Safety control method for gear shifting, electronic equipment and vehicle

Abstract

The invention provides a safety control method for gear shifting, electronic equipment and a vehicle. When a continuous gear shifting signal across neutral gears is monitored, a corresponding continuous gear shifting type is determined; whether the danger of unexpected reverse driving exists or not is judged by determining whether a continuous gear shifting signal is legal or not during heterogeneous gear shifting, and the danger of unexpected reverse driving is reduced through torque reduction control. During similar gear shifting, whether the state switching risk is caused or not is determined through the change of the running state before and after continuous gear shifting of the vehicle, and the risk monitoring effect is improved. Then, when the state switching risk exists, the influence of active braking control of the user is eliminated by determining whether the unexpected deceleration risk exists or not, and when it is determined that the real unexpected deceleration risk exists, unexpected deceleration is avoided through risk elimination control, and the safety of the user and the vehicle is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a safety control method for gear shifting, an electronic device and a vehicle. Background Art

[0002] Currently, traditional automatic transmission vehicles have four gears: N / P / R / D. The main function of the neutral gear (also called N gear) is that all the clutches and brakes in the transmission are separated, the gears in the transmission are in an idling state, and no power is output from the transmission. New energy vehicles also inherit the gear division method of traditional models, which is divided into four gears: N / P / R / D. However, due to certain differences between the motor-based power output system of new energy vehicles and the power system of traditional gasoline vehicles, there are differences in the control when performing continuous gear shifting. Summary of the invention

[0003] In view of this, the purpose of the present application is to provide a safety control method for gear shifting, an electronic device and a vehicle, which are used to protect the safety of the vehicle and the user when performing continuous gear shifting across neutral gear.

[0004] Based on the above objectives, the present application provides a safe control method for gear shifting, including:

[0005] The safety control method of gear shifting includes:

[0006] In response to monitoring a continuous shift signal across a neutral gear, determining a continuous shift type according to the continuous shift signal;

[0007] In response to the continuous shift type being a heterogeneous shift, determining a current vehicle state according to wheel state information, and determining whether the continuous shift signal is legal according to the current vehicle state and / or current vehicle speed, and performing torque reduction control after determining that the continuous shift signal is illegal;

[0008] In response to the continuous gear shift type being the same type of gear shift, determining whether there is a state switching risk according to an initial operating state before the continuous gear shift and a target operating state after the continuous gear shift;

[0009] In response to the state switching risk, whether there is an unexpected deceleration risk is determined according to the current requested torque and / or the brake pedal state, and risk elimination control is performed when there is an unexpected deceleration risk.

[0010] Optionally, determining the current vehicle state according to the wheel state information includes:

[0011] determining a wheel state according to the wheel state information;

[0012] In response to the wheel state being a stationary state and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a stationary state;

[0013] In response to the wheel state being a moving state, determining a first number of wheels rotating in a forward direction and a second number of wheels rotating in a reverse direction;

[0014] In response to the first number being greater than the second number, determining that the current vehicle state is a forward state;

[0015] In response to the first number being less than the second number, determining that the current vehicle state is a reverse state;

[0016] In response to the first number being equal to the second number and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, it is determined that the current vehicle state is a stationary state.

[0017] Optionally, determining whether the continuous shift signal is legal according to the current vehicle state and / or the current vehicle speed includes:

[0018] determining a target gear corresponding to the continuous gear shift signal, and determining an expected vehicle state corresponding to the target gear;

[0019] In response to the expected vehicle state being the same as the current vehicle state, determining that the continuous shift signal is legitimate;

[0020] In response to the target vehicle state being different from the current vehicle state, determining whether the target gear is legal based on the current vehicle speed;

[0021] In response to the target gear being legal, determining that the continuous gear shift signal is legal;

[0022] In response to the target gear being illegal, it is determined that the continuous shift signal is illegal.

[0023] Optionally, determining whether the target gear is legal according to the current vehicle speed includes:

[0024] In response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining that the target gear is illegal;

[0025] In response to the current vehicle speed being less than a preset vehicle speed threshold, it is determined that the target gear is legal.

[0026] Optionally, determining whether there is a state switching risk according to an initial operating state before the continuous gear shifting and a target operating state after the continuous gear shifting includes:

[0027] In response to the target operating state being the same as the initial operating state, determining that there is no state switching risk;

[0028] In response to the target operating state being different from the initial operating state and the target operating state being a driving state, determining that there is no state switching risk;

[0029] In response to the target operating state being different from the initial operating state and the target operating state being a recycling state, it is determined that there is a state switching risk.

[0030] Optionally, determining whether there is a risk of unexpected deceleration based on the current requested torque and / or brake pedal state includes:

[0031] In response to the brake pedal being in a depressed state, determining that there is no risk of unexpected deceleration;

[0032] In response to the current requested torque being greater than a zero value, determining that there is no risk of unintended deceleration;

[0033] In response to the brake pedal state being a default state and the current requested torque being less than or equal to a zero value, determining a default regeneration intensity level;

[0034] In response to the default recovery intensity level being less than or equal to a preset safety level, determining that there is no risk of unexpected deceleration;

[0035] In response to the default recovery intensity level being greater than a preset safety level, it is determined that there is a risk of unexpected deceleration.

[0036] Optionally, perform risk elimination controls, including:

[0037] Determining the limited recovery torque according to the current vehicle speed and a preset vehicle speed-torque relationship;

[0038] The maximum value between the requested torque and the preset limited recovery torque is determined as the actual requested torque, and the motor is controlled to perform energy recovery according to the actual requested torque.

[0039] Optionally, perform risk elimination controls, including:

[0040] The default recuperation intensity level is replaced with the minimum recuperation intensity level, and the motor is controlled to perform energy recuperation according to the minimum recuperation intensity level.

[0041] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, and the processor implements the above method when executing the computer program.

[0042] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device as described above.

[0043] As can be seen from the above, the safety control method, electronic device and vehicle for shifting provided by the present application, in response to the continuous shifting signal across the neutral gear being monitored, determine the type of continuous shifting according to the continuous shifting signal; in response to the continuous shifting type being heterogeneous shifting, determine the current vehicle state according to the wheel state information, and determine whether the continuous shifting signal is legal according to the current vehicle state and / or the current vehicle speed, and perform torque reduction control after determining that the continuous shifting signal is illegal; in response to the continuous shifting type being homogeneous shifting, determine whether there is a state switching risk according to the initial operating state before the continuous shifting and the target operating state after the continuous shifting; in response to the existence of a state switching risk, determine whether there is an unexpected deceleration risk according to the current requested torque and / or brake pedal state, and perform risk elimination control when there is an unexpected deceleration risk. In heterogeneous shifting, determine whether the continuous shifting signal is legal to determine whether there is an unexpected reverse driving risk, and reduce the unexpected reverse driving risk through torque reduction control. In homogeneous shifting, first determine whether the state switching risk will be caused by the change in the operating state of the vehicle before and after the continuous shifting, so as to improve the risk monitoring efficiency. Then, when there is a risk of state switching, the influence of the user's active braking control is eliminated by determining whether there is a risk of unexpected deceleration. When it is determined that there is a real risk of unexpected deceleration, risk elimination control is used to avoid the occurrence of unexpected deceleration to ensure the safety of the user and the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0045] Figure 1 This is a flow chart of a safety control method for shifting gears according to an embodiment of the present application;

[0046] Figure 2 A flow chart for risk elimination control for an embodiment of the present application;

[0047] Figure 3 This is a flow chart of an embodiment of the present application for determining whether a continuous shift signal is legal;

[0048] Figure 4 This is a schematic diagram of the structure of a safety control device for shifting gears according to an embodiment of the present application;

[0049] Figure 5 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0050] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0051] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0052] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0053] Based on the description of the above background technology, the related technology also has the following situations:

[0054] New energy vehicles inherit the gear division method of traditional models, which is divided into four gears: N / P / R / D. However, due to certain differences between the motor-based power output system of new energy vehicles and the power system of traditional gasoline vehicles, there are differences in the control when performing continuous gear shifting.

[0055] The power output system based on the motor of new energy vehicles is different from the power output system of traditional fuel vehicles (engine + gearbox), which makes the function of the N gear of new energy vehicles different from that of traditional fuel vehicles, because the motor of new energy vehicles is directly connected to the transmission system, without the need to separate the transmission and engine like traditional fuel vehicles; when the gear of new energy vehicles is in N gear, the motor will stop power output (neither drive the vehicle nor recover energy), but the motor hardware remains connected to the transmission system, and the vehicle is in neutral gliding state. At this time, the vehicle completely maintains the internal friction resistance of the vehicle to glide, and there will be no additional braking force output. The functions of the N gear of new energy vehicles are mainly:

[0056] 1. When the vehicle motor fails and needs to be towed to a repair station, it is necessary to engage the N gear to prevent the motor from being towed in the forward gear (also called the D gear), which may cause damage to the motor controller and the motor body.

[0057] 2. When new energy vehicles are waiting at a red light, they can shift into N gear to save energy. If you step on the brake and shift into D gear at the same time, the motor will have a smaller torque output, which means consuming the battery power and causing a waste of electricity.

[0058] 3. Since the motor itself has two specific functions, driving and recovery, the N gear can be understood as neutral gliding. The motor is in a 0 torque control state (the vehicle controller requests the motor controller to request a torque of 0), which is equivalent to adding a neutral gliding driving mode in addition to the driving state and the recovery state, thereby increasing the user's driving selection experience.

[0059] Due to the characteristics of the N gear of new energy vehicles in the above content, it is necessary to conduct safety monitoring on the situation of switching from other gears to N gear, and switching from N gear to other gears, to avoid unexpected situations caused by the driver after switching from N gear to other gears, which may cause hidden dangers to vehicle and personal safety.

[0060] The safety control method, electronic device and vehicle for shifting provided by the embodiment of the present application respond to the continuous shifting signal across the neutral gear monitored, determine the type of continuous shifting according to the continuous shifting signal; respond to the continuous shifting type being heterogeneous shifting, determine the current vehicle state according to the wheel state information, and determine whether the continuous shifting signal is legal according to the current vehicle state and / or the current vehicle speed, and perform torque reduction control after determining that the continuous shifting signal is illegal; respond to the continuous shifting type being homogeneous shifting, determine whether there is a state switching risk according to the initial operating state before the continuous shifting and the target operating state after the continuous shifting; respond to the existence of a state switching risk, determine whether there is an unexpected deceleration risk according to the current requested torque and / or brake pedal state, and perform risk elimination control when there is an unexpected deceleration risk. In heterogeneous shifting, determine whether the continuous shifting signal is legal to determine whether there is an unexpected reverse driving risk, and reduce the unexpected reverse driving risk through torque reduction control. In homogeneous shifting, first determine whether the state switching risk will be caused by the change of the operating state of the vehicle before and after the continuous shifting, so as to improve the efficiency of risk monitoring. Then, when there is a risk of state switching, the influence of the user's active braking control is eliminated by determining whether there is a risk of unexpected deceleration. When it is determined that there is a real risk of unexpected deceleration, risk elimination control is used to avoid the occurrence of unexpected deceleration to ensure the safety of the user and the vehicle.

[0061] The safe control method for gear shifting provided by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0062] In some embodiments, Figure 1 As shown, a safety control method for gear shifting includes:

[0063] Step 101: In response to monitoring a continuous shift signal across neutral, determining a continuous shift type according to the continuous shift signal.

[0064] In specific implementation, the vehicle gears include neutral / parking / reverse / forward (N / P / R / D), and continuous shifting is the continuous switching between the three gears N / R / D, because the three gears N / R / D can be continuously switched during the vehicle's driving process, and can also be continuously switched when the vehicle is stationary. However, P gear is the gear that stops the vehicle. After switching to P gear, the vehicle will be stationary, and when switching to other gears, the vehicle speed is almost 0, which is a gear switch in a stationary state, so there will be almost no safety problems when switching from P gear to other gears. After switching to P gear, there are corresponding mechanical means to help the vehicle enter a stationary state, so there will be no corresponding safety hazards in the process of switching from other gears to P gear, so continuous shifting is the continuous switching between the three gears N / R / D.

[0065] The continuous shift across neutral gear is a shifting mode that needs to go through neutral gear during continuous shifting, including four continuous shifting modes across neutral gear: RND, RNR, DNR, and DND. Among them, the switching process of RNR is switching from the initial gear position R to neutral gear N and then returning to the initial gear position R, and the switching process of DND is switching from the initial gear position D to neutral gear N and then returning to the initial gear position D. It can be seen that the initial gear position and the target gear position of the continuous shifting process of DND and RNR are the same, so the continuous shifting types of RNR and DND are the same type of shifting, that is, the continuous shifting type in which the initial gear position before the continuous shift across neutral gear and the target gear position after the continuous shift across neutral gear are the same gear position is the same type of shifting.

[0066] The switching process of RND is to switch from the initial gear R to the neutral gear N and then switch to the target gear D which is different from the initial gear. The switching process of DNR is to switch from the initial gear D to the neutral gear N and then switch to the target gear R which is different from the initial gear. It can be seen that the initial gear and the target gear of the continuous shifting process of RND and DNR are different, so the continuous shifting type of RND and DNR is heterogeneous shifting, that is, the initial gear before the continuous shifting across neutral and the target gear after the continuous shifting across neutral are different gears, which is a heterogeneous shifting type.

[0067] The continuous shifting types of continuous shifting across neutral gear are different, and the potential safety hazards are also different, so it is necessary to determine the continuous shifting type according to the continuous shifting signal in advance, and make targeted safety judgments based on the shifting type, so as to perform safety control when there is danger.

[0068] Step 102: In response to the continuous shift type being heterogeneous shift, determine the current vehicle state according to the wheel state information, and determine whether the continuous shift signal is legal according to the current vehicle state and / or the current vehicle speed, and perform torque reduction control after determining that the continuous shift signal is illegal.

[0069] In specific implementation, during the continuous gear shifting process across neutral, after switching from the initial gear to N gear, the gear position of the vehicle becomes N gear. For safety reasons, the functional layer of the vehicle controller will restrict the subsequent gear shifting process from N gear to the target gear according to the current vehicle state and / or current vehicle speed.

[0070] Taking RND's heterogeneous shift as an example, the restrictions include the following:

[0071] When the functional layer of the vehicle controller determines that the current actual gear is N gear and the vehicle's driving direction is forward in N gear, it can respond to the driver's ND gear shifting action without restricting the ND process.

[0072] When the functional layer determines that the current actual gear is N gear, and the vehicle is traveling in the backward direction in N gear, if the vehicle speed is less than the preset state speed threshold, the vehicle controller considers that the vehicle is in the state of dynamic shift function activation, and can respond to the driver's ND shift operation without restricting the ND process;

[0073] When the functional layer determines that the current actual gear is N gear and the vehicle is traveling in backward direction in N gear, if the vehicle speed is greater than or equal to the preset state speed threshold at this time, the vehicle controller believes that the vehicle is in the process of traveling backward at medium or high speed. For the sake of vehicle driving safety, it is prohibited to respond to the driver's ND operation and restrict the gear shifting process.

[0074] Similarly, restrictions on DNR's heterogeneous shifts include the following:

[0075] When the functional layer determines that the current actual gear is N gear, and the vehicle's driving direction is backward or forward in N gear, it can respond to the driver's NR gear shifting action without restricting the ND process.

[0076] When the functional layer determines that the current actual gear is N gear, and the vehicle is traveling in forward direction in N gear, if the vehicle speed is less than the preset state speed threshold at this time, the vehicle controller considers that the vehicle is in the state of dynamic shift function activation, and can respond to the driver's NR shift operation, and will not restrict the NR process;

[0077] When the functional layer determines that the current actual gear is N gear and the vehicle's driving direction is forward in N gear, if the vehicle speed at this time is greater than or equal to the preset state speed threshold, the vehicle controller believes that the vehicle is in the process of medium-to-high speed forward driving. For the sake of vehicle driving safety, it is prohibited to respond to the driver's NR operation and the gear shifting process is restricted.

[0078] Therefore, when the heterogeneous gear shifting of DNR and RND is detected, it is necessary to determine whether the functional layer has incorrectly responded to the user's gear shifting operation. It is necessary to determine whether the continuous gear shifting signal is legal based on the current vehicle state and / or the current vehicle speed, and then determine whether the functional layer has performed a restricted illegal gear shifting operation.

[0079] The vehicle speed and status before and after the gear shift will not change immediately. Therefore, when an abnormal gear shift is detected, although the gear shift operation has been completed, the vehicle status has not changed. The risk of unexpected reverse driving caused by responding to illegal continuous gear shift signals can be reduced by torque reduction control.

[0080] The current vehicle state information is required in the process of determining whether the continuous gear shift signal is legal. Therefore, after determining that the continuous gear shift type is a heterogeneous gear shift, the current vehicle state needs to be determined based on the wheel state information.

[0081] In some embodiments, determining the current vehicle state according to the wheel state information includes:

[0082] Step 1021: Determine the wheel status according to the wheel status information.

[0083] In specific implementation, the wheel status information is a collection of data representing various states of the wheels, for example, including the tire pressure, speed, steering, wear condition, etc. of each wheel. Since there may be a risk of unexpected reverse driving during heterogeneous gear shifting, it is only necessary to determine the corresponding wheel state based on the speed and steering in the wheel status information, where the wheel state includes a stationary state and a moving state. Among them, if the speed of the wheel is less than or equal to the preset wheel speed threshold, it is determined that the single wheel is in a stationary state, and if all the wheels are in a stationary state, the wheel state is determined to be a stationary state. If the speed of the wheel is greater than the preset wheel speed threshold, it is determined that the single wheel is in a moving state. As long as there is a wheel in a moving state, the wheel state can be determined to be in a moving state.

[0084] Among them, the wheel speed threshold is a very small value, such as 0.5r / s. If 0 speed is used as the distinction between the stationary state and the moving state, the wheel may be in motion all the time due to sensor errors or slight movement of the vehicle. Therefore, the wheel speed threshold is used to divide the stationary state and the moving state of a single wheel.

[0085] Step 1022: In response to the wheel state being a stationary state and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a stationary state.

[0086] In the specific implementation, a vehicle with four wheels is used as an example. If the wheel state is stationary, it means that all four wheels are stationary, but there may be wheel slippage, that is, the wheel is not rotating but the vehicle is moving. For example, when driving on ice, if slippage occurs during braking, the vehicle will move relative to the ice, but the wheels may not be rotating at this time. Therefore, it is necessary to further determine whether the vehicle is really stationary based on the current vehicle speed.

[0087] If the current vehicle speed is less than or equal to the preset state speed threshold (e.g. 2km / h), it means that the vehicle is completely stationary or slightly moving, and the current vehicle state of the vehicle can be determined to be stationary, and there is no risk of unexpected reverse driving. If the current vehicle speed is greater than the preset state speed threshold, it means that the vehicle is traveling at a certain speed, and there may be errors in judging the current vehicle state based on the wheel state, and the current vehicle state is determined to be in motion, or a state fault alarm is issued.

[0088] Step 1023: In response to the wheel state being a moving state, determining a first number of wheels rotating in the forward direction and a second number of wheels rotating in the reverse direction.

[0089] In the specific implementation, a vehicle with four wheels is used as an example. If the wheel state is in motion, it means that there is at least one wheel that is rotating, and it is necessary to determine the current vehicle state based on the steering of the moving wheel. The steering of the wheel includes forward rotation to drive the vehicle forward, and reverse rotation to drive the vehicle backward. Therefore, after determining that the wheel state is in motion, it is necessary to determine the first number of wheels rotating forward and the second number of wheels rotating backward to determine the specific type of the vehicle's current operating state. Among them, the first number and the second number can both be 0.

[0090] Step 1024: In response to the first number being greater than the second number, determining that the current vehicle state is a forward state.

[0091] In a specific implementation, if the first number of wheels rotating in the forward direction is greater than the second number of wheels rotating in the reverse direction, it means that the wheels rotating in the forward direction are majority and the vehicle is moving forward as a whole, and it is determined that the current vehicle state is the forward state.

[0092] Step 1025: In response to the first number being less than the second number, determining that the current vehicle state is a reverse state.

[0093] In a specific implementation, if the first number of wheels rotating in the forward direction is less than the second number of wheels rotating in the reverse direction, it means that the wheels rotating in the reverse direction are majority and the vehicle is moving backward as a whole, and it is determined that the current vehicle state is the reverse state.

[0094] Step 1026: In response to the first number being equal to the second number and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a stationary state.

[0095] In specific implementation, assuming that the force provided by each wheel is the same, when the first number of wheels rotating in the forward direction is equal to the second number of wheels rotating in the reverse direction, the forward force and the backward force provided by the wheels are the same in magnitude and cancel each other out. At this time, the vehicle may be stationary, and it is necessary to further determine whether it is really stationary based on the current vehicle speed.

[0096] If the current vehicle speed is less than or equal to the preset state speed threshold (e.g. 2km / h), it means that the vehicle is completely stationary or slightly moving, and the current vehicle state of the vehicle can be determined to be stationary, and there is no risk of unexpected reverse driving. If the current vehicle speed is greater than the preset state speed threshold, it means that the vehicle is traveling at a certain speed, and there may be errors in judging the current vehicle state based on the wheel state, and the current vehicle state is determined to be a moving state, or a state fault alarm is issued, because the vehicle may be in a slipping state at this time, and a fault alarm is issued to remind the user that there is a certain safety risk.

[0097] After determining the current vehicle state, it is possible to determine whether the continuous shift signal is legal based on the current vehicle state and / or the current vehicle speed. First, it is necessary to determine the target gear corresponding to the continuous shift signal and determine the expected vehicle state corresponding to the target gear; for DNR continuous shift, the target gear is R gear, and the expected vehicle state corresponding to the target gear is the reverse state. For RND continuous shift, the target gear is D gear, and the expected vehicle state corresponding to the target gear is the forward state.

[0098] If the expected vehicle state is the same as the current vehicle state, it means that the functional layer will not restrict the process of shifting to the target gear, and the continuous shift signal is determined to be legal. If the target vehicle state is different from the current vehicle state, it is necessary to determine whether it is a short-term difference allowed by the dynamic shift function based on the vehicle speed. If the current vehicle speed is less than the preset vehicle speed threshold (for example, 3km / h, or the same as the state vehicle speed threshold, such as 2km / h), it means that dynamic shifting is allowed at this time, and the continuous shift signal is determined to be legal; if the current vehicle speed is greater than or equal to the preset vehicle speed threshold, it means that neither ordinary shifting nor dynamic shifting is allowed at this time, and the functional layer has made an incorrect judgment and determined that the continuous shift signal is illegal, and it is necessary to perform torque reduction control after determining that the continuous shift signal is illegal.

[0099] Because the command for requesting torque has just been sent to the motor controller at this time, it may not have caused a significant change in the vehicle status such as vehicle speed. At this time, torque reduction is performed to reduce the requested torque, and the reduced corrected requested torque is used to replace the original requested torque and sent to the motor controller. The motor controller controls the torque with the corrected requested torque as the target, thereby reducing the degree of danger of safety hazards caused by the risk of unexpected reverse driving and protecting the safety of the vehicle and users.

[0100] Among them, torque reduction control includes:

[0101] First torque reduction control: Correction request torque = request torque × correction coefficient, where 0 < correction coefficient < 1. The correction coefficient can be determined based on the request torque and the current vehicle speed. When the current vehicle speed is constant, the correction coefficient and the request torque are in direct proportion. The greater the request torque, the greater the correction coefficient, and the greater the torque reduction range to ensure vehicle safety. When the request torque is constant, the correction coefficient and the current vehicle speed are in direct proportion. The greater the current vehicle speed, the greater the correction coefficient, and the greater the torque reduction range to ensure vehicle safety.

[0102] Second torque reduction control: First, evaluate the current danger level of the vehicle, and different danger levels correspond to different torque reductions. The higher the current danger level, the greater the torque reduction to ensure the safety of the vehicle.

[0103] Step 103: In response to the continuous gear shift type being the same type of gear shift, determining whether there is a state switching risk according to the initial operating state before the continuous gear shift and the target operating state after the continuous gear shift.

[0104] In specific implementation, if the continuous shift type is the same type of shift, it means that the continuous shift is DND or RNR. Since the gears before and after the continuous shift are the same, there is no risk of reverse driving. At this time, it is necessary to determine whether there are other risks. Because both D gear and R gear have two operating states, recovery and driving, different operating states will have different effects on the continuous shift process.

[0105] For both DND and RNR continuous shifting processes, there are the following four situations:

[0106] The initial operation state before the continuous gear shift is the driving state, and the target operation state after the continuous gear shift is also the first state switching type of the driving state;

[0107] The second state switching type in which the initial operating state before the continuous gear shifting is the driving state and the target operating state after the continuous gear shifting is the recovery state;

[0108] A third state switching type in which the initial operating state before the continuous gear shift is the recovery state and the target operating state after the continuous gear shift is the driving state;

[0109] The fourth state switching type is that the initial operating state before the continuous gear shifting is the recovery state, and the target operating state after the continuous gear shifting is also the recovery state.

[0110] In some embodiments, determining whether there is a state switching risk according to an initial operating state before continuous gear shifting and a target operating state after continuous gear shifting includes:

[0111] Step 1031: In response to the target operating state being the same as the initial operating state, determining that there is no state switching risk.

[0112] During specific implementation, if the target operating state is the same as the initial operating state, corresponding to the first state switching type and the fourth state switching type, the operating state before and after the continuous gear shifting is the same, the driving state of the vehicle before and after the gear shifting will not change, and the user clearly knows the possible state of the vehicle after switching to the original gear. The user has sufficient expectations for the driving state after continuous gear switching, and there will be no risk of unexpected speed shifting, and it is determined that there is no risk of state switching.

[0113] Step 1032: In response to the target operating state being different from the initial operating state and the target operating state being the driving state, determining that there is no state switching risk.

[0114] During specific implementation, if the target operating state is different from the initial operating state, and the target operating state is the driving state, corresponding to the third state switching type, the target operating state after continuous gear shifting is the driving state, and the driving state can only be entered by the user stepping on the accelerator pedal. Therefore, the change in driving state at this time is caused by the user's active control. The user has the expectation that the vehicle is about to accelerate (the acceleration directions of the two continuous gear shifts, DND and RNR, are different). There is no risk of unexpected speed change, and it is determined that there is no risk of state switching.

[0115] Step 1033: In response to the target operating state being different from the initial operating state and the target operating state being a recycling state, determining that there is a state switching risk.

[0116] In specific implementation, if the target operating state is different from the initial operating state, and the target operating state is the recovery state, corresponding to the second state switching type, the initial operating state is the driving state, which means that the user's accelerator driving torque before the continuous gear shifting is the positive torque for driving the vehicle. If the target operating state after the continuous gear shifting is the recovery state, it means that the vehicle has entered the recovery state after the continuous gear shifting, and the vehicle's requested torque is the braking torque for braking the vehicle, that is, the reverse direction of the actual output torque of the vehicle before and after the continuous gear shifting has changed, resulting in a large deceleration of the vehicle (the deceleration directions of the two continuous gear shifting processes of DND and RNR are different), which may lead to unexpected deceleration, which may affect the user's control of the vehicle, causing safety hazards to the vehicle and the user, and determining that there is a state switching risk.

[0117] Step 104 : In response to the existence of the state switching risk, determine whether there is an unexpected deceleration risk according to the current requested torque and / or the brake pedal state, and perform risk elimination control when there is an unexpected deceleration risk.

[0118] In specific implementation, when there is a state switching risk, it means that the vehicle will decelerate, but it is necessary to further determine whether the user has an expectation of this deceleration and whether this deceleration has certain safety hazards, that is, it is necessary to further determine whether the state switching risk will lead to an unexpected deceleration risk.

[0119] In some embodiments, determining whether there is a risk of unexpected deceleration based on the current requested torque and / or brake pedal state includes:

[0120] Step 1041: In response to the brake pedal being in a depressed state, determining that there is no risk of unexpected deceleration.

[0121] During specific implementation, if the brake pedal is in the stepped state, it means that the user has stepped on the brake pedal, the user has an expectation of deceleration, and the user's normal control will not be affected by the sudden deceleration, so it is determined that there is no risk of unexpected deceleration.

[0122] Step 1042 : In response to the current requested torque being greater than zero, determining that there is no risk of unexpected deceleration.

[0123] In specific implementation, if the current requested torque is greater than zero, it means that the user has stepped on the accelerator, the vehicle will not enter the recovery state, and will continue to maintain the driving state before the gear shift, and there will be no corresponding unexpected deceleration risk.

[0124] Step 1043 : In response to the brake pedal state being the default state and the current request torque being less than or equal to zero, determining a default regeneration intensity level.

[0125] In specific implementation, if the brake pedal state is the default state, it means that the user has not stepped on the brake pedal, and the vehicle deceleration is not the result of active control by the user, but is unexpected. At the same time, if the current requested torque is less than or equal to zero, it means that there is a corresponding recovery request torque, and it is determined that the recovery state has really been entered. At this time, it is necessary to further determine the recovery intensity level at this time.

[0126] Among them, different from the neutral coasting recovery state in N gear, the coasting recovery state in D gear or R gear is divided into three types, namely, the strong recovery state with the largest braking torque; the weak recovery state with the smallest braking torque; and the standard recovery state with the braking torque between the strong recovery torque and the weak recovery torque. That is, the absolute value of the strong recovery torque in the strong recovery state> the absolute value of the standard recovery torque in the standard recovery state> the absolute value of the weak recovery torque in the weak recovery state> the absolute value of the neutral coasting recovery torque in the neutral coasting recovery state. It should be noted that the strong recovery torque, standard recovery torque, weak recovery torque and neutral coasting recovery torque in the embodiment of the present application all represent the absolute value of the torque. Exemplarily, the recovery intensity level of the weak recovery state is level 1, the recovery intensity level of the standard recovery state is level 2, and the recovery intensity level of the strong recovery torque is level 3. Among them, the default recovery intensity level is the historical recovery level used when the vehicle was recovered last time. If it is the first time to enter the recovery state, the standard recovery state is used as the default recovery state, and the corresponding default recovery intensity level is level 2.

[0127] Step 1044: In response to the default recovery intensity level being less than or equal to the preset safety level, determining that there is no risk of unexpected deceleration.

[0128] In specific implementation, in order to ensure that there is no large deceleration feeling, it is necessary to recover energy with a smaller recovery torque in the recovery state, so the level 1 recovery intensity level corresponding to the weak recovery state is used as the preset safety level.

[0129] If the default recovery intensity level is less than or equal to the preset safety level, it means that no unexpected deceleration will occur, and energy recovery in a weak recovery state will only produce a small weak recovery torque, which will not cause a large deceleration of the vehicle and will not affect the normal driving of the vehicle. It is determined that there is no risk of unexpected deceleration.

[0130] Step 1045: In response to the default recovery intensity level being greater than the preset safety level, determining that there is an unexpected deceleration risk.

[0131] During specific implementation, if the default recovery intensity level is greater than the preset safety level, it means that unexpected deceleration will occur. When energy is recovered, there will be a large recovery torque (standard recovery torque or strong recovery torque), which will cause the vehicle to recover energy with a large recovery torque, and then cause the vehicle to have a large deceleration, which will affect the normal driving of the vehicle. It is determined that there is a risk of unexpected deceleration.

[0132] For unexpected deceleration risks, risk elimination control can be performed to avoid risks when unexpected deceleration risks exist. Risk elimination control includes at least the following two methods:

[0133] In some embodiments, Figure 2 As shown, perform risk elimination controls, including:

[0134] Step 201: Determine the limited regeneration torque according to the current vehicle speed and a preset vehicle speed-torque relationship.

[0135] In specific implementation, the first type of risk elimination control belongs to the category of torque limit control. When it is determined that there is an unexpected deceleration risk, the limited recovery torque is determined based on the current vehicle speed and the preset vehicle speed torque relationship. The vehicle speed torque relationship is a two-dimensional relationship data between vehicle speed and torque, such as a two-dimensional function relationship, a two-dimensional table relationship, etc. The current vehicle speed is used as input data, and the corresponding limited recovery torque is output according to the vehicle speed torque relationship. The limited recovery torque represents the maximum recovery torque allowed to be requested at the current vehicle speed. Energy recovery with limited recovery torque will not produce a strong sense of deceleration. Therefore, the greater the current vehicle speed, the smaller the limited recovery torque, ensuring that only a small torque recovery is performed when driving at high speed and continuously shifting gears, to ensure the safety of the vehicle and the user.

[0136] Step 202: Determine the maximum value between the requested torque and the preset limited recovery torque as the actual requested torque, and control the motor to perform energy recovery according to the actual requested torque.

[0137] In specific implementation, the requested torque is the torque that the vehicle needs to request when performing energy recovery at the default recovery intensity level, and the limited recovery torque is the maximum recovery torque allowed when performing energy recovery at the default recovery intensity level. The maximum value between the requested torque and the preset limited recovery torque is determined as the actual requested torque, which can ensure the recovery efficiency as much as possible while ensuring that there is no risk of unexpected deceleration. Among them, it should be noted that the requested torque and the limited recovery torque in the recovery state are both negative values. If the influence of the positive and negative signs is not considered, the minimum value between the absolute value of the requested torque and the absolute value of the limited recovery torque is used as the torque value of the actual requested torque. That is, torque recovery is performed with a torque with a smaller absolute value, resulting in a smaller deceleration, avoiding unexpected deceleration.

[0138] Among them, when there is no risk of unexpected deceleration, energy recovery is directly performed with the requested torque. If during the driving process of the vehicle, the risk of unexpected deceleration changes from existing to no unexpected deceleration risk, the corresponding torque limit will be cancelled at this time. If the actual requested torque is the requested torque, no torque control is required at this time. If the actual requested torque is the limited recovery torque, the corresponding torque change rate is determined based on the absolute value between the limited recovery torque and the requested torque and the preset difference rate two-dimensional relationship, and the limited recovery torque is adjusted to the requested torque according to the torque change rate, ensuring the smoothness of the torque change during the entire control process and giving users a better driving experience.

[0139] In some embodiments, Figure 2 As shown, perform risk elimination controls, including:

[0140] Step 201 ′: replacing the default recovery intensity level with the minimum recovery intensity level, and controlling the motor to perform energy recovery according to the minimum recovery intensity level.

[0141] In specific implementation, the second type of risk elimination control belongs to the category of recovery state limitation control. When it is determined that there is a risk of unexpected deceleration, the default recovery intensity level is directly replaced with the minimum recovery intensity level, and the motor is controlled to perform energy recovery according to the minimum recovery intensity level, so that the vehicle recovers energy at the minimum recovery intensity level. That is, when it is monitored that there is a risk of unexpected deceleration, energy recovery is directly performed in a weak recovery state. Energy recovery with weak recovery torque will not cause the risk of unexpected deceleration, thereby protecting the safety of the vehicle and the user.

[0142] In summary, the shifting safety control method provided by the present application determines whether there is a risk of unexpected reverse driving by determining whether the continuous shifting signal is legal during heterogeneous shifting, and reduces the risk of unexpected reverse driving through torque reduction control. When shifting the same type of gear, first determine whether it will cause a state switching risk by the change in the running state of the vehicle before and after the continuous shifting, thereby improving the risk monitoring efficiency. Then, when there is a state switching risk, determine whether there is an unexpected deceleration risk to eliminate the influence of the user's active braking control. When it is determined that there is a real unexpected deceleration risk, avoid the occurrence of unexpected deceleration through risk elimination control to ensure the safety of the user and the vehicle.

[0143] In some embodiments, Figure 3 As shown, determining whether the continuous shift signal is legal according to the current vehicle state and / or the current vehicle speed includes:

[0144] Step 301: Determine a target gear corresponding to a continuous gear shift signal, and determine an expected vehicle state corresponding to the target gear.

[0145] In specific implementation, for DNR continuous shifting, the target gear is R gear, and the expected vehicle state corresponding to the target gear is the reverse state. For RND continuous shifting, the target gear is D gear, and the expected vehicle state corresponding to the target gear is the forward state.

[0146] Step 302: In response to the expected vehicle state being the same as the current vehicle state, determining that the continuous shift signal is legal.

[0147] In specific implementation, if the expected vehicle state is the same as the current vehicle state, it means that the functional layer will not restrict the process of shifting to the target gear position, and it is determined that the continuous shift signal is legal.

[0148] Step 303: In response to the target vehicle state being different from the current vehicle state, determining whether the target gear is legal according to the current vehicle speed.

[0149] In specific implementation, if the target vehicle state is different from the current vehicle state, it is necessary to determine whether it is a temporary difference allowed by the dynamic shifting function based on the vehicle speed.

[0150] In some embodiments, determining whether the target gear is legal according to the current vehicle speed includes:

[0151] Step 3031: In response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining that the target gear is illegal.

[0152] In specific implementation, if the current vehicle speed is greater than or equal to the preset vehicle speed threshold, it means that neither ordinary gear shifting nor dynamic gear shifting is allowed at this time. The determination function layer has performed an incorrect judgment, determining that the target gear position is illegal, and then determining that the continuous gear shifting signal is illegal. It is necessary to perform torque reduction control after determining that the continuous gear shifting signal is illegal.

[0153] Step 3032: In response to the current vehicle speed being less than a preset vehicle speed threshold, determining that the target gear is legal.

[0154] In specific implementation, if the current vehicle speed is less than or equal to a preset vehicle speed threshold, it means that dynamic shifting is allowed at this time, the target gear is determined to be legal, and then the continuous shifting signal is determined to be legal.

[0155] Step 304: In response to the target gear being legal, determining whether the continuous gear shift signal is legal.

[0156] During specific implementation, if the target gear is legal, switching to the target gear is allowed, there is no wrong judgment in the functional layer, and it is determined that the continuous gear shift signal is legal.

[0157] Step 305: In response to the target gear being illegal, determining that the continuous gear shift signal is illegal.

[0158] In specific implementation, if the target gear is illegal, switching to the target gear is not allowed, but the functional layer has executed the switching of the target gear, which indicates that the functional layer has made an erroneous judgment and determines that the continuous gear shifting signal is illegal.

[0159] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0160] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0161] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a safety control device for gear shifting.

[0162] refer to Figure 4 , the safety control device for gear shifting includes:

[0163] The continuous shift switching module 10 is configured to: in response to monitoring a continuous shift signal across a neutral gear, determine a continuous shift type according to the continuous shift signal;

[0164] The heterogeneous shift safety control module 20 is configured to: in response to the continuous shift type being heterogeneous shift, determine the current vehicle state according to the wheel state information, and determine whether the continuous shift signal is legal according to the current vehicle state and / or the current vehicle speed, and perform torque reduction control after determining that the continuous shift signal is illegal;

[0165] The switching risk assessment module 30 is configured to: in response to the continuous gear shift type being the same type of gear shift, determine whether there is a state switching risk according to the initial operating state before the continuous gear shift and the target operating state after the continuous gear shift;

[0166] The similar shift safety control module 40 is configured to: in response to the existence of state switching risk, determine whether there is an unexpected deceleration risk according to the current requested torque and / or brake pedal state, and perform risk elimination control when there is an unexpected deceleration risk.

[0167] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0168] The device of the above embodiment is used to implement the corresponding safety control method for gear shifting in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0169] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the safety control method for shifting of any of the above-mentioned embodiments is implemented.

[0170] Figure 5 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0171] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0172] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0173] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0174] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0175] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0176] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0177] The electronic device of the above embodiment is used to implement the corresponding safety control method for gear shifting in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0178] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable a computer to execute the safety control method for gear shifting in any of the above embodiments.

[0179] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0180] The computer instructions stored in the storage medium of the above embodiments are used to enable a computer to execute the safety control method for gear shifting of any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0181] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or the safety control device for gear shifting of the above-mentioned embodiments, and the safety control method for gear shifting of any of the above-mentioned embodiments is executed through the electronic device or the safety control device for gear shifting of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0182] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0183] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0184] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0185] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0186] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of different aspects of the above embodiments of the present application, which are not provided in detail for the sake of simplicity.

[0187] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0188] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0189] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A safe control method for gear shifting, It is characterized in that include: In response to monitoring a continuous shift signal across a neutral gear, determining a continuous shift type according to the continuous shift signal; In response to the continuous shift type being a heterogeneous shift, determining a current vehicle state according to wheel state information, and determining whether the continuous shift signal is legal according to the current vehicle state and / or current vehicle speed, and performing torque reduction control after determining that the continuous shift signal is illegal; In response to the continuous gear shift type being the same type of gear shift, determining whether there is a state switching risk according to an initial operating state before the continuous gear shift and a target operating state after the continuous gear shift; In response to the state switching risk, it is determined whether there is an unexpected deceleration risk according to the current requested torque and / or the brake pedal state, and risk elimination control is performed when there is an unexpected deceleration risk.

2. The safety control method for shifting according to claim 1, It is characterized in that The current vehicle status is determined based on the wheel status information, including: determining a wheel state according to the wheel state information; In response to the wheel state being a stationary state and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a stationary state; In response to the wheel state being a moving state, determining a first number of wheels rotating in a forward direction and a second number of wheels rotating in a reverse direction; In response to the first number being greater than the second number, determining that the current vehicle state is a forward state; In response to the first number being less than the second number, determining that the current vehicle state is a reverse state; In response to the first number being equal to the second number and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, it is determined that the current vehicle state is a stationary state.

3. The safety control method for shifting according to claim 1, It is characterized in that Determining whether the continuous shift signal is legal based on the current vehicle state and / or the current vehicle speed includes: determining a target gear corresponding to the continuous gear shift signal, and determining an expected vehicle state corresponding to the target gear; In response to the expected vehicle state being the same as the current vehicle state, determining that the continuous shift signal is legitimate; In response to the target vehicle state being different from the current vehicle state, determining whether the target gear is legal based on the current vehicle speed; In response to the target gear being legal, determining that the continuous gear shift signal is legal; In response to the target gear being illegal, it is determined that the continuous shift signal is illegal.

4. The safety control method for shifting according to claim 3, It is characterized in that Determine whether the target gear is legal based on the current vehicle speed, including: In response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining that the target gear is illegal; In response to the current vehicle speed being less than a preset vehicle speed threshold, it is determined that the target gear is legal.

5. The safety control method for gear shifting according to claim 1, It is characterized in that Determine whether there is a state switching risk based on the initial operating state before continuous gear shifting and the target operating state after continuous gear shifting, including: In response to the target operating state being the same as the initial operating state, determining that there is no state switching risk; In response to the target operating state being different from the initial operating state and the target operating state being a driving state, determining that there is no state switching risk; In response to the target operating state being different from the initial operating state and the target operating state being a recycling state, it is determined that there is a state switching risk.

6. The safety control method for gear shifting according to claim 1, It is characterized in that Determine if there is a risk of unintended deceleration based on the current requested torque and / or brake pedal state, including: In response to the brake pedal being in a depressed state, determining that there is no risk of unexpected deceleration; In response to the current requested torque being greater than a zero value, determining that there is no risk of unintended deceleration; In response to the brake pedal state being a default state and the current requested torque being less than or equal to a zero value, determining a default regeneration intensity level; In response to the default recovery intensity level being less than or equal to a preset safety level, determining that there is no risk of unexpected deceleration; In response to the default recovery intensity level being greater than a preset safety level, it is determined that there is a risk of unexpected deceleration.

7. The safety control method for gear shifting according to claim 1, It is characterized in that Conduct risk elimination controls, including: Determining the limited recovery torque according to the current vehicle speed and a preset vehicle speed-torque relationship; The maximum value between the requested torque and the preset limited recovery torque is determined as the actual requested torque, and the motor is controlled to perform energy recovery according to the actual requested torque.

8. The safety control method for gear shifting according to claim 1, It is characterized in that Conduct risk elimination controls, including: The default recuperation intensity level is replaced with the minimum recuperation intensity level, and the motor is controlled to perform energy recuperation according to the minimum recuperation intensity level.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, It is characterized in that When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, It is characterized in that An electronic device comprising the electronic device of claim 9.

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