Vehicle gear shift adaptive control method, device, equipment and readable storage medium

Abstract

The application discloses a vehicle gear shifting adaptive control method, device, equipment and readable storage medium, relates to the technical field of vehicle control, and the method comprises the following steps: calculating the target rotating speed of a gear shifting mechanism gear hub; judging whether the gear shifting mechanism is in an acceleration motion state or a deceleration motion state based on the difference between the current position and the target position of a combination sleeve and the difference between the current rotating speed and the target rotating speed of the gear hub; matching corresponding feedback control parameters based on the current position of the combination sleeve, the difference between the current rotating speed and the target rotating speed of the gear hub and the acceleration motion state or the deceleration motion state; calculating a feedback torque by using the matched feedback control parameters based on the difference between the current rotating speed and the target rotating speed of the gear hub; and controlling the gear shifting motor to execute the feedback torque so as to drive the combination sleeve to move to the target position by the gear hub for gear shifting. The application can adapt to the nonlinear resistance change in the gear shifting process by adaptively matching the feedback control parameters.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle shift adaptive control method, device, equipment, and readable storage medium. Background Technology

[0002] When a vehicle shifts gears while in motion, the shifting mechanism (including the shift motor, lead screw, shift hub, shift fork, and engagement sleeve) needs to overcome complex mechanical resistance. Especially in the multi-speed transmissions of pure electric commercial vehicles, the engagement sleeve experiences a wide range of frictional forces, inertial forces, and axial forces during gear meshing at different travel positions, exhibiting significant nonlinear control characteristics.

[0003] Traditional shift control methods typically employ position-closed-loop or position-plus-speed dual-closed-loop PID control (Proportional-Integral-Derivative control). These methods often use fixed PID control parameters, which have the following drawbacks: Fixed parameters lead to poor adaptability. Because resistance characteristics change in real time during shifting, fixed parameters cannot guarantee performance throughout the entire process: if parameters are set to meet rapid response requirements, position overshoot can easily occur at points of sudden resistance change (such as the engagement point), causing mechanical shock; if parameters are set to meet stability requirements, response lag occurs in low-resistance ranges, resulting in excessively long shift times.

[0004] In summary, traditional shift control methods suffer from poor adaptability due to fixed control parameters, and are prone to position overshoot, resulting in mechanism shock or response lag and long shift times. Summary of the Invention

[0005] This application provides a vehicle shift adaptive control method, device, equipment, and readable storage medium, aiming to solve the technical problems of traditional shift control methods, such as poor adaptability of fixed control parameters, easy position overshoot causing mechanical shock or response lag, and long shift time.

[0006] In a first aspect, this application provides a vehicle shift adaptive control method, the vehicle shift adaptive control method comprising: Based on the current and target positions of the gear shift mechanism engagement sleeve, calculate the target rotational speed of the gear shift mechanism's shift hub; Based on the difference between the current position and the target position of the coupling sleeve, and the difference between the current speed and the target speed of the shift drum, it is determined whether the shift mechanism is in an accelerating or decelerating state. Based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and the corresponding feedback control parameters are matched for acceleration or deceleration motion states. Based on the difference between the current speed and the target speed of the shift hub, the feedback torque is calculated using the matched feedback control parameters; The shift motor is controlled to execute feedback torque so as to drive the engagement sleeve to move to the target position through the shift hub for shifting.

[0007] Optionally, determining whether the shifting mechanism is in an accelerating or decelerating state based on the difference between the current position and the target position of the coupling sleeve, and the difference between the current rotational speed and the target rotational speed of the shift drum, specifically includes: If the difference between the current position and the target position of the combination sleeve, and the difference between the current speed and the target speed of the shift drum, are both positive or negative, then it is determined that the shift mechanism is in an acceleration state. If the difference between the current position and the target position of the combination sleeve, and the difference between the current speed and the target speed of the shift drum, are not both positive or negative, then the shift mechanism is determined to be in a deceleration state.

[0008] Optionally, the feedback control parameters are PID control parameters. Before matching the corresponding feedback control parameters based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration motion states, the following steps are included: The calibration relationship table is obtained by calibrating the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and the PID control parameters under acceleration or deceleration conditions. The method involves matching corresponding feedback control parameters based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration states. Specifically, this includes: Based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration motion states, the corresponding PID control parameters are matched through the calibration relationship table.

[0009] Optionally, before calculating the feedback torque using matched feedback control parameters based on the difference between the current speed and the target speed of the shift hub, the following steps are included: Based on the current position of the engagement sleeve, the resistance of the engagement sleeve, and the force of the shifting mechanism, estimate the rotational speed of the shifting drum in the next control cycle. Based on the speed of the shift hub in the next control cycle, the current speed, and the target speed, the matched feedback control parameters are corrected, and the corrected feedback control parameters are used as the latest feedback control parameters.

[0010] Optionally, before the shift motor is controlled to execute feedback torque to drive the engagement sleeve to the target position for shifting, the following steps are included: Based on the vehicle's motion conditions and the current position of the engagement sleeve, the feedforward torque is calculated using the physical motion force model of the shift mechanism. The control of the shift motor to execute feedback torque, so as to drive the engagement sleeve to move to the target position through the shift hub for shifting, specifically includes: The shift motor is controlled to execute the final torque, which is the sum of the feedback torque and the feedforward torque, so as to drive the coupling sleeve to move to the target position through the shift hub for shifting.

[0011] Optionally, the calculation of feedforward torque based on the vehicle's motion conditions and the current position of the engagement sleeve, using a physical motion force model of the shift mechanism, specifically includes: Obtain the moment of inertia, coefficient of friction, and external load force of the shifting mechanism; The inertia compensation torque is calculated based on the moment of inertia, the friction compensation torque is calculated based on the coefficient of friction, and the load compensation torque is calculated based on the external load force. The feedforward torque is obtained by summing the inertia compensation torque, friction compensation torque, and load compensation torque.

[0012] Optionally, the external load force includes the vertical force and the horizontal force acting on the coupling sleeve. The vertical force is calculated based on the transmission ratio and equivalent moment of inertia between the output shaft of the drive motor and the output shaft of the gearbox, combined with the output shaft speed change rate. The horizontal force is calculated based on the vertical force, the friction coefficient of the coupling sleeve, and the force of the shifting mechanism.

[0013] Secondly, this application provides a vehicle shift adaptive control device, the vehicle shift adaptive control device comprising: The first calculation module is used to calculate the target rotational speed of the shift hub of the shift mechanism based on the current position and target position of the vehicle shift mechanism engagement sleeve. The judgment module is used to determine whether the shifting mechanism is in an accelerating or decelerating state based on the difference between the current position and the target position of the coupling sleeve and the difference between the current speed and the target speed of the shifting drum. The matching module is used to match the corresponding feedback control parameters based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration motion states. The second calculation module is used to calculate the feedback torque based on the difference between the current speed and the target speed of the shift hub, using matched feedback control parameters. The control module is used to control the shift motor to execute feedback torque, so as to drive the engagement sleeve to move to the target position through the shift hub for shifting.

[0014] Thirdly, this application provides a vehicle shift adaptive control device, including a processor, a memory, and a vehicle shift adaptive control program stored in the memory and executable by the processor, wherein when the vehicle shift adaptive control program is executed by the processor, it implements the steps of the vehicle shift adaptive control method as described above.

[0015] Fourthly, this application provides a readable storage medium storing a vehicle shift adaptive control program, wherein when the vehicle shift adaptive control program is executed by a processor, it implements the steps of the vehicle shift adaptive control method as described above.

[0016] The beneficial effects of the technical solution provided in this application include: In this application, the target rotational speed of the shifting hub is calculated based on the current and target positions of the engagement sleeve of the vehicle's shifting mechanism. Based on the difference between the current and target positions of the engagement sleeve and the difference between the current and target rotational speeds of the shifting hub, it is determined whether the shifting mechanism is in an accelerating or decelerating state. Based on the current position of the engagement sleeve, the difference between the current and target rotational speeds of the shifting hub, and for each accelerating or decelerating state, corresponding feedback control parameters are matched. Based on the difference between the current and target rotational speeds of the shifting hub, the matching feedback control parameters are used to calculate the feedback torque. The shifting motor is controlled to execute the feedback torque, thereby driving the engagement sleeve to move to the target position via the shifting hub for gear shifting. This application enables dynamic adjustment of control parameters based on the real-time motion and position information of the shifting mechanism, solving the problem of poor adaptability in traditional fixed-parameter control. It significantly improves the response speed and stability of the shifting process, reduces the risk of mechanism impact, and is suitable for complex operating conditions such as pure electric multi-gear commercial vehicles. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating an embodiment of the vehicle shift adaptive control method of this application; Figure 2 For this application Figure 1 A detailed flowchart of step S20; Figure 3 This is a schematic diagram of the feedforward torque calculation process of an embodiment of the vehicle shift adaptive control method of this application; Figure 4 This is a schematic diagram of the functional modules of an embodiment of the vehicle shift adaptive control device of this application; Figure 5 This is a schematic diagram of the hardware structure of the vehicle shift adaptive control device involved in the embodiments of this application. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0020] In a first aspect, embodiments of this application provide a vehicle shift adaptive control method.

[0021] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating an embodiment of the vehicle shift adaptive control method of this application, as shown below. Figure 1 As shown, the vehicle shift adaptive control method includes: Step S10: Calculate the target rotational speed of the shift hub of the shift mechanism based on the current position and target position of the vehicle shift mechanism coupling sleeve.

[0022] In this embodiment, the executing entity is the controller of the vehicle's gear shifting mechanism. The vehicle is, for example, a pure electric multi-speed commercial vehicle. The gear shifting mechanism includes a shift motor, a lead screw, a shift hub, a shift fork, and a coupling sleeve. The gear shifting mechanism typically adopts a lead screw and nut structure, and there is a fixed transmission ratio relationship between the linear displacement of the coupling sleeve and the rotation angle of the shift hub. The controller of the gear shifting mechanism first obtains the target position of the coupling sleeve corresponding to the target gear and obtains the current actual position of the coupling sleeve through sensor signals. In order to plan a smooth motion trajectory and avoid starting shock, the controller calculates the target speed that the shift hub should reach at the current moment based on the difference between the current position and the target position of the coupling sleeve, combined with a preset speed-position planning curve. By converting the position error into a speed command, a benchmark is provided for subsequent speed closed-loop control, ensuring that the coupling sleeve can move towards the target position according to the expected trajectory, thereby optimizing the shifting time while ensuring the success rate of gear shifting.

[0023] Step S20: Based on the difference between the current position and the target position of the coupling sleeve, and the difference between the current speed and the target speed of the shift drum, determine whether the shift mechanism is in an accelerating or decelerating state.

[0024] In this embodiment, determining the motion state of the shifting mechanism is a crucial prerequisite for adaptively adjusting the control parameters. The controller of the shifting mechanism calculates the position deviation (current position minus target position) and speed deviation (current speed minus target speed) in real time. By analyzing the sign relationship between these two deviation values, the current dynamic characteristics of the shifting mechanism can be accurately identified. If they are of the same sign, it indicates that the shifting actuator needs further acceleration to eliminate the position error and is in an accelerating motion state; if they are of opposite signs, it indicates that the current speed of the shifting actuator is too fast or needs to decelerate for precise engagement and is in a decelerating motion state. This judgment method can capture the dynamic changes during the shifting process in real time, providing a logical basis for subsequently distinguishing different motion stages and matching different control parameters, thereby solving the problem that traditional shifting control methods using fixed control parameters cannot simultaneously take into account acceleration response and deceleration stability.

[0025] Step S30: Based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for the acceleration or deceleration motion state, match the corresponding feedback control parameters.

[0026] In this embodiment, the feedback control parameters are preferably PID control parameters (such as proportional coefficient Kp and integral coefficient Ki). Since the mechanical resistance (such as friction and gear meshing force) at different positions during gear shifting is nonlinear, and the system dynamics differ under acceleration and deceleration states, using fixed PID parameters will result in poor control performance. A PID parameter calibration table (pulse spectrum) can be established in advance through experimental calibration, encompassing the current position of the engagement sleeve, speed deviation, and motion state (acceleration or deceleration). In the current control cycle, the controller, based on the real-time collected current position and speed deviation of the engagement sleeve (the difference between the current speed of the shift hub and the target speed), combined with the motion state (acceleration or deceleration) determined in step S20, obtains the optimal Kp and Ki values ​​by looking up the table. This segmented adaptive matching mechanism allows for the use of larger PID control parameters in low-resistance sections to improve response speed, and smaller PID control parameters in high-resistance or meshing points to prevent overshoot, significantly improving the adaptability of the control.

[0027] Step S40: Based on the difference between the current speed and the target speed of the shift hub, the feedback torque is calculated using the matched feedback control parameters.

[0028] In this embodiment, the difference Δω between the current speed and the target speed of the shift hub can be substituted into the PID calculation formula (Tfeedback=Kp×Δω+Ki×∫Δω), and the feedback torque Tfeedback can be calculated using the matched feedback control parameters (Kp and Ki values).

[0029] In step S50, the shift motor is controlled to execute feedback torque to drive the engagement sleeve to move to the target position for shifting.

[0030] In this embodiment, the shift motor outputs a final torque to drive the shift drum to rotate, which in turn pushes the engagement sleeve to move axially via the shift fork. By adjusting the torque output in real time, the engagement sleeve can be ensured to reach the target position quickly and smoothly to complete the shifting action, avoiding jamming or impact caused by sudden changes in resistance.

[0031] In this embodiment, the control parameters can be dynamically adjusted according to the real-time motion state and position information of the shifting mechanism, which solves the problem of poor adaptability of traditional fixed parameter control, significantly improves the response speed and stability of the shifting process, reduces the impact risk of the mechanism, and is suitable for complex working conditions such as pure electric multi-gear commercial vehicles.

[0032] Furthermore, in one embodiment, reference is made to Figure 2 , Figure 2 For this application Figure 1 A detailed flowchart of step S20 is shown below. Figure 2 As shown, step S20 includes: Step S201: If the difference between the current position and the target position of the combination sleeve, and the difference between the current speed and the target speed of the shift drum, are both positive or negative, then it is determined that the shift mechanism is in an acceleration state. In step S202, if the difference between the current position and the target position of the combination sleeve, and the difference between the current speed and the target speed of the shift drum, are not both positive or negative, then it is determined that the shift mechanism is in a deceleration state.

[0033] In this embodiment, the specific judgment logic is based on the consistency of vector directions. For example, the position difference ΔP = Pcurr - Ptarget and the rotational speed difference Δω = ωcurr - ωtarget are calculated. When ΔP and Δω have the same sign (i.e., ΔP... When Δω>0, it indicates that the current position has not reached the target and the current rotational speed is insufficient to reach the target quickly, or that reverse acceleration is required. The system determines this as an acceleration motion state that requires increased power output. When ΔP and Δω have opposite signs (i.e., ΔP...), When Δω<0, it indicates that the current position has not been reached but the current speed is too high, or that the target has been exceeded and reversal is required. The system determines this as a deceleration state that needs to suppress power. This logic is simple and reliable, and can quickly distinguish between two stages with drastically different dynamic characteristics, providing accurate input signals for the subsequent matching of differentiated control parameters.

[0034] Further, in one embodiment, the feedback control parameter is a PID control parameter, and before step S30, it includes: The calibration relationship table is obtained by calibrating the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and the PID control parameters under acceleration or deceleration conditions. Step S30 includes: Based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration motion states, the corresponding PID control parameters are matched through the calibration relationship table.

[0035] In this embodiment, the calibration process is performed on a test bench or in a real vehicle, covering different positions throughout the shifting process and various acceleration and deceleration conditions. For each calibration point, multiple sets of Kp and Ki parameters are tested, and the shifting time, overshoot, and impact indices are recorded. The parameter set with the best overall performance is selected and stored in the calibration relationship table. During actual operation, the controller obtains the parameters through table lookup and interpolation. This data-driven calibration method can transform complex nonlinear mechanical characteristics into controllable parameter mappings, enabling the control system to achieve near-optimal control effects without needing to identify complex physical parameters online. This reduces the computational load on the algorithm and improves the system's real-time performance and robustness.

[0036] Further, in one embodiment, before step S40, the following steps are included: Based on the current position of the engagement sleeve, the resistance of the engagement sleeve, and the force of the shifting mechanism, estimate the rotational speed of the shifting drum in the next control cycle. Based on the speed of the shift hub in the next control cycle, the current speed, and the target speed, the matched feedback control parameters are corrected, and the corrected feedback control parameters are used as the latest feedback control parameters.

[0037] In this embodiment, a parameter correction step may be included before calculating the feedback torque to further eliminate control lag or prevent overshoot. The controller estimates the rotational speed of the shift hub in the next control cycle using a physical model, based on the current position of the coupling sleeve, the current resistance, and the force exerted by the shifting mechanism. If the estimated rotational speed in the next cycle significantly exceeds the target rotational speed, it indicates a risk of overshoot, and the proportional coefficient Kp can be appropriately reduced; if the estimated rotational speed is much lower than the target rotational speed, it indicates a response lag, and Kp can be appropriately increased. The feedback torque is calculated using the corrected feedback control parameters. By introducing predictive correction, the system can sense motion trends in advance and adjust the control intensity, effectively suppressing speed overshoot or response sluggishness caused by system inertia, and improving the accuracy of speed control. Specifically, the estimation model can be constructed based on Newton's second law, such as ωnext = ωcurr + ((Tmotor - Tload) × R / J) × Δt, where ωnext is the rotational speed of the shift hub in the next control cycle, ωcurr is the current rotational speed of the shift hub, Tmotor is the force of the shift mechanism, Tload is the resistance of the coupling sleeve, R is the effective radius of action, J is the moment of inertia, and Δt is the duration of the control cycle. The PID parameters can be dynamically fine-tuned by comparing the deviation trends of the shift hub's rotational speed in the next control cycle, the current rotational speed, and the target rotational speed. Specifically, this can be designed as a lookup table to establish a mapping relationship between the three rotational speed values ​​and the correction coefficients of Kp and Ki, such as the correction coefficient of Kp α = α(ωnext, ωcurr, ωtarget), and the correction coefficient of Ki β = β(ωnext, ωcurr, ωtarget). α and β are used to correct Kp and Ki respectively to obtain the corrected Kp and Ki values. This model-based parameter correction mechanism is equivalent to adding a feedforward prediction stage to the traditional PID control, which can effectively compensate for the phase lag of the control system. It is particularly suitable for scenarios with extremely high time response requirements (millisecond level) such as gear shifting, and significantly improves control accuracy.

[0038] Further, in one embodiment, before step S50, the following steps are included: Based on the vehicle's motion conditions and the current position of the engagement sleeve, the feedforward torque is calculated using the physical motion force model of the shift mechanism. Step S50 includes: The shift motor is controlled to execute the final torque, which is the sum of the feedback torque and the feedforward torque, so as to drive the coupling sleeve to move to the target position through the shift hub for shifting.

[0039] In this embodiment, to improve the system's dynamic response and counteract known disturbances, the control of the shift motor's torque output does not rely solely on feedback torque, but employs a combined feedforward and feedback control strategy. Before step S50, the controller calculates the feedforward torque based on the vehicle's motion conditions and the current position of the coupling sleeve using a physical motion force model of the shift mechanism. The calculation of the feedforward torque aims to counteract predictable resistance components in the system. Vehicle motion conditions include the rate of change of the drive motor's speed, and the current position of the coupling sleeve determines its mechanical resistance region. The feedforward torque calculated through the physical model can act on the motor in advance, allowing the motor's output torque to respond instantly to changes in resistance, rather than waiting for speed errors to occur before adjustment by the feedback loop. Ultimately, the shift motor executes the final torque resulting from the superposition of the feedback torque and the feedforward torque (Tfinal = Tfeedback + Tfeedforward). The feedforward torque is used to compensate for known inertia, friction, and external loads in the system, while the feedback torque is used to eliminate residual errors. Feedforward control and feedback control complement each other, ensuring both dynamic response speed and steady-state accuracy. This control method enables the shift motor to actively overcome resistance, rather than adjusting only after an error occurs, thereby significantly shortening the shift time and reducing the impact on the mechanism caused by sudden changes in resistance, ensuring the smoothness and reliability of the shift process.

[0040] Furthermore, in one embodiment, reference is made to Figure 3 , Figure 3 This is a schematic diagram of the feedforward torque calculation process of an embodiment of the vehicle shift adaptive control method of this application, as shown below. Figure 3 As shown, the calculation of feedforward torque based on the vehicle's motion conditions and the current position of the engagement sleeve, using a physical motion force model of the shifting mechanism, specifically includes: Step S01: Obtain the moment of inertia, coefficient of friction, and external load force of the shifting mechanism; Step S02: Calculate the inertia compensation torque based on the moment of inertia, calculate the friction compensation torque based on the coefficient of friction, and calculate the load compensation torque based on the external load force. Step S03: Sum the inertia compensation torque, friction compensation torque, and load compensation torque to obtain the feedforward torque.

[0041] In this embodiment, the feedforward torque Tfeedforward = Tinertia + Tfriction + Tload. Wherein, the inertia compensation torque Tinertia = J α (where J is the moment of inertia and α is the angular acceleration) is used to overcome the inertial force during acceleration of the mechanism; frictional force compensation torque Tfriction=B ω (where B is the coefficient of friction and ω is the angular velocity) is used to overcome mechanical friction; the load compensation torque addresses the externally applied force. Decomposing, calculating, and summing these three components comprehensively covers the main sources of resistance during gear shifting. This refined torque decomposition calculation makes feedforward compensation more accurate, avoiding undercompensation or overcompensation due to oversimplification of the model, further improving the smoothness of the gear shifting process. It should be noted that since the directions of frictional resistance and inertial force experienced by the gear shifting mechanism may differ between acceleration and deceleration states, different calculation models or compensation coefficients can be used when calculating the feedforward torque, depending on the determined acceleration or deceleration state.

[0042] Furthermore, in one embodiment, the external load force includes a vertical force and a horizontal force acting on the coupling sleeve. The vertical force is calculated based on the transmission ratio and equivalent moment of inertia between the output shaft of the drive motor and the output shaft of the gearbox, combined with the output shaft speed change rate. The horizontal force is calculated based on the vertical force, the friction coefficient of the coupling sleeve, and the force of the shifting mechanism.

[0043] In this embodiment, accurate calculation of the external load force is the core of the feedforward control accuracy. The external load force includes the vertical and horizontal forces acting on the coupling sleeve. The vertical force mainly originates from the axial force during gear meshing, which is closely related to the dynamic characteristics (speed change rate) of the gearbox output shaft. The shift motor controller can obtain the real-time position θmotor of the drive motor from the motor resolver position sensor and calculate the drive motor speed by differentiation. The output shaft speed is obtained from the output shaft speed sensor. Based on the current position of the coupling sleeve, the transmission ratio between the motor output shaft and the gearbox output shaft is obtained using scluact. i and the equivalent rotational inertia of the section from the motor output shaft to the gearbox output shaft. If the coupling sleeve is currently in position, the formula for calculating the vertical force acting on the coupling sleeve is: The transmission ratio between the motor output shaft and the gearbox output shaft is obtained based on the target position of the coupling sleeve (sclucmd). and the equivalent moment of inertia of the section from the motor output shaft to the gearbox output shaft. If the target position of the coupling sleeve is in the gear, the formula for calculating the vertical force on the coupling sleeve is: The horizontal force mainly manifests as frictional resistance during the movement of the engagement sleeve. The friction coefficient μ of the engagement sleeve is related to its current position scluact, which can be represented by a lookup table in the design: μ = μ(scluact). The force Fcluactext exerted on the engagement sleeve by the mechanism during the entire stroke is also related to its current position scluact, and can be represented by a lookup table in the design: Fcluactext = Fcluactext(scluact). The horizontal force Fcluactx on the engagement sleeve is Fcluacty = μFcluacty + Fcluactext. By dynamically mapping the output shaft to the shifting mechanism side using the transmission ratio and equivalent moment of inertia, the impact force during meshing can be estimated in real time. Based on this, the calculated load compensation torque can effectively offset the huge resistance fluctuations generated at the moment of gear meshing, prevent motor stalling or position overshoot caused by sudden load changes, ensure the smooth completion of shifting actions under complex working conditions, and significantly improve the reliability and durability of the shifting system. The feedforward torque can be directly calculated based on the horizontal force Fcluactx and the vertical force Fcluacty acting on the coupling sleeve. The conversion coefficients x and y between the force on the coupling sleeve and the force on the shift hub are related to the current position of the coupling sleeve, scluact. In the design, they can be made into a lookup table, x=x(scluact), y=y(scluact). The force acting on the shift hub is FDrumact=xFcluactx+yFcluacty, and the feedforward torque is FDrumact.

[0044] Secondly, embodiments of this application also provide a vehicle shift adaptive control device.

[0045] In one embodiment, reference is made to Figure 4 , Figure 4 This is a functional block diagram of an embodiment of the vehicle shift adaptive control device of this application, as shown below. Figure 4 As shown, the vehicle shift adaptive control device includes: The first calculation module 10 is used to calculate the target rotational speed of the shift hub of the shift mechanism based on the current position and target position of the vehicle shift mechanism coupling sleeve. The judgment module 20 is used to determine whether the shifting mechanism is in an accelerating or decelerating state based on the difference between the current position and the target position of the coupling sleeve and the difference between the current speed and the target speed of the shifting drum. The matching module 30 is used to match corresponding feedback control parameters based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration motion states. The second calculation module 40 is used to calculate the feedback torque based on the difference between the current speed and the target speed of the shift hub, using matched feedback control parameters. The control module 50 is used to control the shift motor to execute feedback torque so as to drive the engagement sleeve to move to the target position for shifting.

[0046] Furthermore, in one embodiment, the determination module 20 is used to: If the difference between the current position and the target position of the combination sleeve, and the difference between the current speed and the target speed of the shift drum, are both positive or negative, then it is determined that the shift mechanism is in an acceleration state. If the difference between the current position and the target position of the combination sleeve, and the difference between the current speed and the target speed of the shift drum, are not both positive or negative, then the shift mechanism is determined to be in a deceleration state.

[0047] Furthermore, in one embodiment, the feedback control parameters are PID control parameters, and the vehicle shift adaptive control device further includes a calibration module for: The calibration relationship table is obtained by calibrating the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and the PID control parameters under acceleration or deceleration conditions. Matching module 30 is used for: Based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration motion states, the corresponding PID control parameters are matched through the calibration relationship table.

[0048] Furthermore, in one embodiment, the vehicle shift adaptive control device further includes an estimation correction module, used for: Based on the current position of the engagement sleeve, the resistance of the engagement sleeve, and the force of the shifting mechanism, estimate the rotational speed of the shifting drum in the next control cycle. Based on the speed of the shift hub in the next control cycle, the current speed, and the target speed, the matched feedback control parameters are corrected, and the corrected feedback control parameters are used as the latest feedback control parameters.

[0049] Furthermore, in one embodiment, the vehicle shift adaptive control device further includes a third calculation module, including a feedforward torque calculation unit, for: Based on the vehicle's motion conditions and the current position of the engagement sleeve, the feedforward torque is calculated using the physical motion force model of the shift mechanism. Control module 50 is used for: The shift motor is controlled to execute the final torque, which is the sum of the feedback torque and the feedforward torque, so as to drive the coupling sleeve to move to the target position through the shift hub for shifting.

[0050] Furthermore, in one embodiment, the feedforward torque calculation unit is used for: Obtain the moment of inertia, coefficient of friction, and external load force of the shifting mechanism; The inertia compensation torque is calculated based on the moment of inertia, the friction compensation torque is calculated based on the coefficient of friction, and the load compensation torque is calculated based on the external load force. The feedforward torque is obtained by summing the inertia compensation torque, friction compensation torque, and load compensation torque.

[0051] Furthermore, in one embodiment, the external load force includes a vertical force and a horizontal force acting on the coupling sleeve. The vertical force is calculated based on the transmission ratio and equivalent moment of inertia between the output shaft of the drive motor and the output shaft of the gearbox, combined with the output shaft speed change rate. The horizontal force is calculated based on the vertical force, the friction coefficient of the coupling sleeve, and the force of the shifting mechanism.

[0052] The functions of each module in the above-mentioned vehicle shift adaptive control device correspond to the steps in the above-mentioned vehicle shift adaptive control method embodiment, and their functions and implementation processes will not be described in detail here.

[0053] Thirdly, embodiments of this application provide a vehicle shift adaptive control device.

[0054] Reference Figure 5 , Figure 5 This is a schematic diagram of the hardware structure of the vehicle shift adaptive control device involved in the embodiments of this application. In the embodiments of this application, the vehicle shift adaptive control device may include a processor, a memory, a communication interface, and a communication bus.

[0055] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0056] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the vehicle's adaptive shift control device, as well as interfaces used for interconnecting the vehicle's adaptive shift control device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0057] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0058] The processor can be a general-purpose processor, which can call the vehicle shift adaptive control program stored in the memory and execute the vehicle shift adaptive control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle shift adaptive control program is called can be referred to in the various embodiments of the vehicle shift adaptive control method of this application, and will not be repeated here.

[0059] Those skilled in the art will understand that Figure 5 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0060] Fourthly, embodiments of this application also provide a readable storage medium.

[0061] The present application has a readable storage medium storing a vehicle shift adaptive control program, wherein when the vehicle shift adaptive control program is executed by a processor, it implements the steps of the vehicle shift adaptive control method as described above.

[0062] The method implemented when the vehicle shift adaptive control program is executed can be referred to in various embodiments of the vehicle shift adaptive control method of this application, and will not be repeated here.

[0063] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0064] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0065] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0066] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0067] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0068] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0069] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle shifting adaptive control method, characterized in that, include: Based on the current and target positions of the gear shift mechanism engagement sleeve, calculate the target rotational speed of the gear shift mechanism's shift hub; Based on the difference between the current position and the target position of the coupling sleeve, and the difference between the current speed and the target speed of the shift drum, it is determined whether the shift mechanism is in an accelerating or decelerating state. Based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and the corresponding feedback control parameters are matched for acceleration or deceleration motion states. Based on the difference between the current speed and the target speed of the shift hub, the feedback torque is calculated using the matched feedback control parameters; The shift motor is controlled to execute feedback torque so as to drive the engagement sleeve to move to the target position through the shift hub for shifting.

2. The vehicle shift adaptive control method as described in claim 1, characterized in that, The determination of whether the shifting mechanism is in an accelerating or decelerating state based on the difference between the current and target positions of the coupling sleeve and the difference between the current and target rotational speeds of the shift drum specifically includes: If the difference between the current position and the target position of the combination sleeve, and the difference between the current speed and the target speed of the shift drum, are both positive or negative, then it is determined that the shift mechanism is in an acceleration state. If the difference between the current position and the target position of the combination sleeve, and the difference between the current speed and the target speed of the shift drum, are not both positive or negative, then the shift mechanism is determined to be in a deceleration state.

3. The vehicle shifting adaptive control method as described in claim 1, characterized in that, The feedback control parameters are PID control parameters. Before matching the corresponding feedback control parameters based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift hub, and for acceleration or deceleration motion states, the following are included: The calibration relationship table is obtained by calibrating the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and the PID control parameters under acceleration or deceleration conditions. The method involves matching corresponding feedback control parameters based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration states. Specifically, this includes: Based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration motion states, the corresponding PID control parameters are matched through the calibration relationship table.

4. The vehicle shift adaptive control method as described in claim 1, characterized in that, Before calculating the feedback torque using matched feedback control parameters based on the difference between the current speed and the target speed of the shift hub, the following steps are included: Based on the current position of the engagement sleeve, the resistance of the engagement sleeve, and the force of the shifting mechanism, estimate the rotational speed of the shifting drum in the next control cycle. Based on the speed of the shift hub in the next control cycle, the current speed, and the target speed, the matched feedback control parameters are corrected, and the corrected feedback control parameters are used as the latest feedback control parameters.

5. The vehicle shift adaptive control method as described in claim 1, characterized in that, Before the control shift motor executes feedback torque to drive the engagement sleeve to move to the target position for shifting, the process includes: Based on the vehicle's motion conditions and the current position of the engagement sleeve, the feedforward torque is calculated using the physical motion force model of the shift mechanism. The control of the shift motor to execute feedback torque, so as to drive the engagement sleeve to move to the target position through the shift hub for shifting, specifically includes: The shift motor is controlled to execute the final torque, which is the sum of the feedback torque and the feedforward torque, so as to drive the coupling sleeve to move to the target position through the shift hub for shifting.

6. The vehicle shift adaptive control method as described in claim 5, characterized in that, The calculation of feedforward torque based on the vehicle's motion conditions and the current position of the engagement sleeve, using a physical motion force model of the shift mechanism, specifically includes: Obtain the moment of inertia, coefficient of friction, and external load force of the shifting mechanism; The inertia compensation torque is calculated based on the moment of inertia, the friction compensation torque is calculated based on the coefficient of friction, and the load compensation torque is calculated based on the external load force. The feedforward torque is obtained by summing the inertia compensation torque, friction compensation torque, and load compensation torque.

7. The vehicle shift adaptive control method as described in claim 6, characterized in that, The external load force includes the vertical force and the horizontal force acting on the coupling sleeve. The vertical force is calculated based on the transmission ratio and equivalent moment of inertia between the output shaft of the drive motor and the output shaft of the gearbox, combined with the output shaft speed change rate. The horizontal force is calculated based on the vertical force, the friction coefficient of the coupling sleeve, and the force of the shifting mechanism.

8. A vehicle shift adaptive control device, characterized in that, include: The first calculation module is used to calculate the target rotational speed of the shift hub of the shift mechanism based on the current position and target position of the vehicle shift mechanism engagement sleeve. The judgment module is used to determine whether the shifting mechanism is in an accelerating or decelerating state based on the difference between the current position and the target position of the coupling sleeve and the difference between the current speed and the target speed of the shifting drum. The matching module is used to match the corresponding feedback control parameters based on the current position of the coupling sleeve, the difference between the current speed and the target speed of the shift drum, and for acceleration or deceleration motion states. The second calculation module is used to calculate the feedback torque based on the difference between the current speed and the target speed of the shift hub, using matched feedback control parameters. The control module is used to control the shift motor to execute feedback torque, so as to drive the engagement sleeve to move to the target position through the shift hub for shifting.

9. A vehicle shift adaptive control device, characterized in that, The system includes a processor, a memory, and a vehicle shift adaptive control program stored in the memory and executable by the processor, wherein when the vehicle shift adaptive control program is executed by the processor, it implements the steps of the vehicle shift adaptive control method as described in any one of claims 1 to 7.

10. A readable storage medium, characterized in that, The readable storage medium stores a vehicle shift adaptive control program, wherein when the vehicle shift adaptive control program is executed by a processor, it implements the steps of the vehicle shift adaptive control method as described in any one of claims 1 to 7.

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