Gear shifting control method, gear shifting control device, vehicle and storage medium

Abstract

The invention provides a gear shifting control method, a gear shifting control device, a vehicle and a storage medium, the method is applied to the technical field of vehicle control, and the method comprises the steps that if a gear shifting request of a target gear is detected, a target rotating speed corresponding to the target gear is obtained; the rotating speed of a driving motor is controlled based on the target rotating speed, and in the process of controlling the rotating speed of the driving motor, a combination sleeve in a gear shifting executing mechanism is controlled to be pushed in the first direction; wherein the first direction is used for representing the direction in which the combination sleeve is close to the gear corresponding to the target gear in the axial direction of the output shaft; and if it is detected that the current rotating speed of the driving motor is the target rotating speed and the combination sleeve moves to the target position, the combination sleeve is controlled to be engaged with a gear corresponding to the target gear, so that the target gear is switched. According to the method, the gear shifting time can be shortened, the driving smoothness and comfort are improved, and therefore the driving experience of a user is improved.

Description

Technical Field

[0001] This application relates to the automotive field, and more specifically, to a shift control method, shift control device, vehicle, and storage medium in the field of vehicle control technology. Background Technology

[0002] With the continuous advancement of vehicle control technology, automated mechanical transmissions (AMT) are widely used in various vehicle models. However, current AMTs have a relatively long shifting time. Since AMT shifting involves a power interruption, an excessively long power interruption can cause noticeable shift shocks, affecting driving smoothness.

[0003] Therefore, how to shorten the shift time has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a method for shift control, a device for shift control, a vehicle, and a storage medium. The method can shorten shift time, improve driving smoothness and comfort, thereby enhancing the user's driving experience.

[0005] Firstly, a vehicle control method is provided, the method comprising:

[0006] If a shift request for the target gear is detected, the target speed corresponding to the target gear is obtained; the speed of the drive motor is controlled based on the target speed, and during the process of controlling the speed of the drive motor, the engaging sleeve in the shift actuator is controlled to push in a first direction; wherein, the first direction is used to indicate the direction in which the engaging sleeve approaches the gear corresponding to the target gear in the axial direction of the output shaft; if the current speed of the drive motor is detected to be the target speed, and the engaging sleeve moves to the target position, the engaging sleeve is controlled to mesh with the gear corresponding to the target gear, so as to switch to the target gear.

[0007] In the embodiments of this application, when a shift request is detected, the target speed corresponding to the target gear is obtained. By controlling the drive motor to adjust to the target speed, the speed of the drive motor and the target gear can be synchronized. Furthermore, the engaging sleeve is controlled to push along the output shaft axially towards the target gear, ensuring that the engaging sleeve can move towards the target gear. By detecting that the current speed of the drive motor is consistent with the target speed and that the engaging sleeve has moved to the target position, after determining that the engagement condition is met, the engaging sleeve is controlled to engage with the target gear, thus achieving gear shifting. In the above method, since the engaging sleeve can be controlled during the adjustment of the drive motor speed, compared with the prior art where the engaging sleeve is pushed to engage after the speed is adjusted to the target speed, the timing of pushing the engaging sleeve can be advanced, thereby advancing the engagement time between the engaging sleeve and the gear, shortening the shift time. By controlling the speed adjustment of the drive motor and the movement of the engaging sleeve, the time of power interruption during gear shifting can be effectively reduced, thereby improving driving smoothness and comfort, and thus enhancing the user's driving experience.

[0008] In conjunction with the first aspect, some possible implementations also include:

[0009] Obtain the target jitter torque; control the engagement of the coupling sleeve with the gear corresponding to the target gear, including: controlling the drive motor to output the target jitter torque to make the gear jitter; after the gear jitter, controlling the shift motor to make the coupling sleeve engage with the gear.

[0010] In the embodiments of this application, when the engaging sleeve meshes with the target gear, it may encounter static friction and slight misalignment of the gear position, which may hinder the smooth engagement of the engaging sleeve. By applying small positive and negative torque fluctuations to the drive motor, similar to a slight shaking operation, the static friction can be reduced, and the contact point between the engaging sleeve and the gear can be dynamically adjusted, making it easier to complete the engagement and improving the success rate of gear shifting.

[0011] Combining the first aspect and the above implementation methods, in some possible implementation methods, controlling the drive motor to output the target jitter torque includes:

[0012] Determine whether a target signal is detected within a first preset time period; wherein the target signal is used to indicate successful gear shift; if no target signal is detected, control the drive motor to output the target jitter torque.

[0013] In the embodiments of this application, by detecting whether a gear shift is successfully completed within a first preset time period, the gear shifting process can be effectively monitored. When no successful gear shift signal is detected, the drive motor is controlled to output a target jitter torque to cause the gear to jitter with a small torque. In this way, when a successful gear shift is not detected within the preset time period, a small torque jitter is performed to cause the gear to mesh with the engagement sleeve, thereby saving energy consumption.

[0014] In combination with the first aspect and the above implementation methods, some possible implementation methods also include:

[0015] If no target signal is detected within the second preset time period, or if jamming is detected when the coupling sleeve engages with the gear, the coupling sleeve is controlled to move in the second direction; wherein the second direction is the opposite direction to the first direction; after the coupling sleeve moves a preset distance, the coupling sleeve is controlled to move in the first direction.

[0016] In the embodiments of this application, if no successful shift signal is detected within a second preset time period, or if jamming is detected when the engagement sleeve and the gear are engaged, the engagement sleeve is controlled to move in the opposite direction. The reverse movement avoids the prolonged jamming between the engagement sleeve and the gear. After the engagement sleeve is pushed to move a preset distance, it is controlled to push towards the target gear and engage again. This allows for timely adjustment of the engagement sleeve's position when the engagement sleeve and the gear cannot engage successfully, reducing shift time.

[0017] In combination with the first aspect and the above implementation methods, some possible implementation methods also include:

[0018] Based on the target rotational speed, obtain the target jitter torque; or, obtain the initial jitter torque; based on the current rotational speed of the drive motor and the target rotational speed, determine the torque adjustment amount; based on the initial jitter torque and the torque adjustment amount, obtain the target jitter torque.

[0019] In one embodiment of this application, the target jitter torque is determined based on the target rotational speed. This allows for different target jitter torques to be determined for different target gears, reducing mechanical resistance during engagement and facilitating meshing between the engagement sleeve and the gear, thereby improving the shift success rate. In another embodiment, an initial jitter torque is obtained. Based on the current rotational speed of the drive motor and the target rotational speed, a torque adjustment amount is determined. The target jitter torque is then obtained based on the torque adjustment amount and the initial jitter torque. This allows for dynamic adjustment of the target jitter torque based on the current rotational speed of the drive motor and the target rotational speed, enabling the calculation of a suitable jitter torque, reducing mechanical resistance during engagement, and thus improving the shift success rate.

[0020] In combination with the first aspect and the above-described implementation, in some possible implementations, controlling the speed of the drive motor based on the target speed, and during the process of controlling the speed of the drive motor, controlling the engagement sleeve in the shift actuator to push in the first direction, includes:

[0021] The rotational speed of the drive motor is controlled based on the target rotational speed, and the coupling sleeve is simultaneously controlled to push in the first direction; or, the rotational speed of the drive motor is controlled based on the target rotational speed, and the coupling sleeve is controlled to push in the first direction before the current rotational speed of the drive motor reaches the target rotational speed.

[0022] In one embodiment of this application, controlling the engagement sleeve to push in a first direction while controlling the speed of the drive motor can shorten the shifting waiting time. In another embodiment, controlling the engagement sleeve to push in the first direction before the drive motor reaches the target speed eliminates the need for the engagement sleeve to wait for the drive motor to complete speed adjustment before pushing, thus shortening the shifting waiting time and improving the user's driving experience.

[0023] In combination with the first aspect and the above implementation methods, some possible implementation methods also include:

[0024] Obtain the vehicle's current speed and the gear ratio of the target gear; determine the target speed based on the current speed and the gear ratio of the target gear.

[0025] In the embodiments of this application, by obtaining the vehicle's current speed and the transmission ratio of the target gear, and determining the target speed based on the relationship between the two, it can be ensured that the speed of the drive motor matches the target gear, thereby achieving more precise gear shifting control.

[0026] Secondly, a shift control device is provided, the device comprising:

[0027] The acquisition module is used to acquire the target speed corresponding to the target gear if a gear shift request for the target gear is detected.

[0028] The processing module is used to control the speed of the drive motor based on the target speed, and during the process of controlling the speed of the drive motor, to control the engagement sleeve in the shifting actuator to push in a first direction; wherein, the first direction is used to indicate the direction in which the engagement sleeve approaches the gear corresponding to the target gear in the axial direction of the output shaft; if the current speed of the drive motor is detected to be the target speed, and the engagement sleeve moves to the target position, the module controls the engagement sleeve to mesh with the gear corresponding to the target gear, so as to switch to the target gear.

[0029] It should be understood that the extensions, limitations, explanations and descriptions of the relevant content in the first aspect above also apply to the same content in the second aspect.

[0030] Thirdly, a vehicle is provided, including a memory and a processor; the memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the shift control method of the first aspect or any possible implementation thereof.

[0031] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0032] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of a two-speed gearbox transmission structure device provided in an embodiment of this application;

[0034] Figure 2 This is a schematic flowchart of an AMT shift control method provided in an embodiment of this application;

[0035] Figure 3 This is a schematic flowchart of a shift control method provided in an embodiment of this application;

[0036] Figure 4 This is a schematic diagram of a gear shifting stage provided in an embodiment of this application;

[0037] Figure 5 This is a schematic flowchart of another shift control method provided in an embodiment of this application;

[0038] Figure 6 This is a schematic diagram of the structure of a gear shift control device provided in an embodiment of this application;

[0039] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0040] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0041] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0042] With the continuous advancement of vehicle control technology, AMT (Automated Manual Transmission) is widely used in various vehicle models. This type of transmission adds a shift actuator to a traditional mechanical transmission to achieve automated gear shifting. Shift actuators are mainly divided into three types: electro-pneumatic actuators, electro-hydraulic actuators, and electro-electric actuators. Among them, the electro-electric actuator is a common type of gear shifting mechanism in electric vehicles, using a shift motor as the power source for the AMT, and the shifting process is completed by the motor driving the actuator.

[0043] The following is combined Figure 1 The transmission structure of a two-speed gearbox is described.

[0044] Figure 1 This is a schematic diagram of a two-speed gearbox transmission structure provided in an embodiment of this application; as shown... Figure 1 As shown, the two-speed gearbox 100 includes an input shaft 101, an output shaft 102, a first gear 103, a second gear 104, and a coupling sleeve 105.

[0045] The input shaft 101 is used to connect the engine or drive motor and is responsible for transmitting power to the gearbox;

[0046] The output shaft 102 is used to transmit power from the gearbox to the vehicle's drive system, thereby driving the vehicle.

[0047] The first gear 103 is the gear corresponding to the first gear. It usually has a large transmission ratio and is used to mesh with the engagement sleeve to realize the operation of engaging the first gear.

[0048] The second gear 104 is the gear corresponding to the second gear. It has a smaller transmission ratio than the first gear and is used to mesh with the engagement sleeve to realize the operation of engaging the second gear.

[0049] The coupling sleeve 105, also known as the sliding sleeve, includes a cylindrical component with an internal spline, which is mounted on the output shaft or intermediate shaft and can slide along the axial direction of the output shaft or intermediate shaft. By engaging the internal spline with the spline on the shaft, it moves and meshes with the gear shifting gear to achieve gear shifting.

[0050] To better understand the shift control process of an AMT (Automated Manual Transmission), the following will combine... Figure 2 An example is provided for illustration. Figure 2 This is a schematic flowchart illustrating an AMT shift control method provided in an embodiment of this application. Figure 2 As shown, method 200 includes steps S210 to S260, which are described in detail below.

[0051] S210, A shift request has been detected.

[0052] For example, the automatic transmission control unit (TCU) detects a shift request. This shift request can come from the driver's operation (such as pressing the clutch pedal or the shift button) or from the vehicle's automatic control system (such as automatically determining the shift based on vehicle speed and engine speed).

[0053] S220, control the unloading of the drive motor.

[0054] It should be understood that motor unloading refers to the process during vehicle gear shifting where the drive motor gradually reduces or completely stops output torque in order to reduce energy consumption, protect mechanical components, or execute other control strategies. During the drive motor unloading process, the motor speed remains unchanged, and the motor's output power drops to zero because the load has been removed.

[0055] In the embodiments of this application, the torque output of the drive motor is reduced to alleviate the load on the gearbox and prepare for disengagement. By reducing the torque, it is ensured that high torque will not cause gear damage or difficulty in shifting during disengagement.

[0056] For example, when the TCU detects a gear shift request, it sends a motor unloading command to the MCU. Upon receiving the unloading command, the MCU controls the drive motor to reduce its output torque, making the motor's output power zero. This ensures that the gears are not damaged due to high torque during gear shifting, achieving a smooth transition. After the drive motor is unloaded, the MCU sends a confirmation signal to the TCU, indicating that the motor unloading is complete.

[0057] S230, control the shift actuator to disengage.

[0058] For example, when the TCU detects a request to disengage from the current gear, the TCU first confirms whether the current vehicle speed and engine speed are suitable for the disengagement operation. Next, the TCU sends a disengagement command to the motor of the shift actuator (e.g., the shift motor or hydraulic control valve). Upon receiving this command, the shift motor begins to control the engagement sleeve or synchronizer to disengage from the gear of the current gear, thus completing the disengagement.

[0059] S240 controls the speed adjustment of the drive motor.

[0060] For example, the speed of the drive motor is adjusted to synchronize with the speed of the gear of the target gear.

[0061] S250, controls the shift actuator to engage gears.

[0062] For example, the gear shifting motor drives the engagement sleeve to move toward the gear of the target gear, and controls the engagement sleeve to mesh with the gear of the target gear.

[0063] S260, control the torque recovery of the drive motor.

[0064] For example, gradually restore the torque output of the drive motor until the desired torque level is reached, then return to normal driving conditions. Ensure the torque restoration process is smooth to avoid sudden increases in torque that could cause a shock.

[0065] In the above scheme, the gearbox shifting process is divided into two steps: motor speed regulation and gear engagement. The gear engagement step can be further divided into two processes: the movement of the engagement sleeve and the engagement of the engagement sleeve with the target gear. Therefore, gearbox shifting can be understood as three processes: drive motor speed regulation, shift motor controlling the movement of the engagement sleeve, and engagement of the engagement sleeve with the target gear. After controlling the drive motor to adjust its speed to synchronize with the target gear, the shift motor pushes the engagement sleeve to move and engage with the gear to be engaged. This results in a longer shifting time, interruption of vehicle power transmission during shifting, which can easily cause changes in the vehicle's deceleration or acceleration curve. Upon successful shifting and restoration of power, a power shock can occur, affecting the user's driving experience.

[0066] In view of this, this application proposes a gear shifting control method. When a gear shifting request is detected, the target speed corresponding to the target gear is obtained. By controlling the drive motor to adjust to the target speed, the speed of the drive motor and the target gear can be synchronized. Furthermore, the engagement sleeve is controlled to push along the output shaft axially towards the target gear, ensuring that the engagement sleeve can move towards the target gear. By detecting that the current speed of the drive motor is consistent with the target speed and that the engagement sleeve has moved to the target position, after determining that the engagement condition is met, the engagement sleeve is controlled to engage with the target gear, thus achieving gear shifting. In the above method, because the engagement sleeve can be controlled during the speed adjustment of the drive motor, compared with the prior art where the engagement sleeve is pushed after the speed is adjusted to the target speed, the timing of pushing the engagement sleeve can be advanced, thereby advancing the engagement time between the engagement sleeve and the gear, shortening the gear shifting time. By controlling the speed adjustment of the drive motor and the movement of the engagement sleeve, the power interruption time during gear shifting can be effectively reduced, thereby improving driving smoothness and comfort, and thus enhancing the user's driving experience.

[0067] The following is combined Figure 3 A method for shift control provided in the embodiments of this application will be described in detail.

[0068] Figure 3This is a schematic flowchart illustrating a gear shifting control method provided in an embodiment of this application. Figure 3 As shown, method 300 includes steps S310 to S330, which are described in detail below.

[0069] S310. If a shift request for the target gear is detected, obtain the target speed corresponding to the target gear.

[0070] For example, after receiving a shift request for the target gear, the TCU obtains the target speed corresponding to the target gear through the Controller Area Network (CAN) bus.

[0071] In one implementation, the above method further includes:

[0072] Obtain the vehicle's current speed and the gear ratio of the target gear; determine the target speed based on the current speed and the gear ratio of the target gear.

[0073] The transmission ratio refers to the ratio of the rotational speeds of the input shaft to the output shaft, and is used to describe the change in power when it is transmitted from the engine to the wheels.

[0074] In the embodiments of this application, a vehicle speed sensor can be configured on the wheel or the gearbox. The vehicle speed sensor sends the detected wheel rotation speed signal to the TCU via the CAN bus. The TCU obtains the current wheel rotation speed and calculates the target rotation speed by combining it with the transmission ratio of the target gear.

[0075] For example, the vehicle is currently traveling in third gear at a speed of 60 km / h. At this time, a gear shift request is detected, with the target gear being fifth gear. The vehicle speed sensor detects that the current wheel speed is 1000 revolutions per minute (RPM). The gear ratio of third gear is 2.0, and the gear ratio of fifth gear is 1.0. The current speed of the drive motor = wheel speed × current gear ratio = 2000 RPM, and the target speed = wheel speed × target gear ratio = 1000 RPM. Since the current speed of the drive motor is 2000 RPM, while the target speed is 1000 RPM, the speed of the drive motor needs to be reduced to match the target gear.

[0076] Optionally, a proportional-integral-derivative (PID) controller can be used to adjust the speed of the drive motor to ensure that the actual speed of the drive motor can be accurately adjusted to the target speed. The PID controller can calculate the adjustment value in real time based on the error between the current speed and the target speed to gradually adjust the motor speed.

[0077] In the above scheme, by obtaining the vehicle's current speed and the transmission ratio of the target gear, and determining the target speed based on the relationship between the two, it can be ensured that the speed of the drive motor matches the target gear, thereby achieving more precise gear shifting control.

[0078] S320, controlling the speed of the drive motor based on the target speed, and controlling the engaging sleeve in the shifting actuator to push in the first direction during the process of controlling the speed of the drive motor.

[0079] The first direction refers to the direction in which the coupling sleeve is located near the gear corresponding to the target gear in the axial direction of the output shaft.

[0080] like Figure 1 As shown, if the target gear is first gear, the engagement sleeve 105 needs to move in the direction of the first gear 103, and the first direction is to the left.

[0081] In the embodiments of this application, the TCU sends the target speed to the drive motor control unit (MCU). The MCU receives the target speed parameter and adjusts the operating state of the drive motor based on the parameter to ensure that the speed of the drive motor is synchronized with the speed of the target gear. It also sends a signal to the shift motor, which pushes the engagement sleeve to move in the first direction.

[0082] For example, the driving speed of the shift motor is controlled by a PWM signal. The PID controller continuously adjusts the PWM signal to ensure that the coupling sleeve moves smoothly during the driving process. When the coupling sleeve approaches the gear, the PID controller gradually reduces the duty cycle of the PWM signal to reduce the driving speed of the shift motor and prevent the coupling sleeve from moving beyond the target position and making contact with the gear too early.

[0083] Optionally, in one implementation, after the TCU controls the shift motor to push the engagement sleeve, it controls the drive motor to adjust based on the target speed.

[0084] In one implementation, the above method includes:

[0085] The rotational speed of the drive motor is controlled based on the target rotational speed, and the coupling sleeve is simultaneously controlled to push in the first direction; or, the rotational speed of the drive motor is controlled based on the target rotational speed, and the coupling sleeve is controlled to push in the first direction before the current rotational speed of the drive motor reaches the target rotational speed.

[0086] Implementation method 1:

[0087] In the embodiments of this application, while the drive motor adjusts its speed, the shift motor pushes the coupling sleeve to move in the first direction.

[0088] For example, the TCU sends a gear shift signal to the drive motor and the shift motor, and the drive motor starts to shift gears while the shift motor starts to advance the engagement sleeve.

[0089] like Figure 4 As shown, Figure 4 This is a schematic diagram of a gear shifting stage provided in an embodiment of this application. Figure 4 (a) in the diagram represents a prior art method for gear shifting control, which can be divided into three stages in chronological order: motor speed regulation stage, coupling sleeve idle travel stage, and coupling sleeve engagement stage. These three stages correspond to 0 to t1, t1 to t2, and t2 to t3, respectively; where l1 is the distance the coupling sleeve needs to move from its initial position to its target position, l2 is the distance the coupling sleeve needs to move from its initial position to successfully engage with the target gear, and ω is the target rotational speed. Figure 4 (b) illustrates a shift control method provided in an embodiment of this application, dividing the shift process into two stages: a motor speed regulation engagement sleeve movement stage and an engagement sleeve engagement stage. After a shift request is detected at time 0, the drive motor is controlled to adjust its speed, and simultaneously, the shift motor is controlled to push the engagement sleeve to move. At time t1, it is detected that the drive motor speed has reached the target speed and the engagement sleeve position has reached the target position. The shift motor then controls the engagement sleeve to begin engaging with the gear. It can be seen that because the method provided in this embodiment controls the engagement sleeve to move while the drive motor speeds up, it saves time from t1 to t2 during the shift stage compared to existing shift control methods.

[0090] In the above scheme, since the engaging sleeve does not contact the gear corresponding to the target gear, the engaging sleeve can be pushed in the first direction while controlling the speed of the drive motor, which can shorten the shifting waiting time.

[0091] Implementation Method Two:

[0092] In the embodiments of this application, the drive motor is controlled to adjust its speed, and before the speed reaches the target speed, the shift motor controls the coupling sleeve to push in the first direction.

[0093] For example, the TCU sends a gear shift signal to the drive motor and the shift motor. The target speed is 1000 RPM and the current speed is 2000 RPM. Before the drive motor adjusts to 1000 RPM, the shift motor starts to advance the engagement sleeve.

[0094] In the above scheme, the coupling sleeve is pushed in the first direction before the drive motor reaches the target speed. The coupling sleeve does not need to wait for the drive motor to complete the speed adjustment before it is pushed, which shortens the shifting waiting time and improves the user's driving experience.

[0095] S330. If the current speed of the drive motor is detected to be the target speed, and the engaging sleeve moves to the target position, control the engaging sleeve to mesh with the gear corresponding to the target gear, so as to switch to the target gear.

[0096] The target position can be preset by the vehicle manufacturer based on the vehicle's gear structure diagram, with different gears corresponding to different target positions.

[0097] In the embodiments of this application, when the speed of the drive motor is synchronized with the target speed and the engaging sleeve has moved to the target position, the engaging sleeve is controlled to mesh with the gear of the target gear, completing the gear shift. In this way, the gear shifting process can be smoother, avoiding the impact and friction loss in the traditional gear shifting process.

[0098] For example, a motor speed sensor can be configured on the drive motor to monitor the motor speed in real time. When the motor speed sensor detects that the current speed of the drive motor has reached the target speed of 2000 RPM, it sends the current speed to the MCU. The MCU sends a feedback signal to the TCU to confirm that the motor has reached the target speed. A position sensor can be configured on the coupling sleeve to monitor the axial movement position of the coupling sleeve in real time. When the position sensor detects that the coupling sleeve has been pushed to the target position corresponding to the third gear (target gear), the position sensor sends a feedback signal to the TCU to confirm that the coupling sleeve has reached the target position. When the TCU confirms that the drive motor speed has reached the target speed and the coupling sleeve has reached the target position, it sends a signal to the MCU to indicate that the speed of the drive motor remains unchanged and sends an engagement command to the shift motor. After receiving the engagement command from the TCU, the shift motor continues to push the coupling sleeve to move towards the third gear and makes the spline of the coupling sleeve mesh with the gear tooth groove of the target gear.

[0099] For example, after receiving a shift request, the drive motor adjusts its speed to the target speed after 10 milliseconds. If it is detected that the engagement sleeve has not yet reached the target position, the drive motor maintains the target speed and waits for the engagement sleeve position sensor to detect that the engagement sleeve has been pushed to the target position before controlling the engagement sleeve to engage with the gear. Similarly, if it is detected that the engagement sleeve has been pushed to the target position but the drive motor speed has not yet been adjusted to the target speed, the shift motor stops pushing the engagement sleeve and continues to adjust its speed. After adjusting to the target speed, it controls the engagement sleeve to engage with the gear.

[0100] Optionally, the speed adjustment time of the drive motor can be determined based on parameters such as the power of the drive motor, the response speed, and the speed difference between the current speed and the target speed. The moving speed of the coupling sleeve can be used to determine the pushing time of the coupling sleeve. The length of the speed adjustment time and the pushing time can be compared. When the longer time is reached, the coupling sleeve can be controlled to mesh with the gear.

[0101] Optionally, the movement of the coupling sleeve can be controlled by a PID controller. The coupling sleeve position sensor monitors the axial movement position of the coupling sleeve in real time and feeds back the current position information to the TCU at a preset sampling frequency. The TCU compares the received position information with the target information, calculates the position error, and adjusts the signal amplitude of the shift motor according to the pushing rate of the coupling sleeve, taking into account the response delay of the position sensor sending position information to the TCU, thereby controlling the adjustment of the pushing rate of the coupling sleeve.

[0102] Optionally, a target speed tolerance range can be preset. When the drive motor speed reaches the target speed tolerance range, the MCU can consider that the current speed of the drive motor has reached the target speed and send a speed synchronization completion signal to the TCU. The tolerance range can be 50 RPM and can be related to the target gear or the vehicle's current speed.

[0103] For example, if the target speed is 2000 RPM and the preset tolerance range is 50 RPM, when the speed of the drive motor reaches 1950 RPM or 2050 RPM, the MCU can consider that the current speed of the drive motor has reached the target speed and send a speed synchronization completion signal to the TCU.

[0104] It should be understood that the above is an example of the tolerance range for the target speed. The specific settings can be made by those skilled in the art according to the specific requirements. This is only an illustrative example and is not intended to impose any specific limitations.

[0105] In one implementation, the above method further includes:

[0106] Obtain the target jitter torque; control the engagement of the coupling sleeve with the gear corresponding to the target gear, including: controlling the drive motor to output the target jitter torque to make the gear jitter; after the gear jitter, controlling the shift motor to make the coupling sleeve engage with the gear.

[0107] The target jitter torque is the torque output by the drive motor that varies according to a certain amplitude. The square wave curve corresponding to the jitter torque can be preset, and the drive motor can be controlled to output the torque corresponding to the square wave curve.

[0108] In the embodiments of this application, the target jitter torque is obtained, the drive motor is controlled to output the target torque, so that the gear corresponding to the target gear jitters, and the shift motor is controlled to push the engagement sleeve so that the engagement sleeve meshes with the gear.

[0109] For example, the TCU obtains the target jitter torque as 5Nm. The TCU sends the target jitter torque information to the MCU. After receiving it, the MCU controls the drive motor to output a jitter torque of 5Nm, causing the gear to jitter slightly. After the gear starts to jitter, the TCU controls the shift motor to push the engagement sleeve to mesh during the jitter of the gear, so as to realize gear shifting.

[0110] In the above scheme, when the engaging sleeve meshes with the target gear, it may encounter static friction and slight misalignment of the gear position, which will hinder the smooth engagement of the engaging sleeve. By applying small positive and negative torque fluctuations to the drive motor, similar to a slight vibration operation, the static friction can be reduced, and the contact point between the engaging sleeve and the gear can be dynamically adjusted, making it easier to complete the engagement and improving the success rate of gear shifting.

[0111] In one implementation, the above method includes:

[0112] Determine whether a target signal is detected within a first preset time period; if no target signal is detected, control the drive motor to output the target jitter torque.

[0113] The target signal is used to indicate a successful gear shift. It can be a signal fed back to the TCU by the position sensor of the engagement sleeve or the shift position sensor, indicating that the engagement sleeve has successfully engaged with the gear corresponding to the target gear.

[0114] In the embodiments of this application, the target jitter torque is obtained, and the engaging sleeve is controlled to mesh with the gear corresponding to the target gear. If no target signal is detected within a first preset time period, the drive motor is controlled to output the target jitter torque to make the gear jitter. After the gear jitter, the shift motor is controlled to make the engaging sleeve mesh with the gear.

[0115] For example, the TCU obtains a target jitter torque of 5 Nm and begins to control the engagement of the coupling sleeve with the gear corresponding to the target gear. If no signal is detected from the coupling sleeve position sensor within a first preset time period, the TCU sends a command to the MCU to control the drive motor to output a jitter torque of 5 Nm and control the shift motor to push the coupling sleeve to engage with the gear. The first preset time period can be set to 200 milliseconds, or other values ​​set by a professional technician.

[0116] In the above scheme, by detecting whether the gear shift is successfully completed within a first preset time period, the gear shifting process can be effectively monitored. When no successful gear shift signal is detected, the drive motor is controlled to output a target jitter torque, causing the gear to jitter with a small torque. In this way, when a successful gear shift is not detected within the preset time period, a small torque jitter is performed to induce the gear to mesh with the engagement sleeve, thereby saving energy consumption.

[0117] In one implementation, the above method further includes:

[0118] Based on the target rotational speed, obtain the target jitter torque; or, obtain the initial jitter torque; based on the current rotational speed of the drive motor and the target rotational speed, determine the torque adjustment amount; based on the initial jitter torque and the torque adjustment amount, obtain the target jitter torque.

[0119] Implementation method 1:

[0120] In the embodiments of this application, the target jitter torque is determined based on the target rotational speed.

[0121] For example, the target jitter torque can be obtained by multiplying the target speed by the adjustment parameter. For instance, the adjustment parameter can be set to 0.01. If the target speed is 2000 RPM, the target jitter torque is 20 Nm. Since the gear rotates faster at higher speeds, the engagement time window of the engagement sleeve is shorter. Therefore, a smaller jitter torque amplitude may be required to avoid generating excessive torque and causing impact on the engagement process. The target jitter torque can be directly proportional to the target speed, with a larger target speed resulting in a larger target jitter torque; or it can be inversely proportional to the target speed, with a larger target speed resulting in a smaller target jitter torque.

[0122] In the above scheme, the target jitter torque is determined based on the target speed. Different target jitter torques can be determined according to different target gears, which reduces mechanical resistance during meshing, facilitates the meshing of the coupling sleeve and the gear, and improves the success rate of gear shifting.

[0123] Implementation Method Two:

[0124] In the embodiments of this application, the initial jitter torque is obtained, and the torque adjustment amount of the initial jitter torque is determined based on the current speed of the drive motor and the target speed, thereby determining the target jitter torque.

[0125] For example, such as Figure 4 As shown in (b), during the t1 to t2 stage, the square wave signal controls the output torque of the drive motor, enabling rapid switching between positive and negative torque multiple times in a short period. This breaks the static friction between the gear and the engagement sleeve, reducing jamming during gear shifting. Due to the high frequency characteristics of the square wave signal and the short duration of each torque change, the shift response speed can be improved without significantly increasing energy consumption, achieving a smooth transition.

[0126] For example, the torque adjustment amount for the initial jitter torque can be determined by the PID controller. The TCU obtains the current speed of the drive motor and the target speed, calculates the speed difference, and determines the torque adjustment amount based on the product of the speed difference and the proportional factor. That is, when the speed difference is large, the torque adjustment amount is also large. For example, if the current speed is 500 RPM higher than the target speed, and the proportional factor is set to 0.005 Nm / RPM, the torque adjustment amount is -2.5 Nm. Since the amplitude of the initial jitter torque is 5 Nm and the target jitter torque is 2.5 Nm, the amplitude of the jitter torque is adjusted to between -2.5 Nm and 2.5 Nm based on the square wave curve corresponding to the initial jitter torque.

[0127] Optionally, the amplitude of the jitter torque can be adjusted based on the vehicle's load, the gear ratio of the target gear, and the speed difference between the current and target speeds of the drive motor. For example, when the vehicle is under a high load (e.g., fully loaded or accelerating), the friction and inertial forces in the transmission system are greater, requiring a higher jitter torque to break the friction and complete the gear shift. Similarly, a larger gear ratio difference implies more significant speed and torque changes, potentially requiring a larger jitter torque to facilitate smooth engagement of the coupling sleeve. Furthermore, if the difference between the current speed of the drive motor and the target speed corresponding to the target gear is large, it indicates a significant change in the load of the drive system and strong static friction, necessitating a corresponding increase in the required jitter torque to more effectively overcome friction and ensure smooth engagement of the coupling sleeve.

[0128] Optionally, the frequency of the jitter torque can be adjusted based on parameters such as the speed difference between the current and target speeds of the drive motor, the friction between gears, and the gear ratio of the target gear. For example, when the speed difference is large, the jitter frequency should be higher to ensure rapid switching; when the speed difference is small, the frequency can be lowered to avoid excessive vibration. For instance, under higher temperatures or loads, friction may increase. Greater friction may require a higher jitter frequency to generate torque changes more quickly; when higher friction is detected, the frequency is increased, and under low friction, the frequency can be decreased to avoid unnecessary energy consumption. For example, lower gears (such as from 1st to 2nd gear) typically require higher frequency jitter because the gear ratios differ significantly between these gears; higher gears (such as from 4th to 5th gear) can use lower frequency jitter because the gear ratios differ less.

[0129] In the above scheme, the initial jitter torque is obtained, the torque adjustment amount is determined based on the current speed and target speed of the drive motor, and the target jitter torque is obtained based on the torque adjustment amount and the initial jitter torque. The target jitter torque can be dynamically adjusted according to the current speed and target speed of the drive motor, and the appropriate jitter torque can be calculated to reduce the mechanical resistance during the meshing process, thereby improving the shift success rate.

[0130] In one implementation, the above method further includes:

[0131] If no target signal is detected within the second preset time period, or if jamming is detected when the coupling sleeve engages with the gear, the coupling sleeve is controlled to move in the second direction; after the coupling sleeve has moved a preset distance, the coupling sleeve is controlled to move in the first direction.

[0132] The second direction is the opposite direction to the first direction.

[0133] In the embodiments of this application, when a shift request is detected, the engaging sleeve begins to mesh with the target gear. If no successful engagement signal is detected within a second preset time period, or if a jamming phenomenon is detected during engagement (e.g., the engaging sleeve is blocked by the gear and cannot smoothly enter the tooth groove), the engaging sleeve is controlled to retract a preset distance in the opposite direction to the initial direction, thereby releasing the jamming state, and then moves again in the target direction to attempt to re-engage the gear.

[0134] For example, within a second preset time period, if the position sensor detects that the engaging sleeve and the gear are stuck, or that no successful engagement signal is detected, the TCU sends a retraction signal to the shift motor. The shift motor then controls the engaging sleeve to retract a preset distance in the second direction, releasing the stuck state, and re-advance the engaging sleeve to re-engage. The second preset time period can be 2 milliseconds, the preset distance can be 3 millimeters, or it can be set according to the physical gap between the engaging sleeve and the gear.

[0135] Optionally, if a successful engagement signal of the coupling sleeve is not detected within the second preset time period, or if a jamming phenomenon is detected during engagement, the coupling sleeve will be controlled to retract a preset distance in the opposite direction to the initial direction, and then move towards the target direction again. After the speed of the drive motor meets the target speed and the coupling sleeve reaches the target position, the gear will be re-engaged.

[0136] In the above scheme, if no successful shift signal is detected within the second preset time period, or if jamming is detected when the engagement sleeve and the gear are engaged, the engagement sleeve is controlled to move in the opposite direction. The reverse movement avoids the long-term jamming phenomenon between the engagement sleeve and the gear. After the engagement sleeve is pushed to move a preset distance, it is controlled to push it towards the target gear again to re-engage. This allows for timely adjustment of the position of the engagement sleeve when the engagement sleeve and the gear cannot be successfully engaged, thereby reducing shift time.

[0137] In the above embodiments, when a shift request is detected, the target speed corresponding to the target gear is obtained. By controlling the drive motor to adjust to this target speed, the speed of the drive motor and the target gear can be synchronized. Furthermore, the engaging sleeve is controlled to push along the output shaft axially towards the target gear, ensuring that the engaging sleeve can move towards the target gear. By detecting that the current speed of the drive motor matches the target speed and that the engaging sleeve has moved to the target position, after determining that the engagement conditions are met, the engaging sleeve is controlled to engage with the target gear, thus achieving gear shifting. In the above method, because the engaging sleeve can be controlled during the adjustment of the drive motor speed, compared to the prior art where the engaging sleeve is pushed after the speed is adjusted to the target speed, the timing of pushing the engaging sleeve can be advanced, thereby advancing the engagement time between the engaging sleeve and the gear and shortening the shift time. By controlling the speed adjustment of the drive motor and the movement of the engaging sleeve, the time of power interruption during gear shifting can be effectively reduced, thereby improving driving smoothness and comfort, and ultimately enhancing the user's driving experience.

[0138] The following is combined Figure 5 Another shift control method provided in the embodiments of this application will be illustrated by example.

[0139] Figure 5 This is a schematic flowchart illustrating another shift control method provided in an embodiment of this application; as shown... Figure 5 As shown, method 500 includes S501 to S512, which are described in detail below.

[0140] S501. If a shift request is detected, determine the target gear.

[0141] Optionally, the implementation of S501 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S310 will not be repeated here.

[0142] S502. Determine the target speed based on the current vehicle speed and the transmission ratio of the target gear.

[0143] For example, the vehicle speed sensor sends the detected wheel rotation speed signal to the TCU via the CAN bus. The TCU obtains the current wheel rotation speed and calculates the target rotation speed by combining it with the gear ratio of the target gear.

[0144] Optionally, the implementation of S502 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S310 will not be repeated here.

[0145] S503, Control the speed of the drive motor based on the target speed.

[0146] For example, the TCU sends the target speed to the MCU, the MCU receives the target speed parameter, and adjusts the operating state of the drive motor based on the parameter to ensure that the speed of the drive motor is synchronized with the speed of the target gear.

[0147] Optionally, the implementation of S503 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S320 will not be repeated here.

[0148] S504, control the engagement sleeve in the gear shifting actuator to push in the first direction.

[0149] The first direction refers to the direction in which the coupling sleeve is located near the gear corresponding to the target gear in the axial direction of the output shaft.

[0150] For example, the TCU sends a signal to the shift motor, which then pushes the engagement sleeve to move in the first direction.

[0151] Optionally, the implementation of S504 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S320 will not be repeated here.

[0152] Optionally, in one implementation, S504 can be performed simultaneously with S503.

[0153] S505. Determine whether the current speed of the drive motor has been adjusted to the target speed; if yes, execute S506; if no, execute S503.

[0154] If it is detected that the current speed of the drive motor has been adjusted to the target speed, it means that the current speed of the drive motor matches the speed of the gear corresponding to the target gear, and the next gear shifting operation can be performed. The specific implementation method is shown in S506. If it is detected that the current speed of the drive motor has not been adjusted to the target speed, the current speed does not match, and the drive motor needs to be adjusted further. The specific implementation method is shown in S506.

[0155] Optionally, the implementation of S505 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S330 will not be repeated here.

[0156] S506. Determine whether the coupling sleeve has moved to the target position; if yes, execute S507; if no, execute S504.

[0157] If it is detected that the current position of the engagement sleeve has moved to the target position, it means that the current position of the engagement sleeve is close to the shift gear, and the next shift operation can be performed. The specific implementation method is shown in S507. If it is detected that the current position of the engagement sleeve has not moved to the target position, it means that the current position of the engagement sleeve is far from the shift gear, and the engagement sleeve needs to be pushed forward. The specific implementation method is shown in S504.

[0158] Optionally, the implementation of S506 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S330 will not be repeated here.

[0159] Optionally, in one implementation, S505 can be performed simultaneously with S506. If it is detected that the current speed of the drive motor has been adjusted to the target speed and the current position of the coupling sleeve has moved to the target position, the next gear shifting operation can be performed. See S507 for the specific implementation. If it is detected that the current speed of the drive motor has not been adjusted to the target speed and the current position of the coupling sleeve has moved to the target position, the speed of the drive motor needs to be adjusted further. See S506 for the specific implementation. If it is detected that the current speed of the drive motor has been adjusted to the target speed and the current position of the coupling sleeve has not moved to the target position, the position of the coupling sleeve needs to be advanced further. See S504 for the specific implementation.

[0160] S507, control the engagement of the coupling sleeve with the gear corresponding to the target gear.

[0161] Optionally, the implementation of S507 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S330 will not be repeated here.

[0162] S508. Determine whether a target signal has been detected within the first preset time period; if yes, execute S512; if no, execute S509.

[0163] The target signal is used to indicate a successful gear shift. It can be a signal fed back to the TCU by the position sensor of the engagement sleeve or the shift position sensor, indicating that the engagement sleeve has successfully engaged with the gear corresponding to the target gear.

[0164] If a target signal is detected within the first preset time period, the engagement sleeve and the gear shifter are successfully engaged, and a shift success signal is sent to the TCU to confirm the successful shift. The specific implementation method is shown in S512. If no target signal is detected within the first preset time period, the engagement sleeve and the gear shifter are not successfully engaged, and the drive motor is controlled to output the target jitter torque so that the engagement sleeve and the gear shifter are engaged. The specific implementation method is shown in S509.

[0165] Optionally, the implementation of S508 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S330 will not be repeated here.

[0166] Optionally, in one implementation, S508 can be omitted, while S507 and S509 can be executed simultaneously. That is, if it is detected that the current speed of the drive motor has been adjusted to the target speed and the current position of the engagement sleeve has been moved to the target position, the drive motor is controlled to output the target jitter torque, and at the same time, the shift motor controls the engagement sleeve to mesh with the gear corresponding to the target gear.

[0167] S509. Obtain the target jitter torque, control the drive motor to output the target jitter torque, and control the shift motor to make the engagement sleeve mesh with the gear.

[0168] Optionally, the implementation of S509 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S330 will not be repeated here.

[0169] S510. Determine whether a target signal is detected within the second preset time period; if yes, execute S512; if no, execute S511.

[0170] If a target signal is detected within the second preset time period, the engagement sleeve and the gear shifter are successfully engaged, and a shift success signal is sent to the TCU to confirm the successful shift. The specific implementation method is shown in S512. If no target signal is detected within the second preset time period, the engagement sleeve and the gear shifter are not successfully engaged, and the engagement sleeve is controlled to retract a preset distance along the second direction. The specific implementation method is shown in S511.

[0171] Optionally, if jamming between the coupling sleeve and the gear is detected within a second preset time period, the coupling sleeve is controlled to retract a preset distance along the second direction to release the jamming. The specific implementation method is shown in S511.

[0172] Optionally, the implementation of S510 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S330 will not be repeated here.

[0173] S511, Control the connecting sleeve to move a preset distance in the second direction.

[0174] The second direction is the opposite direction to the first direction.

[0175] Optionally, the implementation of S511 can be found in [reference needed]. Figure 3 The relevant descriptions of the implementation method in S330 will not be repeated here.

[0176] S512, confirm gear shift complete.

[0177] For example, the shift actuator confirms that the engagement sleeve and the gear corresponding to the target gear have been completed, and sends a shift success signal to the TCU. The TCU receives the shift success signal and confirms that the shift is complete.

[0178] In the above embodiments, when a shift request is detected, the target speed corresponding to the target gear is obtained. By controlling the drive motor to adjust to this target speed, the speed of the drive motor and the target gear can be synchronized. Furthermore, the engaging sleeve is controlled to push along the output shaft axially towards the target gear, ensuring that the engaging sleeve can move towards the target gear. By detecting that the current speed of the drive motor matches the target speed and that the engaging sleeve has moved to the target position, after determining that the engagement conditions are met, the engaging sleeve is controlled to engage with the target gear, thus achieving gear shifting. In the above method, because the engaging sleeve can be controlled during the adjustment of the drive motor speed, compared to the prior art where the engaging sleeve is pushed after the speed is adjusted to the target speed, the timing of pushing the engaging sleeve can be advanced, thereby advancing the engagement time between the engaging sleeve and the gear and shortening the shift time. By controlling the speed adjustment of the drive motor and the movement of the engaging sleeve, the time of power interruption during gear shifting can be effectively reduced, thereby improving driving smoothness and comfort, and ultimately enhancing the user's driving experience.

[0179] The above text combined Figures 1 to 5 This application provides a detailed description of a gear shifting control method based on its embodiments; the following will be combined with... Figure 6 and Figure 7 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0180] Figure 6 This is a schematic diagram of a gear shift control device provided in an embodiment of this application. The device 600 includes an acquisition module 610 and a processing module 620.

[0181] The acquisition module is used to acquire the target speed corresponding to the target gear if a gear shift request for the target gear is detected.

[0182] The processing module is used to control the speed of the drive motor based on the target speed, and during the process of controlling the speed of the drive motor, to control the engaging sleeve in the shifting actuator to push in a first direction; wherein, the first direction is used to indicate the direction in which the engaging sleeve approaches the gear corresponding to the target gear in the axial direction of the output shaft; if the current speed of the drive motor is detected to be the target speed, and the engaging sleeve moves to the target position, the module controls the engaging sleeve to mesh with the gear corresponding to the target gear, so as to switch to the target gear.

[0183] Optionally, as an embodiment, the processing module 620 is further configured to:

[0184] Obtain the target jitter torque; control the engagement of the coupling sleeve with the gear corresponding to the target gear, including: controlling the drive motor to output the target jitter torque to make the gear jitter; after the gear jitter, controlling the shift motor to make the coupling sleeve engage with the gear.

[0185] Optionally, as an embodiment, the processing module 620 is specifically used for:

[0186] Determine whether a target signal is detected within a first preset time period; wherein the target signal is used to indicate successful gear shift; if no target signal is detected, control the drive motor to output the target jitter torque.

[0187] Optionally, as an embodiment, the processing module 620 is further configured to:

[0188] If no target signal is detected within the second preset time period, or if jamming is detected when the coupling sleeve engages with the gear, the coupling sleeve is controlled to move in the second direction; wherein the second direction is the opposite direction to the first direction; after the coupling sleeve moves a preset distance, the coupling sleeve is controlled to move in the first direction.

[0189] Optionally, as an embodiment, the processing module 620 is further configured to:

[0190] Based on the target rotational speed, obtain the target jitter torque; or, obtain the initial jitter torque; based on the current rotational speed of the drive motor and the target rotational speed, determine the torque adjustment amount; based on the initial jitter torque and the torque adjustment amount, obtain the target jitter torque.

[0191] Optionally, as an embodiment, the processing module 620 is specifically used for:

[0192] The rotational speed of the drive motor is controlled based on the target rotational speed, and the coupling sleeve is simultaneously controlled to push in the first direction; or, the rotational speed of the drive motor is controlled based on the target rotational speed, and the coupling sleeve is controlled to push in the first direction before the current rotational speed of the drive motor reaches the target rotational speed.

[0193] Optionally, as an embodiment, the processing module 620 is further configured to:

[0194] Obtain the vehicle's current speed and the gear ratio of the target gear; determine the target speed based on the current speed and the gear ratio of the target gear.

[0195] It should be noted that the aforementioned shift control device 600 is embodied in the form of a functional unit. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0196] For example, a "module" can be a software program, hardware circuitry, or a combination of both that implements the above-described functions. Hardware circuitry may include application-specific integrated circuits (ASICs), electronic circuitry, a processor (e.g., a shared processor, a proprietary processor, or a group processor) and memory for executing one or more software or firmware programs, integrated logic circuitry, and / or other suitable components that support the described functions.

[0197] Therefore, the units of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0198] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0199] For example, vehicle 700 includes processor 710, memory 720 and executable program code 730.

[0200] For example, vehicle 700 includes one or more processors 710 that can support the vehicle 700 in implementing the vehicle generation method in the method embodiment. The processor 710 can be a general-purpose processor or a special-purpose processor. For example, processor 710 can be a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, such as discrete gates, transistor logic devices, or discrete hardware components.

[0201] For example, the processor 710 can be used to control the vehicle 700, execute software programs, and process data from the software programs. The vehicle 700 may also include a communication unit for receiving and transmitting signals.

[0202] For example, the vehicle 700 may include one or more memories 720, on which executable program code 730 is stored. The executable program code 730 can be run by the processor 710 to generate instructions, causing the processor 710 to execute the generation method described in the above method embodiments according to the instructions.

[0203] Optionally, the memory 720 may also store data. Optionally, the processor 710 may also read data stored in the memory 720, which may be stored at the same memory address as the executable program code 730, or the data may be stored at a different memory address than the executable program code 730.

[0204] For example, the processor 710 and memory 720 can be configured separately or integrated together, for example, integrated on the system-on-chip (SOC) of the terminal device.

[0205] For example, the memory 720 can be used to store the relevant program of the vehicle generation method provided in the embodiments of this application, and the processor 720 can be used to call the executable program code 730 stored in the memory 720 when controlling the vehicle to execute the gear shift control method of the embodiments of this application.

[0206] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the shift control method of any of the foregoing embodiments.

[0207] The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROM), microdrives, and magneto-optical disks, read-only memory (ROM), random access memory (RAM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), dynamic random access memory (DRAM), video random access memory (VRAM), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0208] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a shift control method as described in the above embodiments.

[0209] In addition, the electronic device provided in the embodiments of this application may specifically be a chip, component or module. The electronic device may include a connected processor and a memory. The memory is used to store instructions. When the electronic device is running, the processor may call and execute the instructions to make the chip perform a shift control method in the above embodiments.

[0210] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding shift control method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding shift control method provided above, and will not be repeated here.

[0211] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0212] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0213] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for shift control, characterized in that, The method includes: If a shift request for the target gear is detected, the target speed corresponding to the target gear is obtained; The rotational speed of the drive motor is controlled based on the target rotational speed, and during the process of controlling the rotational speed of the drive motor, the engaging sleeve in the shifting actuator is controlled to push in a first direction; wherein, the first direction is used to indicate the direction in which the engaging sleeve approaches the gear corresponding to the target gear in the axial direction of the output shaft. If the current speed of the drive motor is detected to be the target speed, and the engagement sleeve moves to the target position, the engagement sleeve is controlled to mesh with the gear corresponding to the target gear, so as to switch to the target gear.

2. The method according to claim 1, characterized in that, Also includes: Obtain the target jitter torque; The control of the engagement of the coupling sleeve with the gear corresponding to the target gear includes: The drive motor is controlled to output the target jitter torque to cause the gear shifting gear to jitter. After the gear shifting gear vibrates, the shifting motor is controlled to make the engagement sleeve mesh with the gear shifting gear.

3. The method according to claim 2, characterized in that, The control of the drive motor to output the target jitter torque includes: Determine whether a target signal is detected within a first preset time period; wherein the target signal is used to indicate a successful gear shift; If the target signal is not detected, control the drive motor to output the target jitter torque.

4. The method according to claim 3, characterized in that, Also includes: If the target signal is not detected within the second preset time period, or if jamming is detected when the engaging sleeve meshes with the gear, the engaging sleeve is controlled to move in the second direction; wherein the second direction is the opposite direction to the first direction; After the connecting sleeve moves a preset distance, the connecting sleeve is controlled to move in the first direction.

5. The method according to claim 2, characterized in that, Also includes: Based on the target rotational speed, the target jitter torque is obtained; or, Obtain the initial jitter torque; The torque adjustment amount is determined based on the current speed of the drive motor and the target speed; The target jitter torque is obtained based on the initial jitter torque and the torque adjustment amount.

6. The method according to any one of claims 1 to 5, characterized in that, The step of controlling the speed of the drive motor based on the target speed, and controlling the engaging sleeve in the shift actuator to push in the first direction during the process of controlling the speed of the drive motor, includes: The rotational speed of the drive motor is controlled based on the target rotational speed, and simultaneously the coupling sleeve is controlled to push in the first direction; or, The rotational speed of the drive motor is controlled based on the target rotational speed; before the current rotational speed of the drive motor reaches the target rotational speed, the coupling sleeve is controlled to push in the first direction.

7. The method according to any one of claims 1 to 5, characterized in that, Also includes: Obtain the vehicle's current speed and the gear ratio of the target gear; The target speed is determined based on the current vehicle speed and the transmission ratio of the target gear.

8. A gear shifting control device, characterized in that, The device includes: The acquisition module is used to acquire the target speed corresponding to the target gear if a gear shift request for the target gear is detected. The processing module is used to control the speed of the drive motor based on the target speed, and during the process of controlling the speed of the drive motor, to control the engaging sleeve in the shift actuator to push in a first direction; wherein, the first direction is used to indicate the direction in which the engaging sleeve approaches the gear corresponding to the target gear in the axial direction of the output shaft; if the current speed of the drive motor is detected to be the target speed, and the engaging sleeve moves to the target position, the module controls the engaging sleeve to mesh with the gear corresponding to the target gear, so as to switch to the target gear.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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