Gear fault solving method and device

Abstract

The application discloses a gear fault solving method and device, and relates to the technical field of automatic driving of automobiles.The method comprises the following steps: after starting the automatic driving function of a vehicle, an ECU acquires the current gear state of the vehicle, wherein the current gear state comprises a normal gear state and a gear fault state; the ECU judges whether the current gear state is in the gear fault state; if not, the ECU sends a request gear value to a TCU; if yes, the ECU sends an N-gear value to the TCU, and then the step of judging whether the current gear state is in the gear fault state is executed again.In the premise of not changing the original TCU controller gear shifting strategy and without the probability of inevitable mechanical operation errors, the gear fault diagnosis method is used to automatically judge whether the vehicle is in the gear fault state, and the gear switching mode is used to solve the problem that the vehicle behaves abnormally due to the gear fault, so that the frequency of vehicle exiting the automatic driving and manual takeover is reduced, and the driving efficiency of the automatic driving vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of automatic driving technology for automobiles, and in particular to a method and device for solving a gear failure. Background Art

[0002] Autonomous driving refers to the ability of a vehicle to automatically make driving decisions and control the vehicle on behalf of the driver, without the driver having to perform physical driving operations. According to the autonomous driving classification standards of the Ministry of Industry and Information Technology of China, autonomous driving can be divided into six levels, from L0 to L5. Level 5 autonomous driving is fully autonomous, meaning that the vehicle can continuously perform and take over all dynamic driving tasks under all operating conditions.

[0003] On the one hand, autonomous vehicles obtain information about the vehicle's surrounding environment through sensors arranged around the vehicle body, and combined with driving intentions, calculate the control quantities for driving according to the expected posture (such as steering wheel angle, throttle opening, brake pedal opening, gear position, etc.) through autonomous driving control algorithms; on the other hand, the vehicle's electronic control unit exchanges information with the autonomous driving controller and performs corresponding operations through the mechanical structure.

[0004] However, during the information interaction between the automatic driving controller and the electronic control unit, due to occasional failures of the electronic control unit, the actual gear value fed back to the electronic control unit by the transmission control unit (TCU) is inconsistent with the actual gear value, which may cause the automatic driving control algorithm to misjudge and trigger the fault diagnosis algorithm, resulting in a vehicle gear failure. Summary of the Invention

[0005] The present application provides a gear failure solution and device, which can solve the gear failure problem during automatic driving of a vehicle.

[0006] This application discloses the following technical solutions:

[0007] In a first aspect, the present application discloses a method for solving a gear failure, which is applied to a vehicle including an ECU and a TCU, and the method comprises:

[0008] After the vehicle starts the automatic driving function, the ECU obtains the current gear state of the vehicle, where the current gear state includes a normal gear state and a gear fault state;

[0009] The ECU determines whether the current gear state is in the gear fault state;

[0010] If not, the ECU sends the requested gear value to the TCU;

[0011] If so, after the ECU sends the N gear value to the TCU, the ECU again executes the step of determining whether the current gear state is in the gear fault state.

[0012] Optionally, the ECU determining whether the current gear state is in the gear failure state comprises:

[0013] the ECU determining whether the gear of the vehicle has a potential failure;

[0014] if not, the current gear state is not in the gear failure state;

[0015] if yes, the ECU obtaining a duration for which the gear of the vehicle has a potential failure;

[0016] if the duration for which the gear of the vehicle has a potential failure is greater than or equal to a first duration threshold, it is determined that the current gear state is in the gear failure state.

[0017] Optionally, the ECU determining whether the gear of the vehicle has a potential failure comprises:

[0018] the ECU determining whether a ratio of an input shaft speed to an output shaft speed of the vehicle is greater than a first diagnosis threshold;

[0019] if the ratio of the input shaft speed to the output shaft speed of the vehicle is less than or equal to the first diagnosis threshold, the gear of the vehicle does not have a potential failure;

[0020] if the ratio of the input shaft speed to the output shaft speed of the vehicle is greater than the first diagnosis threshold, the ECU determining whether a clutch engagement rate of the vehicle is less than a first clutch rate threshold;

[0021] if the clutch engagement rate of the vehicle is greater than or equal to the first clutch rate threshold, the gear of the vehicle does not have a potential failure;

[0022] if the clutch engagement rate of the vehicle is less than the first clutch rate threshold, the ECU determining whether a current gear value of the vehicle is D, the current gear value being a gear signal sent by a gearbox control unit to an electronic control unit during vehicle driving;

[0023] if the current gear value of the vehicle is not D, the gear of the vehicle does not have a potential failure;

[0024] if the current gear value of the vehicle is D, the ECU determining whether a current vehicle speed of the vehicle is less than a first speed threshold;

[0025] if the current vehicle speed of the vehicle is greater than or equal to the first speed threshold, the gear of the vehicle does not have a potential failure;

[0026] if the current vehicle speed of the vehicle is less than the first speed threshold, the gear of the vehicle has a potential failure.

[0027] Optionally, after the ECU obtains the duration of the gear failure potential of the vehicle, the method further includes:

[0028] If the duration of the potential fault in the gear of the vehicle is less than a first duration threshold, the ECU determines whether the current speed of the vehicle is greater than a second speed threshold, and the second speed threshold is greater than the first speed threshold;

[0029] If the current speed of the vehicle is greater than a second speed threshold, re-execute the step of the ECU determining whether there is a potential fault in the gear position of the vehicle;

[0030] If the current speed of the vehicle is less than or equal to a second speed threshold, the ECU determines whether the current gear value of the vehicle is non-D gear;

[0031] If the current gear value of the vehicle is not the D gear, re-execute the step of the ECU determining whether there is a potential fault in the gear position of the vehicle;

[0032] If the current gear value of the vehicle is D gear, the ECU determines whether the clutch clutch rate of the vehicle is less than a second clutch rate threshold, and the second clutch rate threshold is greater than the first clutch rate threshold;

[0033] If the clutch engagement ratio of the vehicle is less than a second clutch engagement ratio threshold, re-executing the step of the ECU determining whether there is a potential fault in the gear position of the vehicle;

[0034] If the clutch engagement ratio of the vehicle is greater than or equal to a second clutch engagement ratio threshold, the ECU determines whether a ratio of an input shaft speed to an output shaft speed of the vehicle is less than a second diagnostic threshold, and the second diagnostic threshold is less than the first diagnostic threshold;

[0035] If the ratio of the input shaft speed to the output shaft speed of the vehicle is less than a second diagnostic threshold, re-executing the step of the ECU determining whether there is a potential fault in the gear position of the vehicle;

[0036] If the ratio of the input shaft speed to the output shaft speed of the vehicle is greater than or equal to the second diagnostic threshold, the step of the ECU determining whether the ratio of the input shaft speed to the output shaft speed of the vehicle is greater than the first diagnostic threshold is re-executed.

[0037] Optionally, after the ECU determines that the current gear is in a gear fault state, the method further includes:

[0038] The ECU determines whether the gear position of the vehicle has cleared the potential fault;

[0039] If not, the ECU determines that the current gear state is in the gear fault state;

[0040] If yes, the ECU obtains the time length during which the gear of the vehicle has cleared the potential fault;

[0041] If the time during which the gear of the vehicle has cleared the potential fault is greater than a second time threshold, the ECU determines that the current gear is in a normal gear state, and the second time threshold is less than the first time threshold.

[0042] Optionally, the ECU determines whether the gear position of the vehicle has cleared the potential fault, including:

[0043] The ECU determines whether the current gear value of the vehicle is N gear;

[0044] If the current gear value of the vehicle is not N gear, the gear value of the vehicle has not cleared the fault hidden danger;

[0045] If the current gear value of the vehicle is N gear, the ECU determines whether the current speed of the vehicle is less than a third speed threshold, and the third speed threshold is less than the first speed threshold and the second speed threshold;

[0046] If the current speed of the vehicle is greater than or equal to a third speed threshold, the gear position of the vehicle has not cleared the fault potential;

[0047] If the current speed of the vehicle is less than the third speed threshold, the gear position of the vehicle has cleared the potential fault.

[0048] Optionally, after the ECU obtains the time length during which the gear position of the vehicle has cleared the potential fault, the method further includes:

[0049] If the time duration during which the gear position of the vehicle has cleared the potential fault is less than a second time duration threshold, the ECU determines whether the current speed of the vehicle is greater than a fourth speed threshold, and the fourth speed threshold is less than the first speed threshold, the second speed threshold, and the third speed threshold;

[0050] If the current speed of the vehicle is less than or equal to a fourth speed threshold, the gear position of the vehicle has not cleared the fault potential;

[0051] If the current speed of the vehicle is greater than a fourth speed threshold, the ECU determines whether the current gear value of the vehicle is non-N gear;

[0052] If the current gear value of the vehicle is N gear, the gear value of the vehicle has not cleared the fault hidden danger;

[0053] If the current gear value of the vehicle is not N gear, the step of determining whether the current gear value of the vehicle is N gear is re-executed.

[0054] In a second aspect, the application discloses a gear fault solving device applied to a vehicle including an ECU and a TCU, and the device includes a gear acquisition module, a gear judgment module, and a gear sending module.

[0055] The gear acquisition module is configured to acquire, by the ECU, a current gear state of the vehicle after the vehicle starts an automatic driving function, and the current gear state includes a normal gear state and a gear fault state.

[0056] The gear judgment module is configured to judge, by the ECU, whether the current gear state is in the gear fault state.

[0057] The gear sending module is configured to send, by the ECU, a requested gear value to the TCU if the current gear state is not in the gear fault state, and send an N gear value to the TCU and then execute again the step of judging, by the ECU, whether the current gear state is in the gear fault state if the current gear state is in the gear fault state.

[0058] Optionally, the gear judgment module includes a fault hidden danger judgment module, a time length acquisition module, and a fault determination module.

[0059] The fault hidden danger judgment module is configured to judge, by the ECU, whether the gear of the vehicle has a fault hidden danger, and the current gear state is not in the gear fault state if the gear of the vehicle does not have a fault hidden danger.

[0060] The time length acquisition module is configured to acquire, by the ECU, a time length during which the gear of the vehicle has a fault hidden danger if the gear of the vehicle has a fault hidden danger.

[0061] The fault determination module is configured to determine that the current gear state is in the gear fault state if the time length during which the gear of the vehicle has a fault hidden danger is greater than or equal to a first time length threshold.

[0062] Optionally, the fault hidden danger judgment module includes a first judgment module, a second judgment module, a third judgment module, and a fourth judgment module.

[0063] The first judgment module is configured to judge, by the ECU, whether a ratio of an input shaft speed to an output shaft speed of the vehicle is greater than a first diagnosis threshold.

[0064] The gear of the vehicle does not have a fault hidden danger if the ratio of the input shaft speed to the output shaft speed of the vehicle is less than or equal to the first diagnosis threshold.

[0065] The second judgment module is configured to judge, by the ECU, whether a clutch disengagement rate of the vehicle is less than a first clutch rate threshold if the ratio of the input shaft speed to the output shaft speed of the vehicle is greater than the first diagnosis threshold.

[0066] If the clutch engagement ratio of the vehicle is greater than or equal to a first clutch engagement ratio threshold, then there is no potential fault hazard in the gear position of the vehicle;

[0067] The third judgment module is configured to, if the clutch engagement ratio of the vehicle is less than a first clutch engagement ratio threshold, cause the ECU to judge whether the current gear position of the vehicle is D gear, where the current gear position is a gear position signal sent by the transmission control unit to the electronic control unit during vehicle driving;

[0068] If the current gear value of the vehicle is not D gear, then there is no potential fault hazard in the gear of the vehicle;

[0069] The fourth judgment module is configured to, if the current gear value of the vehicle is D gear, cause the ECU to judge whether the current speed of the vehicle is less than a first speed threshold;

[0070] If the current speed of the vehicle is greater than or equal to the first speed threshold, then there is no potential fault in the gear position of the vehicle;

[0071] If the current speed of the vehicle is less than the first speed threshold, there is a potential fault in the gear position of the vehicle.

[0072] Compared with the existing technology, this application has the following beneficial effects:

[0073] The present application provides a gear failure solution and device. Without changing the original TCU controller's shifting strategy and the inevitable probability of mechanical operation errors, it automatically determines whether the vehicle is in a gear failure state based on the gear failure diagnosis method, and solves the problem of abnormal vehicle performance caused by gear failure by switching gears, thereby reducing the frequency of the vehicle exiting automatic driving and manual takeover, and improving the driving efficiency of automatic driving vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0075] Figure 1 A flow chart of a gear fault solution provided in an embodiment of the present application;

[0076] Figure 2 A flow chart of a gear fault diagnosis logic provided in an embodiment of the present application;

[0077] Figure 3A flow chart of a method for automatically clearing a gear fault provided in an embodiment of the present application;

[0078] Figure 4 A schematic diagram of a gear fault resolution device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0079] The following is an introduction to the technical terms involved in this application.

[0080] An ECU (Electronic Control Unit), also known as a car's "on-board computer," controls the vehicle's driving state and various functions. It primarily uses data collection and exchange between various sensors and buses to determine vehicle status and the driver's intentions, and controls the vehicle through actuators.

[0081] TCU (Transmission Control Unit) is a transmission control unit, commonly used in automatic transmissions such as AMT. Its main function is to process various sensor signals describing the current driving status of the vehicle during operation, and determine the driver's intention to control the current vehicle gear.

[0082] AMT (Automated Mechanical Transmission) is an electronically controlled mechanical automatic transmission. It is a transmission with high efficiency, low cost, simple structure and easy manufacturing.

[0083] On the one hand, autonomous vehicles obtain information about the vehicle's surrounding environment through sensors arranged around the vehicle body, and combined with driving intentions, calculate the control quantities (such as steering wheel angle, throttle opening, brake pedal opening, gear position, etc.) for driving according to the expected posture through autonomous driving control algorithms; on the other hand, the vehicle's ECU (Electronic Control Unit) exchanges information with the autonomous driving controller and performs corresponding operations through mechanical structures.

[0084] Currently, vehicles equipped with AMT (Automated Mechanical Transmission) can automatically change gears based on the vehicle's status and external environment. The specific gear control algorithm can be set in the TCU controller. Generally, the gear control algorithm generates two gear signals, namely the selected gear and the actual gear. The gear control algorithm can first determine the selected gear based on the current vehicle speed and speed change trend, then reduce the throttle opening and appropriately release the clutch. After the vehicle enters the appropriate state, the actual gear is determined and the gear shift operation is performed. The entire gear shifting process takes about 2 to 3 seconds.

[0085] However, in this process, if the selected gear is constantly updated (such as first judging the need to upshift, and then judging the need to downshift), since the actual gear switching needs to go through N gear, the neutral gear may occasionally become stuck, but the actual gear signal still maintains the value before the gear shift, resulting in the actual gear value fed back by the TCU being inconsistent with the real gear value, the feedback signal is wrong, the gear control algorithm of the intelligent driving controller will become abnormal, and the vehicle will not move without any abnormality, that is, a gear failure will occur.

[0086] In response to the above-mentioned defects, the present application provides a gear failure solution and device. Without changing the original TCU controller's shifting strategy and the inevitable probability of mechanical operation errors, it automatically determines whether the vehicle is in a gear failure state based on the gear failure diagnosis method, and solves the problem of abnormal vehicle performance caused by gear failure by switching gears, thereby reducing the frequency of the vehicle exiting automatic driving and manual takeover, and improving the driving efficiency of automatic driving vehicles.

[0087] In order to help those skilled in the art better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of this application.

[0088] See also Figure 1 , which is a flow chart of a method for resolving a gear failure provided by an embodiment of the present application. The method includes:

[0089] S101: The ECU obtains a requested gear value.

[0090] The vehicle's ECU uses a gear control algorithm to obtain a requested gear value, such as P, N, R, or D, based on its own target speed and the current actual speed.

[0091] S102: ECU obtains the current gear status.

[0092] The current gear status is divided into two states: normal gear state and gear fault state. Normal gear state refers to the state in which the vehicle's gear is performing normally and the gear position signal fed back to the ECU by the TCU (Transmission Control Unit) is the vehicle's actual gear position signal. Gear fault state refers to the state in which the vehicle's gear is performing abnormally and the gear position signal fed back to the ECU by the TCU is inconsistent with the vehicle's actual gear position signal.

[0093] Gear failures are often caused by TCU shifting strategies or mechanical gear failures. The autonomous driving algorithm needs to receive feedback from the vehicle's TCU. If this feedback is incorrect, the autonomous driving algorithm can misjudge the situation, causing the vehicle to behave abnormally. For example, a common failure occurs when the autonomous driving algorithm controls the vehicle's forward movement and the vehicle fails to shift gears. The actual gear is neutral (N), but the TCU reports that the vehicle is in forward gear (D). The autonomous driving algorithm requests the vehicle to move forward, resulting in the vehicle failing to move forward despite continued throttle pressure.

[0094] In some specific implementations, the vehicle may obtain the current gear status through a gear fault diagnosis method.

[0095] See also Figure 2 This figure is a flow chart of a gear fault diagnosis logic provided by an embodiment of the present application. It should be noted that when starting gear fault diagnosis, Time1 is first set to 0, which begins the timing of the gear fault diagnosis process. When the following conditions 1 to 5 are all met, the current gear state is determined to be in a gear fault state.

[0096] Condition one:

[0097] Based on the vehicle's transmission system characteristics, the parameter Cal is defined as the ratio of the input shaft speed to the output shaft speed. The vehicle's transmission system characteristics refer to the mechanical structure of the vehicle's transmission system. The vehicle's transmission system is the vehicle's power transmission device, consisting of a series of elastic and rotational inertia components, including a crankshaft, flywheel, clutch, transmission, drive shaft, and drive axle. For example, the ratio of the transmission's input shaft speed to the output shaft speed is equal to the transmission ratio of the corresponding gear, a transmission system characteristic determined by the mechanical structure. Specifically, the input shaft is the shaft connecting the transmission to the clutch, and the output shaft is the shaft connecting the transmission to the final drive.

[0098] While defining the parameter Cal as the ratio of the input shaft speed to the output shaft speed, a minimum limit is imposed on the output shaft speed to prevent division by zero. Division by zero refers to a situation in which the divisor cannot be equal to 0 in a division operation. Therefore, a minimum limit is imposed on the divisor, i.e., the output shaft speed. In some specific embodiments, this minimum limit may be 0.1 rpm. It should be noted that other values ​​are also possible, and this application does not limit the specific value.

[0099] Under normal circumstances, the Cal value represents the transmission ratio at different gears, with the maximum Cal value being the first gear ratio, i.e., the transmission ratio when the vehicle's transmission is in first gear. In the event of a gear failure, no gear is actually engaged and the power transmission system is disconnected. If the accelerator is pressed at this time, the engine speed will be very high, resulting in a neutral gear throttle situation, and the Cal value will become abnormally high.

[0100] A first diagnostic threshold H2 is set. When Cal is greater than the first diagnostic threshold H2, the vehicle is determined to have a potential gear failure. When Cal is less than or equal to the first diagnostic threshold H2, the vehicle is determined not to have a potential gear failure. In some specific embodiments, the first diagnostic threshold H2 may be 100. It should be noted that other values ​​are also possible, and this application does not limit the specific value.

[0101] Condition two:

[0102] The Cal value is also affected by the clutch state. For example, during a gear shift, the clutch may disengage appropriately. If this occurs, the Cal value will not be equal to the gear ratio.

[0103] A first clutch threshold value P2 is set. When the clutch disengagement ratio is less than the first clutch threshold value P2 and the aforementioned condition 1 is met, the vehicle is determined to have a gear failure potential. When the clutch disengagement ratio is greater than or equal to the first clutch threshold value P2, the vehicle is determined not to have a gear failure potential. In some specific embodiments, the first clutch threshold value P2 may be 2%. It should be noted that other values ​​are also possible, and this application does not limit the specific value.

[0104] Condition three:

[0105] The gear position signal fed back by the TCU controller is called CurGear, and CurGear typically reports in the form of P, N, R, or D. Gear failures primarily occur while the vehicle is moving forward, so gear restrictions are implemented. When CurGear is D and all of the above conditions, conditions 1 and 2, are met, a gear failure potential exists. If CurGear is not D, the vehicle is considered to have no gear failure potential.

[0106] Condition four:

[0107] In order to avoid the problem of vehicle stalling when driving at high speed, the vehicle speed needs to be limited.

[0108] A first speed threshold Vx3 is set. When the vehicle speed is less than the first speed threshold Vx3 and all of the above conditions 1, 2, and 3 are met, the vehicle is determined to have a gear failure potential. When the vehicle speed is greater than or equal to the first speed threshold Vx3, the vehicle is determined not to have a gear failure potential. In some specific embodiments, the vehicle speed threshold Vx3 may be 0.28 mps. It should be noted that other values ​​are also possible and this application does not limit the specific value.

[0109] It should be noted that, considering that the vehicle's gear may recover automatically after a fault occurs, in the process of determining the gear fault hidden danger as a gear fault, that is, in the process of judging whether conditions one to four are met, if one of the above-mentioned gear hidden danger conditions is not met, the judgment of the gear hidden danger is cancelled, that is, the vehicle's gear is judged to be normal.

[0110] Condition five:

[0111] When all of the above conditions from condition 1 to condition 4 are met, the potential fault is judged for a period of time. If the potential fault exists within a period of time, it is automatically determined that the vehicle has a gear fault.

[0112] A first time threshold T3 is set. When the duration of continuous detection of a gear failure potential is greater than or equal to T3, the vehicle gear is considered to have a fault, i.e., the vehicle's current gear is in a gear failure state. In some specific embodiments, the first time threshold T3 may be 3 seconds. It should be noted that other values ​​are also possible, and this application does not limit the specific value.

[0113] If the duration of continuous judgment of the gear fault potential is less than the first time threshold T3, in order to avoid frequent switching of the gear state judgment results, different thresholds can be used for the judgment conditions 1 to 4 to form different judgment conditions. It should be noted that the number of judgments in this case can be set to Time1+1.

[0114] In some specific embodiments, the judgment conditions may include a Cal value being less than a second diagnostic threshold H1, a clutch engagement state being greater than a second clutch ratio threshold P1, a gear being other than D gear, and a speed being greater than a second speed threshold Vx2. If any of these conditions are met, the gear fault potential determination is canceled, a new timing cycle is restarted, and the judgments for conditions 1 through 4 are executed during the new timing cycle. If none of these four conditions are met, the timing continues, and the judgments for conditions 1 through 4 are executed again.

[0115] It should be noted that the threshold H1 may be 50, the threshold P1 may be 10%, and the threshold Vx2 may be 0.83 mps, or other values. This application does not limit the specific values.

[0116] In some specific implementations, after the vehicle has been determined to have a gear fault, the vehicle can automatically clear the gear fault state when the actual gear value fed back to the ECU by the TCU changes from being inconsistent with the true gear value, that is, when the feedback signal changes from being incorrect to being correct. Figure 3 This figure is a flow chart of a method for automatically clearing a gear fault provided by an embodiment of the present application. It should be noted that when starting the gear fault clearing diagnosis, Time2 is first set to 0, i.e., the timing of the gear fault clearing diagnosis process begins. When the vehicle is determined to be in a gear fault state, if the following conditions 6 to 8 are all met, it can be determined that the vehicle's gear fault has been automatically cleared and the current gear is in a normal gear state.

[0117] Condition six:

[0118] When a gear failure occurs (gear engagement failure), determine whether CurGear is N. If CurGear is N, it means that the current gear has normally responded to the gear request issued by the intelligent driving controller, and CurGear is the current gear status of the actual vehicle. It is preliminarily considered that the current gear is in a normal gear state.

[0119] Condition seven:

[0120] The vehicle speed is determined. A third speed threshold Vx1 is set. When the vehicle speed is less than the third speed threshold Vx1, it indicates that the vehicle is stationary and the aforementioned condition 6 is met. It is preliminarily determined that the current gear is in a normal gear state. In some specific embodiments, the third speed threshold Vx1 may be 0.054 mps. It should be noted that other values ​​are also possible and this application does not limit the specific value.

[0121] It should be noted that, considering the possibility of a gear failure reoccurring after the gear position returns to normal, after the gear failure is determined to be normal, that is, during the process of determining whether conditions 6 and 7 are met, if any of the above normal gear conditions is not met, the normal gear determination is canceled, that is, the vehicle gear is still determined to be faulty. It should be noted that the number of determinations in this case can be set to Time2+1.

[0122] Condition eight:

[0123] When all the above conditions of conditions six and seven are met, it is preliminarily judged that the vehicle gear performance is normal and the potential fault has been eliminated.

[0124] A second time threshold, T2, is set to determine if the potential fault has been eliminated over a period of time. If the vehicle gear performs normally for longer than the second time threshold, T2, the vehicle gear is considered to be normal, and the gear fault diagnosis is canceled. In some specific embodiments, the second time threshold, T2, may be 2 seconds. It should be noted that other values ​​are also possible, and this application does not limit the specific value.

[0125] If the time for continuous judgment of the gear fault hidden danger is less than the second time threshold T2, in order to avoid frequent switching of the gear status judgment results, different thresholds can be used for the judgment conditions of conditions six to seven above to form different judgment conditions.

[0126] In some specific embodiments, the judgment condition may be that the current gear is not equal to N gear, and the speed is greater than a fourth speed threshold Vx0. If both conditions are met, timing continues, and conditions 6 and 7 are re-evaluated. Otherwise, the current gear is determined to be in a gear failure state, and a new timing cycle is restarted, during which conditions 6 and 7 are re-evaluated. It should be noted that the fourth speed threshold Vx0 can be 0.027 mps, or other values, and this application does not limit the specific value.

[0127] S103: The ECU determines whether the current gear state is in a gear fault state.

[0128] After the ECU obtains the current gear state, it determines whether the current gear state is in a gear fault state. If the current gear state of the vehicle is not in a gear fault state, that is, it is in a normal gear state, execute S104; if the current gear state of the vehicle is in a gear fault state, execute S105.

[0129] S104: The ECU sends the requested gear value to the TCU.

[0130] If the gear fault diagnosis method determines that the vehicle's current gear state is not in a gear fault state but in a normal gear state, the vehicle's intelligent driving controller will send the gear value required as determined by the gear control algorithm to the TCU electronic control unit to implement the gear shifting operation.

[0131] S105: The ECU sends a signal requesting the N gear to the TCU.

[0132] If the gear fault diagnosis method determines that the vehicle's current gear state is in a gear fault state, indicating that the current feedback CurGear is D gear and there is a gear fault, the vehicle's intelligent driving controller first sends an N gear signal to the TCU electronic control unit.

[0133] After sending the request signal to the TCU, the vehicle proceeds to step S102, where the ECU obtains the current gear status. If the current gear status is determined not to be a gear fault, i.e., the gear status is normal, the normal gear request operation is performed again, i.e., step S104.

[0134] The present application discloses a solution to gear failure. Without changing the original TCU controller's shifting strategy and the inevitable probability of mechanical operation errors, it automatically determines whether the vehicle is in a gear failure state based on a gear failure diagnosis method, and solves the problem of abnormal vehicle performance caused by gear failure by switching gears, thereby reducing the frequency of the vehicle exiting automatic driving and manual takeover, and improving the driving efficiency of automatic driving vehicles.

[0135] It should be noted that although the operations are depicted in a particular order, this should not be understood as requiring that the operations be performed in the particular order shown or in a sequential order. In certain circumstances, multitasking and parallel processing may be advantageous.

[0136] It should be understood that the various steps described in the method embodiments of the present disclosure may be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present disclosure is not limited in this respect.

[0137] See also Figure 4 , This figure is a schematic diagram of a gear fault resolution device provided by an embodiment of the present application. The device 400 includes: a gear acquisition module 401, a gear determination module 402, and a gear sending module 403;

[0138] The gear acquisition module 401 is used for the ECU to acquire the current gear status of the vehicle after the vehicle starts the automatic driving function. The current gear status includes the gear normal state and the gear fault state;

[0139] The gear determination module 402 is used by the ECU to determine whether the current gear state is in a gear fault state;

[0140] The gear sending module 403 is used to send the requested gear value to the TCU if no; if yes, the ECU sends the N gear value to the TCU and then executes the step of the ECU determining whether the current gear state is in a gear fault state again.

[0141] The present application discloses a gear fault resolution device. Without changing the original TCU controller's gear shifting strategy and the inevitable probability of mechanical operation errors, it automatically determines whether the vehicle is in a gear fault state based on a gear fault diagnosis method, and resolves the problem of abnormal vehicle performance caused by gear fault by switching gears, thereby reducing the frequency of the vehicle exiting automatic driving and manual takeover, and improving the driving efficiency of automatic driving vehicles.

[0142] It should be noted that the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device and system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiments. The device and system embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components indicated as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the scheme of this embodiment. A person of ordinary skill in the art can understand and implement it without expending creative work.

[0143] The above is merely one 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 solving a gear failure, characterized in that: Applied to a vehicle including an ECU and a TCU, the method includes: After the vehicle starts the automatic driving function, the ECU obtains the current gear state of the vehicle, where the current gear state includes a normal gear state and a gear fault state; The ECU determines whether the current gear state is in the gear fault state; If not, the ECU sends the requested gear value to the TCU; If yes, the ECU sends the N gear value to the TCU, and then performs the step of the ECU determining whether the current gear state is in the gear fault state again; The ECU determines whether the current gear state is in the gear fault state, including: The ECU determines whether there is a potential fault in the gear position of the vehicle; If not, the current gear state is not in the gear fault state; If yes, the ECU obtains the duration of the gear failure potential of the vehicle; If the duration of the potential fault in the gear of the vehicle is greater than or equal to a first duration threshold, determining that the current gear state is in a gear fault state; The ECU determines whether there is a potential fault in the gear position of the vehicle, including: The ECU determines whether a ratio of an input shaft speed to an output shaft speed of the vehicle is greater than a first diagnostic threshold; If the ratio of the input shaft speed to the output shaft speed of the vehicle is less than or equal to a first diagnostic threshold, then there is no potential fault in the gear position of the vehicle; If the ratio of the input shaft speed to the output shaft speed of the vehicle is greater than a first diagnostic threshold, the ECU determines whether a clutch engagement ratio of the vehicle is less than a first clutch engagement ratio threshold; If the clutch engagement ratio of the vehicle is greater than or equal to a first clutch engagement ratio threshold, then there is no potential fault hazard in the gear position of the vehicle; If the clutch engagement ratio of the vehicle is less than a first clutch engagement ratio threshold, the ECU determines whether the current gear position of the vehicle is D gear, where the current gear position is a gear position signal sent by a transmission control unit to an electronic control unit during vehicle driving; If the current gear value of the vehicle is not D gear, then there is no potential fault hazard in the gear of the vehicle; If the current gear value of the vehicle is D gear, the ECU determines whether the current speed of the vehicle is less than a first speed threshold; If the current speed of the vehicle is greater than or equal to the first speed threshold, then there is no potential fault in the gear position of the vehicle; If the current speed of the vehicle is less than a first speed threshold, then there is a potential fault in the gear position of the vehicle; After the ECU obtains the duration of the gear position of the vehicle having a potential fault, the method further includes: If the duration of the potential fault in the gear of the vehicle is less than a first duration threshold, the ECU determines whether the current speed of the vehicle is greater than a second speed threshold, and the second speed threshold is greater than the first speed threshold; If the current speed of the vehicle is greater than the second speed threshold, the step of the ECU determining whether there is a potential fault in the gear position of the vehicle is re-executed.

2. The method according to claim 1, characterized in that After the ECU determines that the current gear state is in a gear fault state, the method further includes: The ECU determines whether the gear position of the vehicle has cleared the potential fault; If not, the ECU determines that the current gear state is in the gear fault state; If yes, the ECU obtains the time length during which the gear of the vehicle has cleared the potential fault; If the time during which the gear of the vehicle has cleared the potential fault is greater than a second time threshold, the ECU determines that the current gear state is in a normal gear state, and the second time threshold is less than the first time threshold.

3. The method according to claim 2, characterized in that The ECU determines whether the gear position of the vehicle has cleared the potential fault, including: The ECU determines whether the current gear value of the vehicle is N gear; If the current gear value of the vehicle is not N gear, the gear value of the vehicle has not cleared the fault hidden danger; If the current gear value of the vehicle is N gear, the ECU determines whether the current speed of the vehicle is less than a third speed threshold, and the third speed threshold is less than the first speed threshold and the second speed threshold; If the current speed of the vehicle is greater than or equal to a third speed threshold, the gear position of the vehicle has not cleared the fault potential; If the current speed of the vehicle is less than the third speed threshold, the gear position of the vehicle has cleared the potential fault.

4. The method according to claim 3, characterized in that After the ECU obtains the time duration during which the gear position of the vehicle has cleared the potential fault, the method further includes: If the time duration during which the gear position of the vehicle has cleared the potential fault is less than a second time duration threshold, the ECU determines whether the current speed of the vehicle is greater than a fourth speed threshold, and the fourth speed threshold is less than the first speed threshold, the second speed threshold, and the third speed threshold; If the current speed of the vehicle is less than or equal to a fourth speed threshold, the gear position of the vehicle has not cleared the fault potential; If the current speed of the vehicle is greater than a fourth speed threshold, the ECU determines whether the current gear value of the vehicle is non-N gear; If the current gear value of the vehicle is N gear, the gear value of the vehicle has not cleared the fault hidden danger; If the current gear value of the vehicle is not N gear, the step of determining whether the current gear value of the vehicle is N gear is re-executed.

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