Gear shifting control method and device, equipment, storage medium and product

Abstract

The invention relates to the technical field of vehicle gear shifting, in particular to a gear shifting control method and device, equipment, a storage medium and a product. According to the method, the position where a gear shifting motor moves to the maximum gear shifting force position from the initial position to the first direction serves as a first dead point; the position where the gear shifting motor moves from the initial position to the position with the maximum gear shifting force in the second direction serves as a second stop point, and the first direction is opposite to the second direction; according to the movement data of the gear shifting hub and the reference angle, position correctness judgment is conducted on the first dead center and the second dead center; if the first dead center position is judged to be correct and / or the second dead center position is judged to be correct, the current position of the gear shifting hub is determined based on the first dead center and the second dead center. According to the method, the dead center positions corresponding to the maximum gear shifting force are determined in the two opposite directions, the current position of the gear shifting hub is accurately judged, and the gear shifting stability is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle shifting, and in particular to a shifting control method, device, equipment, storage medium and product. Background Art

[0002] In modern multi-gear hybrid vehicles, the accuracy and reliability of the shift system are crucial to improving the vehicle's power performance and fuel economy. Traditional shift control systems usually rely on preset mechanical positions and fixed shift force curves to determine the shift position. In actual applications, this method may cause inaccurate shifting due to mechanical wear or environmental changes, which in turn affects the overall performance of the vehicle. In addition, when determining the position of the shift hub, the existing self-learning shift system often cannot provide an effective response plan in the event of self-learning failure or unstable shift force, which may cause the vehicle's shift failure or abnormal operation. Therefore, how to improve shift stability has become a technical problem that needs to be solved urgently. Summary of the invention

[0003] The main purpose of this application is to provide a gear shift control method, device, equipment, storage medium and product, aiming to solve the technical problem of how to improve gear shift stability.

[0004] To achieve the above object, the present application provides a shift control method, the method comprising:

[0005] The shift motor is moved from an initial position in a first direction to a position at which the maximum shift force is applied as a first dead point;

[0006] Moving the shift motor from an initial position to a second direction to a position at which the shift force is at a maximum is taken as a second dead point, wherein the first direction is opposite to the second direction;

[0007] According to the movement data of the shift hub and the reference angle, respectively determining the position correctness of the first dead point and the second dead point;

[0008] If the first dead point position is determined correctly and / or the second dead point position is determined correctly, the current position of the shift hub is determined based on the first dead point and the second dead point.

[0009] In one embodiment, before the step of moving the shift motor from the initial position in the first direction to the position of the maximum shift force as the first dead point, the step further includes:

[0010] Get the gear shift process data;

[0011] According to the shifting process data, determining the stage where the maximum shifting force is located in each stage of the shifting process, and using it as the maximum shifting force stage;

[0012] The angle corresponding to the maximum shift force of the shift hub in the maximum shift force phase of each gear during the self-learning process is used as the reference angle.

[0013] In one embodiment, the step of determining the position correctness of the first dead point and the second dead point respectively according to the movement data and the reference angle of the shift hub comprises:

[0014] Determine a plurality of angle differences according to the first dead point data in the movement data and the reference angle, and determine the position correctness of the first dead point based on the plurality of angle differences;

[0015] A plurality of angle differences are determined according to the second dead point data in the movement data and the reference angle, and the position correctness of the second dead point is determined based on the plurality of angle differences.

[0016] In one embodiment, the step of determining a plurality of angle differences according to the first stop point data in the movement data and the reference angle, and determining the position correctness of the first stop point based on the plurality of angle differences comprises:

[0017] Determine a first angle and a second angle according to first stop point data in the movement data;

[0018] taking the difference between the first angle and the reference angle as a first angle difference;

[0019] taking the difference between the second angle and the reference angle as a second angle difference;

[0020] If the first angle difference and the second angle difference are both within a preset angle difference threshold, it is determined that the first dead point position is correct.

[0021] In one embodiment, the step of determining a plurality of angle differences according to the second stop point data in the movement data and the reference angle, and determining the position correctness of the second stop point based on the plurality of angle differences comprises:

[0022] Determine a third angle and a fourth angle according to the second stop point data in the movement data;

[0023] taking the difference between the third angle and the reference angle as a third angle difference;

[0024] taking the difference between the fourth angle and the reference angle as a fourth angle difference;

[0025] If the third angle difference and the fourth angle difference are both within the preset angle difference threshold, it is determined that the second dead point position is correct.

[0026] In one embodiment, before the step of determining that the first dead point position is correct if the first angle difference and the second angle difference are both within a preset angle difference threshold, the method further includes:

[0027] Respectively comparing the first angle difference and the second angle difference with the preset angle difference threshold;

[0028] If the first angle difference and / or the second angle difference is not within the preset angle difference threshold, it is determined that the first dead point position is wrong.

[0029] In addition, to achieve the above-mentioned purpose, the present application also proposes a gear shift control device, the gear shift control device comprising:

[0030] A first dead point module, used to move the shift motor from an initial position in a first direction to a position at which the shift force is maximum as a first dead point;

[0031] A second dead point module, used to move the shift motor from an initial position to a second direction to a position at a maximum shift force as a second dead point, wherein the first direction is opposite to the second direction;

[0032] A position determination module, used to determine the position correctness of the first dead point and the second dead point respectively according to the movement data and the reference angle of the shift hub;

[0033] A position confirmation module is used to determine the current position of the shift hub based on the first dead point and the second dead point if the first dead point position is determined to be correct and / or the second dead point position is determined to be correct.

[0034] In addition, to achieve the above-mentioned purpose, the present application also proposes a gear shift control device, which includes: a memory, a processor, and a gear shift control program stored in the memory and executable on the processor, wherein the gear shift control program is configured to implement the steps of the gear shift control method described above.

[0035] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, on which a shift control program is stored. When the shift control program is executed by a processor, the steps of the shift control method described above are implemented.

[0036] In addition, to achieve the above-mentioned purpose, the present application also proposes a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the shift control method described above are implemented.

[0037] The present application uses the position where the shift motor moves from the initial position to the first direction to the maximum shift force as the first stop point; uses the position where the shift motor moves from the initial position to the second direction to the maximum shift force as the second stop point, wherein the first direction is opposite to the second direction; and determines the position correctness of the first stop point and the second stop point respectively according to the movement data and the reference angle of the shift hub; if the first stop point position is determined correctly and / or the second stop point position is determined correctly, the current position of the shift hub is determined based on the first stop point and the second stop point. The present application determines the current position of the shift hub accurately by determining the stop point position corresponding to the maximum shift force in two opposite directions respectively. The calibration mechanism of the two-way stop point not only improves the shifting accuracy, but also enhances the fault tolerance of the system, so that even if the determination in one direction fails, the position correction can still be performed in the other direction, thereby improving the stability and reliability of the shifting. Since it relies on the actual shift force point rather than the preset position, it can better adapt to mechanical wear and environmental changes, and ensure consistent shifting performance under different working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 This is a flow chart of the first embodiment of the shift control method of the present application;

[0039] Figure 2 This is a schematic diagram of a sub-process in the second embodiment of the shift control method of the present application;

[0040] Figure 3 This is a schematic diagram of a sub-process in the third embodiment of the shift control method of the present application;

[0041] Figure 4 This is a schematic diagram of the module structure of the shift control device according to an embodiment of the present application;

[0042] Figure 5 Schematic diagram of the device structure of the hardware operating environment involved in the shift control method in the embodiment of the present application.

[0043] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0044] It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0045] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0046] It should be noted that in modern multi-speed hybrid vehicles, the accuracy and reliability of the shift system are crucial to improving the vehicle's power performance and fuel economy. Traditional shift control systems usually rely on preset mechanical positions and fixed shift force curves to determine the shift position. In actual applications, this method may cause inaccurate shifting due to mechanical wear or environmental changes, thereby affecting the overall performance of the vehicle. In addition, when determining the position of the shift hub, the self-learning shift system in the prior art often cannot provide an effective response plan in the event of self-learning failure or unstable shift force, which may cause the vehicle's shift failure or abnormal operation. Therefore, how to improve shift stability has become a technical problem that needs to be solved urgently.

[0047] The main solution of the present application is: moving the shift motor from an initial position to a first direction to a position at a maximum shift force as a first stop point; moving the shift motor from an initial position to a second direction to a position at a maximum shift force as a second stop point, wherein the first direction is opposite to the second direction; determining the position correctness of the first stop point and the second stop point respectively according to the movement data and a reference angle of the shift hub; if the first stop point position determination is correct and / or the second stop point position determination is correct, determining the current position of the shift hub based on the first stop point and the second stop point.

[0048] The present application determines the current position of the shift hub accurately by determining the stop point position corresponding to the maximum shift force in two opposite directions respectively. The calibration mechanism of the two-way stop point not only improves the shifting accuracy, but also enhances the fault tolerance of the system, so that even if the determination in one direction fails, the position correction can still be performed in the other direction, thereby improving the stability and reliability of the shifting. Since it relies on the actual shift force point rather than the preset position, it can better adapt to mechanical wear and environmental changes, and ensure consistent shifting performance under different working conditions.

[0049] It should be noted that the execution subject of the method of this embodiment can be a computing service device with data processing, network communication and program running functions, or it can be the above-mentioned shift control device with the same or similar functions. This embodiment and the following embodiments will be described by taking the shift control device as an example.

[0050] Based on this, the first embodiment of the shift control method of the present application is proposed, please refer to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the shift control method of the present application.

[0051] In this embodiment, the method includes the following steps:

[0052] S1: moving the shift motor from an initial position in a first direction to a position at which the maximum shift force is provided as a first dead point;

[0053] It should be noted that the shift motor is an electric device used to drive the vehicle's shift mechanism. By controlling the direction and force of the motor's rotation, the system can achieve precise movement of the shift hub between different gears. The initial position refers to the position of the shift motor before the shift operation begins. This position is usually a preset reference point, which may be a neutral or default state, used to determine the starting position of the shift motor. The first direction is a specified direction that the shift motor moves when performing a shift operation. This direction is relative to the initial position and usually refers to a fixed direction of the shift motor forward or backward. The maximum shift force is the peak value of the resistance generated during the movement of the shift motor. This force is usually associated with the point where mechanical resistance is overcome during the shift process and is measured when the shift motor reaches a certain critical position. The first stop is a specific position reached by the shift motor during the movement of the first direction, at which the system records the maximum shift force. This stop represents a critical position of the shift motor in the first direction, which is usually associated with the physical limit or mechanical resistance of the shift system.

[0054] Specifically, when the shift operation starts, the system starts the shift motor and moves it from the initial position to the first direction. This movement may be achieved by current control, speed control, etc. As the shift motor moves, the system monitors the force on the shift motor, i.e., the shift force, in real time. This force reflects the resistance encountered by the shift motor during the movement.

[0055] Furthermore, the shift motor continues to move, and the system detects that the shift force gradually increases. When the shift motor moves to a certain position, the system detects that the shift force reaches the maximum value. When the system detects that the shift force reaches the maximum value, it records the position of the shift motor at this time and defines it as the "first dead point". At this time, the shift motor stops at this position, and the system completes the determination of the first dead point.

[0056] By detecting the position of the maximum shift force, the system can more accurately determine the critical position of the shift motor in the first direction (i.e., the first stop). This ensures the accurate positioning of the shift hub in the stroke, thereby improving the accuracy of the entire shift process. Since the first stop is detected by the actual shift force change rather than relying on a preset mechanical position or angle, the method has better adaptability to different mechanical environments. Even in the case of wear or change of mechanical components, the system can still accurately locate the position of the shift motor to ensure the stability of the shift operation. Determining the stop position through force feedback reduces shift failures caused by mechanical or electronic system errors. This feature improves the fault tolerance of the shift system and enables the vehicle to maintain shift reliability under a variety of operating conditions. Determining the first stop through the maximum shift force can effectively optimize the shift process and reduce unnecessary shift motor movement, thereby improving shift efficiency and reducing shift time and energy consumption.

[0057] S2: moving the shift motor from the initial position to a second direction to a position at which the shift force is maximum as a second dead point, wherein the first direction is opposite to the second direction;

[0058] It should be noted that the second direction is another direction in which the shift motor moves from the initial position, which is opposite to the first direction. This direction is set to complete a comprehensive evaluation of the shift motor travel in two relative directions. The second dead center is the position where the maximum shift force encountered by the shift motor when moving in the second direction is located. This point corresponds to the first dead center, forming two key positions of the shift motor in the entire travel.

[0059] Specifically, after completing the positioning of the first dead point, the system returns the shift motor to the initial position and moves from the initial position to the second direction (opposite to the first direction). As the shift motor moves in the second direction, the system continues to monitor the changes in the shift force in real time, paying particular attention to the mechanical resistance encountered by the shift motor during the stroke. When the shift motor moves in the second direction, the system records the changes in the shift force and marks the position as the second dead point when the force reaches the maximum value. The position of the shift motor at this time is used as the second dead point, and it is used as the key reference point for the shift motor in the second direction.

[0060] By determining the maximum shift force position (i.e., the first stop and the second stop) in two opposite directions, the system can more comprehensively grasp the working range of the shift motor. This two-way determination method helps to accurately determine the travel limit of the shift motor, thereby ensuring the stability and reliability of the shift process. The second stop, as a position corresponding to the first stop, can help the system to calibrate based on the position data in the other direction when one direction fails. This design increases the fault tolerance of the system and avoids shift failure caused by positioning errors in a single direction. Through force feedback in two directions (i.e., the first direction and the second direction), the system can more accurately determine the actual travel of the shift hub. This dual detection ensures the accuracy and stability of the shift operation and reduces the problem of unsmooth shifting caused by mechanical errors or system changes. The determination of the second stop is not limited to the preset mechanical structure, but is based on real-time shift force feedback, which enables the system to better adapt to external environmental factors such as mechanical wear and temperature changes, thereby ensuring the accuracy of shifting under different working conditions. Through the above steps, the key position of the shift motor in the second direction can be more accurately located, and the positioning of the first stop can be used to jointly ensure the accuracy, stability and adaptability of the shift operation.

[0061] S3: determining the position correctness of the first dead point and the second dead point respectively according to the movement data and the reference angle of the shift hub;

[0062] It should be noted that the shift hub is a key component in the vehicle's shift mechanism and is responsible for the actual gear switching. It achieves the vehicle's conversion between different gears by cooperating with the shift motor. Movement data refers to all relevant information generated by the shift hub during the shift process, usually including the movement distance, angle change, speed, shift force, etc. of the shift motor. These data are used to analyze the accuracy and consistency of the shift operation. The reference angle is a reference angle that is pre-set or obtained through a self-learning process and is used to evaluate the correct position of the shift hub in the stroke. It represents the angle that the shift hub should reach in a specific gear or position under ideal conditions. Position correctness judgment refers to judging whether the position of the shift hub in the current operation is accurate and reasonable by comparing the actually measured shift hub movement data (including angle and position information) with the reference angle. If the deviation between the actual data and the reference data is within the allowable range, the position is considered correct.

[0063] Specifically, first collect the movement data of the shift hub during the movement of the shift motor to the first and second stop points, including the actual angle of the shift motor, the movement distance, the shift force, etc. These data reflect the actual situation of the shift motor when performing the operation. The reference angle is pre-set by the system or determined through the self-learning process. It represents the angle that the shift hub should reach when it reaches a specific stop point under ideal conditions. The reference angle may come from historical data, the output of the self-learning module, or the design standards of the vehicle manufacturer.

[0064] Furthermore, the collected actual movement data of the shift hub (especially the actual angle) is compared with the reference angle. By calculating the deviation between the actual angle and the reference angle, the system can determine whether the shift hub is in the correct position at the first stop point and the second stop point. If the deviation between the actual angle and the reference angle when the shift hub moves to the first stop point or the second stop point is within the preset allowable range, the system considers that the stop point position is correct; if the deviation exceeds the allowable range, the position is considered incorrect. The system can further adjust or confirm the accuracy of the shift operation based on these determination results.

[0065] By comparing the actual data with the reference angle, the system can accurately determine whether the shift hub is in the correct position. This judgment mechanism ensures that each shift operation meets the design standards and improves the accuracy and reliability of the shift operation. The position correctness judgment process can detect possible errors or abnormalities in the shift process early and correct or adjust them in time. This helps to avoid shift errors caused by position deviations, thereby reducing the impact on vehicle operating performance. Based on the comparison of the actual movement data of the shift hub with the reference angle, the system can automatically adapt to deviations caused by factors such as mechanical wear and temperature changes. In this way, the system can maintain the accuracy and stability of shifting even under harsh working conditions. By continuously monitoring and judging the position correctness of the shift hub, the system can continuously adjust the reference angle during the self-learning process to make it more accurately reflect the actual situation of the current vehicle, thereby optimizing future shift operations. Through strict correctness judgment, ensuring that the shift hub is always in the ideal design position can significantly improve the smoothness and response speed of vehicle shifting, and provide drivers with a better shifting experience. Through a precise judgment mechanism, the accuracy of the shift hub position is ensured, and the reliability, adaptability and operating experience of the entire shift system are improved.

[0066] S4: If the first dead point position is determined to be correct and / or the second dead point position is determined to be correct, determining the current position of the shift hub based on the first dead point and the second dead point.

[0067] It should be noted that the correct determination of the first stop position means that in the previous step, the system has determined the correctness of the first stop position. If the determination result shows that the deviation between the actual position of the shift hub at the first stop and the reference angle is within the allowable range, then the position determination of the first stop is considered to be correct. The current position of the shift hub refers to the precise position of the shift hub under the current operation. This position is determined by determining the correctness of the first stop and / or the second stop and combining this information.

[0068] Specifically, first complete the correctness judgment of the first stop point and the second stop point. If one or both of the two stop points are judged to be correct, the system will use the information of these correct stop points as the basis to determine the current position of the shift hub. If the first stop point is judged to be correct, the system will use this stop point as a reference to calculate the specific position of the shift hub in the current stroke. Similarly, if the second stop point is judged to be correct, the system will use this stop point as a reference point for position calculation. If both stop points are judged to be correct, the system will combine the data of the two stop points, and may use algorithms such as weighted averaging and interpolation to more accurately determine the current position of the shift hub. Finally, based on the above judgment results, the system combines the data of the first stop point and / or the second stop point to determine the exact position of the shift hub. This position will serve as the benchmark for subsequent shifting operations.

[0069] By combining the data of the first and second stop points, the system can still accurately determine the current position of the shift hub even if one of the stop points may be in error. This dual determination mechanism improves the reliability of position determination. The "and / or" logic allows the system to accurately determine the position of the shift hub even if only one of the stop points is correct. This increases the system's fault tolerance in the face of single-point failures, allowing the system to perform effective shift operations even when some information is missing or incorrect. By accurately determining the position of the shift hub, the system can respond to the driver's shift instructions more quickly, reduce shift delays or jams caused by position uncertainty, and optimize the vehicle's shift response time. Accurate shift hub position determination enables the system to accurately control the shift process, thereby avoiding uneven or impact shifts caused by position errors and improving driving comfort. When the vehicle faces complex working conditions (such as starting on a slope, slippery roads, etc.), the system can rely on accurate current position determination to ensure the stability of the shift and avoid shift errors caused by position misjudgment. Through the above steps, the current position of the shift hub can be accurately determined in different situations (such as when the single stop point or double stop point is correctly determined), thereby ensuring the accuracy, smoothness and stability of the shift operation.

[0070] In this embodiment, the shift motor moves from the initial position to the first direction to the position at the maximum shift force as the first stop point; the shift motor moves from the initial position to the second direction to the position at the maximum shift force as the second stop point, wherein the first direction is opposite to the second direction; the first stop point and the second stop point are respectively determined for position correctness according to the movement data and the reference angle of the shift hub; if the first stop point position is determined correctly and / or the second stop point position is determined correctly, the current position of the shift hub is determined based on the first stop point and the second stop point. In this embodiment, the current position of the shift hub is accurately determined by determining the stop point position corresponding to the maximum shift force in two opposite directions respectively. The calibration mechanism of the two-way stop point not only improves the shifting accuracy, but also enhances the fault tolerance of the system, so that even if the determination in one direction fails, the position correction can still be performed in the other direction, thereby improving the stability and reliability of the shifting. Since it relies on the actual shift force point rather than the preset position, it can better adapt to mechanical wear and environmental changes, and ensure consistent shifting performance under different working conditions.

[0071] Based on the above first embodiment, a second embodiment of the shift control method of the present application is proposed. Figure 2 , Figure 2 This is a schematic diagram of a sub-process in the second embodiment of the shift control method of the present application.

[0072] like Figure 2 As shown, in this embodiment, before step S1, the following steps are also included:

[0073] S1a: Acquire shift process data;

[0074] S1b: determining the stage of the maximum shift force in each stage of the shift process according to the shift process data, and using it as the maximum shift force stage;

[0075] S1c: taking the angle corresponding to the maximum shift force of the shift hub in the maximum shift force stage of each gear position during the self-learning process as the reference angle.

[0076] It should be noted that the shift process data refers to all relevant information collected during the vehicle shift operation. These data usually include the angle change of the shift motor, the moving distance, speed, shift force, shift time, and the status of the shift hub in each gear. The shift process can be divided into multiple stages, such as pre-synchronization, locking, top gear, reverse cone relative, platform end, etc. Each stage represents a specific link of the shift operation, and the shift hub will go through these stages to complete the gear shift. The maximum shift force stage refers to the specific stage in the shift process where the system identifies the maximum shift force. This stage is usually a key step in the shift process and may involve top gear, locking or other important shift operations. The self-learning process refers to an automatic adjustment and optimization process performed by the system during initial installation or under specific conditions (such as calibration or testing). In this process, the system will determine the optimal operating parameters of the shift hub based on actual operating data to ensure the accuracy and reliability of the shift.

[0077] Specifically, during the vehicle shifting operation, all data of the shifting process are collected and recorded in real time. These data include but are not limited to the angle change of the shifting motor, the size of the shifting force, the moving distance and speed of the shifting assembly, and the status of each gear. By analyzing the collected shifting process data, the specific stage in the entire shifting process where the shifting force reaches the maximum value is identified. This stage is called the "maximum shifting force stage", which usually reflects the key moments of the shifting operation, such as the tooth top tooth, locking stage, etc.

[0078] Furthermore, during the self-learning process, the system records the specific shift force value of each gear in the maximum shift force stage and identifies the shift motor angle corresponding to the shift force. This angle is saved as the reference angle for the gear. The angle corresponding to the maximum shift force of each gear during the self-learning process is set as the reference angle. These reference angles will be used for subsequent shifting operations to ensure that the shift assembly can accurately reach the optimal position every time the gear is shifted, thereby achieving smooth and precise shifting.

[0079] By identifying and recording the reference angle of each gear at the maximum shift force phase, the system can ensure that the shift assembly reaches the preset position accurately in each operation. This accuracy directly improves the smoothness and stability of the shift process and avoids misalignment or misoperation during the shift process. Based on the actual data obtained during the self-learning process, the system can dynamically adjust the reference angle. This adaptive ability allows the system to cope with external factors such as mechanical wear and temperature changes to maintain the consistency and reliability of the shift process. By determining the maximum shift force phase and using it as a reference, the system can more effectively optimize the shift process. This not only improves the shift speed, but also reduces the impact or noise that may occur during the shift process, improving the driving experience. When facing complex driving conditions (such as starting on a hill, heavy load driving, etc.), the system can rely on the precise reference angle and maximum shift force phase to ensure the stability and safety of the shift operation and avoid vehicle loss of control caused by shift errors. By monitoring and adjusting the reference angle in real time, the system can prevent and correct potential problems in the shift process. This preventive measure reduces system failures caused by shift errors and extends the service life of the shift assembly. Through these steps, the system can significantly improve the accuracy, adaptability and stability of gear shifting operations, ensuring smooth and safe gear shifting under various operating conditions.

[0080] Based on the above first embodiment, in this embodiment, step S3 includes:

[0081] S31: determining a plurality of angle differences according to the first dead point data in the movement data and the reference angle, and determining the position correctness of the first dead point based on the plurality of angle differences;

[0082] S32: determining a plurality of angle differences according to the second dead point data in the movement data and the reference angle, and determining the position correctness of the second dead point based on the plurality of angle differences.

[0083] It should be noted that the first stop data refers to all relevant data recorded by the system when the shift motor moves from the initial position to the first direction to the maximum shift force (i.e., the first stop). These data include the actual movement angle of the shift motor, the shift force, and the mechanical state at this position. Multiple angle differences refer to the multiple differences calculated by the system after comparing the actual measured angles (such as the angles of the first stop or the second stop) with the reference angles during the shift analysis process. These differences reflect the deviation between the actual operation and the ideal position. The second stop data refers to the relevant data recorded by the system when the shift motor moves from the initial position to the second direction (opposite to the first direction) to the maximum shift force (i.e., the second stop). These data also include information such as the actual movement angle and shift force of the shift motor.

[0084] Specifically, firstly, the data of the first dead point is extracted from the movement data, which includes the actual angle of the shift motor when it reaches the first dead point. Then, the system compares these actual angles with the preset reference angles. By comparing the actual angles with the reference angles one by one, multiple angle differences are calculated. These angle differences reflect the deviation between the actual operation and the ideal state. This step may involve the comparison of angle differences at different time points or operation steps. Based on the calculated multiple angle differences, the system determines the correctness of the first dead point position. If these angle differences are within the allowable error range, the first dead point position is determined to be correct; if the deviation exceeds the allowable range, it is considered that there is a problem with the first dead point position and may need to be recalibrated or adjusted.

[0085] Furthermore, the data of the second stop point is extracted from the movement data, and its actual angle is compared with the reference angle. This process is similar to the analysis of the first stop point data, but in the opposite direction. Similarly, by comparing the actual angle of the second stop point with the reference angle, multiple angle differences are calculated. These differences are used to evaluate the accuracy of the second stop point position. Based on the multiple angle differences, the system determines the correctness of the second stop point position. If the angle difference is within the allowable range, the second stop point position is considered correct; otherwise, further adjustment or calibration may be required.

[0086] By calculating and analyzing multiple angle differences, the system can more accurately determine whether the first and second stop positions are correct. This multi-angle difference determination method reduces misjudgments caused by single data deviations and improves the reliability of the overall shifting operation. Analyzing multiple angle differences can help the system identify and ignore certain occasional measurement errors or fluctuations, making the determination results more robust and reliable. This method enhances the system's fault tolerance when facing complex working conditions. By accurately determining the positions of the first and second stop points, the system can ensure the consistency of each shift operation and avoid shift errors or abnormalities caused by inaccurate positions. This helps to improve the overall driving experience of the vehicle. If the system finds that there is a deviation in the position of the first or second stop point, it can automatically adjust or calibrate the shift system based on the information of multiple angle differences. This automatic calibration capability improves the system's adaptability and long-term stability. Accurate stop position determination ensures the precise connection of each stage in the shifting process, reduces shocks or unnecessary delays during the shifting process, and thus optimizes the smoothness of the shifting process and driving comfort. Through these steps, the system can more accurately and stably determine the correctness of the position of the shift hub, thereby ensuring the efficiency and reliability of the shifting operation. This has a positive impact on the overall vehicle performance and driving experience.

[0087] In this embodiment, the shift motor moves from the initial position to the first direction to the position at the maximum shift force as the first stop point; the shift motor moves from the initial position to the second direction to the position at the maximum shift force as the second stop point, wherein the first direction is opposite to the second direction; the first stop point and the second stop point are respectively determined for position correctness according to the movement data and the reference angle of the shift hub; if the first stop point position is determined correctly and / or the second stop point position is determined correctly, the current position of the shift hub is determined based on the first stop point and the second stop point. In this embodiment, the current position of the shift hub is accurately determined by determining the stop point position corresponding to the maximum shift force in two opposite directions respectively. The calibration mechanism of the two-way stop point not only improves the shifting accuracy, but also enhances the fault tolerance of the system, so that even if the determination in one direction fails, the position correction can still be performed in the other direction, thereby improving the stability and reliability of the shifting. Since it relies on the actual shift force point rather than the preset position, it can better adapt to mechanical wear and environmental changes, and ensure consistent shifting performance under different working conditions.

[0088] Based on the above second embodiment, a third embodiment of the shift control method of the present application is proposed. Figure 3 , Figure 3 This is a schematic diagram of a sub-process in the third embodiment of the shift control method of the present application.

[0089] In this embodiment, step S31 includes:

[0090] S311: determining a first angle and a second angle according to first stop point data in the movement data;

[0091] S312: taking the difference between the first angle and the reference angle as a first angle difference;

[0092] S313: taking the difference between the second angle and the reference angle as a second angle difference;

[0093] S314: If the first angle difference and the second angle difference are both within a preset angle difference threshold, it is determined that the first dead point position is correct.

[0094] It should be noted that the first angle is a specific angle value calculated by the system based on the first dead point data, usually the actual angle measured when the shift motor moves to the first dead point. The second angle is another angle value calculated based on the same first dead point data. This angle may be angle data collected through another measurement, a different calculation method or at a different time point. The first angle difference refers to the difference between the first angle and the reference angle. This difference reflects the deviation between the actual operation and the ideal position. The second angle difference refers to the difference between the second angle and the reference angle, which is also used to reflect the deviation between the actual operation and the ideal position. The preset angle difference threshold is an allowable error range set by the system. If the angle difference is within this range, the system considers that the angle measurement value is correct and the position judgment is accurate.

[0095] Specifically, firstly, by analyzing the first stop point data, two key angle values, namely the first angle and the second angle, are calculated and determined. These two angles can be obtained through different measurement time points, different algorithms or from data of different sensors. The calculated first angle is compared with the reference angle, and the difference between them is calculated to obtain the first angle difference. This angle difference reflects the degree of deviation between the first angle and the ideal position.

[0096] Furthermore, the calculated second angle is compared with the reference angle, and the difference between them is calculated to obtain a second angle difference. This angle difference is also used to evaluate the degree of deviation between the second angle and the ideal position. The first angle difference and the second angle difference are respectively compared with the preset angle difference threshold. If both angle differences are within the preset threshold range, it indicates that the first dead point position is accurate. After confirming that both angle differences are within the threshold range, the system determines that the first dead point position is correct. This judgment means that in the first direction, the movement and positioning of the shift motor meet the design requirements, and the shift operation can be carried out smoothly.

[0097] By using two different angles (first angle and second angle) for double verification and calculating the difference between them and the reference angle respectively, the system can more accurately determine the position of the first dead point. This dual angle difference verification method reduces the impact of single angle measurement error on position determination. Using two angle differences for judgment enables the system to ensure the reliability of position determination through verification of another angle when there is an occasional error in one angle measurement. This improves the fault tolerance of the system and the stability of the shifting operation. Through strict angle difference comparison, the system can ensure the consistency of each shifting operation, reduce the unsmooth or abnormal shifting caused by position misjudgment, and thus improve the driving experience. During the self-learning process, the system can more accurately calibrate and adjust the operating parameters of the shifting component by judging the two angle differences. This refined calibration mechanism helps the system maintain stable shifting performance under different working conditions. Accurate dead point position determination ensures the safety of the shifting operation and avoids shifting failures or vehicle loss of control caused by position errors. The system can ensure the safe operation of the vehicle at every shift. Through these steps, the system can more accurately determine the position of the shift components in complex gear shifting operations, thereby ensuring a smooth, reliable and consistent shifting process. This has a positive impact on the overall performance and driving safety of the vehicle.

[0098] Based on the above second embodiment, in this embodiment, step S32 includes:

[0099] S321: determining a third angle and a fourth angle according to the second stop point data in the movement data;

[0100] S322: taking the difference between the third angle and the reference angle as a third angle difference;

[0101] S323: taking the difference between the fourth angle and the reference angle as a fourth angle difference;

[0102] S324: If the third angle difference and the fourth angle difference are both within the preset angle difference threshold, it is determined that the second dead point position is correct.

[0103] It should be noted that the second stop point data refers to all relevant data collected when the shift motor moves from the initial position to the second direction (opposite to the first direction) to the maximum shift force (i.e., the second stop point). Including the angle, shift force, and other information related to the shift process actually recorded by the shift motor during this process. The third angle is a specific angle value determined from the second stop point data, usually the actual angle measured when the shift motor reaches the second stop point. The fourth angle is another angle value calculated based on the second stop point data, which may be angle data collected by different measurement methods, algorithms, or at different time points. The third angle difference refers to the difference between the third angle and the reference angle, which is used to measure the degree of deviation between the actual operation and the ideal position. The fourth angle difference refers to the difference between the fourth angle and the reference angle, which is also used to evaluate the deviation between the actual operation and the ideal position. The preset angle difference threshold is an allowable error range set by the system. If the angle difference is within this range, the system considers that the angle measurement value is accurate and the position determination is correct.

[0104] Specifically, two key angle values, namely the third angle and the fourth angle, are first extracted and calculated from the second stop data. These two angles may be obtained by different sensors, different time points or different calculation methods. The third angle is compared with the reference angle, and the difference between them is calculated to obtain a third angle difference. This angle difference is used to reflect the deviation between the third angle and the ideal operating position. The fourth angle is compared with the reference angle, and the difference between them is calculated to obtain a fourth angle difference. This angle difference is used to evaluate the deviation between the fourth angle and the ideal position.

[0105] Further, the third angle difference and the fourth angle difference are compared with the preset angle difference thresholds. If both angle differences are within the preset threshold range, it indicates that the position of the second dead point is accurate. After confirming that the third angle difference and the fourth angle difference are both within the threshold range, the system determines that the second dead point is correctly positioned. This means that the movement and positioning of the shift motor in the second direction meet the design requirements, and the shift operation can be completed smoothly.

[0106] By analyzing and comparing two different angles (the third angle and the fourth angle) and calculating the difference between them and the reference angle respectively, the system can more accurately determine the position of the second stop. This dual-angle difference verification method effectively reduces the impact of a single measurement error on position determination. Using the third and fourth angles for double verification allows the system to maintain the accuracy of position determination in the face of occasional measurement errors. This method increases the fault tolerance of the system and ensures the stability and reliability of the shifting operation. Through rigorous angle difference comparison, the system can ensure the consistency of each shifting operation, reduce the abnormal or unsmooth shifting caused by inaccurate position determination, and thus improve the driving experience. During the self-learning process, the system can more accurately calibrate and adjust the shifting operation parameters through the dual-angle difference determination mechanism to ensure the stability and adaptability of the shifting system under different working conditions. Through accurate second stop position determination, the system can effectively avoid shifting failures or abnormalities caused by position errors, thereby improving the reliability and safety of the entire shifting system. Through these steps, the system can more accurately determine the position of the shifting component at the second stop, ensuring the smoothness, reliability and consistency of the entire shifting process. This plays an important role in improving the overall performance and driving safety of the vehicle.

[0107] Based on the above second embodiment, in this embodiment, before step S314, the following is further included:

[0108] S314a: Compare the first angle difference and the second angle difference with the preset angle difference threshold respectively;

[0109] S314b: If the first angle difference and / or the second angle difference is not within the preset angle difference threshold, determine that the first dead point position is wrong.

[0110] It should be noted that the first dead center position error means that the system determines that the position of the shift motor when it moves to the first dead center does not meet expectations, and there may be a large deviation, resulting in inaccurate shifting operations. At this time, the system may need to take measures to correct or recalibrate.

[0111] Specifically, the calculated first angle difference is first compared with the preset angle difference threshold. The purpose of this comparison is to determine whether the first angle difference is within the error range allowed by the system. Then, the system compares the second angle difference with the same preset angle difference threshold. This comparison is used to determine whether the second angle difference meets the allowable deviation range.

[0112] Further, a position determination is made based on the above two comparison results: if the first angle difference and / or the second angle difference is not within the preset angle difference threshold, the system will determine that the first dead point position is wrong; if both angle differences are within the preset angle difference threshold, the first dead point position is considered to be correct. If the system determines that the first dead point position is wrong, a calibration or adjustment procedure may be triggered, or a shift failure may be prompted. At this time, the system may take further actions to correct or compensate for the position error to ensure the accuracy of subsequent shift operations.

[0113] By comparing the first angle difference and the second angle difference with the preset angle difference threshold, the system can more accurately identify the deviation of the first stop point. This precise deviation identification mechanism helps to timely detect and correct position errors, thereby ensuring the accuracy of the shift operation. By setting strict judgment conditions (i.e., the two angle differences must be within the threshold), the system improves the reliability of position judgment, reduces shift errors or failures caused by position misjudgment, and thus improves the stability of the entire shift system. When the position error is determined, the system can take corrective measures or stop the shift operation in time to avoid shift failures or safety hazards caused by the wrong position. This mechanism effectively improves the safety of the shift process and protects the safety of the vehicle and passengers. During the self-learning or automatic calibration process, through the strict judgment of the angle difference, the system can continuously optimize the judgment criteria for the shift position to ensure that the shift system can maintain high-precision operation under different working conditions. By accurately judging and promptly correcting the first stop position error, the system can ensure the smoothness and response speed of the shift process, reduce the problem of poor driving experience caused by shift errors, and thus improve the overall driving experience. Through these steps, the system can more accurately and reliably determine whether the shift assembly is in the correct position at the first stop, thereby ensuring the efficiency, safety and stability of the entire shift process. This has an important positive impact on the overall performance and driving experience of the vehicle.

[0114] In this embodiment, the shift motor moves from the initial position to the first direction to the position at the maximum shift force as the first stop point; the shift motor moves from the initial position to the second direction to the position at the maximum shift force as the second stop point, wherein the first direction is opposite to the second direction; the first stop point and the second stop point are respectively determined for position correctness according to the movement data and the reference angle of the shift hub; if the first stop point position is determined correctly and / or the second stop point position is determined correctly, the current position of the shift hub is determined based on the first stop point and the second stop point. In this embodiment, the current position of the shift hub is accurately determined by determining the stop point position corresponding to the maximum shift force in two opposite directions respectively. The calibration mechanism of the two-way stop point not only improves the shifting accuracy, but also enhances the fault tolerance of the system, so that even if the determination in one direction fails, the position correction can still be performed in the other direction, thereby improving the stability and reliability of the shifting. Since it relies on the actual shift force point rather than the preset position, it can better adapt to mechanical wear and environmental changes, and ensure consistent shifting performance under different working conditions.

[0115] The present application also provides a shift control device, please refer to Figure 4 , Figure 4 This is a schematic diagram of the module structure of the shift control device according to an embodiment of the present application, wherein the shift control device comprises:

[0116] A first dead point module 401 is used to move the shift motor from an initial position in a first direction to a position at which the shift force is maximum as a first dead point;

[0117] A second dead point module 402, used to move the shift motor from an initial position to a second direction to a position at which the shift force is at a maximum as a second dead point, wherein the first direction is opposite to the second direction;

[0118] A position determination module 403, configured to determine the position correctness of the first dead point and the second dead point respectively according to the movement data and the reference angle of the shift hub;

[0119] The position confirmation module 404 is configured to determine the current position of the shift hub based on the first dead point and the second dead point if the first dead point position is determined to be correct and / or the second dead point position is determined to be correct.

[0120] The shift control device provided in the embodiment of the present application adopts the shift control method in the above embodiment, which can solve the technical problem of how to improve the stability of the shift. Compared with the prior art, the beneficial effects of the shift control device provided in the embodiment of the present application are the same as the beneficial effects of the shift control method provided in the above embodiment, and other technical features in the shift control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0121] The present application provides a gear shift control device, which includes: at least one processor; and a memory that is communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the gear shift control method in the above-mentioned embodiment.

[0122] Reference below Figure 5 , which shows a schematic diagram of the structure of a shift control device suitable for implementing the embodiment of the present application. The shift control device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The shift control device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0123] like Figure 5 As shown, the shift control device may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the shift control device are also stored. The processing device 1001, ROM1002, and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the shift control device to communicate with other devices wirelessly or by wire to exchange data. Although the shift control device with various systems is shown in the figure, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0124] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0125] The shift control device provided by the present application adopts the shift control method in the above embodiment, which can solve the technical problem of how to improve the stability of shifting. Compared with the prior art, the beneficial effects of the shift control device provided by the present application are the same as the beneficial effects of the shift control method provided by the above embodiment, and other technical features in the shift control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0126] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0127] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0128] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the shift control method in the above-mentioned embodiment.

[0129] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above. The computer-readable storage medium may be included in the gear shift control device; or may exist independently without being assembled into the gear shift control device.

[0130] The computer readable storage medium carries one or more programs, and when the one or more programs are executed by the shift control device, the shift control device: moves the shift motor from the initial position to the first direction to the position of the maximum shift force as the first stop point; moves the shift motor from the initial position to the second direction to the position of the maximum shift force as the second stop point, wherein the first direction is opposite to the second direction; determines the position correctness of the first stop point and the second stop point respectively according to the movement data and the reference angle of the shift hub; if the first stop point position determination is correct and / or the second stop point position determination is correct, determines the current position of the shift hub based on the first stop point and the second stop point. The computer program code for performing the operation of the present application can be written in one or more programming languages ​​or a combination thereof, and the programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" language or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0131] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0132] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0133] The readable storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned shift control method, and can solve the technical problem of how to improve the stability of the shift. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the shift control method provided in the above-mentioned embodiment, and will not be elaborated here.

[0134] An embodiment of the present application provides a computer program product, including a computer program, which implements the steps of the above-mentioned shift control method when executed by a processor.

[0135] The computer program product provided in this application can solve the technical problem of how to improve the stability of gear shifting. Compared with the prior art, the beneficial effects of the computer program product provided in the embodiment of this application are the same as the beneficial effects of the gear shifting control method provided in the above embodiment, which will not be repeated here.

[0136] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent processing scope of the present application.

Claims

1. A shift control method for a multi-gear hybrid vehicle, characterized in that: The method comprises: The shift motor is moved from an initial position in a first direction to a position at which the maximum shift force is applied as a first dead point; Moving the shift motor from an initial position to a second direction to a position at which the shift force is at a maximum is taken as a second dead point, wherein the first direction is opposite to the second direction; According to the movement data of the shift hub and the reference angle, respectively determining the position correctness of the first dead point and the second dead point; If the first dead point position is determined correctly and / or the second dead point position is determined correctly, the current position of the shift hub is determined based on the first dead point and the second dead point.

2. The method according to claim 1, characterized in that Before the step of moving the shift motor from the initial position to the first direction to the position of the maximum shift force as the first dead point, the method further includes: Get the gear shift process data; According to the shifting process data, determining the stage where the maximum shifting force is located in each stage of the shifting process, and using it as the maximum shifting force stage; The angle corresponding to the maximum shift force of the shift hub in the maximum shift force phase of each gear during the self-learning process is used as the reference angle.

3. The method according to claim 1, characterized in that The step of determining the position correctness of the first dead point and the second dead point respectively according to the movement data of the shift hub and the reference angle comprises: Determine a plurality of angle differences according to the first dead point data in the movement data and the reference angle, and determine the position correctness of the first dead point based on the plurality of angle differences; A plurality of angle differences are determined according to the second dead point data in the movement data and the reference angle, and the position correctness of the second dead point is determined based on the plurality of angle differences.

4. The method according to claim 3, characterized in that The step of determining a plurality of angle differences according to the first stop point data in the movement data and the reference angle, and determining the position correctness of the first stop point based on the plurality of angle differences comprises: Determine a first angle and a second angle according to first stop point data in the movement data; taking the difference between the first angle and the reference angle as a first angle difference; taking the difference between the second angle and the reference angle as a second angle difference; If the first angle difference and the second angle difference are both within a preset angle difference threshold, it is determined that the first dead point position is correct.

5. The method according to claim 3, characterized in that The step of determining a plurality of angle differences according to the second stop point data in the movement data and the reference angle, and determining the position correctness of the second stop point based on the plurality of angle differences, comprises: Determine a third angle and a fourth angle according to the second stop point data in the movement data; taking the difference between the third angle and the reference angle as a third angle difference; taking the difference between the fourth angle and the reference angle as a fourth angle difference; If the third angle difference and the fourth angle difference are both within the preset angle difference threshold, it is determined that the second dead point position is correct.

6. The method according to claim 4, characterized in that Before the step of determining that the first dead point position is correct if the first angle difference and the second angle difference are both within a preset angle difference threshold, the method further includes: Respectively comparing the first angle difference and the second angle difference with the preset angle difference threshold; If the first angle difference and / or the second angle difference is not within the preset angle difference threshold, it is determined that the first dead point position is wrong.

7. A gear shift control device, characterized in that: The device comprises: A first dead point module, used to move the shift motor from an initial position in a first direction to a position at which the shift force is maximum as a first dead point; A second dead point module, used to move the shift motor from an initial position to a second direction to a position at a maximum shift force as a second dead point, wherein the first direction is opposite to the second direction; A position determination module, used to determine the position correctness of the first dead point and the second dead point respectively according to the movement data and the reference angle of the shift hub; A position confirmation module is used to determine the current position of the shift hub based on the first dead point and the second dead point if the first dead point position is determined to be correct and / or the second dead point position is determined to be correct.

8. A computer device, characterized in that: The device comprises: a memory, a processor, and a shift control program stored in the memory and executable on the processor, wherein the shift control program is configured to implement the steps of the shift control method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium stores a shift control program, and when the shift control program is executed by the processor, the steps of the shift control method according to any one of claims 1 to 6 are implemented.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the steps of the shift control method according to any one of claims 1 to 6 are implemented.

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