Gear shift control method and device, gearbox system and vehicle

Abstract

The application provides a gear shifting control method and device, a gearbox system and a vehicle. The method determines an angle deviation corresponding to a target gear in a gear shifting demand when it is identified that the vehicle has the gear shifting demand. The angle deviation corresponding to the target gear includes a difference between a rotation angle of a coupling sleeve in a target time interval and a rotation angle of a to-be-coupled gear ring corresponding to the target gear. The target time interval is a time interval from a time when the gearbox system last shifted out of the target gear to a current time. When the angle deviation corresponding to the target gear satisfies a gear engagement condition, the method controls a gear shifting execution mechanism in the gearbox system to perform gear engagement, so that the gearbox system switches to the target gear. Thus, the risk of tooth top or tooth reverse between the coupling sleeve and the to-be-coupled gear ring corresponding to the target gear in the gear engagement process is effectively reduced, and the probability of successful gear engagement of the gearbox system is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a shift control method, device, transmission system, and vehicle. Background Technology

[0002] Multi-gear transmission systems, through multiple gears with different transmission ratios, enable the vehicle's power unit (such as an engine or drive motor) to always operate in the optimal range of high efficiency and high torque, and are therefore widely used in vehicles.

[0003] Currently, the gear shifting process typically includes multiple stages such as clearing torque, disengaging, adjusting speed, and engaging gear. By adjusting the speed, the angular velocity difference between the engagement sleeve and the gear ring to be engaged is kept within a certain threshold range. After the speed adjustment is completed, the gear shifting actuator in the transmission system is controlled to engage gear. However, there is a possibility of one gear engagement failure, which makes it impossible to guarantee the safe and reliable operation of the transmission system and causes energy consumption of the entire vehicle. Summary of the Invention

[0004] In view of this, this application provides a shift control method, device, transmission system and vehicle, which can effectively improve the probability of successful gear shifting in one go.

[0005] To achieve the above objectives, this application provides the following technical solution: Firstly, the embodiments described in this specification provide a shift control method, including: When a shifting requirement is detected in the vehicle, the angle deviation corresponding to the target gear in the shifting requirement is determined; the angle deviation corresponding to the target gear includes the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear within the target time interval, and the target time interval is the time interval from the last time the transmission system disengaged the gear in the target gear to the current time. When the angle deviation corresponding to the target gear meets the gear engagement condition, the shift actuator in the transmission system is controlled to engage the gear, so that the transmission system switches to the target gear.

[0006] In one implementation, determining whether the angle deviation corresponding to the target gear position meets the gear engagement conditions includes: Based on the angular velocity difference between the engaging sleeve and the gear ring to be engaged corresponding to the target gear, the predicted angular deviation between the engaging sleeve and the gear ring to be engaged corresponding to the target gear within the gear engagement gap is determined. Based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation, it is determined whether the angle deviation corresponding to the target gear meets the gear engagement condition.

[0007] In one implementation, determining whether the angle deviation corresponding to the target gear meets the gear engagement condition based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation includes: Based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation, and the tooth cycle angle, the predicted value of the tooth phase deviation of the coupling sleeve is determined when the coupling sleeve begins to contact the tooth ring to be coupled corresponding to the target gear. Based on the relationship between the predicted value of the tooth phase deviation and the upper and lower limits of the preset deviation range, it is determined whether the angle deviation corresponding to the target gear meets the gear engagement conditions.

[0008] In one implementation, it further includes: While the vehicle is operating in the current gear, in response to the disengagement command, the rotation angle of the engagement sleeve within the target time interval, and the rotation angle of the gear ring to be engaged corresponding to the current gear within the target time interval are calculated.

[0009] In one implementation, the rotation angle of the engaging sleeve within the target time interval, and the rotation angle of the gear ring to be engaged corresponding to the current gear within the target time interval, are statistically analyzed, including: Obtain the first angular velocity of the engagement sleeve within the target time interval, and the second angular velocity of the gear ring to be engaged corresponding to the current gear within the target time interval; Based on the integral result of the first angular velocity within the target time interval, the rotation angle of the coupling sleeve within the target time interval is determined; and based on the integral result of the second angular velocity within the target time interval, the rotation angle of the gear ring to be coupled corresponding to the current gear position within the target time interval is determined.

[0010] In one implementation, obtaining the second angular velocity of the gear ring to be engaged corresponding to the current gear within the target time interval includes: Obtain the third triangular velocity of the vehicle's power unit during the target time period; Based on the third angular velocity and the gear ratio corresponding to the current gear, the second angular velocity of the gear ring to be engaged corresponding to the current gear is determined within the target time interval.

[0011] In one implementation, it further includes: When it is confirmed that the target gear has been successfully engaged, stop calculating the angle deviation corresponding to the target gear and clear the angle deviation corresponding to the target gear to zero.

[0012] Secondly, the embodiments of this specification provide a shift control device, including: The first processing module is used to determine the angle deviation corresponding to the target gear in the gear shifting demand when the vehicle is detected to have a gear shifting demand; the angle deviation corresponding to the target gear includes the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear within the target time interval, and the target time interval is the time interval from the last time the transmission system was disengaged in the target gear to the current time. The second processing module is used to control the shift actuator in the transmission system to engage the gear when the angle deviation corresponding to the target gear meets the gear engagement conditions, so that the transmission system switches to the target gear.

[0013] Thirdly, embodiments of this specification provide a transmission system, including a transmission body, a shift actuator, a TCU, a coupling sleeve, and a gear ring to be engaged corresponding to each of a plurality of preset gears, wherein the TCU is used to execute the shift control method as described in any of the above embodiments.

[0014] Fourthly, embodiments of this specification provide a vehicle having the transmission system described above.

[0015] Fifthly, embodiments of this specification provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the shift control method as described in any of the preceding claims.

[0016] Sixthly, embodiments of this specification provide a computer program product or computer program, the computer program product including a computer program stored in a computer-readable storage medium; the processor of the computer device reads the computer program from the computer-readable storage medium, and when the processor executes the computer program, it implements the shift control method as described in any of the preceding claims.

[0017] As can be seen from the above technical solutions, the embodiments of this application provide a shift control method, device, transmission system, and vehicle. When a shift demand is detected in the vehicle, the angle deviation corresponding to the target gear in the shift demand is determined. The angle deviation corresponding to the target gear includes the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear within a target time interval. The target time interval is the time interval from the last time the transmission system disengaged from the target gear to the current time. When the angle deviation corresponding to the target gear meets the gear engagement conditions, the shift execution mechanism in the transmission system is controlled to engage the gear, so that the transmission system switches to the target gear. Since the engagement sleeve and the gear ring to be engaged corresponding to the target gear were in a meshing state when the transmission system last disengaged from the target gear, when the transmission system is engaged to the target gear for the last time, by controlling the shift execution mechanism to engage the gear according to the angle deviation corresponding to the target gear, the risk of tooth collision or reverse toothing between the engagement sleeve and the gear ring to be engaged corresponding to the target gear can be effectively reduced. This increases the probability of successful gear engagement in one go, enabling the transmission system to operate safely and reliably, and reducing the energy loss of the entire vehicle. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0019] Figure 1 This is a schematic flowchart of a gear shifting control method provided in an embodiment of this application.

[0020] Figure 2 This is a schematic diagram of an engagement reference position provided in an embodiment of this application.

[0021] Figure 3 This is a flowchart illustrating another shift control method provided in an embodiment of this application.

[0022] Figure 4 This is a schematic diagram of a shift control device provided in an embodiment of this application. Detailed Implementation

[0023] The technical solutions of this application are applicable to the shift control of multi-gear transmission systems in vehicles, including gasoline vehicles, electric vehicles, and hybrid vehicles. Multi-gear transmission systems, through multiple gears with different transmission ratios, enable the vehicle's power unit (e.g., engine / drive motor) to always operate in its optimal range of high efficiency and high torque, thus finding widespread use in vehicles.

[0024] A multi-speed transmission system may include a transmission body, a coupling sleeve, gear rings corresponding to each gear, and a shift actuator. The coupling sleeve may be mounted on the output shaft of the transmission body, for example, on the spline of the output shaft. The shift actuator may include a transmission mechanism and actuators. The transmission mechanism may include worm gears and gears, while the actuators may include shift fork shafts and shift forks. The power source for the shift actuator may be a shift motor. During gear shifting, the transmission mechanism drives the actuators, which in turn move the coupling sleeve axially, causing the coupling sleeve to engage or disengage with the gear ring, thereby switching gears.

[0025] Currently, the gear shifting process typically includes multiple stages: torque clearing, disengaging, speed adjustment, and gear engagement. Speed ​​adjustment ensures the angular velocity difference between the engagement sleeve and the gear ring to be engaged is within a certain threshold range, such as 5-20 rpm. After speed adjustment, the gear shifting actuator in the transmission system is controlled to engage the gear. For example, with the thrust of the shift motor, the shift fork drives the engagement sleeve to move axially, causing the canine teeth of the engagement sleeve to engage with the canine teeth of the gear ring to complete the gear engagement process. However, this method may cause reverse gearing or tooth collision between the engagement sleeve and the gear ring during gear engagement, resulting in a failed gear engagement. In the event of a failed engagement, the shift motor may stall, affecting its lifespan and accelerating wear on the gears of the engagement sleeve and the gear ring. This compromises the safe and reliable operation of the transmission system. Furthermore, a single failed engagement requires the shift motor to repeat the disengaging and engaging actions, resulting in wasted energy in the vehicle.

[0026] Based on the aforementioned technological status, the inventors of this application, through research, propose a novel shift control scheme. This scheme, upon detecting a shift demand in the vehicle, determines the angular deviation corresponding to the target gear. This angular deviation includes the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear within a target time interval. The target time interval is the time interval from the last time the transmission system disengaged from the target gear to the current time. When the angular deviation corresponding to the target gear meets the engagement conditions, the shift actuator in the transmission system is controlled to engage the gear, thus switching the transmission system to the target gear. Since the engagement sleeve and the gear ring to be engaged were in a meshed state when the transmission system was last disengaged from the target gear, controlling the shift actuator based on the angular deviation effectively reduces the risk of tooth collision or reverse toothing between the engagement sleeve and the gear ring, thereby increasing the success rate of gear engagement on the first attempt. This ensures safe and reliable operation of the transmission system and reduces overall vehicle energy loss.

[0027] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] This application first proposes a shift control method, which can be executed by a TCU (Transmission Control Unit). Please refer to [link to relevant documentation]. Figure 1 The method includes: S101. When a gear shifting requirement is detected in the vehicle, the angle deviation corresponding to the target gear in the gear shifting requirement is determined. The angle deviation corresponding to the target gear includes the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear within the target time interval. The target time interval is the time interval from the last time the transmission system disengaged the gear in the target gear to the current time.

[0029] Specifically, a gear shift requirement can include the vehicle's target gear, i.e., the gear the vehicle wants to shift to. The target gear can be any of the vehicle's multiple preset gears. The TCU can determine whether a gear shift requirement exists based on the vehicle's overall operating data. This data can include gear shift signals input by the driver through the operation of the shifting device (e.g., shift lever, shift cable, etc.), as well as vehicle speed, accelerator pedal position, brake signals, and vehicle operating mode.

[0030] The vehicle's transmission system, used for gear shifting, may include a engagement sleeve and a gear ring corresponding to each of multiple preset gears. The angular deviation corresponding to the target gear may include the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring corresponding to the target gear within a target time interval. The target time interval is the time interval from the last time the transmission system disengaged from the target gear to the current time. That is, the starting time of the target time interval is the last time the transmission system disengaged from the target gear. This last time the transmission system disengaged from the target gear can be the moment when the transmission system disengaged from the target gear after the most recent successful engagement within the vehicle's current operating cycle. One operating cycle of the vehicle can be the entire operating interval from start-up to shutdown. Therefore, at the last time the transmission system disengaged from the target gear, the engagement sleeve and the gear ring corresponding to the target gear were in a meshed state.

[0031] Understandably, when the gear shifting process includes four stages—clearing torque, disengaging gear, adjusting speed, and engaging gear—when a gear shifting requirement is detected, clearing torque, disengaging gear, and adjusting speed can be performed first. After adjusting speed, the angle deviation corresponding to the target gear can be determined in real time.

[0032] The rotation angle of the engagement sleeve within the target time interval can be determined based on the angular velocity of the engagement sleeve within the target time interval. Similarly, the rotation angle of the gear ring to be engaged corresponding to the target gear within the target time interval can be determined based on the angular velocity of the gear ring to be engaged within the target time interval. The specific settings can be configured according to actual requirements.

[0033] S102. When the angle deviation corresponding to the target gear meets the gear engagement condition, control the gear shifting actuator in the transmission system to engage the gear, so that the transmission system switches to the target gear.

[0034] Specifically, after speed adjustment is completed, it can be determined in real time whether the angle deviation corresponding to the target gear meets the gear engagement conditions. When it is identified that the angle deviation corresponding to the target gear meets the gear engagement conditions, the shift actuator in the transmission system can be controlled to engage the gear, so that the transmission system switches to the target gear. For example, the shift motor can be controlled to drive the shift fork to move the engagement sleeve axially, so that the dog teeth of the engagement sleeve engage with the dog teeth of the gear ring to be engaged with the target gear, thereby realizing the transmission system switching to the target gear.

[0035] In determining whether the angular deviation corresponding to the target gear position meets the gear engagement conditions, the predicted value of the tooth phase deviation of the engagement sleeve can be determined based on this angular deviation when it begins to contact the gear ring corresponding to the target gear position. Based on this predicted tooth phase deviation, it can be determined whether the angular deviation corresponding to the target gear position meets the gear engagement conditions. The tooth phase deviation can be the phase deviation between the canine teeth of the engagement sleeve and the meshing reference position. The meshing reference position can be the circumferential centerline of the groove between two adjacent canine teeth in the gear ring to be engaged, specifically as follows: Figure 2 As shown by the dashed line in the image.

[0036] Since the engagement sleeve and the corresponding gear ring were engaged when the transmission system was disengaged from the target gear in the previous operation, if the transmission has already successfully engaged to the target gear in the current operating cycle, the shift actuator can be controlled to perform the shifting operation based on the angle deviation corresponding to the target gear. This effectively reduces the risk of tooth collision or reverse gearing between the engagement sleeve and the corresponding gear ring, thereby increasing the success rate of the transmission system in one shift. This ensures the safe and reliable operation of the transmission system and reduces the energy loss of the entire vehicle.

[0037] It should be noted that when the vehicle starts or when a shifting requirement is detected, if the target gear has not been successfully engaged in the current operating cycle of the vehicle (e.g., the first time the vehicle needs to shift to the target gear in the current operating cycle, or if the vehicle fails to engage the gear during the shifting process), the shift actuator in the transmission system can be controlled to engage the gear after the speed adjustment is completed, in accordance with the traditional speed differential shifting method, so that the transmission system shifts to the target gear.

[0038] In some embodiments, determining whether the angle deviation corresponding to the target gear position meets the gear engagement conditions includes: Based on the angular velocity difference between the engaging sleeve and the gear ring to be engaged corresponding to the target gear, the predicted angular deviation between the engaging sleeve and the gear ring to be engaged corresponding to the target gear within the gear engagement gap is determined. Based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation, it is determined whether the angle deviation corresponding to the target gear meets the gear engagement condition.

[0039] Specifically, the gear shift clearance can be defined as the time from when the gear shifting actuator begins to move the engagement sleeve axially after the gear shifting command is issued, to the time when the engagement sleeve begins to contact the gear ring to be engaged corresponding to the target gear.

[0040] The duration of the gear shift gap can be determined based on the distance between the engagement sleeve and the gear ring to be engaged corresponding to the target gear after the speed adjustment is completed, as well as the moving speed of the engagement sleeve.

[0041] After speed adjustment is completed, the predicted angular deviation between the engagement sleeve and the gear ring corresponding to the target gear within the gear engagement gap can be obtained. This can be determined based on the angular velocity difference between the engagement sleeve and the gear ring corresponding to the target gear at the current moment, and the duration of the gear engagement gap. For example, the product of this angular velocity difference and the duration of the gear engagement gap can be used as the predicted angular deviation between the engagement sleeve and the gear ring corresponding to the target gear within the gear engagement gap.

[0042] In the specific implementation process, when determining whether the angle deviation corresponding to the target gear meets the gear engagement conditions, the angle deviation corresponding to the target angle at the current moment can be summed with the predicted angle deviation within the gear engagement gap to obtain the total angle deviation between the engaging sleeve and the gear ring to be engaged corresponding to the target gear. This total angle deviation can characterize the total difference between the rotation angle of the engaging sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear, from the moment the transmission system last disengaged from the target gear to the moment the engaging sleeve begins to contact the gear ring to be engaged corresponding to the target gear during the current gear shift, when the shifting actuator starts to control the engaging sleeve to move axially towards the gear ring to be engaged corresponding to the target gear.

[0043] Therefore, based on the total angular deviation between the engaging sleeve and the gear ring corresponding to the target gear, it can be determined whether the angular deviation of the target gear meets the gear engagement condition. For example, based on this total angular deviation and the tooth cycle angle, the predicted value of the tooth phase deviation of the engaging sleeve when it begins to contact the gear ring corresponding to the target gear can be determined. That is, when determining whether the angular deviation of the target gear meets the gear engagement condition, the angular deviation between the engaging sleeve and the gear ring corresponding to the target gear within the gear engagement gap can be compensated in advance. Thus, based on the predicted value of the tooth phase deviation, it is possible to accurately determine whether the angular deviation of the target gear meets the gear engagement condition, thereby further improving the probability of successful gear engagement in the transmission system on the first attempt.

[0044] In some embodiments, determining whether the angle deviation corresponding to the target gear meets the gear engagement condition based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation includes: Based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation, and the tooth cycle angle, the predicted value of the tooth phase deviation of the coupling sleeve is determined when the coupling sleeve begins to contact the tooth ring to be coupled corresponding to the target gear. Based on the relationship between the predicted value of the tooth phase deviation and the upper and lower limits of the preset deviation range, it is determined whether the angle deviation corresponding to the target gear meets the gear engagement conditions.

[0045] Specifically, the tooth cycle angle can be the mechanical angle traversed by the gear ring corresponding to the engagement sleeve or the target gear position when it rotates one tooth pitch. That is, the tooth cycle angle is the sum of the angle corresponding to one tooth and the angle corresponding to one tooth groove. It can be understood that the mechanical angle traversed by the engagement sleeve and the gear ring corresponding to the target gear position when they rotate one tooth pitch is the same.

[0046] For any moment after speed adjustment, in the process of determining whether the angle deviation corresponding to the target gear at that moment meets the gear engagement conditions, the angle deviation corresponding to the target gear at the current moment can be summed with the predicted angle deviation between the engaging sleeve and the gear ring to be engaged corresponding to the target gear within the gear engagement gap to obtain the total angle deviation between the engaging sleeve and the gear ring to be engaged corresponding to the target gear. Based on this total angle deviation and the tooth period angle, the predicted value of the tooth phase deviation of the engaging sleeve when it begins to contact the gear ring to be engaged corresponding to the target gear can be determined. The predicted value of the tooth phase deviation of the engaging sleeve can be the phase deviation between the canine tooth of the engaging sleeve and the meshing reference position. The meshing reference position can be the circumferential centerline of the tooth groove between two adjacent canine teeth in the gear ring to be engaged.

[0047] In practice, the total angular deviation can be divided by the tooth period angle, and the remainder can be used as the predicted value of the tooth phase deviation of the coupling sleeve.

[0048] Specifically, the relationship between the predicted value of the tooth phase deviation and the upper and lower limits of the preset deviation range can be used to determine whether the angle deviation corresponding to the target gear meets the gear engagement conditions. For example, if the relationship between the predicted value of the tooth phase deviation and the upper and lower limits of the preset deviation range indicates that the predicted value of the tooth phase deviation is within the preset deviation range, it is determined that when the engaging sleeve begins to contact the gear ring corresponding to the target gear, there will be no reverse or over-tooth interaction between the engaging sleeve and the gear ring corresponding to the target gear; that is, the angle deviation corresponding to the target gear meets the gear engagement conditions. Conversely, if the relationship between the predicted value of the tooth phase deviation and the upper and lower limits of the preset deviation range indicates that the predicted value of the tooth phase deviation is not within the preset deviation range, it is determined that when the engaging sleeve begins to contact the gear ring corresponding to the target gear, there is a risk of reverse or over-tooth interaction between the engaging sleeve and the gear ring corresponding to the target gear; that is, the angle deviation corresponding to the target gear does not meet the gear engagement conditions.

[0049] Therefore, by determining whether the angle deviation corresponding to the target gear meets the gear engagement conditions, the shift actuator in the transmission system can be controlled to perform gear engagement, which can effectively improve the probability of successful gear engagement in one go.

[0050] In some embodiments, it also includes: While the vehicle is operating in the current gear, in response to the disengagement command, the rotation angle of the engagement sleeve within the target time interval, and the rotation angle of the gear ring to be engaged corresponding to the current gear within the target time interval are calculated.

[0051] Specifically, the current gear is the gear that the vehicle is currently in. When the vehicle is running in the current gear, if the TCU recognizes a gear shifting requirement, it can perform torque clearing and generate a disengagement command after the torque clearing is completed. This disengagement command controls the shift actuator in the transmission system to disengage the engagement sleeve from the gear ring to be engaged in the current gear.

[0052] Specifically, the moment the disengagement command is generated can be used as the start time of the target time interval. Following the generation of the disengagement command, in response to the command, the rotation angle of the engagement sleeve within the target time interval, as well as the rotation angle of the gear ring corresponding to the current gear, are calculated within the target time interval. This effectively ensures that at the start of the target time interval, the engagement sleeve and the gear ring corresponding to that gear are in a meshing state. Therefore, if there is a need to shift to that gear again within the vehicle's current operating cycle, the angle deviation corresponding to that gear can be determined based on the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring corresponding to the current gear within the target time interval. This difference allows for gear engagement based on the angle deviation, effectively increasing the success rate of gear engagement on the first attempt.

[0053] In some embodiments, the rotation angle of the engaging sleeve within the target time interval, and the rotation angle of the gear ring to be engaged corresponding to the current gear within the target time interval, are statistically analyzed, including: Obtain the first angular velocity of the engagement sleeve within the target time interval, and the second angular velocity of the gear ring to be engaged corresponding to the current gear within the target time interval; Based on the integral result of the first angular velocity within the target time interval, the rotation angle of the coupling sleeve within the target time interval is determined; and based on the integral result of the second angular velocity within the target time interval, the rotation angle of the gear ring to be coupled corresponding to the current gear position within the target time interval is determined.

[0054] Specifically, a first angular velocity detection device can be set up to detect the first angular velocity of the coupling sleeve in real time. The specific type of the first angular velocity detection device can be set according to actual needs; for example, it can be a Hall sensor. Thus, the first angular velocity of the coupling sleeve within the target time interval can be integrated, and the integrated result can be used as the rotation angle of the coupling sleeve within the target time interval, thereby effectively ensuring the accuracy of the determination of the rotation angle of the coupling sleeve within the target time interval.

[0055] Simultaneously, a second angular velocity detection device can be set for each preset gear position to detect the second angular velocity of the gear ring to be engaged corresponding to the preset gear position. The specific type of the second angular velocity detection device can be set according to actual needs; for example, it can be a Hall sensor. Additionally, a third angular velocity detection device can be set to detect the third angular velocity of the vehicle's power unit. Therefore, the second angular velocity of the gear ring to be engaged for each gear position can be determined based on the third angular velocity of the power unit. The specific type of the third angular velocity detection device can be set according to actual needs; for example, it can be a rotary transformer.

[0056] Specifically, the second angular velocity of the gear ring to be engaged in the current gear can be integrated within the target time interval. The result of the integration of the second angular velocity within the target time interval is used as the rotation angle of the gear ring to be engaged in the current gear within the target time interval, thereby effectively ensuring the accuracy of the determination of the rotation angle of the gear ring to be engaged in the current gear within the target time interval.

[0057] Therefore, through the solution of this application embodiment, in the process of determining the angle deviation corresponding to the gear based on the difference between the rotation angle of the engagement sleeve in the target time interval and the rotation angle of the gear ring to be engaged corresponding to the current gear in the target time interval, and performing gear engagement based on the angle deviation corresponding to the gear, the probability of successful gear engagement in one go of the transmission system can be effectively improved.

[0058] In some embodiments, obtaining the second angular velocity of the gear ring to be engaged corresponding to the current gear within the target time interval includes: Obtain the third triangular velocity of the vehicle's power unit during the target time period; Based on the third angular velocity and the gear ratio corresponding to the current gear, the second angular velocity of the gear ring to be engaged corresponding to the current gear is determined within the target time interval.

[0059] Specifically, in obtaining the second angular velocity of the gear ring to be engaged in the current gear within the target time interval, for any moment within the target time interval, the third triangular velocity of the vehicle's power unit at that moment can be obtained. Based on the third triangular velocity of the power unit at that moment and the gear ratio corresponding to the current gear, the second angular velocity of the gear ring to be engaged in the current gear at that moment can be determined. For example, the ratio of the third triangular velocity of the power unit at that moment to the gear ratio corresponding to the current gear can be used as the second angular velocity of the gear ring to be engaged in the current gear at that moment. The power unit can be determined according to the type of vehicle, such as an engine or a drive motor.

[0060] Therefore, through the solution of this application embodiment, the angular velocity of the gear ring to be engaged corresponding to each preset gear can be determined simultaneously based on the angular velocity detection results of the power device, thereby reducing the number of angular velocity detection devices required.

[0061] In some embodiments, it also includes: When it is confirmed that the target gear has been successfully engaged, stop calculating the angle deviation corresponding to the target gear and clear the angle deviation corresponding to the target gear to zero.

[0062] Specifically, during the process of controlling the shift actuator in the transmission system to engage gears, the TCU can also determine in real time whether the target gear has been successfully engaged. For example, the TCU can determine whether the target gear has been successfully engaged based on whether the engagement sleeve and the gear ring corresponding to the target gear are engaged, whether the speed of the power shaft system is synchronized, and whether there is a fault signal feedback.

[0063] When the TCU detects that the target gear has been successfully engaged, it can generate a gear engagement success command and, in response to the gear engagement success command, stop calculating the angle deviation corresponding to the target gear and clear the angle deviation corresponding to the target gear to zero. Thus, the angle deviation corresponding to the target gear can be recalculated the next time the gear is disengaged from the target gear.

[0064] In practice, in response to the successful gear engagement command, the rotation angle of the gear ring to be engaged corresponding to the target gear can be stopped.

[0065] Therefore, through the solution of this application embodiment, on the one hand, the workload of TCU can be effectively reduced, and on the other hand, the determination error of the angle deviation corresponding to the gear position can be prevented from accumulating over a long period of time and affecting the accuracy of the angle deviation corresponding to the gear position. Thus, in the next process of shifting gears based on the angle deviation corresponding to the gear position, the probability of the transmission system successfully shifting gears on the first attempt can be further improved.

[0066] The following describes in detail the specific implementation process of the shift control method of this application through an optional embodiment. See [link to relevant documentation]. Figure 3 The shift control method includes: S301. When a vehicle is detected to have a gear shifting requirement, obtain the target gear in the gear shifting requirement. S302. Determine whether the vehicle's current gear is neutral. If yes, proceed to step 306; otherwise, proceed to step S303. S303. After the clearing torque is completed, a disengagement command is generated; S304. In response to the disengagement command, start to calculate the rotation angle of the engagement ring within the target time interval, and the rotation angle of the engagement gear ring corresponding to the current gear within the target time interval. S305. Determine whether the target gear has been switched to for the first time in the current operating cycle of the vehicle. If yes, proceed to step S306; otherwise, proceed to step S307. S306. Execute the gear shifting operation for the target gear according to the speed difference shifting method; S307. After the speed adjustment is completed, obtain the angle deviation corresponding to the target gear, and, based on the angular velocity difference between the coupling sleeve and the gear ring to be engaged corresponding to the target gear, determine the predicted angle deviation between the coupling sleeve and the gear ring to be engaged corresponding to the target gear within the gear engagement gap. S308. Divide the sum of the angle deviation corresponding to the target gear and the predicted angle deviation by the tooth cycle angle, and use the remainder as the predicted value of the tooth phase deviation of the coupling sleeve when the coupling sleeve begins to contact the tooth ring to be coupled corresponding to the target gear. S309. Determine whether the predicted value of the tooth phase deviation of the coupling sleeve is within the preset deviation range. If yes, proceed to step S310; otherwise, proceed to step S309. S310: Control the shift actuator in the transmission system to engage gears, so that the transmission system switches to the target gear.

[0067] Corresponding to the above-described shift control method, this application also provides a shift control device, see [link to relevant documentation]. Figure 4 As shown, the device includes: The first processing module 401 is used to determine the angle deviation corresponding to the target gear in the gear shifting demand when the vehicle is detected to have a gear shifting demand; the angle deviation corresponding to the target gear includes the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear within the target time interval, and the target time interval is the time interval from the last time the transmission system was disengaged in the target gear to the current time. The second processing module 402 is used to control the shift actuator in the transmission system to engage the gear when the angle deviation corresponding to the target gear meets the gear engagement condition, so that the transmission system switches to the target gear.

[0068] In one possible implementation, the second processing module 402 is specifically used for: Based on the angular velocity difference between the engaging sleeve and the gear ring to be engaged corresponding to the target gear, the predicted angular deviation between the engaging sleeve and the gear ring to be engaged corresponding to the target gear within the gear engagement gap is determined. Based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation, it is determined whether the angle deviation corresponding to the target gear meets the gear engagement condition.

[0069] In one possible implementation, the second processing module 402 is specifically used for: Based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation, and the tooth cycle angle, the predicted value of the tooth phase deviation of the coupling sleeve is determined when the coupling sleeve begins to contact the tooth ring to be coupled corresponding to the target gear. Based on the relationship between the predicted value of the tooth phase deviation and the upper and lower limits of the preset deviation range, it is determined whether the angle deviation corresponding to the target gear meets the gear engagement conditions.

[0070] In one possible implementation, the first processing module 401 is further configured to: While the vehicle is operating in the current gear, in response to the disengagement command, the rotation angle of the engagement sleeve within the target time interval, and the rotation angle of the gear ring to be engaged corresponding to the current gear within the target time interval are calculated.

[0071] In one possible implementation, the first processing module 401 is specifically used for: Obtain the first angular velocity of the engagement sleeve within the target time interval, and the second angular velocity of the gear ring to be engaged corresponding to the current gear within the target time interval; Based on the integral result of the first angular velocity within the target time interval, the rotation angle of the coupling sleeve within the target time interval is determined; and based on the integral result of the second angular velocity within the target time interval, the rotation angle of the gear ring to be coupled corresponding to the current gear position within the target time interval is determined.

[0072] In one possible implementation, the first processing module 401 is specifically used for: Obtain the third triangular velocity of the vehicle's power unit during the target time period; Based on the third angular velocity and the gear ratio corresponding to the current gear, the second angular velocity of the gear ring to be engaged corresponding to the current gear is determined within the target time interval.

[0073] In one possible implementation, the first processing module 401 is further configured to: When it is confirmed that the target gear has been successfully engaged, stop calculating the angle deviation corresponding to the target gear and clear the angle deviation corresponding to the target gear to zero.

[0074] The shift control device provided in this embodiment belongs to the same concept as the shift control method provided in the above embodiments of this application. It can execute the shift control method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects for executing the shift control method. Technical details not described in detail in this embodiment can be found in the specific processing content of the shift control method provided in the above embodiments of this application, and will not be repeated here.

[0075] Another embodiment of this application also proposes a transmission system, including a transmission body, a shift actuator, a TCU, a coupling sleeve, and a gear ring to be engaged for each of a plurality of preset gears, wherein the TCU is used to execute the shift control method as described in any of the above embodiments.

[0076] Another embodiment of this application provides a vehicle that includes the transmission system described in the above embodiments.

[0077] The methods in this application can be implemented, in whole or in part, by software, hardware, firmware, or any combination thereof. When implemented in software, they can be implemented, in whole or in part, as a computer program product. This computer program product includes one or more computer programs or instructions that, when loaded and executed on a computer, perform, in whole or in part, the processes or functions described in this application. The computer can be a general-purpose computer, a special-purpose computer, a computer network, network equipment, user equipment, core network equipment, OAM (Operational Information Management), or other programmable devices.

[0078] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0079] The computer program or instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. For example, the computer program or instructions may be transferred from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. The computer-readable storage medium may be any available medium that a computer can access, or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium, such as a floppy disk, hard disk, or magnetic tape; or an optical medium, such as a digital video optical disc; or a semiconductor medium, such as a solid-state drive. The computer-readable storage medium may be a volatile or non-volatile storage medium, or may include both volatile and non-volatile types of storage media.

[0080] Furthermore, embodiments of this application may also be storage media storing a computer program, which is executed by a processor using the steps of the shift control method described in any of the above embodiments of this specification, specifically implementing the following steps: When a shifting requirement is detected in the vehicle, the angle deviation corresponding to the target gear in the shifting requirement is determined; the angle deviation corresponding to the target gear includes the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear within the target time interval, and the target time interval is the time interval from the last time the transmission system disengaged the gear in the target gear to the current time. When the angle deviation corresponding to the target gear meets the gear engagement condition, the shift actuator in the transmission system is controlled to engage the gear, so that the transmission system switches to the target gear.

[0081] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0082] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0083] The steps in the methods of the various embodiments of this application can be adjusted, combined, or deleted according to actual needs, and the technical features described in each embodiment can be replaced or combined. The apparatuses in the various embodiments of this application can be combined, divided, or deleted according to actual needs.

[0084] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. 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.

[0085] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software unit executed by a processor, or a combination of both. The software unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0086] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0087] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A gear shifting control method, characterized in that, include: When a shifting requirement is detected in the vehicle, the angle deviation corresponding to the target gear in the shifting requirement is determined; the angle deviation corresponding to the target gear includes the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear within the target time interval, and the target time interval is the time interval from the last time the transmission system disengaged the gear in the target gear to the current time. When the angle deviation corresponding to the target gear meets the gear engagement condition, the shift actuator in the transmission system is controlled to engage the gear, so that the transmission system switches to the target gear.

2. The method according to claim 1, characterized in that, Determining whether the angle deviation corresponding to the target gear position meets the gear engagement conditions includes: Based on the angular velocity difference between the engaging sleeve and the gear ring to be engaged corresponding to the target gear, the predicted angular deviation between the engaging sleeve and the gear ring to be engaged corresponding to the target gear within the gear engagement gap is determined. Based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation, it is determined whether the angle deviation corresponding to the target gear meets the gear engagement condition.

3. The method according to claim 2, characterized in that, Based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation, determine whether the angle deviation corresponding to the target gear meets the gear engagement condition, including: Based on the sum of the angle deviation corresponding to the target gear and the predicted angle deviation, and the tooth cycle angle, the predicted value of the tooth phase deviation of the coupling sleeve is determined when the coupling sleeve begins to contact the tooth ring to be coupled corresponding to the target gear. Based on the relationship between the predicted value of the tooth phase deviation and the upper and lower limits of the preset deviation range, it is determined whether the angle deviation corresponding to the target gear meets the gear engagement conditions.

4. The method according to any one of claims 1 to 3, characterized in that, Also includes: While the vehicle is operating in the current gear, in response to the disengagement command, the rotation angle of the engagement sleeve within the target time interval, and the rotation angle of the gear ring to be engaged corresponding to the current gear within the target time interval are calculated.

5. The method according to claim 4, characterized in that, The rotation angle of the engagement sleeve within the target time interval, and the rotation angle of the gear ring to be engaged corresponding to the current gear within the target time interval, are statistically analyzed, including: Obtain the first angular velocity of the engagement sleeve within the target time interval, and the second angular velocity of the gear ring to be engaged corresponding to the current gear within the target time interval; Based on the integral result of the first angular velocity within the target time interval, the rotation angle of the coupling sleeve within the target time interval is determined; and based on the integral result of the second angular velocity within the target time interval, the rotation angle of the gear ring to be coupled corresponding to the current gear position within the target time interval is determined.

6. The method according to claim 5, characterized in that, Obtaining the second angular velocity of the gear ring to be engaged corresponding to the current gear within the target time interval includes: Obtain the third triangular velocity of the vehicle's power unit during the target time period; Based on the third angular velocity and the gear ratio corresponding to the current gear, the second angular velocity of the gear ring to be engaged corresponding to the current gear is determined within the target time interval.

7. The method according to any one of claims 1 to 3, characterized in that, Also includes: When it is confirmed that the target gear has been successfully engaged, stop calculating the angle deviation corresponding to the target gear and clear the angle deviation corresponding to the target gear to zero.

8. A gear shifting control device, characterized in that, include: The first processing module is used to determine the angle deviation corresponding to the target gear in the gear shifting requirement when the vehicle is identified to have a gear shifting requirement. The angular deviation corresponding to the target gear position includes the difference between the rotation angle of the engagement sleeve and the rotation angle of the gear ring to be engaged corresponding to the target gear position within the target time interval. The target time interval is the time interval from the last time the transmission system disengaged the gear in the target gear position to the current time. The second processing module is used to control the shift actuator in the transmission system to engage the gear when the angle deviation corresponding to the target gear meets the gear engagement conditions, so that the transmission system switches to the target gear.

9. A transmission system, characterized in that, It includes a gearbox body, a shift actuator, a TCU, a coupling sleeve, and a gear ring to be engaged for each of the preset gears, wherein the TCU is used to execute the shift control method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle includes the transmission system as described in claim 9.

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