the synchronizer slip includes: The position deviation is obtained by comparing the target position corresponding to the synchronizer with the current position of the synchronizer. Using a preset dual-input mapping relationship, the initial feedforward control duty cycle is determined based on the synchronizer slip and the position deviation; wherein, in the preset dual-input mapping relationship, the synchronizer slip and the position deviation are input quantities, and the initial feedforward control duty cycle is an output quantity.

[0008] Optionally, determining the first control signal for the shift motor based on the synchronizer's current position and the corresponding target position in each segment of the movement path includes: The position deviation is obtained based on the difference between the target position and the current position in each segment of the movement path by the synchronizer; Based on the position deviation, a first control signal is output through a PID controller.

[0009] Optionally, it also includes: generating a third control signal based on a preset amplitude range and a preset period; Based at least on the feedforward control signal and the first control signal, the drive control signal for the shift motor is obtained, including: The feedforward control signal and the first control signal are superimposed to obtain the second control signal; The second control signal and the third control signal are superimposed to obtain the drive control signal for the shift motor; The period of the third control signal is shorter than the period of the second control signal.

[0010] Optionally, during the process of shifting the transmission from the current gear to the target gear, the multiple movement paths of the synchronizer driven by the shift actuator include at least: the movement path of the synchronizer moving from the current gear position to the neutral position, the movement path of the synchronizer moving from the neutral position to the synchronization point position of the target gear, and the movement path of the synchronizer moving from the synchronization point position of the target gear to the target gear position; and / or, The target position includes at least: neutral position, the synchronization point position of the target gear, and the position of the target gear.

[0011] Optionally, it also includes: In response to a shift request sent by the vehicle's overall controller, the current gear and target gear of the transmission are determined.

[0012] Secondly, this application provides a vehicle shift motor control device, comprising: The target position determination module is used to determine, based on the current gear and the target gear of the transmission, multiple movement paths driven by the shift actuator to move the synchronizer during the process of the transmission shifting from the current gear to the target gear, and to determine a target position corresponding to each movement path; The data acquisition module is used to acquire the synchronizer slip in each segment of the moving path and the real-time temperature of the working oil in the transmission. The feedforward control determination module is used to determine the feedforward control signal of the shift motor that controls the movement of the shift actuator based on the current position of the synchronizer in each segment of the movement path and the corresponding target position, the synchronizer slip in each segment of the movement path and the real-time temperature of the working oil in the transmission. The position deviation control determination module is used to determine the first control signal of the shift motor based on the current position of the synchronizer in each segment of the moving path and the corresponding target position; The motor control module is configured to obtain a drive control signal for the shift motor based at least on the feedforward control signal and the first control signal, so as to control the shift motor through the drive control signal.

[0013] Thirdly, this application provides an electronic device, including a memory and a processor; The memory is used to store computer programs; The processor is configured to implement the vehicle shift motor control method as described in the first aspect when executing the computer program.

[0014] Fourthly, this application provides a vehicle that includes the electronic equipment described in the third aspect.

[0015] The beneficial effects of the vehicle shift motor control method, device, electronic equipment, and vehicle of this application are as follows: Based on the current gear and target gear of the transmission, multiple movement paths of the synchronizer driven by the shift actuator are determined during the process of shifting from the current gear to the target gear, and a target position corresponding to each movement path is determined. Multiple target positions that the transmission must pass through during the process of shifting from the current gear to the target gear are also determined to support subsequent synchronizer position deviation calculation. The synchronizer slip and the real-time temperature of the transmission fluid in each movement path are obtained to support the determination of the feedforward control signal for the shift motor. Based on the current position and corresponding target position of the synchronizer in each movement path, the synchronizer slip in each movement path, and the real-time temperature of the transmission fluid, the feedforward control signal of the shift motor controlling the movement of the shift actuator is determined. The feedforward control signal is determined by integrating multiple parameters such as synchronizer position deviation, synchronizer slip, and transmission fluid temperature, which enhances the adaptive capability to dynamic operating conditions. Based on the synchronizer's current position and corresponding target position in each movement path, the first control signal for the shift motor is determined. The position deviation is corrected by using the synchronizer's position deviation to determine the first control signal. At least based on the feedforward control signal and the first control signal, the drive control signal for the shift motor is obtained. This drive control signal controls the shift motor. The combination of multi-parameter feedforward control and position deviation control, which integrates synchronizer position deviation, synchronizer slip, and transmission oil temperature, significantly improves shift response speed and synchronization accuracy, while enhancing adaptability to dynamic operating conditions. Attached Figure Description

[0016] Figure 1 This is a flowchart of a vehicle shift motor control method according to an embodiment of this application; Figure 2 A flowchart illustrating the determination of the feedforward control signal for a shift motor according to one embodiment; Figure 3 A flowchart illustrating the determination of the initial feedforward control duty cycle in one embodiment; Figure 4 This is a schematic diagram of two-dimensional data representation in one embodiment; Figure 5 This is an example of a one-dimensional data representation. Figure 6 A flowchart illustrating the determination of a first control signal for a shift motor according to one embodiment; Figure 7 A flowchart illustrating the determination of the drive control signal for a shift motor, according to one embodiment; Figure 8(a) is a waveform diagram of the second control signal corresponding to the duty cycle, Figure 8(b) is a waveform diagram of the third control signal corresponding to the duty cycle, and Figure 8(c) is a waveform diagram of the drive control signal corresponding to the duty cycle. Figure 9 This is a schematic diagram of the structure of a vehicle shift motor control device according to an embodiment of the present invention; Figure 10 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0017] To make the above-mentioned objects, features, and advantages of this application more apparent and understandable, specific embodiments of this application are described in detail below with reference to the accompanying drawings. Although some embodiments of this application are shown in the drawings, it should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this application. It should be understood that the accompanying drawings and embodiments of this application are for illustrative purposes only and are not intended to limit the scope of protection of this application.

[0018] It should be understood that the steps described in the method embodiments of this application may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this application is not limited in this respect.

[0019] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the description below. It should be noted that the concepts of "first," "second," etc., mentioned in this application are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0020] It should be noted that the terms "one" and "multiple" used in this application are illustrative rather than restrictive. Those skilled in the art should understand that, unless explicitly stated otherwise in the context, they should be interpreted as "one or more". The names of messages or information exchanged between multiple devices in the embodiments of this application are for illustrative purposes only and are not intended to limit the scope of these messages or information.

[0021] A vehicle's transmission includes at least a transmission control unit, a shift motor, a shift actuator, a synchronizer, a shift fork, and a slide rail. The shift actuator can be a shift hub. During shifting, the transmission control unit, based on a shift request sent by the vehicle controller, outputs a corresponding drive control signal to the shift motor. Upon receiving the drive control signal, the shift motor drives the shift hub, converting its rotational motion into linear motion of the shift fork. This causes the shift fork to push the synchronizer's sliding sleeve into contact with the target gear corresponding to the target gear. The synchronizer's synchronization ring decelerates due to friction until the synchronizer's sliding sleeve rigidly locks with the target gear's gear ring, completing the shift.

[0022] like Figure 1 As shown in the figure, an embodiment of this application provides a vehicle shift motor control method, applied to a transmission control unit, comprising the following steps: Step S100: Based on the current gear and target gear of the transmission, determine the multiple movement paths of the synchronizer driven by the shift actuator during the process of the transmission switching from the current gear to the target gear, and determine a target position corresponding to each movement path.

[0023] In some embodiments, during the shift from the current gear to the target gear, the synchronizer needs to go through three stages: neutral (disengagement) → synchronization point (friction reduces speed to match speed) → target gear position (full engagement) to achieve smooth gear shifting. Therefore, the multi-segment movement path of the synchronizer driven by the shift actuator includes at least: the movement path of the synchronizer from the current gear position to the neutral position, the movement path of the synchronizer from the neutral position to the synchronization point position of the target gear, and the movement path of the synchronizer from the synchronization point position of the target gear to the target gear position.

[0024] Specifically, for the three movement paths mentioned above, the target position includes at least: the neutral position, the synchronization point position of the target gear, and the position of the target gear.

[0025] In other embodiments, the synchronizer's movement path during the shift from the current gear to the target gear can include other movement paths besides the three movement paths described in the above embodiments. For example, the process of the synchronizer moving from the synchronization point of the target gear to the target gear position can be further subdivided into an initial synchronization stage, a friction synchronization stage, a speed synchronization completion stage, a gear sleeve engagement stage, and a complete lock-up stage. Each of these stages can be considered a movement path. In the initial synchronization stage, the shift fork pushes the synchronizer's sliding sleeve towards the target gear of the target gear, and the synchronizer ring initially contacts the cone surface of the target gear, but no friction is generated yet. The friction synchronization stage is the stage where the speed difference is eliminated by friction torque. The speed synchronization completion stage is the stage where the speed difference between the target gear and the synchronizer shaft is reduced to <50 rpm. The gear sleeve engagement stage is the stage where the synchronizer's sliding sleeve overcomes the spring force of the synchronizer ring and passes over the synchronizer ring teeth. The complete lock-up stage is the stage where the synchronizer's sliding sleeve is 100% engaged with the target gear ring.

[0026] In some embodiments, after receiving a shift request from the vehicle controller, the transmission control unit can determine the current gear and target gear of the transmission based on the shift request.

[0027] Step S200: Obtain the synchronizer slip and the real-time temperature of the working fluid in the transmission during each segment of the moving path.

[0028] Specifically, synchronizer slip refers to the speed difference between the synchronizer ring and the target gear cone surface during gear shifting. This speed difference can be gradually eliminated through friction to achieve speed synchronization. The magnitude of synchronizer slip directly affects shifting time and impact—typically 500-1500 rpm (e.g., 1→2 gear).

[0029] Specifically, the real-time temperature of the transmission fluid refers to the operating temperature of the lubrication and hydraulic systems in the transmission. In some embodiments, the normal range is typically 70°C to 120°C. The real-time temperature of the transmission fluid directly affects shift quality and component lifespan. At low temperatures (<50°C), the fluid becomes viscous, leading to delayed shifting. At high temperatures (>130°C), the oil film ruptures, accelerating gear / clutch wear. Extreme high temperatures (>150°C) can trigger overheat protection, forcing a downshift or limiting torque.

[0030] Step S300: Based on the current position of the synchronizer in each movement path and the corresponding target position, as well as the synchronizer slip in each movement path and the real-time temperature of the working oil in the transmission, determine the feedforward control signal of the shift motor that controls the movement of the shift actuator.

[0031] Specifically, a triple feedforward compensation architecture of "position-slip-temperature" is adopted. By collecting data on the position deviation of the synchronizer, the synchronizer slip and the oil temperature in real time, the feedforward control signal of the shift motor is determined.

[0032] In some embodiments, the current position and corresponding target position of the synchronizer in each movement path, the synchronizer slip in each movement path, and the real-time temperature of the working fluid in the transmission can be input into a pre-built intelligent model to output a corresponding feedforward control signal. In other embodiments, a pre-stored correspondence can be used to determine the corresponding feedforward control duty cycle based on the current position and corresponding target position of the synchronizer in each movement path, the synchronizer slip in each movement path, and the real-time temperature of the working fluid in the transmission. The corresponding feedforward control signal can then be obtained based on the feedforward control duty cycle.

[0033] Step S400: Determine the first control signal for the shift motor based on the current position of the synchronizer in each movement path and the corresponding target position.

[0034] Specifically, the first control signal of the shift motor is dynamically generated based on the real-time deviation between the current position of the synchronizer and the target position. It can first determine the first control duty cycle, and then determine the first control signal based on the first control duty cycle.

[0035] Step S500: Obtain the drive control signal for the shift motor based at least on the feedforward control signal and the first control signal, so as to control the shift motor through the drive control signal.

[0036] Specifically, the signal obtained by superimposing the feedforward control signal and the first control signal can be used as the drive control signal to drive the shift motor to drive the shift actuator to perform shifting.

[0037] In this embodiment, based on the current gear and target gear of the transmission, multiple movement paths are determined for the synchronizer driven by the shift actuator during the shift from the current gear to the target gear. A target position is also determined for each movement path, and multiple target positions that the transmission must traverse during the shift are identified to support subsequent synchronizer position deviation calculations. The synchronizer slip and the real-time temperature of the transmission fluid in each movement path are obtained to support the determination of the feedforward control signal for the shift motor. Based on the current position and corresponding target position of the synchronizer in each movement path, the synchronizer slip, and the real-time temperature of the transmission fluid, the feedforward control signal for the shift motor controlling the shift actuator is determined. Integrating multiple parameters—synchronizer position deviation, synchronizer slip, and transmission fluid temperature—to determine the feedforward control signal enhances the adaptability to dynamic operating conditions. Based on the current position and corresponding target position of the synchronizer in each movement path, a first control signal for the shift motor is determined. The position deviation can be corrected by using the synchronizer position deviation to determine the first control signal. Based on at least the feedforward control signal and the first control signal, the drive control signal of the shift motor is obtained, so as to control the shift motor through the drive control signal. The combination of multi-parameter feedforward control and position deviation control, which integrates synchronizer position deviation, synchronizer slip and transmission oil temperature, can significantly improve shift response speed and synchronization accuracy, while enhancing the adaptive capability to dynamic operating conditions.

[0038] Optionally, such as Figure 2 As shown, based on the current position and corresponding target position of the synchronizer in each movement path, the synchronizer slip in each movement path, and the real-time temperature of the working fluid in the transmission, the feedforward control signal of the shift motor controlling the movement of the shift actuator is determined, including the following steps: Step S210: For each movement path, determine the initial feedforward control duty cycle based on the target position corresponding to the synchronizer, the current position of the synchronizer, and the synchronizer slip.

[0039] In some embodiments, the target position corresponding to the synchronizer can be converted into the position corresponding to the shift actuator. Taking the shift hub as an example, the rotation angle of the shift hub corresponds one-to-one with the gear. For instance, if the rotation angle of the shift hub corresponding to neutral is 0°, then the rotation angle of the shift hub corresponding to first gear is 20°~30°, and the rotation angle of the shift hub corresponding to second gear is 25°~35°. Similarly, the current position of the synchronizer can also be converted into the position corresponding to the shift actuator. Therefore, the initial feedforward duty cycle can be determined by the positional deviation between the target position and the current position and the synchronizer slip.

[0040] Specifically, the initial feedforward duty cycle can be a value such as 50% or 60%.

[0041] In some embodiments, such as Figure 3 As shown, the initial feedforward control duty cycle is determined based on the target position corresponding to the synchronizer, the current position of the synchronizer, and the synchronizer slip, including the following steps: Step S310: Obtain the position deviation based on the difference between the target position corresponding to the synchronizer and the current position of the synchronizer.

[0042] In some embodiments, the target position corresponding to the synchronizer can be converted into the position corresponding to the shift actuator. Similarly, the current position of the synchronizer can also be converted into the position corresponding to the shift actuator. Therefore, taking the shift hub as an example, the position deviation can be obtained by calculating the angle difference between the current angle and the target angle of the shift hub.

[0043] Step S320: Using a preset dual-input mapping relationship, determine the initial feedforward control duty cycle based on the synchronizer slip and position deviation; wherein, in the preset dual-input mapping relationship, the synchronizer slip and position deviation are input quantities, and the initial feedforward control duty cycle is the output quantity.

[0044] In some embodiments, the preset dual-input mapping relationship can be implemented using a two-dimensional data table, such as... Figure 4 As shown, in the two-dimensional data table, synchronizer slip and position deviation are the input quantities, and the initial feedforward control duty cycle is the output quantity. Here, slip_1, slip_2, ..., slip_m represent different synchronizer slips, p_err_1, p_err_2, ..., p_err_n represent different position deviations, and Duty_11, ..., Duty_mn represent different initial feedforward control duty cycles. Given the synchronizer slip and position deviation, the initial feedforward control duty cycle can be determined by querying the two-dimensional data table. This two-dimensional data table is stored in the transmission control unit.

[0045] Step S220: Determine the corresponding compensation coefficient based on the real-time temperature of the working fluid in the transmission.

[0046] Specifically, there is a one-to-one correspondence between the real-time temperature of the working fluid in the transmission and the compensation coefficient, such as... Figure 5 As shown, the compensation coefficient can be determined by querying a pre-built one-dimensional data table. This one-dimensional data table defines the correspondence between the real-time temperature of the transmission fluid and the compensation coefficient. Here, Te_1, Te_2, ..., Te_k represent different temperatures of the transmission fluid (transmission oil temperature), and A_1, A_2, ..., A_k represent different compensation coefficients (coefficient A). Given the real-time temperature of the transmission fluid, the corresponding compensation coefficient can be determined by querying the one-dimensional data table. This one-dimensional data table is stored in the transmission control unit.

[0047] Step S230: Multiply the compensation coefficient by the initial feedforward control duty cycle to obtain the feedforward control duty cycle.

[0048] Specifically, the compensation coefficient can correct the initial feedforward control duty cycle to obtain the corrected feedforward control duty cycle, which can be adapted to the current oil temperature conditions.

[0049] In some embodiments, the feedforward control duty cycle Duty_Frwd can be obtained according to the following expression: Duty_Frwd = 2D data table ((target position - actual position), synchronizer slip) * 1D data table (real-time temperature of working fluid in the transmission).

[0050] Step S240: Determine the feedforward control signal of the shift motor that controls the movement of the shift actuator based on the feedforward control duty cycle.

[0051] Specifically, the feedforward control duty cycle is output in the form of a PWM (Pulse Width Modulation) signal.

[0052] In this optional embodiment, by integrating the position difference, synchronizer slip and the real-time temperature of the transmission fluid, the feedforward control signal can predict load changes, shorten the shift synchronization time by 20% to 30%, and significantly improve the shift speed.

[0053] Optionally, such as Figure 6 As shown, the first control signal for the shift motor is determined based on the synchronizer's current position and the corresponding target position in each movement path, including the following steps: Step S610: Obtain the position deviation based on the difference between the target position and the current position in each segment of the movement path by the synchronizer.

[0054] Step S620: Based on the position deviation, output the first control signal through the PID controller.

[0055] Specifically, the duty cycle corresponding to the first control signal is determined according to the following expression: Duty_rwd=Kp*p_err+Σ(Ki*p_err)+Kd*(d(p_err) / dt); Where Duty_rwd is the duty cycle corresponding to the first control signal, Kp is the proportional coefficient, Ki is the integral coefficient, Kd is the derivative coefficient, and p_err is the position deviation (angle deviation of the shift hub). Kp, Ki, and Kd can be set empirically.

[0056] After determining the duty cycle corresponding to the first control signal, the first control signal can be output in the form of a PWM (Pulse Width Modulation) signal.

[0057] In this optional embodiment, the PID algorithm, through the synergistic effect of proportional, integral, and derivative components, can quickly eliminate the position deviation of the synchronizer, completely eliminate steady-state error, predictively suppress overshoot, achieve high-precision tracking of the synchronizer position, and also has strong robustness.

[0058] Optionally, embodiments of the present invention further include: generating a third control signal based on a preset amplitude range and a preset period.

[0059] Specifically, the preset period can be 1ms, and the preset amplitude range can be (-0.05V, 0.05V).

[0060] like Figure 7 As shown, the drive control signal for the shift motor is obtained based on at least the feedforward control signal and the first control signal, including the following steps: Step S710: Superimpose the feedforward control signal and the first control signal to obtain the second control signal.

[0061] Specifically, the feedforward control duty cycle can be first superimposed with the duty cycle corresponding to the first control signal, as shown in the following expression: Duty_LoF=Duty_Frwd+Duty_rwd; Where Duty_LoF is the duty cycle corresponding to the second control signal, Duty_Frwd is the feedforward control duty cycle, and Duty_rwd is the duty cycle corresponding to the first control signal.

[0062] After determining the duty cycle corresponding to the second control signal, the second control signal can be output in the form of a PWM (Pulse Width Modulation) signal.

[0063] Step S720: Superimpose the second control signal and the third control signal to obtain the drive control signal for the shift motor.

[0064] The period of the third control signal is shorter than the period of the second control signal.

[0065] Specifically, the duty cycle of the second control signal can be superimposed with the duty cycle of the third control signal, as shown in the following expression: Duty_Req = Duty_LoF + Duty_HiF; Where Duty_LoF is the duty cycle of the second control signal, Duty_HiF is the duty cycle of the third control signal, and Duty_Req is the duty cycle of the drive control signal.

[0066] Once the duty cycle corresponding to the drive control signal is determined, the drive control signal can be output in the form of a PWM (Pulse Width Modulation) signal.

[0067] Specifically, the period of the third control signal is shorter than that of the second control signal. That is, the third control signal is a high-frequency pulse signal. For example, the period of the third control signal is 1ms and the period of the second control signal is 10ms. That is, a high-frequency pulse signal is superimposed on the low-frequency PWM signal, as shown in Figure 8. Figure 8(a) is a waveform diagram of the second control signal corresponding to the duty cycle, Figure 8(b) is a waveform diagram of the third control signal corresponding to the duty cycle, and Figure 8(c) is a waveform diagram of the drive control signal corresponding to the duty cycle.

[0068] In this optional embodiment, a third control signal with high-frequency small-amplitude pulses is superimposed on the second control signal. The "viscous-slip" effect of static friction is broken by micro-vibration, so that the rotor of the shift motor is always in a micro-motion state, thereby avoiding the dead zone caused by static friction. At the same time, the high-frequency components will be filtered by the inertia of the mechanical system and will not affect the macro-motion accuracy, which can reduce the position deviation by more than 60%.

[0069] like Figure 9 As shown in the embodiment of this application, a vehicle shift motor control device 900 includes: The target position determination module 910 is used to determine, based on the current gear and the target gear of the transmission, multiple movement paths of the shift actuator driving the synchronizer to move during the process of the transmission switching from the current gear to the target gear, and to determine a target position corresponding to each movement path; The data acquisition module 920 is used to acquire the synchronizer slip in each segment of the moving path and the real-time temperature of the working oil in the transmission. The feedforward control determination module 930 is used to determine the feedforward control signal of the shift motor that controls the movement of the shift actuator based on the current position of the synchronizer in each segment of the movement path and the corresponding target position, the synchronizer slip in each segment of the movement path and the real-time temperature of the working oil in the transmission. The position deviation control determination module 940 is used to determine the first control signal of the shift motor based on the current position of the synchronizer in each segment of the moving path and the corresponding target position; The motor control module 950 is used to obtain the drive control signal of the shift motor based at least on the feedforward control signal and the first control signal, so as to control the shift motor through the drive control signal.

[0070] Optionally, based on the current position and corresponding target position of the synchronizer in each segment of the moving path, the synchronizer slip in each segment of the moving path, and the real-time temperature of the working fluid in the transmission, a feedforward control signal for the shift motor controlling the movement of the shift actuator is determined, including: For each segment of the movement path, the initial feedforward control duty cycle is determined based on the target position corresponding to the synchronizer, the current position of the synchronizer, and the synchronizer slip. The corresponding compensation coefficient is determined based on the real-time temperature of the working fluid in the transmission. Multiply the compensation coefficient by the initial feedforward control duty cycle to obtain the feedforward control duty cycle; Based on the feedforward control duty cycle, the feedforward control signal of the shift motor that controls the movement of the shift actuator is determined.

[0071] Optionally, determining the initial feedforward control duty cycle based on the target position corresponding to the synchronizer, the current position of the synchronizer, and the synchronizer slip includes: The position deviation is obtained by comparing the target position corresponding to the synchronizer with the current position of the synchronizer. Using a preset dual-input mapping relationship, the initial feedforward control duty cycle is determined based on the synchronizer slip and the position deviation; wherein, in the preset dual-input mapping relationship, the synchronizer slip and the position deviation are input quantities, and the initial feedforward control duty cycle is an output quantity.

[0072] Optionally, determining the first control signal for the shift motor based on the synchronizer's current position and the corresponding target position in each segment of the movement path includes: The position deviation is obtained based on the difference between the target position and the current position in each segment of the movement path by the synchronizer; Based on the position deviation, a first control signal is output through a PID controller.

[0073] Optionally, it also includes: generating a third control signal based on a preset amplitude range and a preset period; Based at least on the feedforward control signal and the first control signal, the drive control signal for the shift motor is obtained, including: The feedforward control signal and the first control signal are superimposed to obtain the second control signal; The second control signal and the third control signal are superimposed to obtain the drive control signal for the shift motor; The period of the third control signal is shorter than the period of the second control signal.

[0074] Optionally, during the process of shifting the transmission from the current gear to the target gear, the multiple movement paths of the synchronizer driven by the shift actuator include at least: the movement path of the synchronizer moving from the current gear position to the neutral position, the movement path of the synchronizer moving from the neutral position to the synchronization point position of the target gear, and the movement path of the synchronizer moving from the synchronization point position of the target gear to the target gear position; and / or, The target position includes at least: neutral position, the synchronization point position of the target gear, and the position of the target gear.

[0075] Optionally, it also includes: In response to a shift request sent by the vehicle's overall controller, the current gear and target gear of the transmission are determined.

[0076] like Figure 10 As shown in the embodiment of this application, an electronic device 1000 includes a memory 1010 and a processor 1020; the memory 1010 is used to store a computer program; the processor 1020 is used to implement the vehicle shift motor control method as described above when the computer program is executed.

[0077] Alternatively, an electronic device 1000 includes a memory 1010 and a processor 1020 coupled to the memory 1010; the memory 1010 is configured to store a computer program; the processor 1020 is configured to perform the following operations when the computer program is executed: Based on the current gear and target gear of the transmission, determine multiple movement paths of the synchronizer driven by the shift actuator during the process of the transmission switching from the current gear to the target gear, and determine a target position corresponding to each movement path; The synchronizer slip and the real-time temperature of the working fluid in the transmission are obtained in each segment of the moving path. Based on the current position of the synchronizer in each segment of the moving path and the corresponding target position, as well as the synchronizer slip in each segment of the moving path and the real-time temperature of the working oil in the transmission, the feedforward control signal of the shift motor that controls the movement of the shift actuator is determined. The first control signal of the shift motor is determined based on the current position of the synchronizer in each segment of the moving path and the corresponding target position; The drive control signal of the shift motor is obtained based at least on the feedforward control signal and the first control signal, so as to control the shift motor through the drive control signal.

[0078] This application provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the vehicle shift motor control method described above.

[0079] Alternatively, a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to perform the following operations: Based on the current gear and target gear of the transmission, determine multiple movement paths of the synchronizer driven by the shift actuator during the process of the transmission switching from the current gear to the target gear, and determine a target position corresponding to each movement path; The synchronizer slip and the real-time temperature of the working fluid in the transmission are obtained in each segment of the moving path. Based on the current position of the synchronizer in each segment of the moving path and the corresponding target position, as well as the synchronizer slip in each segment of the moving path and the real-time temperature of the working oil in the transmission, the feedforward control signal of the shift motor that controls the movement of the shift actuator is determined. The first control signal of the shift motor is determined based on the current position of the synchronizer in each segment of the moving path and the corresponding target position; The drive control signal of the shift motor is obtained based at least on the feedforward control signal and the first control signal, so as to control the shift motor through the drive control signal.

[0080] The present invention describes an electronic device 1000 that can serve as a server or client for this application, which is an example of a hardware device applicable to various aspects of this application. The electronic device 1000 is intended to represent various forms of digital electronic computer devices, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device 1000 can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the application described and / or claimed herein.

[0081] Electronic device 1000 includes a computing unit that can perform various appropriate actions and processes based on a computer program stored in read-only memory (ROM) or a computer program loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The computing unit, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0082] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc. In this application, the units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of this application according to actual needs. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units can be implemented in hardware or as software functional units.

[0083] Although the above disclosure is provided, the scope of protection of this application is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of this application, and all such changes and modifications will fall within the scope of protection of this application.

Claims

1. A method for controlling a vehicle's gear shift motor, characterized in that, A transmission control unit applied to a vehicle, wherein the vehicle's shift control method includes: Based on the current gear and target gear of the transmission, determine multiple movement paths of the synchronizer driven by the shift actuator during the process of the transmission switching from the current gear to the target gear, and determine a target position corresponding to each movement path; The synchronizer slip and the real-time temperature of the working fluid in the transmission are obtained in each segment of the moving path. Based on the current position of the synchronizer in each segment of the moving path and the corresponding target position, as well as the synchronizer slip in each segment of the moving path and the real-time temperature of the working oil in the transmission, the feedforward control signal of the shift motor that controls the movement of the shift actuator is determined. The first control signal of the shift motor is determined based on the current position of the synchronizer in each segment of the moving path and the corresponding target position; The drive control signal of the shift motor is obtained based at least on the feedforward control signal and the first control signal, so as to control the shift motor through the drive control signal.

2. The vehicle shift motor control method according to claim 1, characterized in that, The step of determining the feedforward control signal for controlling the shift actuator's movement based on the synchronizer's current position and corresponding target position in each segment of the movement path, the synchronizer slip in each segment of the movement path, and the real-time temperature of the working fluid in the transmission includes: For each segment of the movement path, the initial feedforward control duty cycle is determined based on the target position corresponding to the synchronizer, the current position of the synchronizer, and the synchronizer slip. The corresponding compensation coefficient is determined based on the real-time temperature of the working fluid in the transmission. Multiply the compensation coefficient by the initial feedforward control duty cycle to obtain the feedforward control duty cycle; Based on the feedforward control duty cycle, the feedforward control signal of the shift motor that controls the movement of the shift actuator is determined.

3. The vehicle shift motor control method according to claim 2, characterized in that, The step of determining the initial feedforward control duty cycle based on the target position corresponding to the synchronizer, the current position of the synchronizer, and the synchronizer slip includes: The position deviation is obtained by comparing the target position corresponding to the synchronizer with the current position of the synchronizer. Using a preset dual-input mapping relationship, the initial feedforward control duty cycle is determined based on the synchronizer slip and the position deviation; wherein, in the preset dual-input mapping relationship, the synchronizer slip and the position deviation are input quantities, and the initial feedforward control duty cycle is an output quantity.

4. The vehicle shift motor control method according to claim 1, characterized in that, The step of determining the first control signal for the shift motor based on the current position of the synchronizer in each segment of the movement path and the corresponding target position includes: The position deviation is obtained based on the difference between the target position and the current position in each segment of the movement path by the synchronizer; Based on the position deviation, a first control signal is output through a PID controller.

5. The vehicle shift motor control method according to claim 1, characterized in that, Also includes: A third control signal is generated based on the preset amplitude range and preset period; Based at least on the feedforward control signal and the first control signal, the drive control signal for the shift motor is obtained, including: The feedforward control signal and the first control signal are superimposed to obtain the second control signal; The second control signal and the third control signal are superimposed to obtain the drive control signal for the shift motor; The period of the third control signal is shorter than the period of the second control signal.

6. The method for controlling the shift motor of a vehicle according to any one of claims 1 to 5, characterized in that, During the process of shifting the transmission from the current gear to the target gear, the multiple movement paths of the synchronizer driven by the shift actuator include at least: the movement path of the synchronizer from the current gear position to the neutral position, the movement path of the synchronizer from the neutral position to the synchronization point position of the target gear, and the movement path of the synchronizer from the synchronization point position of the target gear to the target gear position; and / or, The target position includes at least: neutral position, the synchronization point position of the target gear, and the position of the target gear.

7. The method for controlling the shift motor of a vehicle according to any one of claims 1 to 5, characterized in that, Also includes: In response to a shift request sent by the vehicle's vehicle controller, the current gear and target gear of the transmission are determined.

8. A vehicle gear shift motor control device, characterized in that, include: The target position determination module is used to determine, based on the current gear and the target gear of the transmission, multiple movement paths driven by the shift actuator to move the synchronizer during the process of the transmission shifting from the current gear to the target gear, and to determine a target position corresponding to each movement path; The data acquisition module is used to acquire the synchronizer slip in each segment of the moving path and the real-time temperature of the working oil in the transmission. The feedforward control determination module is used to determine the feedforward control signal of the shift motor that controls the movement of the shift actuator based on the current position of the synchronizer in each segment of the movement path and the corresponding target position, the synchronizer slip in each segment of the movement path and the real-time temperature of the working oil in the transmission. The position deviation control determination module is used to determine the first control signal of the shift motor based on the current position of the synchronizer in each segment of the moving path and the corresponding target position; The motor control module is configured to obtain a drive control signal for the shift motor based at least on the feedforward control signal and the first control signal, so as to control the shift motor through the drive control signal.

9. An electronic device, characterized in that, Including memory and processor; The memory is used to store computer programs; The processor is configured to implement the vehicle shift motor control method as described in any one of claims 1 to 7 when executing the computer program.

10. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 9.

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