Gearbox gear recognition method, device and computer readable storage medium

Abstract

The application relates to a gearbox gear position recognition method, a device and a computer readable storage medium. The application calculates the dispersion degree of the ratio of the vehicle speed and the engine speed, generates a plurality of first trend lines corresponding to the gears of the gearbox according to the vehicle speed and the engine speed, outputs the linear parameters of the trend lines corresponding to the gears, stores the points of the speed and the vehicle speed when the working condition is satisfied, designs a linear transmission ratio bandwidth, and accurately recognizes the reverse gears and the forward gears falling into the bandwidth, so that gear torque limiting and gear shifting reminding can be conveniently and accurately performed, the calibration of the gear speed ratio of the rear axle and the gearbox of each vehicle type is not needed, the workload is reduced, the cost and the failure rate are reduced, and the gear position recognition is more accurate.

Description

Technical Field

[0001] This invention relates to the field of gearbox technology, specifically to a gearbox gear position recognition method, apparatus, and computer-readable storage medium. Background Technology

[0002] This section provides only background information relevant to this disclosure and is not necessarily prior art.

[0003] Currently, gear recognition and torque limiting are calculated by acquiring information such as engine speed, vehicle speed, or universal joint speed, calibrating the gear ratios, total number of gears, and universal joint speed conversion factor. Different data is required for different rear axles and different OEMs, increasing the data volume and increasing the risk of errors. Torque limiting typically limits first gear torque, as the ratio of reverse gear is similar to that of first gear. Currently, reverse gear and first gear are generally recognized as first gear, and torque is limited on the recognized first gear to protect the transmission system. However, the current logic cannot recognize reverse gear, making the data unsuitable for OEM requirements. The ratio of second-to-last gear is generally very similar to that of forward gears. Currently, second-to-last gear is generally recognized as a forward gear, leading to gear recognition errors. For example, during gear position reminders, the inability to recognize second-to-last gear results in incorrect gear position reminders when it is in operation. Summary of the Invention

[0004] This invention provides a method for identifying gearbox gear positions, aiming to at least solve the technical problems of existing gearbox gear position identification technologies, such as high calibration workload and insufficient identification accuracy. This objective is achieved through the following technical solution:

[0005] The first aspect of the present invention provides a method for identifying gearbox gear positions, comprising the following steps:

[0006] Receive the first vehicle speed and the first engine speed at multiple time points within a first preset time period;

[0007] Multiple first trend lines corresponding to each gear of the transmission are generated based on the first vehicle speed and the first engine speed.

[0008] Receive the second vehicle speed and the second engine speed corresponding to multiple time points within a second preset time period;

[0009] A second trend line is generated based on the second vehicle speed and the second engine speed;

[0010] Calculate the deviation between the second trend line and the first trend line, and determine the current gear of the transmission based on the deviation.

[0011] Compared to existing technologies, this application calculates the dispersion of the vehicle speed-engine speed ratio scatter plot during new vehicle testing and ECU data updates. Based on vehicle speed and engine speed, it generates multiple first trend lines corresponding to each gear in the transmission, outputting the linear parameters of the trend lines for each gear. After calculating the gear coefficients, and under suitable operating conditions, it begins storing the points of engine speed and vehicle speed, designs a linear transmission ratio bandwidth, and accurately identifies reverse and forward gears falling within the bandwidth. This facilitates accurate torque limiting and shift reminders, eliminating the need for rear axle and transmission gear ratio calibration for each vehicle model, reducing workload, cost, and failure rate. Furthermore, it makes data matching more flexible and gear identification more accurate.

[0012] In some embodiments, the step of receiving the first vehicle speed and the first engine speed corresponding to multiple time points within a first preset time period further includes the following step:

[0013] Receive ECU update signal;

[0014] Based on the ECU update signal, indicating that the ECU data has been updated or that the ECU is a new ECU, proceed to the next step.

[0015] In some embodiments, the step of receiving the first vehicle speed and the first engine speed corresponding to multiple time points within a first preset time period further includes the following step:

[0016] Receives current vehicle speed signal, current gear signal, and mileage signal;

[0017] If the current vehicle speed signal is not equal to zero, the current gear signal is not in neutral, and the mileage signal is less than the preset mileage, proceed to the next step.

[0018] In some embodiments, the step of generating multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed further includes the following step:

[0019] Calculate the dispersion values ​​of the first vehicle speed and the first engine speed;

[0020] If the dispersion value is less than a preset dispersion value, proceed to the next step.

[0021] In some embodiments, the step of generating multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed includes:

[0022] Multiple first trend lines are generated based on the first vehicle speed and the first engine speed;

[0023] Calculate the first slope and first intercept of the plurality of first trend lines;

[0024] Generate a mapping diagram of the first slope and the first intercept to each gear of the gearbox.

[0025] In some embodiments, the step of generating a plurality of first trend lines based on the first vehicle speed and the first engine speed includes:

[0026] A scatter plot is generated based on the first vehicle speed and the first engine speed, wherein the horizontal axis of the scatter plot is the engine speed and the vertical axis of the scatter plot is the vehicle speed.

[0027] The first trend line is determined based on the scatter plot and the formula Y = AX + B, where Y is the first vehicle speed, X is the first engine speed, A is the slope of the first trend line, and B is the intercept of the first trend line.

[0028] In some embodiments, the step of generating the second trend line based on the second vehicle speed and the second engine speed further includes:

[0029] Receives the current second vehicle speed signal, the current second gear signal, and the clutch signal;

[0030] Based on the fact that the second current vehicle speed signal is not equal to zero, the second current gear signal is not in neutral, and the clutch signal indicates that the clutch is engaged, proceed to the next step.

[0031] In some embodiments, the step of calculating the deviation between the second trend line and the first trend line, and determining the current gear of the transmission based on the deviation, includes:

[0032] Calculate the second slope and the second intercept of the second trend line;

[0033] The mapping graph is queried based on the second slope and the second intercept;

[0034] The first trend line corresponding to the second trend line is determined based on the fact that the deviation between the second slope and the first slope is less than a preset first deviation, and the deviation between the second intercept and the first intercept is less than a preset second deviation.

[0035] The current gear of the transmission is determined based on the first trend line.

[0036] A second aspect of the present invention provides a gearbox gear position recognition device, comprising:

[0037] The first receiving module is used to receive the first vehicle speed and the first engine speed;

[0038] The first calculation module is used to generate multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed.

[0039] The second receiving module is used to receive the second vehicle speed and the second engine speed.

[0040] The second calculation module is used to generate a second trend line based on the second vehicle speed and the second engine speed;

[0041] The comparison module is used to calculate the deviation between the second trend line and the first trend line;

[0042] The identification module is used to identify the current gear of the transmission based on the deviation.

[0043] The gearbox gear position recognition device proposed in the second aspect of the present invention has the same beneficial effects as the gearbox gear position recognition method proposed in the first aspect of the present invention, and will not be described again here.

[0044] A third aspect of the invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the steps as described in the first aspect of the invention. Attached Figure Description

[0045] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0046] Figure 1 This is a schematic flowchart of a gearbox gear position recognition method according to an embodiment of the present invention.

[0047] Figure 2 This is a schematic flowchart illustrating the gear ratio calculation process in a gearbox gear identification method according to an embodiment of the present invention.

[0048] Figure 3 This is a schematic flowchart illustrating the gear position recognition process of a gearbox gear position recognition method according to an embodiment of the present invention.

[0049] Figure 4 This is a scatter plot of engine speed and vehicle speed for a gearbox gear position recognition method according to an embodiment of the present invention. Detailed Implementation

[0050] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0051] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also mean including the plural forms. The terms “comprising,” “including,” and “having” are inclusive and therefore indicate the presence of the stated features, elements, and / or components, but do not exclude the presence or addition of one or more other features, elements, components, and / or combinations thereof.

[0052] Although terms such as "first," "second," etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and "third," as well as other numerical terms, do not imply order or sequence when used in this document. Furthermore, in the description of this invention, unless otherwise expressly specified and limited, the terms "set up" and "connected" should be interpreted broadly; for example, they may refer to a fixed connection, a detachable connection, or an integral connection; they may refer to a direct connection or an indirect connection via an intermediate medium. Those skilled in the art will understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0053] For ease of description, spatial relative terms may be used in the text to describe the relationship of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "above," "inside," "near," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, in addition to those depicted in the figure. For example, if the device in the figure is flipped, an element described as "below" or "below other elements or features" would subsequently be oriented as "above" or "above other elements or features." Therefore, the example term "below" can include both above and below orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in the text will be interpreted accordingly.

[0054] like Figure 1 As shown, the first aspect of the present invention provides a method for identifying gearbox gear positions, comprising the following steps:

[0055] Receive the first vehicle speed and the first engine speed at multiple time points within a first preset time period;

[0056] Multiple first trend lines corresponding to each gear of the transmission are generated based on the first vehicle speed and the first engine speed.

[0057] Receive the second vehicle speed and the second engine speed corresponding to multiple time points within a second preset time period;

[0058] A second trend line is generated based on the second vehicle speed and the second engine speed;

[0059] Calculate the deviation between the second trend line and the first trend line, and determine the current gear of the transmission based on the deviation.

[0060] Understandably, multiple time points can be set evenly within a first preset time period, such as setting fifty time points within the first preset time period. The first vehicle speed and the first engine speed can be obtained through the vehicle speed sensor and engine speed sensor on the vehicle, which will not be elaborated here. After obtaining the first vehicle speed and the first engine speed corresponding to multiple time points within the first preset time period, scatter points with engine speed and vehicle speed as the horizontal and vertical axes can be marked on the graph. Then, a first trend line can be drawn based on the trend reflected by the scatter points, or a linear trend line can be calculated based on the average of multiple scatter points on the same trend to represent the first trend line. The order of the first trend line in the graph can correspond to the gears of the transmission. For example, the first trend line at the bottom of the graph represents the high gear of the transmission, and the first trend line at the top represents the low gear of the transmission. After the vehicle has been in motion, the second vehicle speed and the second engine speed can be received again at multiple time points within the second preset time period. Similarly, scatter points with engine speed and vehicle speed as the horizontal and vertical axes are marked on the graph. Then, a second trend line is drawn based on the trend reflected by the scatter points. The gearbox gear corresponding to the second trend line is determined based on the coupling rate between the second trend line and the first trend line, thus completing the gear identification.

[0061] Compared with existing technologies, this application calculates the dispersion of the vehicle speed and engine speed ratio scatter points during new vehicle testing and ECU data updates. Based on vehicle speed and engine speed, it generates multiple first trend lines corresponding to each gear in the transmission, outputting the linear parameters of the trend lines for each gear. After calculating the gear coefficients, and under suitable operating conditions, it begins storing the points of engine speed and vehicle speed, designs a linear transmission ratio bandwidth, and accurately identifies reverse and forward gears falling within the bandwidth. This facilitates accurate torque limiting and shift reminders, eliminating the need for rear axle and transmission gear ratio calibration for each vehicle model, reducing workload, cost, and failure rate. The adaptive gear recognition method of this application directly identifies gears based on engine speed and vehicle speed, eliminating the need for calibration based on vehicle model, rear axle, or transmission, making data matching more flexible, reducing calibration workload, and resulting in more accurate gear recognition.

[0062] In some embodiments, the step of receiving the first vehicle speed and the first engine speed corresponding to multiple time points within a first preset time period further includes the following step:

[0063] Receive ECU update signal;

[0064] The ECU update signal indicates that the ECU data has been updated or that the ECU is a new ECU, and the next step is to proceed.

[0065] After the ECU data is replaced or updated, data input is required for adaptive gear recognition of the vehicle. Therefore, when an ECU update or ECU data update is detected, the gear coefficient calculation steps proposed in this invention can be performed to determine the linear parameters of the trend line of vehicle speed and engine speed corresponding to each gear, thereby providing data basis for subsequent gear recognition. The ECU update signal can be obtained through the ECU monitoring module at the ECU, which will not be elaborated here.

[0066] In some embodiments, the step of receiving the first vehicle speed and the first engine speed corresponding to multiple time points within a first preset time period further includes the following step:

[0067] Receives current vehicle speed signal, current gear signal, and mileage signal;

[0068] If the current vehicle speed signal is not equal to zero, the current gear signal is not in neutral, and the mileage signal is less than the preset mileage, proceed to the next step.

[0069] Understandably, the current vehicle speed signal can be obtained from the vehicle speed sensor, the current gear signal can be obtained from the gear position sensor, and the mileage signal can be obtained from the odometer. During vehicle operation, when the vehicle is not in neutral and the wheel mileage is less than the preset mileage, the gear coefficient calculation step can be performed.

[0070] In some embodiments, the step of generating multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed further includes the following step:

[0071] Calculate the dispersion values ​​of the first vehicle speed and the first engine speed;

[0072] If the dispersion value is less than the preset dispersion value, proceed to the next step.

[0073] Specifically, after obtaining the first vehicle speed and the first engine speed, the dispersion value of the storage point set of the first vehicle speed and the first engine speed can be calculated, and the dispersion value is compared with a preset dispersion value. When the dispersion is less than the preset dispersion value, it indicates that the storage point set obtained within the first preset time period is relatively concentrated and can reflect the trend line of the scattered points. Therefore, these storage point sets can be included in the calculation of the trend line. At this time, the storage point set can be obtained, and the next calculation step can be performed.

[0074] In some embodiments, the step of generating multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed includes:

[0075] Multiple first trend lines are generated based on the first vehicle speed and the first engine speed;

[0076] Calculate the first slope and first intercept of multiple first trend lines;

[0077] Generate a mapping diagram of the first slope and the first intercept to each gear of the gearbox.

[0078] Specifically, the first vehicle speed and first engine speed at multiple time points within the first preset time period are plotted on a scatter plot with engine speed as the abscissa and vehicle speed as the ordinate. Multiple first trend lines are roughly plotted based on the trends reflected by each point on the scatter plot, or the proportional coefficient (slope) and offset coefficient (intercept) of the linear trend line are calculated based on the first vehicle speed and first engine speed. The first trend line is then determined using the formula Y = AX + B, where Y is the ordinate (vehicle speed) and X is the abscissa (engine speed). The A and B values ​​of the multiple trend lines are then sorted from largest to smallest and identified as gears of the transmission: -2, -1, 0, 1, 2, 3... When the number of identified first trend lines equals the total number of gears in the transmission, identification stops, and the slope and intercept of the first trend line corresponding to each gear are output.

[0079] In some embodiments, the step of generating a plurality of first trend lines based on a first vehicle speed and a first engine speed includes:

[0080] A scatter plot is generated based on the first vehicle speed and the first engine speed. The horizontal axis of the scatter plot is the engine speed, and the vertical axis is the vehicle speed.

[0081] The first trend line is determined based on the scatter plot and the formula Y = AX + B, where Y is the first vehicle speed and X is the first engine speed.

[0082] Understandably, after obtaining the first vehicle speed and the first engine speed, scatter points are marked on a scatter plot with engine speed as the x-axis and vehicle speed as the y-axis. The sum of the x and y coordinates of each scatter point and the formula Y = A are then used to determine the scatter points. i X+B i Calculate the first trend line. During the calculation process, if the same gear position is identified twice, then A... i and B i Similar, take A twice respectively i and B i The average value is used to determine the gear recognition process. When the mileage condition is met and the total number of gears equals the total number of recognized gears, the gear recognition process ends.

[0083] In some embodiments, the step of generating the second trend line based on the second vehicle speed and the second engine speed further includes:

[0084] Receives the current second vehicle speed signal, the current second gear signal, and the clutch signal;

[0085] Based on the fact that the second current vehicle speed signal is not equal to zero, the second current gear signal is not in neutral, and the clutch signal indicates that the clutch is engaged, proceed to the next step.

[0086] Understandably, the second vehicle speed signal can be obtained from the vehicle speed sensor, the second current gear signal from the gear signal, and the clutch signal from the clutch sensor. When the second current vehicle speed signal is not equal to zero, the second current gear signal is not in neutral, and the clutch signal indicates that the clutch is engaged, it indicates that the vehicle is in motion and the clutch is engaged, at which point the gear position of the transmission can be identified.

[0087] In some embodiments, the step of calculating the deviation between the second trend line and the first trend line, and determining the current gear of the transmission based on the deviation, includes:

[0088] Calculate the second slope and second intercept of the second trend line;

[0089] Query the mapping graph based on the second slope and the second intercept;

[0090] Based on the fact that the deviation between the second slope and the first slope is less than a preset first deviation, and the deviation between the second intercept and the first intercept is less than a preset second deviation, a first trend line corresponding to the second trend line is determined.

[0091] The current gear of the transmission is determined based on the first trend line.

[0092] Understandably, when the vehicle is in motion and the clutch is engaged, gear identification is required. At this time, within a second preset time period, multiple time points can be taken for the second vehicle speed and second engine speed. Then, based on the trends of the second vehicle speed and second engine speed on a scatter plot, a second trend line can be drawn, and the formula Y=A can be applied. j X+B j Y represents the second vehicle speed, X represents the second engine speed, and the second slope A of the second trend line. j Second intercept B j The calculation is performed, and then the second slope is compared with the first slope to find the closest first slope. The second intercept is compared with the first intercept to find the closest first intercept. The closest first trend line is determined based on the closest first slope and the closest first intercept. Then, the corresponding gear is determined based on the closest first trend line, thus completing the gear identification.

[0093] A second aspect of the present invention provides a gearbox gear position recognition device, comprising:

[0094] The first receiving module is used to receive the first vehicle speed and the first engine speed;

[0095] The first calculation module is used to generate multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed.

[0096] The second receiving module is used to receive the second vehicle speed and the second engine speed.

[0097] The second calculation module is used to generate a second trend line based on the second vehicle speed and the second engine speed.

[0098] The comparison module is used to calculate the deviation between the second trend line and the first trend line;

[0099] The identification module is used to identify the current gear of the transmission based on the deviation.

[0100] The gearbox gear position recognition device proposed in the second aspect of the present invention has the same beneficial effects as the gearbox gear position recognition method proposed in the first aspect of the present invention. By analyzing the dispersion of the vehicle speed and speed ratio scatter points, it outputs corresponding linear parameters for each gear, designs a linear transmission ratio bandwidth, and accurately identifies reverse and forward gears falling within the bandwidth. This facilitates accurate torque limiting and shift reminders, eliminating the need for rear axle and gearbox gear ratio calibration for each vehicle model, reducing workload, cost, and failure rate. Furthermore, it eliminates the need for calibration based on vehicle model, rear axle, and gearbox, making data matching more flexible.

[0101] A third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the steps as described in the first aspect of the present invention.

[0102] The process of the gearbox gear position recognition method of the present invention is as follows:

[0103] S1: Proceed to the next step if the ECU has been replaced or the ECU data has just been updated;

[0104] S2: Proceed to the next step when the following conditions are met: clutch not depressed, gear not in neutral, vehicle speed not equal to 0, and mileage less than the set value.

[0105] S3: Calculate the coefficients for each gear. After each condition is met, take one point for each time period, for a total of 50 points. If the dispersion of the stored points is greater than the set value, proceed to the next step.

[0106] S4: Calculate the proportionality coefficient A at this point. i and offset coefficient B i The values ​​of Ai and Bi for each gear are sorted from smallest to largest. After the coefficient calculation module for each gear is completed, it outputs the values ​​of Ai and Bi for each gear.

[0107] S5: After the coefficients for each gear are calculated, when the clutch is not depressed, the vehicle is not in neutral, and the vehicle speed is not 0, start storing the points of engine speed and vehicle speed.

[0108] S6: And calculate the scaling factor A of the storage points. j and offset coefficient B j If A j and B j In A i and B i Output A within the deviation range i and B i The corresponding file.

[0109] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, the various illustrative components, blocks, modules, circuits, and steps are described above in a generalized manner in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. Those skilled in the art may implement the described functionality in different ways for each specific application, but such implementation decisions should not be construed as departing from the scope of the invention.

[0110] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but in alternatives, it may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.

[0111] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functionality may be stored or transmitted as one or more instructions or code on or through a computer-readable medium. A computer-readable medium includes both computer storage media and communication media, encompassing any medium that facilitates the transfer of a computer program from one location to another. A storage medium may be any available medium accessible to a computer. By way of example and not limitation, such a computer-readable medium may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and is accessible to a computer. Any connection is also legitimately referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of a medium. As used in this article, disks and discs include compact discs (CDs), laser discs, optical discs, digital multi-purpose discs (DVDs), floppy disks, and Blu-ray discs. Disks typically reproduce data magnetically, while discs reproduce data optically using lasers. Combinations of these should also be included within the scope of storage media.

[0112] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for identifying gearbox gear positions, characterized in that, Includes the following steps: Receive the first vehicle speed and the first engine speed at multiple time points within a first preset time period; Multiple first trend lines corresponding to each gear of the transmission are generated based on the first vehicle speed and the first engine speed. Receive the second vehicle speed and the second engine speed corresponding to multiple time points within a second preset time period; A second trend line is generated based on the second vehicle speed and the second engine speed; Calculate the deviation between the second trend line and the first trend line, and determine the current gear of the transmission based on the deviation; The step of generating multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed includes: Multiple first trend lines are generated based on the first vehicle speed and the first engine speed; Calculate the first slope and first intercept of the plurality of first trend lines; Generate a mapping diagram of the first slope and the first intercept with each gear of the gearbox; The step of calculating the deviation between the second trend line and the first trend line, and determining the current gear of the transmission based on the deviation, includes: Calculate the second slope and the second intercept of the second trend line; The mapping graph is queried based on the second slope and the second intercept; The first trend line corresponding to the second trend line is determined based on the fact that the deviation between the second slope and the first slope is less than a preset first deviation, and the deviation between the second intercept and the first intercept is less than a preset second deviation. The current gear of the transmission is determined based on the first trend line.

2. The gearbox gear position recognition method according to claim 1, characterized in that, Before the step of receiving the first vehicle speed and the first engine speed corresponding to multiple time points within a first preset time period, the method further includes the following step: Receive ECU update signal; Based on the ECU update signal, indicating that the ECU data has been updated or that the ECU is a new ECU, proceed to the next step.

3. The gearbox gear position recognition method according to claim 2, characterized in that, Before the step of receiving the first vehicle speed and the first engine speed corresponding to multiple time points within a first preset time period, the method further includes the following step: Receives current vehicle speed signal, current gear signal, and mileage signal; If the current vehicle speed signal is not equal to zero, the current gear signal is not in neutral, and the mileage signal is less than the preset mileage, proceed to the next step.

4. The gearbox gear position recognition method according to claim 1, characterized in that, Before the step of generating multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed, the method further includes the following step: Calculate the dispersion values ​​of the first vehicle speed and the first engine speed; If the dispersion value is less than a preset dispersion value, proceed to the next step.

5. The gearbox gear position recognition method according to claim 1, characterized in that, The step of generating multiple first trend lines based on the first vehicle speed and the first engine speed includes: A scatter plot is generated based on the first vehicle speed and the first engine speed, wherein the horizontal axis of the scatter plot is the engine speed and the vertical axis of the scatter plot is the vehicle speed. The first trend line is determined based on the scatter plot and the formula Y=AX+B, where Y is the first vehicle speed, X is the first engine speed, A is the slope of the first trend line, and B is the intercept of the first trend line.

6. The gearbox gear position recognition method according to claim 1, characterized in that, The step of generating the second trend line based on the second vehicle speed and the second engine speed includes, prior to: Receives the current second vehicle speed signal, the current second gear signal, and the clutch signal; Based on the fact that the second current vehicle speed signal is not equal to zero, the second current gear signal is not in neutral, and the clutch signal indicates that the clutch is engaged, proceed to the next step.

7. A gearbox gear position recognition device, characterized in that, include: The first receiving module is used to receive the first vehicle speed and the first engine speed; The first calculation module is used to generate multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed. The second receiving module is used to receive the second vehicle speed and the second engine speed. The second calculation module is used to generate a second trend line based on the second vehicle speed and the second engine speed; The comparison module is used to calculate the deviation between the second trend line and the first trend line; The identification module is used to identify the current gear of the transmission based on the deviation; The step of generating multiple first trend lines corresponding to each gear of the transmission based on the first vehicle speed and the first engine speed includes: Multiple first trend lines are generated based on the first vehicle speed and the first engine speed; Calculate the first slope and first intercept of the plurality of first trend lines; Generate a mapping diagram of the first slope and the first intercept with each gear of the gearbox; The step of calculating the deviation between the second trend line and the first trend line, and determining the current gear of the transmission based on the deviation, includes: Calculate the second slope and the second intercept of the second trend line; The mapping graph is queried based on the second slope and the second intercept; The first trend line corresponding to the second trend line is determined based on the fact that the deviation between the second slope and the first slope is less than a preset first deviation, and the deviation between the second intercept and the first intercept is less than a preset second deviation. The current gear of the transmission is determined based on the first trend line.

8. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the gearbox gear identification method as described in any one of claims 1 to 6.

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