Method and device for controlling gear shifting, vehicle and storage medium

Abstract

The invention provides a gear shifting control method and device, a vehicle and a storage medium, the method is applied to the field of power control, and the method comprises the steps that under the condition that a gear shifting instruction of a first axle of the vehicle is received, whether the vehicle meets a preset condition for restraining target gear shifting logic of the first axle or not is judged; and under the condition that it is determined that the vehicle meets the preset condition, the target gear shifting logic is restrained. According to the method, the existing front axle and rear axle gear shifting logic can be restrained under certain conditions, so that the gear shifting logic is more flexible, the power performance of the vehicle is guaranteed, and the driving experience of a user is improved.

Description

Technical Field

[0001] The present application relates to the field of power control, and more particularly, to a method, device, vehicle and storage medium for controlling gear shifting in the field of power control. Background Art

[0002] Hybrid vehicles have gradually become the mainstream choice in the market due to their advantages in reducing energy consumption and lowering environmental pollution.

[0003] Currently, when both the front axle transmission and the rear axle transmission of a hybrid vehicle have shifting mechanisms, both the front axle and the rear axle of the vehicle can perform shifting actions.

[0004] In the existing technology, the logic design for shifting gears between the front and rear axles is not flexible enough. The shifting logic of one axle depends only on the status of the other axle and does not take into account the current actual situation of the vehicle. This logic can easily affect the vehicle's power performance in some scenarios, thereby affecting the user's driving experience. Summary of the Invention

[0005] The present application provides a method, device, vehicle and storage medium for controlling gear shifting. The method can suppress the existing front and rear axle gear shifting logic under certain conditions to make the gear shifting logic more flexible, ensure the vehicle's power performance, and improve the user's driving experience.

[0006] In a first aspect, a method for controlling gear shifting is provided, the method comprising: upon receiving a gear shift instruction from a first axle of a vehicle, determining whether the vehicle satisfies a preset condition for suppressing a target gear shift logic for the first axle; and suppressing the target gear shift logic if it is determined that the vehicle satisfies the preset condition.

[0007] In the above technical solution, when a gear shift instruction is received from the first axle of the vehicle, it can be determined that there is a gear shift demand on the current first axle. At this time, it is judged whether the vehicle meets the preset conditions for suppressing the target gear shift logic of the first axle, and the target gear shift logic is suppressed when the preset conditions are met, so that the gear shift logic takes into account the actual situation of the vehicle, improves the flexibility of the gear shift logic, can better guarantee the vehicle's power performance, and improve the user's driving experience.

[0008] In combination with the first aspect, in some possible implementations, upon receiving a gear shift command from a first axle of the vehicle, the method further includes: if the second axle of the vehicle is in a gear shift state, determining the target gear shift logic to not allow the first axle to shift; if the second axle of the vehicle is not in a gear shift state, determining the target gear shift logic to allow the first axle to shift.

[0009] In the above technical solution, the two axles in the original shifting logic are mutually exclusive. Therefore, the target shifting logic of the first axle can be clearly and accurately determined by the state of the second axle, so as to facilitate the subsequent judgment of whether the conditions for suppressing the target shifting logic are currently met, and suppress the target shifting logic when the conditions are met, thereby improving the accuracy of the suppression logic. The vehicle shifting logic no longer depends solely on the state of the other axle, thereby improving the flexibility of the vehicle shifting logic.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the target shift logic is not to allow the first axle to shift gears, it is determined whether the vehicle meets the preset conditions for suppressing the target shift logic, including: obtaining the vehicle speed and the actual gear position of the second axle; when the vehicle speed is less than or equal to the preset speed and the actual gear position of the second axle is not the power output gear, it is determined that the vehicle meets the preset conditions.

[0011] In the above technical solution, when the target shift logic is "not allowing the first axle to shift", by the vehicle speed being less than or equal to the preset speed and the actual gear position of the second axle being not the power output gear, it is determined that there will be no power interruption when the vehicle is stationary, and the vehicle currently needs to shift the first axle to achieve power output. A variety of factors are comprehensively considered to judge from multiple aspects whether the vehicle meets the preset conditions for suppressing the target shift logic of "not allowing the first axle to shift", thereby ensuring the accuracy and reliability of the suppression operation, so that after the subsequent suppression of the target shift logic of "not allowing the first axle to shift", the vehicle can safely execute the shift command of the first axle and achieve power output through the first axle. This can ensure power output in special scenarios such as starting, thereby improving vehicle driving safety.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the target shift logic is not to allow the first axle to shift gears, after suppressing the target shift logic, the method also includes: obtaining the actual gear position of the first axle and the gear lever position of the vehicle; when the actual gear position of the first axle is different from the target gear position and the gear lever position of the vehicle is changed to the forward gear or the reverse gear, executing the shift instruction of the first axle.

[0013] In the above technical solution, after suppressing the target shift logic of "not allowing the first axle to shift gears", the validity of the shift instruction can be determined based on the difference between the actual gear position of the first axle and the target gear position, and the current driving demand of the vehicle can be determined based on the gear position of the gear lever being changed to forward gear or reverse gear, so that the vehicle can switch to the target gear to output power for driving, avoiding the situation where the vehicle slips, and improving driving safety.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the target shift logic is to allow the first axle to shift gears, it is determined whether the vehicle meets the preset conditions for suppressing the target shift logic, including: obtaining the vehicle speed and the vehicle operating mode; when the vehicle speed is greater than the preset speed and the operating mode is the preset operating mode, determining that the vehicle meets the preset conditions; wherein, in the preset operating mode, the vehicle is driven solely based on the first axle.

[0015] In the above technical solution, when the target shift logic is "allowing the first axle to shift gears", through the vehicle speed being greater than the preset speed and the working mode being the preset working mode based on the first axle driving the vehicle alone, it is determined that the vehicle currently needs power output and the execution of the shift command by the first axle will cause the power of the entire vehicle to be interrupted. A variety of factors are comprehensively considered from multiple aspects to judge whether the vehicle meets the preset conditions for suppressing the target shift logic of "allowing the first axle to shift gears", thereby ensuring the accuracy and reliability of the suppression operation, so that after the target shift logic of "allowing the first axle to shift gears" is subsequently suppressed, it is ensured that the vehicle does not execute the shift command of the first axle, so that the vehicle continues to output power based on the first axle, avoiding power interruption and improving vehicle driving safety.

[0016] In combination with the first aspect and the above implementation, in some possible implementations, the preset operating modes include: series mode, pure electric two-wheel drive mode and direct drive two-wheel drive mode.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the vehicle includes a front axle and a rear axle, the front axle is provided with a front-drive motor and an engine, the rear axle is provided with a rear-drive motor, and the pure electric two-wheel drive mode includes: pure electric front-drive mode and pure electric rear-drive mode; when the first axle is the front axle, the preset working modes include: pure electric front-drive mode and direct-drive two-wheel drive mode; when the first axle is the rear axle, the preset working modes include: pure electric rear-drive mode and series mode.

[0018] In a second aspect, a device for controlling gear shifting is provided, which includes: a judgment module for judging whether the vehicle meets the preset conditions for suppressing the target gear shifting logic of the first axle when a gear shifting instruction of the first axle of the vehicle is received; and a control module for suppressing the target gear shifting logic when it is determined that the vehicle meets the preset conditions.

[0019] In combination with the second aspect, in some possible implementations, the device also includes: a determination module, which is used to, upon receiving a shift instruction from the first axle of the vehicle, determine that the target shift logic is not to allow the first axle to shift if the second axle of the vehicle is in a shift state; and if the second axle of the vehicle is not in a shift state, determine that the target shift logic is to allow the first axle to shift.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, when the target shifting logic is not to allow the first axle to shift gears, the judgment module is specifically used to obtain the vehicle speed and the actual gear position of the second axle; when the vehicle speed is less than or equal to the preset speed and the actual gear position of the second axle is not the power output gear, it is determined that the vehicle meets the preset conditions.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the control module is also used to, when the target shift logic is not to allow the first axle to shift gears, suppress the target shift logic, and then obtain the actual gear position of the first axle and the gear lever position of the vehicle; when the actual gear position of the first axle is different from the target gear position and the gear lever position of the vehicle is changed to the forward gear or the reverse gear, execute the shift instruction of the first axle.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, when the target shifting logic is to allow the first axle to shift gears, the judgment module is specifically used to obtain the vehicle speed and the vehicle operating mode; when the vehicle speed is greater than the preset speed and the operating mode is the preset operating mode, it is determined that the vehicle meets the preset conditions; wherein, in the preset operating mode, the vehicle is driven solely by the first axle.

[0023] In combination with the second aspect and the above implementation, in some possible implementations, the preset operating modes include: series mode, pure electric two-wheel drive mode and direct drive two-wheel drive mode.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the vehicle includes a front axle and a rear axle, the front axle is provided with a front-drive motor and an engine, the rear axle is provided with a rear-drive motor, and the pure electric two-wheel drive mode includes: pure electric front-drive mode and pure electric rear-drive mode; when the first axle is the front axle, the preset working modes include: pure electric front-drive mode and direct-drive two-wheel drive mode; when the first axle is the rear axle, the preset working modes include: pure electric rear-drive mode and series mode.

[0025] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0026] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0027] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of the present application.

[0029] Figure 2 This is a schematic flowchart of a method for controlling gear shifting provided in an embodiment of the present application.

[0030] Figure 3 It is a structural schematic diagram of a device for controlling gear shifting provided in an embodiment of the present application.

[0031] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0032] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0033] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0034] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of the present application.

[0035] For example, Figure 1 As shown, the vehicle 100 includes a front-drive motor 101, a rear-drive motor 102, an engine 103, a clutch 104, a front-axle transmission 105, a rear-axle transmission 106, a front-axle differential 107, a rear-axle differential 108, front wheels, and rear wheels. The front wheels include a left front wheel 1091 and a right front wheel 1092. The rear wheels include a left rear wheel 1101 and a right rear wheel 1102.

[0036] A front-wheel-drive motor 101 is mounted on the front axle and provides power to the front wheels via a front-wheel-drive propeller shaft, thereby driving the vehicle. The front-wheel-drive motor 101 is connected to a clutch 104. The first end of the clutch 104 is connected to the engine 103, and the second end of the clutch 104 is connected to the first end of a front-axle transmission 105. The second end of the front-axle transmission 105 is connected to a front-axle differential 107, which is located between a left front wheel 1091 and a right front wheel 1092.

[0037] A rear-drive motor 102 is mounted on the rear axle and is used to provide power to the rear wheels via a rear-drive propeller shaft to propel the vehicle. The motor 102 is connected to a first end of a rear-axle transmission 106, which in turn is connected to a second end of a rear differential 108. The rear differential 108 is located between a left rear wheel 1101 and a right rear wheel 1102.

[0038] The front axle transmission 105 and the rear axle transmission 106 of the hybrid vehicle 100 may both have a shift mechanism, and in this case, both the front axle and the rear axle of the vehicle 100 may perform a shift action.

[0039] Prior art shifting logic for both front and rear axles is inflexible, designed for vehicles with shiftable front and rear axles. The shifting logic for one axle depends solely on the state of the other axle. For example, if the front axle hasn't completed shifting, the rear axle is inhibited from shifting; and if the rear axle hasn't completed shifting, the front axle is inhibited from shifting. This shifting logic fails to account for the vehicle's current conditions, which can easily affect the vehicle's dynamic performance in some scenarios, further impacting the user's driving experience.

[0040] Based on this, the present application proposes a method for controlling gear shifting, which can suppress the existing front axle and rear axle gear shifting logic under certain conditions to make the gear shifting logic more flexible, ensure the vehicle's power performance, and improve the user's driving experience.

[0041] Figure 2 This is a schematic flowchart of a method for controlling gear shifting provided in an embodiment of the present application.

[0042] For example, Figure 2 As shown, the method 200 includes:

[0043] Step 201: upon receiving a shift command for a first axle of the vehicle, determining whether the vehicle satisfies a preset condition for suppressing a target shift logic for the first axle;

[0044] Step 202 : If it is determined that the vehicle meets the preset conditions, suppress the target shift logic.

[0045] exist Figure 2In the embodiment shown, when a shift command is received from the first axle of the vehicle, it can be determined whether there is a shift demand on the current first axle, and whether the vehicle meets the preset conditions for suppressing the target shift logic. When the preset conditions are met, the target shift logic is suppressed, so that the shift logic takes into account the actual situation of the vehicle, improves the flexibility of the shift logic, can better ensure the vehicle's power performance, and improve the user's driving experience.

[0046] Below Figure 2 The specific implementation of each step in the embodiment shown is described in detail:

[0047] In step 201, the first axle can be the front axle of the vehicle or the rear axle of the vehicle. When the first axle is the front axle of the vehicle, the second axle is the rear axle of the vehicle; when the first axle is the rear axle of the vehicle, the second axle is the front axle of the vehicle.

[0048] The front axle of the vehicle is provided with a front axle transmission, and the rear axle is provided with a rear axle transmission. Both the front axle transmission and the rear axle transmission are provided with at least one gear. A shift command for the first axle refers to a command to switch the gears in the transmission of the first axle. For example, if the first axle is the front axle, and the front axle transmission is provided with multiple gears, such as 1st gear and 2nd gear, the shift command for the first axle can be a downshift command to switch the gear of the front axle transmission from 2nd gear to 1st gear, or an upshift command to switch the gear of the front axle transmission from 1st gear to 2nd gear.

[0049] In some embodiments, the shift instruction for the first axle may also be an instruction for switching the gear of the front axle transmission from neutral to other gears such as 1st gear, 2nd gear, etc.

[0050] During vehicle operation, a shift command for the first axle may be triggered by some user operation. For example, the transmission of the first axle is currently in 1st gear. The user presses the accelerator pedal, and the vehicle speed continues to increase until the speed reaches the 2nd gear range. At this time, the vehicle triggers a shift command for the first axle, specifically controlling the transmission of the first axle to shift from 1st gear to 2nd gear.

[0051] In some embodiments, a user switching the vehicle's driving mode may trigger a shift command for the first axle. For example, the first axle's transmission is currently in 2nd gear, the vehicle's current driving mode is standard, and the user switches the vehicle's driving mode to low-speed four-wheel drive mode. Since the vehicle requires high torque in low-speed four-wheel drive mode, a lower gear is required to output high torque. Therefore, the vehicle triggers a shift command for the first axle to switch from 2nd gear to 1st gear.

[0052] It is understandable that vehicles are typically equipped with multiple driving modes, such as Economy, Sport, Snow, Mud, Sand, and Low-Speed Four-Wheel Drive. In different driving modes, the engine, transmission, suspension, steering, and other components of the vehicle operate differently to provide a different driving experience and performance.

[0053] While driving, users can select any of the multiple driving modes listed above based on their needs, allowing the vehicle to control various components according to the state corresponding to the driving mode. Normally, the vehicle defaults to Standard Mode.

[0054] Standard mode is typically used for normal road driving, where the vehicle needs to maintain economy while enhancing driving stability. In Standard driving mode, the front-drive motor, engine, and rear-drive motor are all operational, and the transmission automatically shifts gears based on vehicle speed. Therefore, in Standard mode, the transmission on the first axle can currently be engaged in 2nd gear.

[0055] Low-speed 4WD mode is typically used in situations requiring high torque, such as off-roading, climbing slopes, and towing heavy objects. In this situation, the vehicle requires a high output of torque. In low-speed 4WD mode, the front drive motor, engine, and rear drive motor are all operating, and the transmission is in first gear, enabling the vehicle to provide greater torque.

[0056] As an implementation method, users can independently select the vehicle's driving mode and switch the driving mode through mechanical buttons set in the vehicle or virtual buttons on the vehicle's large screen.

[0057] The second axle of the vehicle is also provided with a gearbox, which is provided with at least one gear, that is, the gearbox of the second axle can also shift gears. The state of the second axle can specifically be the shifting state of the gearbox of the second axle.

[0058] The target shift logic specifically indicates whether the vehicle's first axle is currently permitted to shift. The shift logic for the first axle and the shift logic for the second axle are related and mutually influence each other. Therefore, the target shift logic for the first axle can be determined based on the state of the second axle.

[0059] In the following embodiment, the steps of determining the target shift logic of the first axle based on the state of the second axle of the vehicle are described in detail:

[0060] In one possible implementation, upon receiving a shift command from a first axle of the vehicle, the method further includes: if the second axle of the vehicle is in a shift state, determining the target shift logic to not allow the first axle to shift; if the second axle of the vehicle is not in a shift state, determining the target shift logic to allow the first axle to shift.

[0061] The status of the second axle includes two states: a shifting state and a non-shifting state. The shifting state indicates that the gearbox of the second axle is currently performing a shifting action. The non-shifting state indicates that the gearbox of the second axle is not currently performing a shifting action.

[0062] The gearbox of the second axle is currently performing a gear shifting action, which may specifically mean that the gearbox of the second axle is performing an upshifting action, for example, from 1st gear to 2nd gear; or, the gearbox of the second axle is performing a downshifting action, for example, from 2nd gear to 1st gear; or, the gearbox of the second axle is performing a shifting action, for example, from neutral gear to 1st gear.

[0063] The gearbox of the second axle is not currently performing a gear shifting action, which may specifically mean that the gearbox of the second axle is currently engaged in a target gear and maintains the target gear, or the gearbox of the second axle is currently in neutral and is not performing an action of engaging in other gears.

[0064] The vehicle's existing shift logic prevents shifting on one axle while the other is already shifting. If one axle isn't shifting, the vehicle allows the other axle to shift. The existing shift logic makes shifting on two axles mutually exclusive. Therefore, the current target shift logic for the first axle is determined based on the status of the second axle.

[0065] Specifically, when the second axle is in a gear shifting state, the target shifting logic may be determined to not allow the first axle to shift; and when the second axle is not in a gear shifting state, the target shifting logic may be determined to allow the first axle to shift. The second axle is not in a gear shifting state, that is, the second axle is in the aforementioned non-gear shifting state.

[0066] It is understandable that there are neutral gears between the gears of the vehicle's transmission, and the shifting actions performed by the transmission generally include: shifting from the current gear to neutral gear, and shifting from neutral gear to the target gear gear. When the transmission shifts from the current gear to neutral gear, the axle corresponding to the transmission is temporarily unable to output power to drive the vehicle. If the first axle and the second axle shift gears at the same time, the transmissions of the first axle and the second axle shift gears to neutral gear at the same time, and the power of the entire vehicle is lost. Therefore, in the existing front and rear axle shifting logic, a shifting logic is set that when a certain axle is already performing a shifting action, the other axle is not allowed to shift gears; when a certain axle is not performing a shifting action, the other axle is allowed to shift gears. This shifting logic can effectively avoid the problem of power loss caused by simultaneous shifting of the front and rear axles.

[0067] As in the above embodiment, the first axle can be the front axle or the rear axle. When the first axle is the front axle, the target shift logic is the target shift logic of the front axle. At this time, the state of the rear axle needs to be obtained to determine the target shift logic of the front axle.

[0068] Specifically, when the rear axle is in the shift state, the target shift logic of the front axle can be determined to not allow the front axle to shift. When the rear axle is not in the shift state (i.e., in the non-shift state), the target shift logic of the front axle can be determined to allow the front axle to shift.

[0069] When the first axle is the rear axle, the target shift logic is the target shift logic of the rear axle. At this time, it is necessary to obtain the state of the front axle to determine the target shift logic of the rear axle.

[0070] Specifically, when the front axle is in the shift state, the target shift logic of the rear axle can be determined to not allow the rear axle to shift. When the front axle is not in the shift state (i.e., in the non-shift state), the target shift logic of the rear axle can be determined to allow the rear axle to shift.

[0071] In the above method, the two axles in the original shifting logic are mutually exclusive. Therefore, the target shifting logic of the first axle can be clearly and accurately determined by the state of the second axle, so as to facilitate the subsequent judgment of whether the conditions for suppressing the target shifting logic are currently met, and suppress the target shifting logic when the conditions are met, thereby improving the accuracy of the suppression logic. The vehicle shifting logic no longer depends solely on the state of the other axle, thereby improving the flexibility of the vehicle shifting logic.

[0072] The preset conditions may be conditions set in advance in the vehicle, and different preset conditions may be set for different target shift logics.

[0073] Specifically, the state parameters of the vehicle may be obtained, and for different target shift logics, it may be determined whether the vehicle meets the preset conditions corresponding to the target shift logic.

[0074] In one possible implementation, when the target shift logic does not allow the first axle to shift gears, determining whether the vehicle meets the preset conditions for suppressing the target shift logic includes: obtaining the vehicle speed and the actual gear position of the second axle; and determining that the vehicle meets the preset conditions when the vehicle speed is less than or equal to the preset speed and the actual gear position of the second axle is not the power output gear.

[0075] The preset condition for suppressing the target shift logic of "not allowing the first axle to shift" is recorded as the first condition. When it is determined that the target shift logic is not allowing the first axle to shift, it can be determined whether the axle meets the first condition.

[0076] The state parameters corresponding to the first condition may include: the vehicle speed and the actual gear position of the second axle. After determining that the target shifting logic is not to allow the first axle to shift gears, the vehicle speed and the actual gear position of the second axle can be obtained to determine whether the vehicle meets the first condition.

[0077] The vehicle speed is the actual current speed of the vehicle. The vehicle is provided with a wheel speed sensor, and the wheel speed collected by the wheel speed sensor can be obtained to calculate the vehicle speed.

[0078] The actual gear position of the second axle is the gear position corresponding to the current position of the shift mechanism in the transmission of the second axle. The vehicle is equipped with a transmission control unit (TCU) that can monitor the position of the shift mechanism in the transmission of the second axle in real time to obtain the actual gear position of the second axle.

[0079] Specifically, when the second axle is the front axle, the TCU monitors in real time Figure 1 The position of the shift mechanism in the front axle gearbox 105 is shown, and the actual gear position of the second axle is obtained. When the second axle is the rear axle, the TCU monitors the Figure 1 The position of the shift mechanism in the rear axle gearbox 106 shown results in the actual gear position of the second axle.

[0080] The preset speed is a pre-set speed slightly greater than zero, such as 2 kilometers per hour (kph), and is used to determine whether the vehicle is currently stationary. When the vehicle speed is less than or equal to the preset speed, it can be determined that the vehicle is currently stationary.

[0081] It is understandable that the vehicle is currently stationary, meaning it is not currently outputting power. Without power output, there is no risk of power loss due to simultaneous shifting of the first and second axles. Therefore, the target shift logic that "does not allow shifting of the first axle" can be suppressed, allowing the first axle to shift even while the second axle is shifting.

[0082] The power output gear refers to the gear at which the axle can output power to drive the vehicle after the transmission is engaged. The first axle can be either the front axle or the rear axle. The power output gear for the rear axle can be as shown in Table 1:

[0083] Table 1

[0084]

[0085] In Table 1, the rear axle shift mechanism can be a single-speed shift mechanism or a two-speed shift mechanism. When the rear axle shift mechanism is a single-speed shift mechanism, the rear axle transmission gear positions include N and 1st gears. 1st gear is the power output gear, and N is the non-power output gear. When the rear axle shift mechanism is a two-speed shift mechanism, the rear axle transmission gear positions include N, 1st, and 2nd gears. 1st and 2nd gears are power output gears, and N is the non-power output gear.

[0086] The power output gear of the front axle can be shown in Table 2:

[0087] Table 2

[0088]

[0089] In Table 2, the front axle shift mechanism can be any of a single-speed shift mechanism, a two-speed shift mechanism, a three-speed shift mechanism, and a four-speed shift mechanism. When the front axle shift mechanism is a single-speed shift mechanism, the gear positions of the front axle transmission include N and 1st gears. 1st gear is the power output gear, and N is the non-power output gear. When the front axle shift mechanism is a two-speed shift mechanism, the gear positions of the front axle transmission include N, 1st gear, and 2nd gear. 1st and 2nd gear are power output gears, and N is the non-power output gear. When the front axle shift mechanism is a three-speed shift mechanism, the gear positions of the front axle transmission include N, 1st gear, 2nd gear, and 3rd gear. 1st gear, 2nd gear, and 3rd gear are power output gears, and N is the non-power output gear. When the front axle shift mechanism is a four-speed shift mechanism, the gear positions of the front axle transmission include N, 1st gear, 2nd gear, 3rd gear, and 4th gear. Among them, gear 1, gear 2, gear 3 and gear 4 are power output gears, and gear N is a non-power output gear.

[0090] There are two situations in which the actual gear position of the second axle is not the power output gear: first, the actual gear position of the second axle is a non-power output gear, that is, the N gear in the above table; second, the actual gear position of the second axle is stuck between the N gear and the power output gear, and at this time the actual gear position of the second axle is not the power output gear.

[0091] It is understood that when the target shift logic does not allow the first axle to shift, even if a shift command from the first axle is received, the first axle will not execute the shift command. The first axle must wait until the target shift logic changes to allow the first axle to shift before executing the shift command.

[0092] When the second axle is currently shifting, the target shift logic will not allow the first axle to shift. To change the target shift logic to allow the first axle to shift, you must wait until the second axle shift is complete. If the second axle shift is stuck and cannot be completed, neither the front nor rear axles of the vehicle can shift.

[0093] When the vehicle is stationary and needs to start, the second axle typically begins shifting gears. If the second axle's actual gear position is not a power output gear and the second axle shift is stuck, the vehicle cannot start using the second axle's power output. In this case, the target shift logic that "disallows first axle shifting" must be suppressed to allow the first axle to shift during the second axle shift process to ensure the vehicle can start.

[0094] In summary, when the vehicle speed is less than or equal to the preset speed and the actual gear position of the second axle is not the power output gear, it can be determined that the vehicle does not need power output, and the execution of the shift command by the first axle will not cause the power output of the entire vehicle to be interrupted, thereby determining that the vehicle meets the first condition (i.e. the above-mentioned preset condition) of the target shift logic that suppresses "not allowing the first axle to shift gears".

[0095] In the above method, when the target shift logic is "not allowing the first axle to shift", by the vehicle speed being less than or equal to the preset speed and the actual gear position of the second axle being not the power output gear, it is determined that there will be no power interruption when the vehicle is stationary, and the vehicle currently needs to shift the first axle to achieve power output. A variety of factors are comprehensively considered to judge from multiple aspects whether the vehicle meets the preset conditions for suppressing the target shift logic of "not allowing the first axle to shift", thereby ensuring the accuracy and reliability of the suppression operation, so that after the target shift logic of "not allowing the first axle to shift" is subsequently suppressed, it is ensured that the vehicle can safely execute the shift command of the first axle and achieve power output through the first axle. This can ensure power output in special scenarios such as starting, thereby improving vehicle driving safety.

[0096] In one possible implementation, when the target shift logic is to allow the first axle to shift gears, determining whether the vehicle meets the preset conditions for suppressing the target shift logic includes: obtaining the vehicle speed and the vehicle operating mode; when the vehicle speed is greater than the preset speed and the operating mode is the preset operating mode, determining that the vehicle meets the preset conditions; wherein, in the preset operating mode, the vehicle is driven solely based on the first axle.

[0097] The preset condition for suppressing the target shift logic of "allowing the first axle to shift" is recorded as the second condition. When it is determined that the target shift logic is to allow the first axle to shift, it can be determined whether the axle meets the second condition.

[0098] The state parameters corresponding to the second condition may include: the vehicle speed and operating mode. After determining that the target shift logic is to allow the first axle to shift gears, the vehicle speed and operating mode can be obtained to determine whether the vehicle meets the second condition.

[0099] The vehicle speed is the current actual speed of the vehicle. As in the above embodiment, the vehicle is provided with a wheel speed sensor, and the wheel speed collected by the wheel speed sensor can be obtained to calculate the vehicle speed.

[0100] Operating modes refer to the operational methods and collaborative logic of various subsystems in different vehicle operating states. Operating modes focus more on the coordinated operation of the vehicle's internal systems. Unlike the aforementioned driving modes, operating modes are typically automatically selected by the vehicle's control unit (such as the power management system or energy management system) based on current driving conditions and vehicle status to ensure optimal operating efficiency and safety. Therefore, the operating mode determined by the control logic of the control unit can be used to determine the vehicle's operating mode.

[0101] As in the above embodiment, the preset speed is a speed slightly greater than zero, such as 2 kph, which is set in advance and is used to determine whether the vehicle is currently stationary. When the vehicle speed is greater than the preset speed, it can be determined that the vehicle is not currently stationary.

[0102] It's understandable that the vehicle is not currently stationary, meaning it currently requires power output. If this is the case, shifting the first axle could result in a loss of vehicle power. In this case, a preliminary determination of a power loss risk can be made, and the target shift logic for "allowing first axle shifting" may need to be suppressed to avoid power interruption.

[0103] The preset working mode is specifically a working mode in which the vehicle is driven solely by the first axle. The vehicle is driven solely by the first axle, that is, the second axle of the vehicle is not currently driving the vehicle, and the gear position of the second axle is usually neutral.

[0104] It is understood that when the vehicle's operating mode is in the aforementioned preset operating mode, if the first axle still executes the received shift command, the first axle's transmission will need to shift from its current gear to neutral, and then shift from neutral to the target gear. During this shifting-to-neutral process, both the first and second axles of the vehicle will be unable to output power, resulting in a loss of power for the entire vehicle. Therefore, when the vehicle's operating mode is determined to be in the aforementioned preset operating mode, it can be further determined that the target shift logic for "allowing first axle shifting" should be suppressed to prevent vehicle power interruption.

[0105] In summary, when it is determined that the vehicle speed is greater than the preset speed and the working mode is the preset working mode, it can be determined that the vehicle currently needs power output, and the first axle executes the shift command, which will cause the power of the entire vehicle to be interrupted. At this time, the vehicle meets the second condition of the target shift logic of suppressing "allowing the first axle to shift gears" (that is, the above-mentioned preset condition).

[0106] In the above method, when the target shift logic is "allowing the first axle to shift gears", the vehicle speed is greater than the preset speed and the working mode is the preset working mode based on the first axle driving the vehicle alone. It is determined that the vehicle currently needs power output and the execution of the shift command by the first axle will cause the power of the entire vehicle to be interrupted. A variety of factors are comprehensively considered from multiple aspects to judge whether the vehicle meets the preset conditions for suppressing the target shift logic of "allowing the first axle to shift gears", thereby ensuring the accuracy and reliability of the suppression operation, so that after the target shift logic of "allowing the first axle to shift gears" is subsequently suppressed, it is ensured that the vehicle does not execute the shift command of the first axle, so that the vehicle continues to output power based on the first axle, avoiding power interruption and improving vehicle driving safety.

[0107] In one possible implementation, the preset working mode is any one of: series mode, pure electric two-wheel drive mode, or direct drive two-wheel drive mode.

[0108] Among them, the pure electric two-wheel drive mode includes pure electric rear-wheel drive mode and pure electric front-wheel drive mode.

[0109] When the vehicle architecture is Figure 1 As shown, the front axle is provided with a front drive motor and an engine, and the rear axle is provided with a rear drive motor. If the first axle is Figure 1 When the front axle is in the middle, the preset operating modes include pure electric front-wheel drive mode and direct-drive two-wheel drive mode. At this time, the target shift logic that suppresses "allowing the first axle to shift" is "prohibiting the front axle shift".

[0110] If the first axle is Figure 1 When the rear axle is in the middle, the preset operating mode includes pure electric rear-wheel drive mode or series mode. In this case, the target shift logic that suppresses "allowing first axle shifting" is "prohibiting rear axle shifting".

[0111] Figure 1 Under the architecture shown, the vehicle includes multiple working modes. In each working mode, whether each power source participates in driving is different, as shown in Table 3:

[0112] Table 3

[0113] engine Front drive motor Rear drive motor Pure electric four-wheel drive mode Not involved in driving Participation Drive Participation Drive Pure electric rear-wheel drive mode Not involved in driving Not involved in driving Participation Drive Pure electric front-wheel drive mode Not involved in driving Participation Drive Not involved in driving Series Mode Not involved in driving Not involved in driving Participation Drive Direct drive two-wheel drive mode 1 Participation Drive Not involved in driving Not involved in driving Direct drive two-wheel drive mode 2 Participation Drive Participation Drive Not involved in driving Direct drive four-wheel drive mode 1 Participation Drive Not involved in driving Participation Drive Direct drive four-wheel drive mode 2 Participation Drive Participation Drive Participation Drive

[0114] In Table 3, in pure electric four-wheel drive mode, the vehicle's engine does not participate in driving, and both the front-wheel drive motor and the rear-wheel drive motor participate in driving. At this time, both axles in the vehicle output power to drive the vehicle.

[0115] In pure electric rear-wheel drive mode, the vehicle's engine does not participate in driving, the front-wheel drive motor does not participate in driving, only the rear-wheel drive motor participates in driving, and the vehicle is driven solely based on the rear axle.

[0116] In pure electric front-wheel drive mode, the vehicle's engine does not participate in driving, the rear-wheel drive motor does not participate in driving, the front-wheel drive motor participates in driving, and the vehicle is driven solely based on the front axle.

[0117] In series mode, although the vehicle's engine and front-wheel drive motor are in working condition, the engine drives the front-wheel drive motor to generate electricity. Neither the engine nor the front-wheel drive motor participates in driving. Only the rear-wheel drive motor participates in driving. At this time, the vehicle is driven solely based on the rear axle.

[0118] In Table 3, the direct-drive two-wheel drive mode includes direct-drive two-wheel drive mode 1 and direct-drive two-wheel drive mode 2.

[0119] Among them, in direct drive two-wheel drive mode 1, the vehicle's engine participates in the driving, and the front drive motor and rear drive motor do not participate in the driving. At this time, the vehicle is driven solely based on the front axle.

[0120] In direct-drive two-wheel drive mode 2, the vehicle's engine and front-wheel drive motor participate in driving, while the rear-wheel drive motor does not participate in driving. At this time, the vehicle is driven solely by the front axle. In other words, in direct-drive two-wheel drive mode, the vehicle is driven solely by the front axle.

[0121] In Table 3, the direct-drive four-wheel drive mode includes direct-drive four-wheel drive mode 1 and direct-drive four-wheel drive mode 2.

[0122] Among them, in direct drive four-wheel drive mode 1, the vehicle's engine participates in driving, the front drive motor does not participate in driving, and the rear drive motor participates in driving. At this time, both axles in the vehicle output power to drive the vehicle.

[0123] In Direct 4WD Mode 2, the vehicle's engine, front-drive motor, and rear-drive motor all contribute to the driving force, with both axles delivering power to propel the vehicle. In other words, in Direct 4WD Mode, the vehicle is driven by both the front and rear axles.

[0124] Table 4

[0125] The first axle is the front axle The first axle is the rear axle Pure electric four-wheel drive mode \ \ Pure electric rear-wheel drive mode \ Preset working mode Pure electric front-wheel drive mode Preset working mode \ Series Mode \ Preset working mode Direct drive two-wheel drive mode 1 Preset working mode \ Direct drive two-wheel drive mode 2 Preset working mode \ Direct drive four-wheel drive mode 1 \ \ Direct drive four-wheel drive mode 2 \ \

[0126] In Table 4, "\" indicates that the operating mode is not a preset operating mode. When the first axle is the front axle, the pure electric front-wheel drive mode, direct-drive two-wheel drive mode 1, and direct-drive two-wheel drive mode 2 are all preset operating modes. This means that when the first axle is the front axle, if the vehicle's operating mode is any of the following: pure electric front-wheel drive mode, direct-drive two-wheel drive mode 1, or direct-drive two-wheel drive mode 2, the target shift logic for "allowing first axle shifting" will be suppressed, and the vehicle will prohibit front axle shifting.

[0127] When the first axle is the rear axle, pure electric rear-wheel drive mode and series mode are the default operating modes. This means that when the first axle is the rear axle, if the vehicle's operating mode is pure electric rear-wheel drive mode or series mode, the target shift logic of "allowing first axle shifting" will be suppressed, and the vehicle will prohibit rear axle shifting.

[0128] It is understood that in pure electric four-wheel drive mode, both the front and rear axles of the vehicle output power to drive the vehicle. If a shift command is received from the rear axle, the front axle can also continue to output power to ensure uninterrupted power, so the rear axle can execute the shift command. If a shift command is received from the front axle, the rear axle can also continue to output power to ensure uninterrupted power, so the front axle can execute the shift command. Therefore, regardless of whether the first axle is the front axle or the rear axle, pure electric four-wheel drive mode is not the default operating mode.

[0129] In pure electric rear-wheel drive mode, the front axle does not output power. If a shift command is received from the rear axle, the rear axle shifting will cause a power interruption, so the rear axle cannot execute the shift command. In this case, the rear axle is prohibited from shifting. In pure electric rear-wheel drive mode, if a shift command is received from the front axle, the rear axle continues to output power to ensure uninterrupted power, so the front axle can execute the shift command. Therefore, when the first axle is the rear axle, pure electric rear-wheel drive mode is the default operating mode. When the first axle is the front axle, pure electric rear-wheel drive mode is not the default operating mode.

[0130] In pure electric front-wheel drive mode, the rear axle does not output power. If a shift command is received from the front axle, the front axle shifting will result in a power interruption, so the front axle cannot execute the shift command. In this case, the front axle is prohibited from shifting. In pure electric front-wheel drive mode, if a shift command is received from the rear axle, the front axle continues to output power to ensure uninterrupted power, so the rear axle can execute the shift command. Therefore, when the first axle is the front axle, pure electric front-wheel drive mode is the default operating mode. When the first axle is the rear axle, pure electric front-wheel drive mode is not the default operating mode.

[0131] In series mode, the vehicle's engine and front-wheel drive motor are in operation, but the engine drives the front-wheel drive motor to generate electricity. Neither the engine nor the front-wheel drive motor participates in the drive, leaving only the rear-wheel drive motor. The vehicle is then driven solely by the rear axle. If a shift command is received from the rear axle, the front axle will not output power, and shifting the rear axle will result in a power interruption. Therefore, the rear axle cannot execute shift commands, and shifting the rear axle is prohibited. In series mode, if a shift command is received from the front axle, the rear axle continues to output power to ensure uninterrupted power, allowing the front axle to execute shift commands. Therefore, when the first axle is the rear axle, series mode is the default operating mode; when the first axle is the front axle, series mode is not the default operating mode.

[0132] In direct-drive 2WD mode (including direct-drive 2WD mode 1 and direct-drive 2WD mode 2), the rear axle does not output power. If a shift command is received from the front axle, the front axle shifting will result in power interruption, so the front axle cannot execute the shift command. In this case, the front axle is prohibited from shifting. In direct-drive 2WD mode, if a shift command is received from the rear axle, the front axle continues to output power to ensure uninterrupted power, so the rear axle can execute the shift command. Therefore, when the first axle is the front axle, direct-drive 2WD mode is the default operating mode. When the first axle is the rear axle, direct-drive 2WD mode is not the default operating mode.

[0133] In direct-drive 4WD mode (including direct-drive 4WD mode 1 and direct-drive 4WD mode 2), both the front and rear axles of the vehicle output power to drive the vehicle. If a shift command is received from the rear axle, the front axle can also continue to output power to ensure uninterrupted power, so the rear axle can execute the shift command. If a shift command is received from the front axle, the rear axle can also continue to output power to ensure uninterrupted power, so the front axle can execute the shift command. Therefore, regardless of whether the first axle is the front axle or the rear axle, direct-drive 4WD mode is not the default operating mode.

[0134] In summary, after receiving the shift command of the first axle, it is possible to determine whether the vehicle's operating mode is a preset operating mode based on the first axle's independent driving based on the position of the first axle and whether the power source is involved in the driving. When it is determined that the operating mode is the preset operating mode, the target shift logic of "allowing the first axle to shift gears" is suppressed.

[0135] In step 202, the target shift logic includes two situations: not allowing the first axle to shift and allowing the first axle to shift. When the target shift logic is not allowing the first axle to shift, the target shift logic is suppressed, that is, the logic of "not allowing the first axle to shift" is suppressed, and the vehicle allows the first axle to shift.

[0136] When the target shift logic is to allow the first axle to shift, suppressing the target shift logic means suppressing the logic of "allowing the first axle to shift", and at this time the vehicle does not allow the first axle to shift.

[0137] In some embodiments, when the target shift logic is to allow the first axle to shift, the action of inhibiting the target shift logic may specifically be to prohibit the first axle from shifting.

[0138] In one possible implementation, when the target shift logic does not allow the first axle to shift, after suppressing the target shift logic, the method also includes: obtaining the actual gear position of the first axle and the gear lever position of the vehicle; when the actual gear position of the first axle is different from the target gear position and the gear lever position of the vehicle is changed to the forward gear or the reverse gear, executing the shift instruction of the first axle.

[0139] After suppressing the target shift logic that prohibits first axle shifting, the vehicle can execute the first axle's shift command. A third condition must be met for executing the first axle's shift command, and a determination is made as to whether the vehicle satisfies this third condition. The first axle's shift command is executed after the third condition is determined to be satisfied.

[0140] Specifically, the actual gear position of the first axle and the gear lever position of the vehicle can be obtained to determine whether the vehicle meets the third condition. When the actual gear position of the first axle is different from the target gear position and the gear lever position is changed to the forward gear or the reverse gear, it is determined that the vehicle meets the third condition.

[0141] The actual gear is the current gear of the transmission of the first axle, and the target gear is the gear that the transmission of the first axle will switch to. Usually, the gear shift instruction of the first axle carries the target gear of the first axle.

[0142] If the actual gear position and the target gear position are different, it is determined that the current shift command for the first axle is valid, and the vehicle currently needs to perform a corresponding operation to implement the "execution of the shift command for the first axle." If the actual gear position and the target gear position are the same, it can be determined that the shift command for the first axle is invalid, and the vehicle currently does not need to perform a corresponding operation to implement the "execution of the shift command for the first axle."

[0143] The gear lever has multiple gears, including park, drive, neutral, and reverse. Park is used to park the vehicle; drive is used to move the vehicle forward; reverse is used to move the vehicle backward; and neutral does not output power and is used for short-term parking or coasting.

[0144] The shifting of the gear lever into forward or reverse gear indicates that the vehicle is currently in motion. This requires the first axle to shift gears. If the gear lever is in forward or reverse gear, power can be delivered after the first axle shift is complete, ensuring normal vehicle movement. If the gear lever is in neutral, power cannot be delivered even after the shift, creating the risk of the vehicle rolling away. Therefore, it is important to ensure that the gear lever is in forward or reverse gear.

[0145] In some embodiments, to ensure that the vehicle starts from a stationary state, the target gear of the first axle needs to be different from the actual gear and the target gear needs to be the power output gear to ensure that after the first axle executes the shift command, the vehicle can be driven based on the target gear.

[0146] In some embodiments, the vehicle is currently stationary, and the actual gear position of the first axle is usually not a power output gear.

[0147] In the above method, after suppressing the target shift logic of "not allowing the first axle to shift gears", the validity of the shift instruction can be determined based on the difference between the actual gear position of the first axle and the target gear position, and the current driving demand of the vehicle can be determined based on the gear position of the gear lever being changed to forward gear or reverse gear, so that the vehicle can switch to the target gear position to output power for driving, avoiding the situation where the vehicle slips, and improving driving safety.

[0148] In summary, upon receiving a shift command from the first axle, the present application utilizes the mutual exclusion of shifts between the two axles in the original shift logic, and clearly and accurately determines the target shift logic for the first axle based on the state of the second axle. When the target shift logic is "first axle shift not allowed," the application determines that the vehicle will not experience power interruption when stationary, based on the vehicle speed being less than or equal to the preset speed and the actual gear position of the second axle not being the power output gear, and that the vehicle currently requires the first axle to shift to achieve power output. By comprehensively considering various factors, the application can accurately and reliably suppress the target shift logic of "first axle shift not allowed," ensuring that the vehicle can safely execute the shift command from the first axle and achieve power output through the first axle. This allows the vehicle to ensure power output through the first axle shift even if the second axle's shift is stuck in special scenarios such as starting, thereby improving vehicle driving safety. When the target shift logic is "allowing the first axle to shift gears", through the vehicle speed being greater than the preset speed and the working mode being the preset working mode based on the first axle driving the vehicle alone, it is determined that the vehicle is currently not stationary and the execution of the shift command by the first axle will cause power interruption of the entire vehicle. By comprehensively considering various factors, it is possible to accurately and reliably suppress the target shift logic of "allowing the first axle to shift gears", ensure that the vehicle does not execute the shift command of the first axle, and enable the vehicle to continuously output power based on the first axle, thus avoiding power interruption and improving vehicle driving safety.

[0149] Figure 3 It is a structural schematic diagram of a device for controlling gear shifting provided in an embodiment of the present application.

[0150] For example, Figure 3 As shown, the device 300 includes:

[0151] The judgment module 301 is configured to, upon receiving a shift instruction for a first axle of the vehicle, judge whether the vehicle satisfies a preset condition for suppressing a target shift logic for the first axle;

[0152] The control module 302 is configured to suppress the target shift logic when it is determined that the vehicle meets a preset condition.

[0153] In one possible implementation, the device 300 further includes: a determination module for, upon receiving a shift instruction from the first axle of the vehicle, determining that the target shift logic is to not allow the first axle to shift if the second axle of the vehicle is in a shift state; and determining that the target shift logic is to allow the first axle to shift if the second axle of the vehicle is not in a shift state.

[0154] In one possible implementation, when the target shifting logic does not allow the first axle to shift gears, the judgment module 301 is specifically used to obtain the vehicle speed and the actual gear position of the second axle; when the vehicle speed is less than or equal to the preset speed and the actual gear position of the second axle is not the power output gear, it is determined that the vehicle meets the preset conditions.

[0155] In one possible implementation, the control module 302 is also used to, when the target shift logic does not allow the first axle to shift gears, obtain the actual gear position of the first axle and the gear lever position of the vehicle after suppressing the target shift logic; and execute the shift instruction of the first axle when the actual gear position of the first axle is different from the target gear position and the gear lever position of the vehicle is changed to the forward gear or the reverse gear.

[0156] In one possible implementation, when the target shift logic is to allow the first axle to shift gears, the judgment module 301 is specifically used to obtain the vehicle speed and the vehicle operating mode; when the vehicle speed is greater than a preset speed and the operating mode is a preset operating mode, it is determined that the vehicle meets the preset conditions; wherein, in the preset operating mode, the vehicle is driven solely based on the first axle.

[0157] In one possible implementation, the preset operating modes include: series mode, pure electric two-wheel drive mode and direct drive two-wheel drive mode.

[0158] In one possible implementation, the vehicle includes a front axle and a rear axle, the front axle is provided with a front-drive motor and an engine, the rear axle is provided with a rear-drive motor, and the pure electric two-wheel drive modes include: pure electric front-drive mode and pure electric rear-drive mode; when the first axle is the front axle, the preset working modes include: pure electric front-drive mode and direct-drive two-wheel drive mode; when the first axle is the rear axle, the preset working modes include: pure electric rear-drive mode and series mode.

[0159] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0160] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a method for controlling gear shifting.

[0161] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling gear shifting provided in an embodiment of the present application.

[0162] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0163] In the case of dividing each functional module into corresponding functional modules, the device may further include a determination module, a judgment module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0164] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for controlling gear shifting, and thus can achieve the same effect as the above-mentioned implementation method.

[0165] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0166] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing system (DSP) and a microprocessor, and the storage module may be a memory.

[0167] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for controlling gear shifting provided in the above embodiment.

[0168] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling gear shifting provided in the above embodiment.

[0169] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for controlling gear shifting provided in the above embodiment.

[0170] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0171] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0172] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0173] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling gear shifting, characterized in that: The method comprises: Upon receiving a shift command for a first axle of a vehicle, determining whether the vehicle satisfies a preset condition for suppressing a target shift logic for the first axle; When it is determined that the vehicle satisfies the preset condition, the target shift logic is suppressed.

2. The method according to claim 1, characterized in that When a shift instruction of a first axle of the vehicle is received, the method further comprises: If the second axle of the vehicle is in a gear shifting state, determining that the target gear shifting logic is to not allow the first axle to shift; If the second axle of the vehicle is not in a gear shifting state, the target gear shifting logic is determined to allow the first axle to shift gears.

3. The method according to claim 2, characterized in that When the target shift logic does not allow the first axle to shift, determining whether the vehicle satisfies a preset condition for inhibiting the target shift logic includes: Obtaining the vehicle speed and the actual gear position of the second axle; When the vehicle speed is less than or equal to the preset speed and the actual gear position of the second axle is not the power output gear, it is determined that the vehicle meets the preset condition.

4. The method according to claim 2 or 3, characterized in that When the target shift logic does not allow the first axle to shift, after suppressing the target shift logic, the method further includes: Obtaining an actual gear position of the first axle and a gear lever position of the vehicle; When the actual gear position of the first axle is different from the target gear position and the gear lever position of the vehicle is changed to a forward gear or a reverse gear, a gear shift command for the first axle is executed.

5. The method according to claim 2, characterized in that When the target shift logic is to allow the first axle to shift, determining whether the vehicle satisfies a preset condition for inhibiting the target shift logic includes: Obtaining the speed of the vehicle and the operating mode of the vehicle; When the vehicle speed is greater than a preset speed and the working mode is a preset working mode, it is determined that the vehicle meets the preset condition; wherein, in the preset working mode, the vehicle is driven solely by the first axle.

6. The method according to claim 5, characterized in that The preset working modes include: series mode, pure electric two-wheel drive mode and direct drive two-wheel drive mode.

7. The method according to claim 6, characterized in that The vehicle includes a front axle and a rear axle, the front axle is provided with a front-drive motor and an engine, the rear axle is provided with a rear-drive motor, and the pure electric two-wheel drive mode includes: a pure electric front-drive mode and a pure electric rear-drive mode; When the first axle is the front axle, the preset operating modes include: pure electric front-wheel drive mode and direct-drive two-wheel drive mode; When the first axle is a rear axle, the preset operating modes include: a pure electric rear-wheel drive mode and a series mode.

8. A device for controlling gear shifting, characterized in that: The device comprises: a determination module, configured to, upon receiving a shift instruction for a first axle of the vehicle, determine whether the vehicle satisfies a preset condition for suppressing a target shift logic for the first axle; A control module is configured to suppress the target shift logic when it is determined that the vehicle meets the preset condition.

9. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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