Vehicle shift control method, device, vehicle, equipment, medium and program product

Abstract

Embodiments of the present application disclose a vehicle gear shifting control method, device, vehicle, equipment, medium and program product. The method comprises: obtaining a driving cumulative mileage of the vehicle and a cumulative number of gear shifting actuator operations; determining a gear shifting frequency of the vehicle based on the driving cumulative mileage, the cumulative number of gear shifting actuator operations and a designed number of gear shifting actuator operations per unit mileage; in response to the gear shifting frequency being greater than a first degree and less than or equal to a second degree, delaying a gear shifting actuator disengagement action corresponding to a motor to be turned off when the vehicle switches from a dual-motor working mode to a single-motor working mode; and in response to the gear shifting frequency being greater than the second degree, stopping the gear shifting actuator disengagement action corresponding to the first motor when the vehicle is in the dual-motor working mode and the gear of the first motor is raised to a preset gear, thereby reducing the number of gear shifting actuator operations and preventing the gear shifting actuator from being damaged due to early failure.

Description

Technical Field

[0001] The embodiments of the present invention relate to vehicle technology, and more particularly to a vehicle shift control method, device, vehicle, equipment, medium, and program product. Background Technology

[0002] With the development of vehicle technology, pure electric vehicles and hybrid vehicles driven by electric motors are gradually becoming widely used. When vehicles are in congested traffic, starting and stopping frequently, they often experience frequent acceleration and deceleration. Under these conditions, the vehicle's drive system needs to frequently shift gears, causing the shift actuators in the drive system to work excessively and bear excessive workload. This accelerates the wear of the shift actuators, shortens their service life, and consequently reduces the reliability and lifespan of the drive system, affecting the normal use of the vehicle. Summary of the Invention

[0003] This invention provides a vehicle shift control method, device, equipment, medium, and program product to reduce the number of shift actuator operations, prevent premature failure and damage of the shift actuator, and improve the reliability and service life of the vehicle drive system.

[0004] In a first aspect, embodiments of the present invention provide a vehicle gear shifting control method, comprising: Obtain the vehicle's cumulative mileage and the cumulative number of shift actuator operations; The frequency of gear shifting of the vehicle is determined based on the cumulative mileage, the cumulative number of times the gear shift actuator operates, and the designed number of times the gear shift actuator operates per unit mileage. In response to the shifting frequency being greater than the first level and less than or equal to the second level, when the vehicle switches from dual-motor working mode to single-motor working mode, the disengagement action of the shift actuator corresponding to the motor to be disengaged is delayed. In response to the shifting frequency being greater than the second level, when the vehicle is in dual-motor working mode and the first motor's gear has been shifted to a preset gear, the disengagement action of the shift actuator corresponding to the first motor is stopped, wherein the first motor refers to any one of the dual motors.

[0005] Secondly, embodiments of the present invention also provide a vehicle gear shifting control device, comprising: The information acquisition module is used to acquire the vehicle's cumulative mileage and the cumulative number of times the gear shift actuator has been activated; The shift frequency determination module is used to determine the shift frequency of the vehicle based on the cumulative mileage, the cumulative number of times the shift actuator operates, and the designed number of times the shift actuator operates per unit mileage. The first shift control module is used to delay the disengagement action of the shift actuator corresponding to the motor to be disengaged when the vehicle switches from dual-motor working mode to single-motor working mode in response to the shift frequency being greater than the first level and less than or equal to the second level. The second shift control module is used to respond to the shift frequency being greater than the second level, when the vehicle is in dual-motor working mode and the first motor's gear is shifted to a preset gear, to stop the disengagement action of the shift actuator corresponding to the first motor, wherein the first motor refers to any one of the dual motors.

[0006] Thirdly, embodiments of the present invention also provide a vehicle, the vehicle comprising: dual motors, a shift actuator corresponding to each motor, and a controller; The controller is used to implement the vehicle shift control method provided in any embodiment of the present invention.

[0007] Fourthly, embodiments of the present invention also provide an electronic device, the electronic device comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle shift control method provided in any embodiment of the present invention.

[0008] Fifthly, embodiments of the present invention also provide a computer-readable storage medium storing computer instructions, which are used to cause a processor to execute and implement the vehicle shift control method provided in any embodiment of the present invention.

[0009] Sixthly, embodiments of the present invention also provide a computer program product, including a computer program that, when executed by a processor, implements the vehicle shift control method as provided in any embodiment of the present invention.

[0010] One embodiment of the above invention has the following advantages or beneficial effects: By acquiring the vehicle's cumulative mileage and the cumulative number of shift actuator operations, and based on these data, as well as the designed number of shift actuator operations per unit mileage, the vehicle's shifting frequency is determined. When the shifting frequency is greater than the first level but less than or equal to the second level, the disengagement action of the shift actuator corresponding to the motor to be disengaged is delayed when the vehicle switches from a dual-motor operating mode to a single-motor operating mode. This allows more time for mode switching confirmation, avoiding frequent and redundant gear engagement / disengagement operations, thereby reducing the number of shift actuator operations. When the shifting frequency is greater than the second level, when the vehicle is in dual-motor operating mode and the first motor in the dual-motor system has shifted to a preset gear, the disengagement action of the shift actuator corresponding to the first motor is stopped, preventing the first motor from shifting. This further reduces the number of shift actuator operations, improving the reliability and lifespan of the vehicle's drive system.

[0011] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a flowchart of a vehicle gear shifting control method provided in one embodiment of the present invention; Figure 2 This is a flowchart of another vehicle shift control method provided in one embodiment of the present invention; Figure 3 This is a flowchart of another vehicle gear shifting control method provided in one embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of a vehicle gear shifting control device according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of an electronic device that implements the vehicle shift control method of this invention. Detailed Implementation

[0014] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0015] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0016] Figure 1 This is a flowchart illustrating a vehicle gear shifting control method according to an embodiment of the present invention. This embodiment is applicable to gear shifting control of vehicles with dual-motor drives. The method can be executed by a vehicle gear shifting control device, which can be implemented in software and / or hardware. This vehicle gear shifting control device can be configured in electronic equipment, such as the vehicle's drive system, like an electric drive axle. Figure 1 As shown, the method specifically includes the following steps: S110. Obtain the vehicle's cumulative mileage and the cumulative number of times the gear shift actuator has worked.

[0017] Here, "vehicle" can refer to a vehicle driven by dual motors. For example, the drive system in a vehicle includes dual motors, which can be located in the same electric drive axle or in different electric drive axles. Each motor corresponds to a shift actuator, used to perform the corresponding motor's shifting operation. The shift actuator can be an actuating component of the drive system, used to receive controller commands and complete the engagement, disengagement, and switching actions of gears, realizing gear changes. The shift actuator enables the engagement and switching of gears.

[0018] Cumulative mileage refers to the total mileage accumulated by a vehicle throughout its entire lifespan after it is put into use. For example, cumulative mileage can be the sum of the total mileage traveled in each trip. Cumulative shift actuator operation count refers to the total number of times the shift actuators in a vehicle operate throughout its entire lifespan after it is put into use. For example, the cumulative shift actuator operation count can be the sum of the total number of operations of the shift actuators corresponding to each motor in the vehicle. Each time a shift actuator performs an operation such as disengaging or engaging a gear, it is considered that the shift actuator has operated once.

[0019] Specifically, in response to vehicle startup, the system acquires the vehicle's cumulative mileage and the cumulative number of shift actuator operations. For example, when the vehicle starts, such as when it is in a low-voltage power-on state, the system reads the current cumulative mileage and the cumulative number of shift actuator operations from the controller's memory unit to determine the current shifting frequency based on these data. It should be noted that the mileage and shift actuator operations are accumulated in real-time after the vehicle is powered on and in driving mode. When the vehicle is turned off, such as when it is in a low-voltage power-off state, the accumulated mileage and shift actuator operations are stored in the memory unit after the current driving cycle. This real-time updating of the stored mileage and shift actuator operations ensures the accuracy of the stored data and improves the accuracy of shift control.

[0020] S120. Based on the cumulative mileage, the cumulative number of shift actuator operations, and the designed number of shift actuator operations per unit mileage, the frequency of vehicle shifting is determined.

[0021] The design duty cycle of a shift actuator per unit mileage refers to the maximum theoretical number of safe and reliable shift operations that the actuator is allowed to perform within a unit mileage during its design life. This design duty cycle can be determined based on the vehicle's total designed mileage and the actuator's designed total duty cycle. For example, dividing the designed total duty cycle by the designed total mileage yields the design duty cycle. The design duty cycle can characterize the actuator's design life and durability. The frequency of gear shifts in a vehicle can characterize the risk of exceeding the design duty cycle limit for the actual number of shift actuator operations relative to its design duty cycle.

[0022] Specifically, the actual number of times the shift actuator operates per unit mileage can be determined based on the cumulative mileage and the cumulative number of shift actuator operations. For example, the actual number of shift actuator operations per unit mileage can be obtained by dividing the cumulative mileage by the cumulative driving distance. By comparing the actual number of shift actuator operations per unit mileage with the designed number of operations per unit mileage, the frequency of gear shifting in the vehicle can be determined. Based on this frequency of shifting, it can be determined whether the vehicle exceeds the design constraints of the shift actuator and the extent of the over-limit.

[0023] For example, step S120 may include: determining the actual number of times the shift actuator operates per unit mileage based on the cumulative mileage and the cumulative number of times the shift actuator operates; and dividing the actual number of times the shift actuator operates per unit mileage by the designed number of times the shift actuator operates per unit mileage to obtain the frequency of vehicle shifting.

[0024] Specifically, the cumulative number of shift actuator operations is divided by the cumulative mileage traveled, yielding the actual number of shift actuator operations per unit mileage. The actual number of shift actuator operations per unit mileage is then divided by the designed number of operations per unit mileage, yielding the vehicle's shifting frequency. It should be noted that if the actual number of shift actuator operations per unit mileage does not exceed the designed number of operations, the shifting frequency is less than or equal to 1; if the actual number of shift actuator operations per unit mileage exceeds the designed number of operations, the shifting frequency is greater than 1. A higher shifting frequency indicates a greater risk of exceeding limits.

[0025] S130, in response to the shifting frequency being greater than the first level and less than or equal to the second level, when the vehicle switches from dual-motor working mode to single-motor working mode, the disengagement action of the shift actuator corresponding to the motor to be disengaged is delayed.

[0026] The first level can be preset, representing the maximum shift frequency without reducing the number of shift actuator operations. The second level is also preset, representing the maximum shift frequency that requires shift control by delaying the shift actuator's disengagement action. The second level is greater than the first level. For example, if the first level is 0.9 and the second level is 2, shift control is required by delaying the shift actuator's disengagement action when the actual number of shift actuator operations per unit mileage approaches the designed number of operations, or when the actual number of operations exceeds the designed number of operations by a certain extent.

[0027] Dual-motor operation mode refers to a drive mode in which two motors jointly output power. For example, dual-motor operation mode can mean that two motors in a vehicle drive system simultaneously participate in power output, jointly providing drive torque for the vehicle. Dual-motor operation mode can be used for vehicle starting, climbing, and high-load acceleration to meet higher power demands. Single-motor operation mode refers to an operation mode in which only one motor drives independently. For example, single-motor operation mode can mean that only one motor in a vehicle drive system participates in driving, while the other motor is in disengaged, unloaded, or stopped, with the single motor independently providing the vehicle's drive torque. Single-motor operation mode can be used for constant speed driving and light-load driving to improve system efficiency and reduce energy consumption. The motor to be deactivated is the motor that will be deactivated during mode switching. For example, the motor to be deactivated is the motor that will stop driving and need to have its power cut off and be deactivated during the switch from dual-motor operation mode to single-motor operation mode. The motor to be deactivated can also be a motor that does not need to work in single-motor operation mode. Each motor corresponds to a shift actuator for performing the corresponding shift operation. The disengagement action of a gear shift actuator refers to the mechanism action by which the gear shift actuator disengages from the gear and cuts off power transmission. By performing the disengagement action through the gear shift actuator, the corresponding motor can enter a gearless or no-load state, which is crucial for accurate mode switching or gear shifting.

[0028] Specifically, after the vehicle starts, if the detected shift frequency is greater than the first level but less than or equal to the second level, it indicates that the current shift actuator is operating too frequently and needs to be reduced. During the vehicle's current operation, it can be monitored in real-time whether the vehicle's operating mode needs to switch from a dual-motor mode to a single-motor mode. When this switch is necessary, the disengagement action time of the shift actuator corresponding to the motor to be disengaged can be extended. This delays the disengagement of the motor, allowing it to exit the drive later and thus delaying the switch to single-motor mode. This avoids the need to immediately switch back to single-motor mode due to vibration, interference, or sudden changes in operating conditions—for example, repeatedly disengaging and re-engaging. By delaying the switch confirmation, frequent and redundant gear engagement / disengagement actions caused by brief changes in operating conditions are avoided, thereby reducing the shift actuator's workload and extending its lifespan.

[0029] For example, in response to a shift frequency level less than or equal to a first level, shift control is performed based on the existing shift strategy. Here, the existing shift strategy can refer to a shift strategy that does not require limiting the shift frequency. Specifically, when the shift frequency level is less than or equal to the first level, it indicates that the vehicle as a whole is not experiencing frequent shift operations; that is, the actual number of operations of the shift actuator is less than the designed number of operations, which will not affect the lifespan of the shift actuator. Therefore, there is no need to further reduce the number of shift actuator operations, and the vehicle can execute the existing shift strategy for shift control.

[0030] S140. In response to the shifting frequency being greater than the second level, when the vehicle is in dual-motor working mode and the gear of the first motor is shifted to a preset gear, the disengagement action of the shift actuator corresponding to the first motor is stopped, wherein the first motor refers to any one of the dual motors.

[0031] The preset gear can be any high gear that has been pre-set. For example, the preset gear could be the highest gear in the vehicle. The first motor can be the first of the two motors to reach the preset gear.

[0032] Specifically, if the frequency of gear shifts is detected to be higher than the second level after the vehicle starts, it indicates that the current gear shift actuator is working too many times and needs to be reduced further. During the vehicle's operation, it can be monitored in real time whether the vehicle is in dual-motor mode. When the vehicle is in dual-motor mode, it is detected whether each motor has shifted to a preset gear. When a motor (considered the first motor) shifts to the preset gear, the gear shift actuator corresponding to that motor (the first motor) is controlled to stop performing the disengagement action, thus blocking the deceleration and downshifting actions of that motor and allowing only the other motor to perform normal gear shifting operations. By stopping the disengagement action of the gear shift actuator corresponding to the first motor, the first motor's gear shift actuator does not need to continue working, thereby greatly reducing the number of times the gear shift actuator works and thus extending its service life.

[0033] The technical solution of this embodiment determines the frequency of gear shifting by acquiring the vehicle's cumulative mileage and the cumulative number of shift actuator operations. Based on these data, as well as the designed number of shift actuator operations per unit mileage, the frequency of gear shifting is determined. When the frequency of gear shifting is greater than a first level but less than or equal to a second level, the disengagement action of the shift actuator corresponding to the motor to be disengaged is delayed when the vehicle switches from a dual-motor operating mode to a single-motor operating mode. This allows more time for mode switching confirmation, avoiding frequent and redundant gear engagement / disengagement operations, thereby reducing the number of shift actuator operations. When the frequency of gear shifting is greater than the second level, when the vehicle is in dual-motor operating mode and the first motor in the dual-motor system has shifted to a preset gear, the disengagement action of the shift actuator corresponding to the first motor is stopped, preventing the first motor from shifting. This further reduces the number of shift actuator operations, improving the reliability and service life of the vehicle's drive system.

[0034] In some alternative implementations, step S120 may include: in response to the cumulative mileage being greater than a preset mileage, determining the frequency of gear shifting of the vehicle based on the cumulative mileage, the cumulative number of times the gear shift actuator operates, and the designed number of times the gear shift actuator operates per unit mileage.

[0035] The preset mileage can be a pre-set maximum cumulative mileage that does not require reducing the number of shift actuator operations. For example, the preset mileage can be 30,000 kilometers.

[0036] Specifically, when the cumulative mileage exceeds the preset mileage, it indicates that the shift actuator has completed its break-in period and entered the long-term working stage. Its cumulative number of operations gradually approaches the design lifespan, posing a risk of excessive wear and premature failure. At this point, the frequency of vehicle shifting is determined based on the cumulative mileage, the cumulative number of shift actuator operations, and the design number of shift actuator operations per unit mileage. Shifting control is then implemented based on the shifting frequency to reduce the number of shift actuator operations and improve the reliability and service life of the vehicle's drive system.

[0037] For example, in response to the cumulative mileage being less than or equal to a preset mileage, shift control is performed based on the existing shift strategy. Here, the existing shift strategy can refer to a shift strategy that does not limit the shift frequency. Specifically, when the cumulative mileage is less than or equal to the preset mileage, it indicates that the shift actuator is still in a new state, the structural components and friction pairs have not yet been fully broken in, the actual number of operations is far from approaching the design lifespan, and the shift actuator has sufficient durability reserves. In this case, there is no need to limit the shift frequency, and the vehicle can execute the existing shift strategy for shift control.

[0038] Figure 2 This is a flowchart illustrating another vehicle gear shifting control method according to an embodiment of the present invention. Based on the above embodiments, this embodiment details the process of delaying the disengagement action of the gear shifting actuator corresponding to the disengagement motor. Explanations of terms identical or corresponding to those in the above embodiments are not repeated here.

[0039] See Figure 2 Another vehicle shift control method provided in this embodiment specifically includes the following steps: S210. Obtain the vehicle's cumulative mileage and the cumulative number of times the gear shift actuator has been activated.

[0040] S220. Based on the cumulative mileage, the cumulative number of shift actuator operations, and the designed number of shift actuator operations per unit mileage, the frequency of vehicle shifting is determined.

[0041] S230, in response to a shift frequency greater than the first level and less than or equal to the second level, when the vehicle switches from a dual-motor operating mode to a single-motor operating mode, a target delay time for disengaging the gear is determined based on the shift frequency.

[0042] The target delay time can refer to the duration of the delay in executing the gear shifting action, i.e., the duration of the delay in shifting. Different gear shifting frequencies can correspond to different target delay times. For example, a higher gear shifting frequency indicates more frequent shifting, requiring a longer delay time, and thus a longer target delay time can be achieved.

[0043] Specifically, when the vehicle needs to switch from a dual-motor operating mode to a single-motor operating mode if the shifting frequency is greater than the first level but less than or equal to the second level, a target delay time matching the shifting frequency can be determined based on this frequency. For example, the target delay time can be determined based on the relationship between shifting frequency and delay time, such as a linear relationship. Compared to setting a fixed shift disengagement delay time, dynamically determining the target delay time for the shift disengagement action can significantly reduce the number of operations of the shift actuator, further improving the control effect of shifting frequency.

[0044] For example, determining the target delay time for disengaging the gear based on the frequency of gear shifting may include: obtaining the delay time corresponding to each degree range, wherein each degree range is obtained by dividing the target degree range, and the target degree range is a range composed of a first degree and a second degree; and determining the target delay time for disengaging the gear based on the delay time corresponding to each degree range and the frequency of gear shifting.

[0045] Specifically, a target range is defined, with the first level as the minimum and the second level as the maximum. Within this target range, shift control is achieved through a delayed disengagement action. This target range is divided into multiple ranges, and a corresponding delay time is set for each range, establishing a correspondence between the range and the delay time. For example, a target range from 0.9 to 2 can be divided into three smaller ranges: 0.9 to 1.1, 1.1 to 1.5, and 1.5 to 2, with corresponding delay times of 3 seconds, 8 seconds, and 15 seconds, respectively. After obtaining the delay time for each range, the range corresponding to the shift frequency is determined, and the delay time for that range is set as the target delay time for the disengagement action. This segmented approach allows for the rapid acquisition of the target delay time matching the shift frequency.

[0046] S240. Based on the target delay time, delay the disengagement action of the shift actuator corresponding to the motor to be disengaged.

[0047] Specifically, by controlling the shift actuator corresponding to the motor to be de-energized to wait for the target delay time before performing the disengagement action, if the switch back to the dual-motor working mode occurs during the waiting time, it can directly operate in the dual-motor working mode without switching to single working mode and then back to dual working mode. This avoids frequent and redundant disengagement actions, thereby reducing the number of times the shift actuator operates and extending its service life.

[0048] S250, in response to the shifting frequency being greater than the second level, when the vehicle is in dual-motor working mode and the gear of the first motor is shifted to the preset gear, the shifting actuator corresponding to the first motor stops the disengagement action.

[0049] The technical solution of this embodiment, in response to the shifting frequency being greater than a first degree and less than or equal to a second degree, dynamically determines the target delay time of the disengagement action based on the shifting frequency when the vehicle switches from a dual-motor working mode to a single-motor working mode. This makes the disengagement action delay of the shift actuator corresponding to the motor to be disengaged more appropriate, thereby reducing the number of times the shift actuator works to a greater extent and further improving the control effect of shifting frequency.

[0050] Figure 3 This is a flowchart illustrating another vehicle gear shifting control method according to an embodiment of the present invention. Based on the above embodiments, this embodiment provides a detailed description of the gear shifting control process when the gear shifting frequency is greater than the second level. Explanations of terms that are the same as or corresponding to those in the above embodiments are not repeated here.

[0051] SeeFigure 3 Another vehicle shift control method provided in this embodiment specifically includes the following steps: S310. Obtain the vehicle's cumulative mileage and the cumulative number of times the gear shift actuator has been activated.

[0052] S320. Based on the cumulative mileage, the cumulative number of shift actuator operations, and the designed number of shift actuator operations per unit mileage, the frequency of vehicle shifting is determined.

[0053] S330, in response to a shift frequency greater than the first level and less than or equal to the second level, when the vehicle switches from a dual-motor working mode to a single-motor working mode, the disengagement action of the shift actuator corresponding to the motor to be disengaged is delayed.

[0054] S340, in response to the shifting frequency being greater than the second level, when the vehicle is in dual-motor working mode and the gear of the first motor is shifted to the preset gear, the shifting actuator corresponding to the first motor stops the disengagement action.

[0055] S350. Subtract the total number of times the shift actuator corresponding to the second motor operates from the total number of times the shift actuator corresponding to the first motor operates to obtain the difference in the number of operations. Here, the second motor is the other motor in the dual motors besides the first motor.

[0056] The total number of operations of the shift actuator corresponding to the first motor can refer to the cumulative total number of operations of the shift actuator of the first motor throughout the entire life cycle of the vehicle. Similarly, the total number of operations of the shift actuator corresponding to the second motor can refer to the cumulative total number of operations of the shift actuator of the second motor throughout the entire life cycle of the vehicle.

[0057] Specifically, after stopping the disengagement action of the shift actuator corresponding to the first motor, the total number of operations of the shift actuator corresponding to the first motor and the total number of operations of the shift actuator corresponding to the second motor can be obtained. The total number of operations of the shift actuator corresponding to the second motor is then subtracted from the total number of operations of the shift actuator corresponding to the first motor, and the result of the subtraction is taken as the difference in the number of operations. The difference in the number of operations can be used to characterize the degree of difference in the lifespan of the two shift actuators in the vehicle.

[0058] S360, in response to the difference in the number of working cycles being greater than a preset difference, allows the disengagement action of the shift actuator corresponding to the first motor to be executed, and stops the disengagement action of the shift actuator corresponding to the second motor when the second motor's gear is raised to the preset gear.

[0059] The preset difference can be a pre-set value representing the allowable difference in lifespan between the two shift actuators, i.e., the maximum allowable difference in the number of working cycles. Specifically, if the difference in the number of working cycles is greater than the preset difference, it indicates that the shift actuator corresponding to the first motor has worked more times than the shift actuator corresponding to the second motor. In this case, the shift actuator corresponding to the first motor is allowed to perform a disengagement action to release the deceleration and downshifting action of the first motor, allowing the shift actuator corresponding to the first motor to continue working. When the second motor's gear is detected to have risen to the preset gear, the shift actuator corresponding to the second motor is controlled to stop performing the disengagement action, thereby shielding the deceleration and downshifting action of the second motor and allowing only the first motor to perform normal shifting operations. This achieves the exchange of work between the two shift actuators, balances the workload, avoids long-term high-frequency operation of a single shift actuator, prevents premature damage to a single shift actuator, and further extends the overall service life.

[0060] For example, after step S360, the method further includes: subtracting the total number of times the shift actuator corresponding to the first motor works from the total number of times the shift actuator corresponding to the second motor works to obtain a difference in the number of works; in response to the difference in the number of works being greater than a preset difference, allowing the shift actuator corresponding to the second motor to disengage; and stopping the shift actuator corresponding to the first motor from disengaging when the gear of the first motor is shifted to a preset gear.

[0061] Specifically, when the shift actuator corresponding to the second motor operates more times than the shift actuator corresponding to the first motor, it is necessary to continue to switch the operation of the two shift actuators. This process is repeated until the vehicle is stopped, thereby realizing the alternating operation of the two shift actuators, making full use of the design life of the two actuators, extending the overall service life of the drive system shift actuators, and improving the reliability of the entire vehicle.

[0062] For example, the method may further include: in response to the vehicle being in a parked state, allowing the disengagement action of the shift actuator corresponding to the target motor to disengage the target motor; wherein the target motor refers to the motor currently in the disengagement action stop.

[0063] Specifically, when the vehicle is parked, if the motor currently in the stop-disengagement action is the first motor (i.e., the target motor is the first motor), then the shift actuator corresponding to the first motor is allowed to perform the disengagement action, causing the first motor to be disengaged from the preset gear to neutral, thereby cutting off the power transmission of the first motor and improving parking safety. If the motor currently in the stop-disengagement action is the second motor (i.e., the target motor is the second motor), then the shift actuator corresponding to the second motor is allowed to perform the disengagement action, causing the second motor to be disengaged from the preset gear to neutral, thereby cutting off the power transmission of the second motor and improving parking safety.

[0064] The technical solution of this embodiment allows the disengagement action of the shift actuator corresponding to the first motor to be executed when the difference in the number of working times is greater than a preset difference. When the second motor shifts to a preset gear, the disengagement action of the shift actuator corresponding to the second motor is stopped. This realizes the switching operation of the two shift actuators, balances the workload, avoids long-term high-frequency operation of a single shift actuator, prevents premature damage to a single shift actuator, and further extends the overall durability and reliability of the drive system.

[0065] The following are embodiments of the vehicle shift control device provided in this invention. This device and the vehicle shift control method of the above embodiments belong to the same inventive concept. For details not described in detail in the embodiments of the vehicle shift control device, please refer to the embodiments of the above vehicle shift control method.

[0066] Figure 4 This is a schematic diagram of a vehicle gear shifting control device provided in an embodiment of the present invention. Figure 4 As shown, the device includes: an information acquisition module 410, a shift frequency determination module 420, a first shift control module 430, and a second shift control module 440.

[0067] The system includes: an information acquisition module 410 for acquiring the vehicle's cumulative mileage and the cumulative number of shift actuator operations; a shift frequency determination module 420 for determining the vehicle's shift frequency based on the cumulative mileage, the cumulative number of shift actuator operations, and the designed number of shift actuator operations per unit mileage; a first shift control module 430 for delaying the disengagement action of the shift actuator corresponding to the motor to be disengaged when the vehicle switches from a dual-motor operating mode to a single-motor operating mode, in response to the shift frequency being greater than a first level and less than or equal to a second level; and a second shift control module 440 for stopping the disengagement action of the shift actuator corresponding to the first motor when the vehicle is in a dual-motor operating mode and the first motor's gear has shifted to a preset gear, in response to the shift frequency being greater than the second level. The first motor refers to any one of the dual motors.

[0068] The technical solution of this embodiment determines the frequency of gear shifting by acquiring the vehicle's cumulative mileage and the cumulative number of shift actuator operations. Based on these data, as well as the designed number of shift actuator operations per unit mileage, the frequency of gear shifting is determined. When the frequency of gear shifting is greater than a first level but less than or equal to a second level, the disengagement action of the shift actuator corresponding to the motor to be disengaged is delayed when the vehicle switches from a dual-motor operating mode to a single-motor operating mode. This allows more time for mode switching confirmation, avoiding frequent and redundant gear engagement / disengagement operations, thereby reducing the number of shift actuator operations. When the frequency of gear shifting is greater than the second level, when the vehicle is in dual-motor operating mode and the first motor in the dual-motor system has shifted to a preset gear, the disengagement action of the shift actuator corresponding to the first motor is stopped, preventing the first motor from shifting. This further reduces the number of shift actuator operations, improving the reliability and service life of the vehicle's drive system.

[0069] Optionally, the shift frequency determination module 420 is specifically used for: Based on the cumulative mileage and the cumulative number of times the shift actuator has been operated, the actual number of times the shift actuator has been operated per unit mileage is determined. The frequency of gear shifting of the vehicle is obtained by dividing the actual number of times the gear shift actuator operates per unit mileage by the designed number of times the gear shift actuator operates per unit mileage.

[0070] Optionally, the first shift control module 430 includes: The target delay time determination unit is used to determine the target delay time of the disengagement action based on the shift frequency. The delay processing unit is used to delay the disengagement action of the shift actuator corresponding to the motor to be exited, based on the target delay time.

[0071] Optionally, the target delay time determination unit is specifically used for: Obtain the delay time corresponding to each degree range, wherein each degree range is obtained by dividing the target degree range, and the target degree range is a range composed of the first degree and the second degree; Based on the delay time corresponding to each degree range and the frequency of gear shifting, the target delay time for the disengagement action is determined.

[0072] Optionally, the second shift control module 440 is also used for: The difference in the number of operations is obtained by subtracting the total number of operations of the shift actuator corresponding to the second motor from the total number of operations of the shift actuator corresponding to the first motor. Here, the second motor is the other motor in the dual motor system besides the first motor. In response to the difference in the number of operations being greater than a preset difference, the disengagement action of the shift actuator corresponding to the first motor is allowed, and the disengagement action of the shift actuator corresponding to the second motor is stopped when the gear of the second motor is shifted to a preset gear.

[0073] Optionally, the second shift control module 440 is also used for: In response to the vehicle being in a parked state, the disengagement action of the shift actuator corresponding to the target motor is permitted to be executed, so as to disengage the target motor; wherein, the target motor refers to the motor that is currently in the disengagement action stop.

[0074] Optionally, the shift frequency determination module 420 is specifically used for: In response to the cumulative mileage exceeding a preset mileage, the frequency of gear shifting of the vehicle is determined based on the cumulative mileage, the cumulative number of times the gear shift actuator operates, and the designed number of times the gear shift actuator operates per unit mileage.

[0075] The vehicle shift control device provided in the embodiments of the present invention can execute the vehicle shift control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the vehicle shift control method.

[0076] It is worth noting that in the above embodiments of the vehicle shift control device, the various units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be achieved; in addition, the specific names of each functional unit are only for easy differentiation and are not used to limit the scope of protection of the present invention.

[0077] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of the present invention. Figure 5 As shown, the vehicle includes: dual motors (i.e., two motors 510), a shift actuator 520 for each motor, and a controller 530.

[0078] The vehicle can refer to a pure electric vehicle or a hybrid vehicle driven by an electric motor. The vehicle may have one electric drive axle containing two motors 510, or it may have two electric drive axles, each containing one motor 510. This embodiment does not specifically limit the structure or position of the two motors 510 within the vehicle. Each motor 510 corresponds to a shift actuator 520, used to perform the corresponding motor's shifting operation. The controller 530 is used to implement the vehicle shifting control method in any of the above embodiments.

[0079] In this embodiment of the invention, the vehicle obtains the cumulative mileage and the cumulative number of shift actuator operations through a controller. Based on the cumulative mileage, the cumulative number of shift actuator operations, and the designed number of shift actuator operations per unit mileage, the vehicle's shifting frequency is determined. When the shifting frequency is greater than a first level but less than or equal to a second level, the disengagement action of the shift actuator corresponding to the motor to be disengaged is delayed when the vehicle switches from a dual-motor operating mode to a single-motor operating mode. This allows more time for mode switching confirmation, avoiding frequent and redundant gear engagement / disengagement operations, thereby reducing the number of shift actuator operations. When the shifting frequency is greater than the second level, when the vehicle is in dual-motor operating mode and the first motor in the dual-motor system has shifted to a preset gear, the disengagement action of the shift actuator corresponding to the first motor is stopped, preventing the first motor from shifting gears. This further reduces the number of shift actuator operations, improving the reliability and service life of the vehicle's drive system.

[0080] Figure 6 A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), 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 invention described and / or claimed herein.

[0081] like Figure 6 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0082] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0083] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 executes the various vehicle shift control methods and processes described above.

[0084] In some embodiments, the vehicle shift control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded into and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle shift control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle shift control method by any other suitable means (e.g., by means of firmware).

[0085] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0086] Computer programs for implementing the vehicle shift control method of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The computer programs can be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0087] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0088] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0089] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0090] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0091] This invention also provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle shift control method provided in any embodiment of this invention.

[0092] In the implementation of a computer program product, computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​as well as conventional procedural programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0093] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0094] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle gear shifting control method, characterized in that, include: Obtain the vehicle's cumulative mileage and the cumulative number of times the gear shift actuator has been activated; The frequency of gear shifting of the vehicle is determined based on the cumulative mileage, the cumulative number of times the gear shift actuator operates, and the designed number of times the gear shift actuator operates per unit mileage. In response to the shifting frequency being greater than the first level and less than or equal to the second level, when the vehicle switches from dual-motor working mode to single-motor working mode, the disengagement action of the shift actuator corresponding to the motor to be disengaged is delayed. In response to the shifting frequency being greater than the second level, when the vehicle is in dual-motor working mode and the first motor's gear has been shifted to a preset gear, the disengagement action of the shift actuator corresponding to the first motor is stopped, wherein the first motor refers to any one of the dual motors.

2. The method according to claim 1, characterized in that, The determination of the vehicle's shifting frequency based on the cumulative mileage, the cumulative number of shift actuator operations, and the designed number of shift actuator operations per unit mileage includes: Based on the cumulative mileage and the cumulative number of times the shift actuator has been operated, the actual number of times the shift actuator has been operated per unit mileage is determined. The frequency of gear shifting of the vehicle is obtained by dividing the actual number of times the gear shift actuator operates per unit mileage by the designed number of times the gear shift actuator operates per unit mileage.

3. The method according to claim 1, characterized in that, The delay processing of the disengagement action of the shift actuator corresponding to the motor to be de-energized includes: Based on the frequency of gear shifts, determine the target delay time for the disengagement action; Based on the target delay time, the disengagement action of the shift actuator corresponding to the motor to be exited is delayed.

4. The method according to claim 3, characterized in that, The determination of the target delay time for the disengagement action based on the frequency of gear shifts includes: Obtain the delay time corresponding to each degree range, wherein each degree range is obtained by dividing the target degree range, and the target degree range is a range composed of the first degree and the second degree; Based on the delay time corresponding to each degree range and the frequency of gear shifting, the target delay time for the disengagement action is determined.

5. The method according to claim 1, characterized in that, The method further includes: The difference in the number of operations is obtained by subtracting the total number of operations of the shift actuator corresponding to the second motor from the total number of operations of the shift actuator corresponding to the first motor. Here, the second motor is the other motor in the dual motor system besides the first motor. In response to the difference in the number of operations being greater than a preset difference, the disengagement action of the shift actuator corresponding to the first motor is allowed, and the disengagement action of the shift actuator corresponding to the second motor is stopped when the gear of the second motor is shifted to a preset gear.

6. The method according to claim 5, characterized in that, The method further includes: In response to the vehicle being in a parked state, the disengagement action of the shift actuator corresponding to the target motor is permitted to be executed, so as to disengage the target motor; wherein, the target motor refers to the motor that is currently in the disengagement action stop.

7. The method according to any one of claims 1-6, characterized in that, The determination of the vehicle's shifting frequency based on the cumulative mileage, the cumulative number of shift actuator operations, and the designed number of shift actuator operations per unit mileage includes: In response to the cumulative mileage exceeding a preset mileage, the frequency of gear shifting of the vehicle is determined based on the cumulative mileage, the cumulative number of times the gear shift actuator operates, and the designed number of times the gear shift actuator operates per unit mileage.

8. A vehicle gear shifting control device, characterized in that, include: The information acquisition module is used to acquire the vehicle's cumulative mileage and the cumulative number of times the gear shift actuator has been activated; The shift frequency determination module is used to determine the shift frequency of the vehicle based on the cumulative mileage, the cumulative number of times the shift actuator operates, and the designed number of times the shift actuator operates per unit mileage. The first shift control module is used to delay the disengagement action of the shift actuator corresponding to the motor to be disengaged when the vehicle switches from dual-motor working mode to single-motor working mode in response to the shift frequency being greater than the first level and less than or equal to the second level. The second shift control module is used to respond to the shift frequency being greater than the second level, when the vehicle is in dual-motor working mode and the first motor's gear is shifted to a preset gear, to stop the disengagement action of the shift actuator corresponding to the first motor, wherein the first motor refers to any one of the dual motors.

9. A vehicle, characterized in that, The vehicle includes: dual motors, a shift actuator for each motor, and a controller; The controller is used to implement the vehicle shift control method according to any one of claims 1-7.

10. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle shift control method according to any one of claims 1-7.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the vehicle shift control method according to any one of claims 1-7.

12. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the vehicle shift control method as described in any one of claims 1-7.

Images