WO2024229931A1

WO2024229931A1 - Gear shifting control method for reducing or avoiding negative influence of gear shifting

Info

Publication number: WO2024229931A1
Application number: PCT/CN2023/100961
Authority: WO
Inventors: 韩云武; 赵毅; 陈立平; 王文彬
Original assignee: 江苏智能无人装备产业创新中心有限公司
Priority date: 2023-05-09
Filing date: 2023-06-19
Publication date: 2024-11-14

Abstract

Disclosed in the present invention is a gear shifting control method for reducing or avoiding negative influence of gear shifting. The method comprises the following steps: pre-storing vehicle parameters used for pre-determining an intended gear; when a driver performs gear shifting, within a certain period of time after a clutch of a vehicle is disengaged: adjusting the control mode of a vehicle driving motor to a rotating speed control mode, and in the mode, pre-determining the intended gear of the driver; according to the pre-determined intended gear, selecting transmission ratio data corresponding to the intended gear, and calculating the rotating speed of an output shaft of the clutch after the gear shifting according to the selected transmission ratio data; and controlling the rotating speed of the vehicle driving motor according to the calculated rotating speed of the output shaft of the clutch, and reducing or eliminating the rotating speed difference between an input shaft and the output shaft of the clutch of the vehicle by means of rotating speed control; and after the rotating speed control is performed, if the clutch is engaged, adjusting the control mode of the vehicle driving motor to a torque control mode. The present invention can effectively optimize and even eliminate the impact and vibration caused by gear shifting of vehicles.

Description

A gear shift control method for reducing or avoiding negative impact of gear shifting

Technical Field

The present invention relates to the field of vehicle control technology. Specifically, the present invention is applied to the field of gear shift control, and in particular to a gear shift control method for reducing or avoiding negative effects of gear shifting.

Background Art

At present, during the manual gear shifting process of a vehicle, the speed difference between the clutch input shaft and the clutch output shaft will cause impact vibration when the clutch is engaged. This application focuses on solving this problem, and the principle of the problem is explained in detail as follows:

In the prior art, some manual transmission large-scale mining hybrid trucks use manual transmissions. In the structure of the manual transmission, the clutch input shaft and the drive motor output shaft are mechanically connected, and the clutch output shaft and the transmission input shaft are connected; therefore, the clutch input shaft speed is always equal to the drive motor output shaft speed, and the clutch output shaft speed is always equal to the transmission input shaft speed.

Based on the above principles, during the gear shifting process of a manual large-scale mining hybrid truck, the following situations may occur:

After the driver steps on the clutch pedal, the gear position will be adjusted according to the demand. When adjusting the gear position, the accelerator pedal opening is zero, and the vehicle has no power for a short time. However, due to the large inertia of the whole vehicle, the speed change of the whole vehicle is very small. In this process, since the bus current of the vehicle drive motor is reduced and the inertia of the drive motor itself is small, the speed of the drive motor will decrease without power, which will cause the input shaft speed of the clutch to decrease.

When the gear is adjusted according to demand, the transmission ratio of the gearbox will be changed. Since the transmission ratio of the gearbox has changed, the speed of the gearbox input shaft will change significantly, and then the speed of the clutch output shaft will change significantly with the change of the gearbox transmission ratio; since the gearbox transmission ratio may increase or decrease during the gear shifting process, the speed of the clutch output shaft may also increase or decrease. Based on the conclusion that the speed change of the clutch input shaft is small, the comparative analysis shows that: during the gear shifting process, there is a significant speed difference between the clutch output shaft and the clutch input shaft; ultimately, after the clutch pedal is released, there will be significant impact and vibration when the clutch is engaged.

In summary, during the gear shifting process of the current manual transmission large-scale mining hybrid trucks, the speed difference between the input shaft speed and the output shaft during the clutch engagement process is too large, the clutch engagement time is short, and the inertia of the vehicle body is large, resulting in a large impact and vibration during the synchronization of the clutch output shaft and the input shaft speed, forming a gear shift shock phenomenon; this will not only have a certain impact on the comfort of the vehicle, but also affect the fatigue life of the vehicle transmission system.

Summary of the invention

The purpose of the present invention is to provide a gear shift control method that reduces or avoids the negative impact of gear shifting in response to the above-mentioned problems in the prior art, thereby solving the problem in the prior art that when a manual gear large-scale mining hybrid truck is manually shifted, there is a speed difference between the input shaft and the output shaft of the clutch, resulting in large impact and vibration when the clutch is engaged.

In order to solve the above technical problems, the specific technical solutions of the present invention are as follows:

The present invention provides a shift control method for reducing or avoiding the negative impact of shifting, which includes the following three main steps:

The first step is to predict the driver's intended gear position in advance when the driver changes gears;

The second step is to select the transmission ratio corresponding to the intended gear position according to the predicted intended gear position, and calculate the speed of the clutch output shaft after the gear shift according to the selected transmission ratio;

The third step is to control the speed of the vehicle drive motor according to the calculated clutch output shaft speed, thereby reducing or even eliminating the speed difference between the clutch input shaft and the output shaft, so as to reduce the impact vibration caused by the gear shift;

Furthermore, regarding the above three steps, there are more specific operation processes, as follows:

Regarding the first step:

In order to accurately predict the driver's intended gear position during the gear shifting process, the vehicle pre-stores/sets the transmission ratio of each gear position and the speed range corresponding to each gear position. Because the vehicle's gear positions are fixed, the transmission ratio and speed range of each gear position can also be known in advance. Based on these pre-stored data, combined with the detected current vehicle speed data, the driver's intended gear position can be compared and analyzed, and the pre-stored data can also be used to compare the transmission ratio data corresponding to the intended gear position;

In order to realize the content of the first step, the following data need to be pre-stored: the gear of the vehicle, the transmission ratio data that matches the gear of the vehicle respectively, and the speed range that matches the above-mentioned vehicle gear and transmission ratio data respectively; under normal circumstances, the vehicle gear is, for example: forward 1st gear, forward 2nd gear, forward 3rd gear, forward 4th gear, forward 5th gear, etc.; for another example, the manual transmission large-scale mining hybrid truck used in this application has more than ten vehicle gears; according to the example of the above-mentioned vehicle gear, there should also be 5 transmission ratio data, and they are the reference transmission ratios (i.e., transmission speed ratios) that the vehicle gearbox should have in each gear of the vehicle; there should also be 5 speed ranges, and each speed range is the upper and lower speed limits that the vehicle should be in in each gear; of course, based on the above data, it is still impossible to judge the intended gear, specifically because the gear shifting behavior of the vehicle is carried out within the speed range of the current gear of the vehicle, and the purpose of the vehicle gear shifting is to shift up, down and shift to neutral, and up and down shifting must also correspond to a certain interval within the speed range of the corresponding gear. Based on this principle, the method divides the speed range of each gear stored in the vehicle into different pre-judgment areas, that is, each gear speed range is divided into an upshift area, a downshift area and an intermediate area. The upshift area and the downshift area are used to predict whether the vehicle will upshift or downshift by one gear, respectively, and the intermediate area is used for prediction during unconventional gear shifting, and the upshift area, the downshift area and the intermediate area are set according to the vehicle speed ratio. For example, in the present application, as a preferred embodiment, there is the following partitioning scheme: 25% close to the upper limit of the speed interval is set as the upshift area; 25% close to the lower limit of the speed interval is set as the downshift area; 50% of the middle of the speed interval that is 25% higher than the lower limit of the speed interval and lower than the upper limit of the speed interval is set as the intermediate area; the driver's intended gear can be obtained based on the comparison between the current vehicle speed and the above speed range. When the current vehicle speed is in the upshift zone of the corresponding vehicle speed range, the intention is judged to be shifting up one gear, when the current vehicle speed is in the downshift zone of the corresponding vehicle speed range, the intention is judged to be shifting down one gear, and when the current vehicle speed is in the middle zone of the corresponding vehicle speed range, the intention is judged to be an unconventional shift, such as skipping. As an example of actual data, if a pre-stored vehicle speed range is 5km/h~45km/h, then when the current vehicle speed of the vehicle is shifting gears, it is judged to be in the downshift zone, when the current vehicle speed of the vehicle is shifting gears, it is judged to be in the middle zone, and when the current vehicle speed of the vehicle is shifting gears, it is judged to be in the upshift zone;

Crucially, in order to realize the determination of the intended gear position, the following steps need to be performed according to the above pre-stored data: First, the intended gear position is predicted when the vehicle is moving and shifting gears. When the vehicle is stationary, the vehicle speed is 0, and there is both a clutch disconnection and an acceleration or brake pedal opening signal, the gear position prediction in this method is not performed. When the gear position prediction is not performed, the vehicle drive motor only responds to the control of the accelerator pedal;

Then, during the driving process of the vehicle (when the vehicle speed is greater than 0), the driver does not step on the accelerator and/or brake pedal, but only steps on the clutch pedal and the clutch pedal opening reaches the halfway point from clutch engagement to disconnection, a clutch disconnection signal is received, and it is judged that the driver starts to shift gears and the clutch is disconnected; at this time, the control of the vehicle drive motor is handed over to the vehicle controller, and the transmission ratio ic and the current gear position of the vehicle before the clutch is disconnected are recorded, and the current speed of the vehicle is queried (wherein, the current speed and gear position of the vehicle can be directly read and obtained through the vehicle bus); at the same time, within a certain time after the clutch is disconnected (the certain time here is preferably 2s, and includes but is not limited to 2s), the pre-stored transmission ratio data that matches the transmission speed ratio ic before the clutch is disconnected is screened out from the pre-stored data, and the vehicle speed range that matches the pre-stored transmission ratio data is compared in the pre-stored data; then it is judged in which partition of the compared vehicle speed range the current vehicle speed is; if it is in the upshift zone, it is predicted that the driver's intended gear position belongs to the vehicle's current gear position + 1 gear, and if it is in the downshift zone, it is predicted that The driver's intended gear belongs to the vehicle's current gear - 1 gear; if it is in the middle zone, it is predicted that the driver's gear shifting operation is an unconventional gear shift. In this case, the driver may be shifting across multiple gears, so the intended gear position is judged as follows: if the current vehicle speed continues to be in the middle zone, the vehicle is kept in the original gear position; if the current vehicle speed is not within the speed range of the current gear, the midpoint value of each pre-stored speed range is calculated, and the speed interval corresponding to the midpoint value closer to the current speed is selected as the interval of the intended gear position, and the gear corresponding to the interval can be used as the aforementioned intended gear position; it should be noted here that the normal +1, -1 gear intended gear position judgment, and the subsequent motor speed control, are all completed during the normal 2s clutch engagement process; in actual operation, the connection and response time of the above steps are extremely fast, so that when the clutch is disconnected, the corresponding motor speed is matched and the motor speed intervention control is performed, and then the speed difference between the clutch input shaft and the output shaft is adjusted in the extremely small time gap between the clutch disconnection and engagement during the gear shifting process. It is based on this fast response control that when the clutch is engaged, its input shaft speed and output shaft speed are already matched, thereby reducing or even eliminating the impact vibration during gear shifting;

In the first step, there are certain special circumstances, that is, after the clutch engagement time exceeds 2s, it is also judged that the driver performs an unconventional gear shift. In this case, it is also necessary to perform corresponding gear prediction according to the above-mentioned unconventional gear shift intention prediction principle.

The above are the specific operation steps of the first step. After this step, it is predicted that the driver wants the current gear +1 gear or the current gear -1 gear. After this, the second step is to estimate the target transmission ratio data and calculate the motor speed control data according to the intended gear and the pre-stored data; it should be explained again that this method describes the connection sequence between the steps, but it does not affect the execution time between the steps. In actual application, the entire operation process of the first step to the third step is completed in a very short or even instantaneous time, so as to achieve a better effect of reducing the negative impact of gear shifting;

About the second step:

More specifically, as shown in FIG3 , in the second step, after the gear position is predicted, the transmission speed ratio data ie corresponding to the intended gear position can be matched according to the pre-stored data. Subsequently, according to the vehicle's transmission ratio calculation formula and the speed of the current vehicle transmission output shaft detected by the transmission output shaft speed sensor, the corresponding clutch output shaft speed under the intended gear position can be calculated; the calculation is based on the formula: transmission speed ratio = ratio of vehicle transmission output shaft speed to vehicle transmission input shaft speed; according to the formula of the above conversion relationship, the speed of the clutch output shaft after the shift can be calculated according to the estimated transmission speed ratio data ie; the specific calculation steps are: substitute the transmission speed ratio data ie corresponding to the intended gear position and the current vehicle transmission output shaft speed into the above formula to calculate the current vehicle transmission input shaft speed; according to the vehicle's transmission structure relationship, the calculated current vehicle transmission input shaft speed is equal to the clutch output shaft speed; therefore, the calculated current vehicle transmission input shaft speed can be used as the basis for the vehicle drive motor speed control, and the subsequent third step is performed based on this data;

About the third step:

Following the second step, the output speed of the vehicle drive motor is intervened and controlled. The drive motor speed is controlled according to the calculated current vehicle transmission input shaft speed, so that the clutch input shaft speed can be infinitely close to or equal to the clutch output shaft speed; thereby reducing or even eliminating the speed difference between the clutch input shaft and the output shaft, and finally avoiding/reducing the gear shift shock, that is, avoiding/reducing the negative impact of gear shifting; after the motor speed intervention control is performed, as long as the clutch is disconnected, the vehicle speed is not 0 and the clutch is normally engaged, the control authority of the drive motor is immediately returned to the driver's accelerator pedal control; therefore, in this application, as long as the clutch is disconnected under certain circumstances, the control mode of the vehicle drive motor belongs to the speed control mode, and as long as the vehicle speed is not 0 and the clutch is engaged, the control mode of the vehicle drive motor belongs to the torque control mode; in the speed control mode, the vehicle drive motor is controlled by the vehicle controller, and the control data of the vehicle controller is derived from the transmission input shaft speed obtained by the gear prejudgment in this method; in the torque mode, the vehicle drive motor responds to the driver's accelerator pedal opening signal; therefore, under normal circumstances, during the vehicle's travel and gear shifting process, the two control modes of the drive motor are flexibly switched according to the logical principle of gear shift prejudgment in this application;

In summary, the gear shift prediction and motor speed intervention control operation of the present application is summarized as the following operation process:

→The vehicle's gear position, speed range and related transmission ratio data have been pre-stored in the vehicle.

→Afterwards, during the operation of the vehicle, determine whether the driver starts to shift gears, and when the driver starts to shift gears, record the relevant vehicle speed data and transmission ratio data before the vehicle clutch is disconnected.

→Then compare and analyze the recorded data with the pre-stored data to match (estimate) the driver's intended gear and the transmission ratio data corresponding to the gear.

→Finally, the vehicle transmission input shaft speed is calculated based on the matched (estimated) transmission ratio data. In order to reduce the speed difference between the clutch input shaft speed and the output shaft, the vehicle drive motor speed is intervened and controlled according to the vehicle transmission input shaft speed; ultimately, the shift shock caused by the manual shifting process of the vehicle is reduced or even eliminated, the driving comfort of the vehicle and the service life of the vehicle transmission system are improved, and it has a high application value.

The beneficial effects of the technical solution of the present invention are:

The shift control method for reducing or avoiding the negative impact of gear shifting of the present invention can effectively optimize or even eliminate the negative impact of vehicle gear shifting (impact and vibration caused by gear shifting) by adjusting the speed of the drive motor, intelligently improve the vehicle's driving stability and safety, enhance the driver's operating experience, and reduce the difficulty of gear shifting operation, effectively prolonging the service life of the vehicle's transmission system, making up for the defects of the prior art, and having extremely high application value.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

FIG1 is a schematic flow chart of a shift control method for reducing or avoiding negative effects of shifting according to Embodiment 1 of the present invention;

FIG2 is a detailed schematic diagram of a shift control method for reducing or avoiding negative effects of shifting according to Embodiment 1 of the present invention;

3 is a logic flow diagram of a shift control method for reducing or avoiding negative effects of shifting according to Embodiment 1 of the present invention;

FIG. 4 is a simplified schematic diagram of a vehicle transmission architecture in a shift control method for reducing or avoiding negative effects of shifting according to Embodiment 1 of the present invention.

DETAILED DESCRIPTION

The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings so that the advantages and features of the present invention can be more easily understood by those skilled in the art, thereby making a clearer and more definite definition of the protection scope of the present invention.

In the description of the present invention, it should be noted that the embodiments described in the present invention are only part of the embodiments of the present invention, rather than all of the embodiments; based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present invention.

The terms "first", "second", etc. in the specification and claims of this article and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of this article described here can be implemented in an order other than those illustrated or described here. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, device, product or equipment that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or equipment.

Example

This embodiment provides a shift control method for reducing or avoiding the negative impact of shifting, as shown in FIG. 1 to FIG. 4 , comprising the following steps:

Regarding the first step :

Crucially, in order to realize the judgment of the intended gear position, the following steps need to be performed according to the above pre-stored data: First, the pre-judgment of the intended gear position is triggered when the vehicle is moving and shifting gears. When the vehicle is stationary, the vehicle speed is 0, and there is both a clutch disconnected and an acceleration or brake pedal opening signal, the gear position pre-judgment in this method is not performed. When the gear position pre-judgment is not performed, the vehicle drive motor only responds to the control of the accelerator pedal; (This is reflected in the blue part of claim 1)

About the second step :

About the third step :

Different from the prior art, the present application adopts a shift control method, system, equipment and medium for reducing or avoiding the negative impact of gear shifting. When the vehicle shifts gears, the speed difference between the output shaft and the input shaft of the clutch during the clutch engagement process can be actively and effectively reduced by adjusting the speed of the vehicle drive motor when the vehicle shifts gears, thereby reducing or even avoiding the gear shift impact vibration in manual gear shifting; the present invention effectively optimizes or even eliminates the negative impact during gear shifting, intelligently improves the driving stability and safety of the vehicle, improves the driver's gear shifting stability, reduces the difficulty of gear shifting operations, effectively improves the comfort of the vehicle and the service life of the vehicle transmission system, makes up for the defects of the prior art, and has extremely high application value.

It should be understood that in the various embodiments of this document, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this document.

It should also be understood that in the embodiments of this article, the term "and/or" is only a description of the association relationship of the associated objects, indicating that three relationships may exist. For example, A and/or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character "/" in this article generally indicates that the associated objects before and after are in an "or" relationship.

Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in terms of function in the above description. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel 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 article.

Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

The above descriptions are merely embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

A shift control method for reducing or avoiding negative effects of shifting, applied to a manual transmission hybrid truck, is characterized in that the method comprises the following steps:

Pre-storing vehicle parameters for predicting intended gear positions;

When the driver does not step on the accelerator and/or brake pedal while the vehicle is moving, but only steps on the clutch pedal and the clutch pedal opening reaches the halfway point from clutch engagement to clutch disengagement, it is judged that the driver starts to shift gears and the clutch is disengaged; within a certain period of time after the clutch is disengaged, the following gear shift prediction steps are performed:

Recording pre-shift parameters; handing over control of the vehicle drive motor to the vehicle controller, and predicting the driver's intended gear position based on the pre-stored vehicle parameters and the recorded pre-shift parameters;

Filtering the transmission ratio data corresponding to the intended gear position according to the pre-stored vehicle parameters and the predicted intended gear position, and calculating the clutch output shaft speed after the gear shift according to the filtered transmission ratio data;

Controlling the speed of the vehicle drive motor according to the calculated speed of the clutch output shaft after the gear shift, and reducing or eliminating the speed difference between the vehicle clutch input shaft and the vehicle clutch output shaft through the speed control of the vehicle drive motor;

After the speed control is performed, if the vehicle is moving and the vehicle clutch is engaged, the control right of the vehicle drive motor is returned to the accelerator pedal control;

When the vehicle is stationary and the vehicle clutch is disconnected and there is an acceleration or brake pedal opening signal, the control of the vehicle drive motor is handed over to the accelerator pedal.
The shift control method for reducing or avoiding the negative impact of shifting according to claim 1 is characterized in that:

The vehicle parameters used to predict the intended gear position further include:

The gear position of the vehicle;

Transmission gear ratio data matching the gear position;

a vehicle speed range matching the gear position;

The vehicle speed range is divided into an upshift zone, a downshift zone and an intermediate zone according to the vehicle speed interval corresponding to the gear position.
The shift control method for reducing or avoiding the negative impact of shifting according to claim 2 is characterized in that:

The recording of pre-shift parameters includes:

Record the transmission speed ratio and the vehicle's current gear position before the clutch is disconnected;

Query the current speed of the vehicle;

The recorded transmission speed ratio and the current gear position of the vehicle before the clutch is disconnected, and the queried current vehicle speed are used as the pre-shift parameters.
The shift control method for reducing or avoiding the negative impact of shifting according to claim 3 is characterized in that:

The step of predicting the driver's intended gear position according to the pre-stored vehicle parameters and the recorded pre-shift parameters further includes:

According to the pre-stored vehicle parameters, a vehicle speed range before the clutch is disconnected that matches the transmission speed ratio before the clutch is disconnected is matched;

identifying an upshift zone, a downshift zone, and an intermediate zone within the vehicle speed range before the clutch is disengaged, and comparing the current vehicle speed with the upshift zone, the downshift zone, and the intermediate zone, respectively;

If the current vehicle speed is in the upshift zone, then the gear that is one gear higher than the current gear of the vehicle is used as the intended gear;

If the current vehicle speed is in the downshift zone, the current gear of the vehicle is reduced by one gear as the intended gear;

If the current vehicle speed is in the middle zone, the intended gear is determined to be an unconventional gear, and when the current vehicle speed is outside the vehicle speed range before the clutch is disconnected, a gear jump prediction operation is performed according to the current vehicle speed.
The shift control method for reducing or avoiding the negative impact of shifting according to claim 4 is characterized in that:

The step of selecting the transmission ratio data corresponding to the intended gear position according to the pre-stored vehicle parameters and the predicted intended gear position, and calculating the clutch output shaft speed after the gear shift according to the selected transmission ratio data, further comprises:

According to the pre-stored vehicle parameters, matching the transmission speed ratio data corresponding to the intended gear position as the intended gear ratio data;

Detecting a real-time speed value of a transmission output shaft of the vehicle, and calculating a transmission input shaft speed value according to the real-time speed value of the transmission output shaft and the intended gear ratio data;

Using the calculated transmission input shaft speed as the clutch output shaft speed after the gear shift;

When the intended gear position is the unconventional gear position, the real-time speed value of the vehicle's transmission output shaft is detected; the transmission input shaft speed is calculated based on the real-time speed value of the transmission output shaft and the shift prediction speed ratio data obtained by the shift prediction operation; the calculated transmission input shaft speed is used as the clutch output shaft speed after the gear shift.
The shift control method for reducing or avoiding the negative impact of shifting according to claim 5 is characterized in that:

The gear skipping prediction operation includes:

Calculating the midpoint value of the vehicle speed range in the pre-stored vehicle parameters;

Determine the midpoint value of the interval closest to the current vehicle speed;

Let the speed range corresponding to the midpoint value of the interval closest to the current speed be the speed range of the skip gear position;

The transmission speed ratio data corresponding to the skip gear speed range is used as the skip gear transmission ratio; and the skip gear transmission ratio is used as the skip gear predicted speed ratio data.
The shift control method for reducing or avoiding the negative impact of shifting according to claim 6 is characterized in that:

The speed control of the vehicle drive motor according to the calculated speed of the clutch output shaft after the gear shift comprises:

The output speed of the vehicle drive motor is adjusted by the vehicle controller to be consistent with the speed of the clutch output shaft after the gear shift.
The shift control method for reducing or avoiding the negative impact of shifting according to claim 7 is characterized in that:

The shift control method for reducing or avoiding the negative impact of shifting further includes:

When predicting the intended gear position, if the vehicle clutch is disconnected for more than a certain period of time, the intended gear position is judged to be an unconventional gear position, and when the current vehicle speed is outside the speed range before the clutch is disconnected, the gear jump prediction operation is performed according to the current vehicle speed to obtain the gear jump prediction speed ratio data.
The shift control method for reducing or avoiding the negative impact of shifting according to claim 8 is characterized in that:

The certain time is: a time length parameter;

The time length parameters include: two seconds.