Gear control method, gear controller and storage medium

Abstract

The present application relates to a gear control method, a gear controller, and a storage medium. The gear control method includes: upon receiving a gear shift request, sending a release request or a clamping request to a braking device; maintaining the current gear if the braking device detects that it has switched to a clamped state; and switching the current gear to a braking gear if the braking device detects that it has remained in a clamped state for longer than a preset time, wherein the preset time is greater than or equal to the time the braking device remains in a clamped state during self-testing. By adopting the gear control method provided in the present application, the phenomenon of a vehicle slipping in a braking gear can be reduced, thereby improving vehicle safety.

Description

Technical Field

[0001] The present application relates to the field of automobile automatic control technology, and in particular to a gear control method, a gear controller, and a storage medium. Background Art

[0002] To save costs, many new energy vehicles have eliminated the electronic parking button and instead use a combination of brakes and shifters. The shifter can request the brakes to be clamped or released via the shift controller. The shift controller then switches gears based on the brake status. For example, if the controller detects the brakes have switched to a clamped state, it switches the current gear to a braking gear.

[0003] However, after the current gear is switched to the braking gear, the state of the brake device may jump back to the non-clamping state in a short time, causing the car to slip in the braking gear, thereby causing safety problems. Therefore, the current gear control method still has automobile safety problems. Summary of the Invention

[0004] Based on this, the present application provides a gear control method, a gear controller and a storage medium, which can reduce the slipping phenomenon of a car in a braking gear, thereby improving the safety of the car.

[0005] In the first aspect, the present application provides a gear control method, which is applied to a gear controller. The gear control method includes: when a gear switching request is received, sending a release request or a clamping request to the braking device; if it is monitored that the state of the braking device jumps to the clamping state, maintaining the current gear; if it is monitored that the braking device remains in the clamping state for a time longer than a preset time, switching the current gear to the braking gear, wherein the preset time is greater than or equal to the time the braking device remains in the clamping state during self-test.

[0006] In combination with the first aspect, in a first possible implementation manner of the first aspect, the above-mentioned preset time length is equal to the sum of the time length during which the braking device remains in a clamped state during self-test and the maximum release delay, wherein the maximum release delay is the communication cycle between the gear controller and the braking device.

[0007] In combination with the first aspect, in a second possible implementation manner of the first aspect, after sending a release request to the braking device, the method further includes: if it is monitored that the state of the braking device jumps from a fault state to a releasing state, the current gear is switched to the gear indicated by the gear switching request, and whether the braking device jumps to the release state within the maximum release time is monitored; if it does not jump to the release state within the maximum release time, the current gear is switched to neutral.

[0008] In combination with the first aspect, in a third possible implementation manner of the first aspect, after sending a clamping request to the braking device, the method further includes: if it is monitored that the time length for which the braking device maintains the clamping state is less than or equal to the preset time length, then the current gear position is maintained, and the braking device is monitored to see whether it jumps to the clamping gear position again within the maximum clamping time length; if it does not jump to the clamping state again within the maximum clamping time length, then the current gear position is switched to neutral.

[0009] In combination with the first aspect, in a fourth possible implementation manner of the first aspect, after sending a release request to the braking device, if it is monitored that the braking device remains in a fault state, the current gear position is maintained.

[0010] In combination with the first aspect, in a fifth possible implementation manner of the first aspect, after sending the clamping request to the braking device, if it is monitored that the braking device remains in a fault state, the current gear is switched to neutral.

[0011] In combination with the first aspect, in a sixth possible implementation manner of the first aspect, when no gear switching request is received, if it is monitored that the braking device remains in a fault state, the current gear is maintained.

[0012] On the second aspect, the present application also provides a gear controller, which includes: a transceiver unit for sending a release request or a clamping request to the braking device when receiving a gear switching request; a control unit for maintaining the current gear if it is monitored that the state of the braking device jumps to the clamping state; the control unit is also used to switch the current gear to the braking gear if it is monitored that the braking device remains in the clamping state for a period longer than a preset period, wherein the preset period is greater than or equal to the period that the braking device remains in the clamping state during self-test.

[0013] In combination with the second aspect, in the first possible implementation manner of the second aspect, the above-mentioned preset time length is equal to the sum of the time length during which the braking device remains in the clamping state during self-test and the maximum release delay, wherein the maximum release delay is the communication cycle between the gear controller and the braking device.

[0014] In combination with the second aspect, in a second possible implementation manner of the second aspect, the above-mentioned control unit is also used to: if it is monitored that the state of the braking device jumps from a fault state to a releasing state, the current gear is switched to the gear indicated by the gear switching request, and whether the braking device jumps to the released state within the maximum release time is monitored; if it does not jump to the released state within the maximum release time, the current gear is switched to neutral.

[0015] In combination with the second aspect, in a third possible implementation manner of the second aspect, the above-mentioned control unit is also used to: if it is monitored that the time length for which the braking device remains in the clamping state is less than or equal to the preset time length, then maintain the current gear position, and monitor whether the braking device jumps to the clamping gear position again within the maximum clamping time length; if it does not jump to the clamping state again within the maximum clamping time length, then switch the current gear position to neutral.

[0016] In combination with the second aspect, in a fourth possible implementation manner of the second aspect, the control unit is further configured to maintain the current gear position if it is detected that the braking device remains in a fault state after sending a release request to the braking device.

[0017] In combination with the second aspect, in a fifth possible implementation manner of the second aspect, the control unit is further configured to, after sending a clamping request to the braking device, switch the current gear to neutral if it is detected that the braking device remains in a fault state.

[0018] In combination with the second aspect, in a sixth possible implementation manner of the second aspect, the control unit is further configured to maintain the current gear if it is detected that the braking device remains in a fault state when no gear switching request is received.

[0019] In the third aspect, the present application also provides a gear controller, which includes a processor, a transceiver and a memory, and the processor, transceiver and memory are connected through a bus; the processor is used to execute multiple instructions; the transceiver is used to interact with other devices for data; the memory is used to store multiple instructions, and the instructions are suitable for being loaded by the processor and executed as the gear control method of the first aspect or any one of the embodiments of the first aspect.

[0020] In a fourth aspect, the present application further provides a computer-readable storage medium, in which a plurality of instructions are stored, and the instructions are suitable for being loaded and executed by a processor as the gear control method of the first aspect or any one embodiment of the first aspect.

[0021] In summary, the present application provides a gear control method, a gear controller, and a storage medium, wherein the gear controller performs a delayed judgment on the clamping state of the brake device based on the rules of self-test. When the gear controller detects that the state of the brake device has jumped to the clamping state, the gear controller does not immediately switch gears. Instead, it switches the current gear to the braking gear only after the brake device maintains the clamping state for a preset time period. Because the preset time period is longer than the length of time the brake device remains in the clamping state during self-test, by implementing the gear control method of the present application, the phenomenon of the vehicle rolling in the braking gear due to self-test can be reduced, thereby improving vehicle safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1A schematic flow chart of a gear control method according to an embodiment of the present application;

[0023] Figure 2 A schematic flow chart of a gear control method in another embodiment provided in this application;

[0024] Figure 3 A schematic flow chart of a gear control method in another embodiment provided in this application;

[0025] Figure 4 A schematic block diagram of a gear controller in an embodiment provided in this application;

[0026] Figure 5 This is a structural block diagram of a gear controller in an embodiment provided in this application. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0028] It should be noted that the gear controller proposed in this application can be a controller specifically used for gear control, or a vehicle dynamic controller (VDC), the braking device can be an electronic parking brake system (EPB), etc., the gear shifter can be a gear shift module (GSM), etc., such as a gear button or a gear lever, etc., and the intelligent driving system can be an advanced driving assistance system (ADS), an adaptive cruise system or an automatic parking system, etc. The various devices in this application can be connected to each other wirelessly or wired, for example, data can be transmitted via CAN FD, and this application does not impose any restrictions on this.

[0029] At present, in the existing gear switching method, the gear controller continuously monitors the status of the braking device. When the gear controller detects that the braking device jumps to the clamping state, it switches the current gear to the braking gear. However, due to some reasons, the braking device may jump to the non-clamping state again in a short time, causing the car to slip in the braking gear, thereby causing safety problems.

[0030] To address this issue, the inventors of this application conducted extensive experimental research into the causes of vehicle rollback and discovered that occasional self-tests of the brake system can cause the vehicle to roll in the brake gear. Specifically, through experimental research, the inventors discovered that the brake system not only switches to a clamped state upon the driver's active request or when leaving the vehicle to park, but also switches to a clamped state during a self-test. At this point, the gear controller switches the current gear to the brake gear. However, after the self-test is complete, the brake system switches to a released state, causing the vehicle to roll in the brake gear.

[0031] Furthermore, through analyzing the rules of self-test, it is known that there are five states of the brake device: parking (clamping state), parked (clamping state), releasing (releasing state), released (released state) and default (fault state), of which the first four are normal states. When the brake device is performing self-test, its state will jump from the above five states, switching from the current gear to releasing, default, parking, parked, releasing and released in sequence. It can be seen that after the brake device undergoes self-test, it will temporarily enter parked. When the existing technology detects that the brake device has jumped to parked, it will immediately switch the current gear to p gear. Then, when the brake device jumps to released, the actual gear of the car is not p gear, which causes the car to slip in p gear.

[0032] Furthermore, self-tests are categorized into two types based on triggering conditions: one is triggered when the brake system is in the parked state and the driver applies the brakes vigorously (for example, if the master cylinder pressure is greater than 80 bar); and the other is triggered when the brake system is in the default state. Depending on the manufacturer of the brake system, the duration of each state may vary for each of the two types of self-tests. For example, in the first type of self-test, after the brake system transitions from parked to releasing, the duration in releasing is 0.5 seconds, in default is 0.2 seconds, in parking is 0.8 seconds, in park is 0.06 seconds, and in releasing is 1.4 seconds. In the second type of self-test, after the brake system transitions from default to releasing, the duration in releasing is 0.5 seconds, in default is 0.2 seconds, in parking is 3.5 seconds, in park is 0.06 seconds, and in releasing is 1.4 seconds.

[0033] Based on the common rules of the two aforementioned types of self-tests, this application proposes a gear control method that can reduce the risk of the vehicle rolling due to self-tests, regardless of the type of self-test that occurs, thereby improving vehicle safety issues in the prior art. The gear control method includes: upon receiving a gear shift request, sending a release request or a clamping request to the braking device; if it is detected that the state of the braking device jumps to the clamping state, maintaining the current gear; if it is detected that the braking device maintains the clamping state for a period longer than a preset period, switching the current gear to the braking gear, wherein the preset period is greater than or equal to the period that the braking device maintains the clamping state during the self-test. The clamping period of the braking device during the self-test can be the period that the braking device is parked in the two aforementioned self-tests, i.e., 0.06 seconds. It can be seen that the gear switching method provided in the present application performs a delayed judgment on the parked state of the braking device. When the state of the braking device jumps to parked, the gear is not switched immediately until it is monitored that the time the braking device remains parked is longer than the time it remains parked during self-test. Only then is it determined that the car has not performed self-test and the current gear is switched to P gear. Otherwise, the current gear is maintained.

[0034] In order to better understand the technical solution of this application, Figure 1 As shown, this application proposes an embodiment of the gear control method. Next, this application will use the gear controller as the execution body to Figure 1 The gear control method shown is explained below, specifically:

[0035] 101 : When a gear change request is received, a release request or a clamping request is sent to the brake device.

[0036] Among them, the gear controller can receive a gear switching request sent by the driver through the gear shifter, or receive a gear switching request sent by the intelligent driving system, and then after receiving the gear switching request, send a release request or a clamping request to the braking device according to the gear switching request. The gear switching request includes a braking gear switching request (i.e., a P gear switching request) and a non-braking gear switching request (D gear switching request, R gear switching request, and N gear switching request). After receiving the braking gear switching request, the gear controller sends a clamping request to the braking device to request the braking device to clamp, or after receiving the non-braking gear switching request, sends a release request to the braking device to request the braking device to release.

[0037] 102: If the brake device is detected to be in a clamped state, the current gear position is maintained.

[0038] If the gear controller detects that the brake device has switched to a clamped state, it maintains the current gear for a preset period of time after the brake device switches to the clamped state, rather than immediately switching the current gear to P, which could otherwise cause the vehicle to slip in P. Furthermore, if the gear controller detects that the brake device remains in a faulty state, this indicates a fault in the brake device and prevents normal control. To improve vehicle safety in this situation, the gear controller maintains the current gear or switches it to neutral. Specifically, after sending a release request to the brake device, if it detects that the brake device remains in a faulty state, the current gear is maintained; after sending a clamping request to the brake device, if it detects that the brake device remains in a faulty state, the current gear is switched to neutral; and if no gear switch request is received and it detects that the brake device remains in a faulty state, the current gear is maintained.

[0039] It should be noted that whether the brake device switches to the clamped state is not necessarily causally related to whether the gear controller sends a release or clamp request to the brake device. The brake device may clamp due to an active request from the driver or the intelligent driving system, or it may automatically clamp due to special circumstances such as when the vehicle enters a parking position or is plugged in for charging.

[0040] 103: If it is detected that the brake device remains in the clamping state for a time period longer than a preset time period, the current gear is switched to the braking gear.

[0041] Among them, the braking device can jump to the clamping state when the driver actively requests or the intelligent driving system actively requests, or it can automatically jump to the clamping state in special scenarios such as the car leaving the vehicle and parking. In order to distinguish these situations from the self-test of the braking device, the gear controller delays the judgment of the clamping state of the braking device, that is, when it is monitored that the state of the braking device jumps to the clamping state, the current gear is not switched until it is monitored that the time for the braking device to remain in the clamping state is greater than the preset time. Otherwise, the current gear will be switched to the braking gear, otherwise the current gear will continue to be maintained.

[0042] It should be noted that the preset duration is greater than or equal to the duration t during which the brake device remains in the clamped state during a self-test. If only the aforementioned scenarios need to be distinguished from the brake device self-test, the preset duration can be set equal to t, for example, 0.06 seconds. If the aforementioned scenarios need to be distinguished from more abnormal scenarios, the preset duration can be increased, for example, by setting the preset duration equal to the sum of t and a maximum release delay Tmax. Release delay T refers to the delay in the brake device responding to a release request in various scenarios, with a range of 0.02 seconds ≤ T ≤ 0.1 seconds. 0.1 seconds is the maximum release delay Tmax, which is also the communication cycle between the gear controller and the brake device. When the preset duration is equal to t + Tmax, the gear controller can reduce the risk of vehicle rollover caused by self-tests and gear overlap through the delay determination in steps 102 and 103, thereby further improving vehicle safety.

[0043] For example, assuming that the current gear of the car is not P gear, the driver first issues a P gear switch request, and then immediately issues a non-P gear switch request before the brake device has jumped to the clamping state. During this process, the brake device will first clamp and then release. If the gear controller immediately switches to P gear after detecting that the brake device has jumped to the clamping state, it will cause the car to slip in P gear. On the contrary, if a delayed judgment is performed, that is, it is determined whether the time for which the brake device remains in the clamping state is greater than t+Tmax, the slippage caused by the car's self-test and gear overlap can be reduced.

[0044] Next, this application will provide detailed examples of the gear control method when the current gear is P gear and when the current gear is not P gear:

[0045] If the current gear is P and the brake device is in the parked state and the driver applies a forceful brake to change gears, the first self-check rule may be triggered. Alternatively, if the brake device is in the default state, the second self-check rule may be triggered. At this point, if the gear controller receives a D / N / R gear shift request, it sends a release request to the brake device. Upon detecting that the brake device status changes from parked or default to releasing, the current gear is shifted from P to D / N / R. When the brake device status changes from releasing to parked, the current gear is maintained and the length of time the brake device remains parked is monitored. If the brake device remains parked for longer than a preset time, this indicates that the vehicle may have entered a special scenario such as pull-out parking or plug-in charging, rather than a self-check. In this case, the current gear is shifted to P. Conversely, if the brake device remains parked for less than or equal to the preset time, this indicates that the brake device may have undergone a self-check. In this case, the current gear is maintained until the brake device transitions to released, completing the gear control.

[0046] When the current gear is not P gear, if the state of the brake device is default, the second self-test rule may be triggered. At this time, if the gear controller receives a P gear switching request, it will send a clamping request to the brake device, and when the state of the brake device jumps from releasing to parked, it will maintain the current gear and monitor the length of time the brake device remains parked. If it is monitored that the brake device remains parked for a period longer than the preset time, it means that the car may have responded to the clamping request of the gear controller, or entered a special scenario such as leaving the vehicle for parking or plugging in for charging, instead of a self-test. At this time, the current gear is switched to P gear; conversely, if it is monitored that the brake device remains parked for a period less than or equal to the preset time, it means that the brake device may have self-tested. At this time, the current gear is maintained until the brake device jumps to released, completing this gear control.

[0047] It should be noted that, based on the above description of the second self-checking rule, it can be seen that the second self-checking rule takes a long time. In order to further improve the safety of gear control, this application also proposes two other embodiments of the gear control method, specifically:

[0048] In the first embodiment, if Figure 2 In the scenario where the second self-check rule may be triggered, the gear controller judges the release timeout of the brake device, and after determining the release timeout, switches the current gear to N gear to improve the gear confusion problem.

[0049] 201: After sending a release request to the braking device, if it is monitored that the state of the braking device jumps from the fault state to the releasing state, the current gear is switched to the gear indicated by the gear switching request, and the braking device is monitored to see whether it jumps to the released state within the maximum release time.

[0050] Among them, after receiving the D / N / R gear switching request, the gear controller sends a release request to the braking device, and when monitoring the state of the braking device jumps from default to releasing, the current gear is switched to D / N / R gear. Since the initial state of the braking device is default, the second self-check rule may be triggered at this time, so the braking device is monitored for release timeout, that is, whether the state of the braking device jumps from releasing to released within the maximum release time. If so, it is determined that the release has not timed out, indicating that the second self-check filter has not been triggered. If not, it is determined that the release has timed out, indicating that the second self-check filter may be triggered.

[0051] It should be noted that the maximum release time is the upper limit of the time it takes for the brake device to jump from the releasing state to the released state. Preferably, the maximum release time can be 4 seconds. Experimental verification shows that when the maximum release time is 4 seconds, it can cover the normal release process in most scenarios and reduce the occurrence of the brake device getting stuck in parking after the second self-check rule is triggered.

[0052] 202: If the gear does not jump to the release state within the maximum release time, the current gear is switched to neutral.

[0053] Among them, if the state of the braking device jumps from releasing to released within the maximum release time, it is determined that the release has not timed out, and the current gear is switched to D gear, N gear or R gear indicated by the D / N / R gear switch request; if the braking device does not jump from releasing to released within the maximum release time, it is determined that the release has timed out. At this time, in order to improve the safety of the car, the current gear is switched to neutral to improve the gear confusion problem.

[0054] It should be noted that after determining the release timeout, according to the second self-check rule, the brake device will continue to jump to parked. At this time, the parked state of the brake device is delayed according to steps 102 and 103. The specific implementation process will not be repeated here.

[0055] In the second embodiment, if Figure 3In the scenario where the second self-check rule may be triggered, the gear controller judges the clamping timeout of the brake device, and after determining the clamping timeout, switches the current gear to N gear to improve the gear confusion problem.

[0056] 301: After sending a clamping request to the brake device, if it is monitored that the brake device remains in the clamping state for a time period less than or equal to a preset time period, the current gear position is maintained, and the brake device is monitored to see whether it jumps to the clamping gear position again within the maximum clamping time period.

[0057] Among them, after receiving the P gear switching request, the gear controller sends a clamping request to the braking device, and when it monitors that the state of the braking device jumps from parking to parked, it maintains the current gear, and then performs a delayed judgment. If it is monitored that the time for the braking device to maintain the clamping state is less than or equal to the preset time, it means that the second self-test rule may be triggered. At this time, the current gear is maintained, and the braking device is monitored to see whether it jumps from parking to parked again within the maximum clamping time.

[0058] It should be noted that the maximum clamping time is the upper limit of the time it takes for the brake device to jump from parking to the clamping state parked. Preferably, the maximum clamping time can be 6 seconds. Experimental verification shows that when the maximum clamping time is 6 seconds, it can cover the normal clamping process in most scenarios.

[0059] 302: If the vehicle does not jump to the clamping state again within the maximum clamping time, the current gear is switched to neutral.

[0060] Among them, if the braking device jumps from parking to parked again within the maximum clamping time, the current gear position is switched to P gear; if the braking device jumps from parking to parked again within the maximum clamping time, the current gear position is switched to N gear.

[0061] In summary, this application addresses the hardware-level issues of the braking device and proposes a gear control method at the software level. Without increasing the hardware cost, it effectively reduces the slipping phenomenon in the braking gear caused by the self-inspection of the braking device by delaying the judgment of the clamping state of the braking device, thereby improving the safety of the vehicle.

[0062] It should be understood that although Figure 1 、 Figure 2 as well as Figure 3 The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. In addition, Figure 1、 Figure 2 as well as Figure 3 At least part of the steps may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The order of execution of these sub-steps or stages is not necessarily one by one, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0063] This application also provides a gear controller, such as Figure 4 As shown. The embodiment of the present application can divide the functional modules of the device according to the above method example. For example, each functional module can be divided according to each function, or two or more functions can be integrated into one module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical function division. There may be other division methods in actual implementation. Figure 4 As shown, the gear controller includes a transceiver unit 410 and a control unit 420, specifically: the transceiver unit 410 is used to send a release request or a clamping request to the braking device when receiving a gear switching request; the control unit 420 is used to maintain the current gear if it is monitored that the state of the braking device jumps to the clamping state; the control unit 420 is also used to switch the current gear to the braking gear if it is monitored that the time length for the braking device to remain in the clamping state is greater than the preset time length, wherein the preset time length is greater than or equal to the time length for the braking device to remain in the clamping state during self-test.

[0064] In another practicable manner, the preset time length is equal to the sum of the time length during which the brake device remains in the clamped state during self-test and the maximum release delay, wherein the maximum release delay is the communication cycle between the gear controller and the brake device.

[0065] In another practicable embodiment, the control unit 420 is further configured to: if it is detected that the state of the braking device has jumped from a fault state to a releasing state, switch the current gear to the gear indicated by the gear switching request, and monitor whether the braking device has jumped to the released state within the maximum release time; if it has not jumped to the released state within the maximum release time, switch the current gear to neutral.

[0066] In another practicable manner, the control unit 420 is further used to: if it is monitored that the time length for which the braking device remains in the clamping state is less than or equal to the preset time length, maintain the current gear position, and monitor whether the braking device jumps to the clamping gear position again within the maximum clamping time length; if it does not jump to the clamping state again within the maximum clamping time length, switch the current gear position to neutral.

[0067] In another practicable manner, the control unit 420 is further configured to maintain the current gear position if it is detected that the braking device remains in a fault state after sending a release request to the braking device.

[0068] In another practicable manner, the control unit 420 is further configured to, after sending a clamping request to the brake device, switch the current gear to neutral if it is detected that the brake device remains in a fault state.

[0069] In another practicable manner, the control unit 420 is further configured to maintain the current gear when no gear switching request is received and it is detected that the braking device remains in a faulty state.

[0070] This application also provides a gear controller, see Figure 5 As shown in the figure, the gear controller in this embodiment may include: a processor 510, a transceiver 520, and a memory 530. The processor 510, transceiver 520, and memory 530 are connected via a bus 540. The processor 510 is used to execute multiple instructions; the transceiver 520 is used to exchange data with other devices; and the memory 530 is used to store multiple instructions suitable for being loaded by the processor 510 and executed as described in the gear control method in the above embodiment.

[0071] The processor 410 may be an electronic control unit (ECU), a central processing unit (CPU), a general-purpose processor, a coprocessor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. The processor 510 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a 5SP and a microprocessor, and the like. In this embodiment, the processor 510 may be a single-chip microcomputer. Various control functions can be implemented by programming the single-chip microcomputer. The processor has the advantages of strong computing power and fast processing speed. Specifically: the transceiver 520 is used to execute the function of the transceiver unit 410, and is used to send a release request or a clamping request to the braking device when a gear switching request is received; the processor 510 is used to execute the function of the control unit 420, and is used to maintain the current gear if it is monitored that the state of the braking device jumps to the clamping state; the processor 510 is also used to switch the current gear to the braking gear if it is monitored that the braking device remains in the clamping state for a time period greater than a preset time period, wherein the preset time period is greater than or equal to the time period that the braking device remains in the clamping state during self-test.

[0072] In another practicable manner, the preset time length is equal to the sum of the time length during which the brake device remains in the clamped state during self-test and the maximum release delay, wherein the maximum release delay is the communication cycle between the gear controller and the brake device.

[0073] In another practicable embodiment, the processor 510 is further configured to: if it is detected that the state of the braking device has jumped from a fault state to a releasing state, switch the current gear to the gear indicated by the gear switching request, and monitor whether the braking device jumps to the released state within the maximum release time; if it does not jump to the released state within the maximum release time, switch the current gear to neutral.

[0074] In another practicable embodiment, the processor 510 is further used to: if it is monitored that the time length for which the braking device remains in the clamping state is less than or equal to the preset time length, maintain the current gear position, and monitor whether the braking device jumps to the clamping gear position again within the maximum clamping time length; if it does not jump to the clamping state again within the maximum clamping time length, switch the current gear position to neutral.

[0075] In another practicable manner, the processor 510 is further configured to maintain the current gear position if it is detected that the braking device remains in a fault state after sending a release request to the braking device.

[0076] In another practicable manner, the processor 510 is further configured to, after sending a clamping request to the brake device, switch the current gear to neutral if it is detected that the brake device remains in a fault state.

[0077] In another practicable manner, the processor 510 is further configured to maintain the current gear when no gear switching request is received and it is detected that the braking device remains in a faulty state.

[0078] In one embodiment, the present application further provides a computer-readable storage medium storing a plurality of instructions suitable for being loaded by a processor and executing the method of any of the aforementioned embodiments. The processor is configured to execute the plurality of instructions; the memory is configured to store the plurality of instructions, which are loaded by the processor and executed by the gear control method of the aforementioned embodiment.

[0079] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0080] The above embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A gear control method, applied to a gear controller, characterized in that: include: Upon receiving a gear shift request, sending a release request or a clamp request to the brake device; If it is detected that the state of the brake device jumps to the clamping state, the current gear position is maintained; If it is monitored that the time length for which the braking device maintains the clamping state is greater than a preset time length, the current gear is switched to the braking gear, wherein the preset time length is greater than or equal to the time length for which the braking device maintains the clamping state during self-test.

2. The method according to claim 1, characterized in that The preset time length is equal to the sum of the time length during which the brake device maintains the clamping state during self-test and the maximum release delay, wherein the maximum release delay is the communication cycle between the gear controller and the brake device.

3. The method according to claim 1, characterized in that After sending the release request to the braking device, the method further includes: If it is detected that the state of the brake device changes from a fault state to a releasing state, the current gear is switched to the gear indicated by the gear switching request, and the brake device is monitored to determine whether it changes to the released state within a maximum release time. If the gear does not jump to the released state within the maximum release time, the current gear is switched to neutral.

4. The method according to claim 1, wherein After sending the clamping request to the brake device, the method further includes: If it is monitored that the time duration for which the brake device remains in the clamping state is less than or equal to the preset time duration, the current gear position is maintained, and the brake device is monitored to see whether it jumps to the clamping gear position again within the maximum clamping time duration; If the vehicle does not switch to the clamped state again within the maximum clamping time, the current gear is switched to neutral.

5. The method according to claim 1, wherein After sending a release request to the brake device, if it is monitored that the brake device remains in a fault state, the current gear position is maintained.

6. The method according to claim 1, characterized in that After sending a clamping request to the brake device, if it is detected that the brake device remains in a fault state, the current gear is switched to neutral.

7. The method according to claim 1, characterized in that In the case where no gear switching request is received, if it is monitored that the brake device remains in a faulty state, the current gear is maintained.

8. A gear controller, characterized in that: The gear controller includes: a transceiver unit, configured to send a release request or a clamping request to the brake device upon receiving a gear shift request; A control unit is used to maintain the current gear if it is monitored that the state of the braking device jumps to the clamping state; the control unit is also used to switch the current gear to the braking gear if it is monitored that the time the braking device maintains the clamping state is greater than a preset time, wherein the preset time is greater than or equal to the time the braking device maintains the clamping state during self-test.

9. A gear controller, characterized in that: The gear controller includes a processor, a transceiver and a memory, and the processor, transceiver and memory are connected via a bus; the processor is used to execute multiple instructions; the transceiver is used to exchange data with other devices; the memory is used to store the multiple instructions, and the instructions are suitable for being loaded by the processor and executing the gear control method described in claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a plurality of instructions, which are suitable for being loaded by a processor and executed by the gear control method according to any one of claims 1 to 7.

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