Gear shifting safety control method, electronic equipment and vehicle

Abstract

The present application provides a safety control method for gear shifting, an electronic device, and a vehicle. When a continuous gear shift signal across neutral gear is monitored, the corresponding continuous gear shift type is determined. When shifting different types of gears, the presence of a risk of unexpected reverse driving is determined by determining whether the continuous gear shift signal is legal, and the risk of unexpected reverse driving is reduced by torque reduction control. When shifting the same type of gears, first determine whether a state switching risk will be caused by the change in the vehicle's operating state before and after continuous gear 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, risk elimination control is used to avoid the occurrence of unexpected deceleration, thereby ensuring the safety of the user and the vehicle.

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 to separate all the clutches and brakes in the transmission, 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 during 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, so as to protect the safety of the vehicle and the user when performing continuous gear shifting across neutral.

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

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

[0006] In response to monitoring a continuous shift signal across neutral, 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 based on wheel state information, and determining whether the continuous shift signal is legal based on the current vehicle state and / or current vehicle speed, and performing torque reduction control after determining that the continuous shift signal is not legal;

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

[0009] In response to the presence of 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 based on the current vehicle state and / or 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 based on the current vehicle speed includes:

[0024] In response to a 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 based on 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 the 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 regenerative torque based on 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 regeneration intensity level is replaced with the minimum regeneration intensity level, and the motor is controlled to perform energy regeneration according to the minimum regeneration 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, wherein the processor implements the above-mentioned 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 shift safety control method, electronic device, and vehicle provided by the present application, in response to monitoring a continuous shift signal across neutral, determine the type of continuous shift based on the continuous shift signal; in response to the continuous shift type being a heterogeneous shift, determine the current vehicle state based on wheel state information, and determine whether the continuous shift signal is legal based on the current vehicle state and / or current vehicle speed, and perform torque reduction control after determining that the continuous shift signal is illegal; in response to the continuous shift type being a homogeneous shift, determine whether a state switching risk exists based on the initial operating state before the continuous shift and the target operating state after the continuous shift; in response to the existence of a state switching risk, determine whether an unexpected deceleration risk exists based on the current requested torque and / or brake pedal state, and perform risk mitigation control if an unexpected deceleration risk exists. In heterogeneous shifts, determining whether the continuous shift signal is legal determines whether there is a risk of unexpected reverse travel, and torque reduction control is used to reduce the risk of unexpected reverse travel. In homogeneous shifts, first determine whether a state switching risk will occur based on the change in the vehicle's operating state before and after the continuous shift, thereby improving 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 and 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 this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

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

[0046] Figure 2 A flow chart for risk elimination control in accordance with 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 structural diagram of a safety control device for shifting gears according to an embodiment of the present application;

[0049] Figure 5 This 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 this application more clear, this 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 have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before 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 may 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 only and not for limitation, and any naming is only for distinction and does not have any limiting meaning.

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

[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 during 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 + transmission), which makes the function of the N gear of new energy vehicles different from that of traditional fuel vehicles. This is 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 a new energy vehicle 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 is no additional braking force output. The main functions of the N gear of new energy vehicles are:

[0056] 1. When a vehicle's motor fails and needs to be towed to a repair station, it is necessary to engage the neutral gear to prevent the motor from being dragged in the forward gear (also known as the D gear), which could damage the motor controller and motor itself.

[0057] 2. When waiting at a red light, new energy vehicles 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 battery power and causing power waste.

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

[0059] Due to the characteristics of the N gear of new energy vehicles mentioned above, it is necessary to conduct safety monitoring on the situation when other gears are switched to N gear, and when N gear is switched to other gears, to avoid situations that are not expected by the driver from happening when N gear is switched to other gears, which may cause hidden dangers to vehicle and personal safety.

[0060] The shift safety control method, electronic device, and vehicle provided by the present application are responsive to monitoring a continuous shift signal across neutral, determining the type of continuous shift based on the continuous shift signal. If the continuous shift type is a heterogeneous shift, the current vehicle state is determined based on wheel state information, and the legality of the continuous shift signal is determined based on the current vehicle state and / or current vehicle speed. Torque reduction control is performed if the continuous shift signal is determined to be illegal. If the continuous shift type is a homogeneous shift, the presence of a state switching risk is determined based on the initial operating state before the continuous shift and the target operating state after the continuous shift. If a state switching risk exists, the presence of an unexpected deceleration risk is determined based on the current requested torque and / or brake pedal state. Risk mitigation control is performed if an unexpected deceleration risk exists. During heterogeneous shifts, the presence of an unexpected reverse driving risk is determined by determining the legality of the continuous shift signal, and torque reduction control is performed to mitigate the risk. During homogeneous shifts, the presence of a state switching risk is first determined based on the change in the vehicle's operating state before and after the continuous shift, thereby improving 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 and ensure the safety of the user and the vehicle.

[0061] The following describes in detail the safety control method for gear shifting provided by the embodiments of the present application with reference to the accompanying drawings.

[0062] In some embodiments, as 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 / park / reverse / forward (N / P / R / D). Continuous shifting refers to continuous switching between the three gears N / R / D, because the three gears N / R / D can be continuously switched while the vehicle is moving, 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 stop, and when switching to other gears, the vehicle speed is almost 0, which is a gear switch in a stationary state. Therefore, there are almost no safety issues 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 are no corresponding safety hazards in the process of switching from other gears to P gear. Therefore, continuous shifting refers to continuous switching between the three gears N / R / D.

[0065] Continuous shifting across neutral gear is a shifting method that requires passing through neutral gear during continuous shifting, including four types of continuous shifting 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 shift types of RNR and DND are the same type of shifting, that is, 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.

[0066] The shifting 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 shifting 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 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.

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

[0068] Step 102: In response to the continuous shift type being a heterogeneous shift, determine the current vehicle state based on the wheel state information, and determine whether the continuous shift signal is legal based on the current vehicle state and / or 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 vehicle's gear becomes N gear. For safety reasons, the functional layer of the vehicle controller will limit the subsequent gear shifting process from N gear to the target gear according to the current vehicle status and / or current vehicle speed.

[0070] Taking RND's heterogeneous shifting 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 shift action without restricting the ND process.

[0072] When the functional layer determines that the current actual gear is N and the vehicle is traveling in backward direction in N, and 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 shifting 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 at this time is greater than or equal to the preset state speed threshold, the vehicle controller will believe that the vehicle is currently traveling backward at medium to high speed. For the sake of vehicle driving safety, it is prohibited to respond to the driver's N / D operation and the gear shifting process is restricted.

[0074] Similarly, restrictions on DNR's heterogeneous shifting 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 and the vehicle is traveling in forward direction in N, and 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 activation and can respond to the driver's NR shift operation without restricting 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 currently driving forward at medium to high speed. 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 status and / or 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 do 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. Torque reduction control can be used to reduce the risk of unexpected reverse driving caused by responding to illegal continuous gear shift signals.

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

[0081] In some embodiments, determining the current vehicle state based on 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, the single wheel is determined to be in a stationary state, and if all the wheels are in a stationary state, the wheel state is determined to be in a stationary state. If the speed of the wheel is greater than the preset wheel speed threshold, the single wheel is determined to be 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] The wheel speed threshold is a very small value, such as 0.5 r / s. If 0 speed is used to distinguish 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 distinguish 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 speed threshold, determining that the current vehicle state is a stationary state.

[0086] In a specific implementation, a four-wheel vehicle is used as an example. If the wheels are stationary, all four wheels are stationary. However, wheel slip may occur, meaning the vehicle is moving even though the wheels are not rotating. For example, when braking on an icy surface, if slip occurs, the vehicle will move relative to the ice, but the wheels may not be rotating. Therefore, it is necessary to further determine whether the vehicle is truly stationary based on the current vehicle speed.

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

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

[0089] In a specific implementation, a four-wheel vehicle is used as an example. If the wheel state is in motion, indicating that at least one wheel is rotating, the current vehicle state needs to be determined based on the direction of rotation of the moving wheel. Wheel rotation includes forward rotation, which drives the vehicle forward, and reverse rotation, which drives the vehicle backward. Therefore, after determining that the wheel state is in motion, it is necessary to determine a first number of forward-rotating wheels and a second number of reverse-rotating wheels to determine the specific type of the vehicle's current operating state. Both the first number and the second number can be zero.

[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 majority of wheels are rotating in the forward direction, and the vehicle is moving forward as a whole, and the current vehicle state is determined to be 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 in a stationary state, and it is necessary to further determine whether it is actually in a stationary state based on the current vehicle speed.

[0096] If the current vehicle speed is less than or equal to a preset state speed threshold (e.g., 2 km / h), the vehicle is completely stationary or moving slightly. The vehicle's current state can be determined to be stationary, and there is no risk of unexpected reverse travel. If the current vehicle speed is greater than the preset state speed threshold, the vehicle is traveling at a certain speed, and there may be errors in the current vehicle state judgment based on the wheel status. The current vehicle state is determined to be in motion, or a state fault alarm is issued. This is because the vehicle may be slipping, and a fault alarm is issued to alert the user to certain safety risks.

[0097] After determining the current vehicle state, the validity of the continuous shift signal can be determined based on the current vehicle state and / or current vehicle speed. First, the target gear corresponding to the continuous shift signal needs to be determined, and the expected vehicle state corresponding to the target gear needs to be determined. For a DNR continuous shift, the target gear is R gear, and the expected vehicle state corresponding to the target gear is the reverse state. For an 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, 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 the difference is a temporary difference allowed by the dynamic shift function based on the vehicle speed. If the current vehicle speed is less than the preset speed threshold (for example, 3km / h, or the same as the state speed threshold, for example, 2km / h), 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 speed threshold, it means that neither ordinary shifting nor dynamic shifting is allowed at this time, and it is determined that the functional layer has made an incorrect judgment and determined that the continuous shift signal is illegal. Torque reduction control is required after determining that the continuous shift signal is illegal.

[0099] Because the torque request instruction has just been sent to the motor controller at this time, it may not have caused a major 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, 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: Corrected requested torque = requested torque × correction factor, where 0 < correction factor < 1. The correction factor is determined based on the requested torque and current vehicle speed. When the current vehicle speed is constant, the correction factor and requested torque are directly proportional. A higher requested torque corresponds to a larger correction factor, and the torque reduction is greater to ensure vehicle safety. When the requested torque is constant, the correction factor and current vehicle speed are directly proportional. A higher current vehicle speed corresponds to a larger correction factor, and the torque reduction is greater to ensure vehicle safety.

[0102] Second torque reduction control: First, the current danger level of the vehicle is evaluated, 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, 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.

[0104] In practice, if the continuous shift type is the same, indicating that the continuous shift is DND or RNR, since the gears before and after the continuous shift are the same, there is no reverse driving risk. At this point, it is necessary to determine whether there are other risks. Because both D and R gears have two operating states, recovery and drive, different operating states will have different impacts on the continuous shift process.

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

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

[0107] A second state switching type in which the initial operating state before continuous gear shifting is the driving state and the target operating state after 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 one in which 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 based on an initial operating state before the continuous gear shifting and a target operating state after the 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, 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, there will be no risk of unexpected speed change, and it is determined that there is no state switching risk.

[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 when the user steps 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 will be no risk of unexpected speed change, and it is determined that there is no state switching risk.

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

[0116] During 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 actual output torque of the vehicle before and after the continuous gear shifting has changed in the opposite direction, 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 and cause safety hazards to the vehicle and the user. It is determined that there is a state switching risk.

[0117] Step 104 : In response to the presence 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 expected 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 the risk of unexpected deceleration.

[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 the depressed state, determining that there is no risk of unexpected deceleration.

[0121] In 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 expected deceleration, and the user's normal control will not be affected by 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 requested torque being less than or equal to zero, determine a default regeneration intensity level.

[0125] In specific implementations, if the brake pedal status is in the default state, it indicates that the user is not pressing the brake pedal, and the vehicle deceleration is not the result of active user control and is unexpected. Furthermore, if the current requested torque is less than or equal to zero, it indicates that a corresponding regeneration request torque exists, confirming that regeneration has truly entered the state. At this point, it is necessary to further determine the current regeneration intensity level.

[0126] Different from the neutral coasting recovery state in N gear, the coasting recovery state in D or R gear is divided into three types: a strong recovery state with the maximum braking torque; a weak recovery state with the minimum braking torque; and a standard recovery state with a braking torque between the strong and weak recovery torques. That is, the absolute value of the strong recovery torque in the strong recovery state is greater than 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 is greater than 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 embodiments of this application all represent absolute torque values. For example, the recovery intensity level for the weak recovery state is level 1, the recovery intensity level for the standard recovery state is level 2, and the recovery intensity level for the strong recovery torque is level 3. The default recovery intensity level is the historical recovery level used during the vehicle's last recovery. If this is the first time entering 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] During specific implementation, in order to ensure that there is no significant deceleration sensation, energy recovery needs to be performed 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 the vehicle to experience a large deceleration 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 a risk of unexpected deceleration.

[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 recovery is performed, there will be a large recovery torque (standard recovery torque or strong recovery torque), causing the vehicle to recover energy with a large recovery torque, which in turn causes the vehicle to experience a large deceleration, affecting the normal driving of the vehicle, and determining that there is a risk of unexpected deceleration.

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

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

[0134] Step 201: Determine the limited regenerative 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 falls under the category of torque limiting control. When the risk of unexpected deceleration is determined, the limited regenerative torque is determined based on the current vehicle speed and a preset speed-torque relationship. The speed-torque relationship is a two-dimensional relationship between vehicle speed and torque, such as a two-dimensional function relationship or a two-dimensional table relationship. The current vehicle speed is used as input data, and the corresponding limited regenerative torque is output based on the speed-torque relationship. The limited regenerative torque represents the maximum regenerative torque allowed to be requested at the current vehicle speed. Energy recovery using the limited regenerative torque will not produce a strong sense of deceleration. Therefore, the higher the current vehicle speed, the smaller the limited regenerative torque. This ensures that only a small amount of torque recovery is performed during high-speed driving and continuous gear shifting, ensuring 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 that there is no risk of unexpected deceleration while ensuring the recovery efficiency as much as possible. 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] When there is no risk of unexpected deceleration, energy recovery is performed directly with the requested torque. If, during vehicle driving, the risk of unexpected deceleration changes from existing to no longer existing, the corresponding torque limit is canceled. If the actual requested torque is the requested torque, no torque control is required. If the actual requested torque is the limited recovery torque, the corresponding torque change rate is determined based on the two-dimensional relationship between the absolute value of the limited recovery torque and the requested torque and a preset difference rate. The limited recovery torque is then adjusted to the requested torque based on the torque change rate, ensuring smooth torque changes throughout the control process and providing the user with a better driving experience.

[0139] In some embodiments, as 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 falls into 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 the risk of unexpected deceleration is monitored, 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 users.

[0142] In summary, the shift safety control method provided by this application determines whether there is a risk of unexpected reverse driving by determining whether the continuous shift signal is legal during heterogeneous shifts, and reduces the risk of unexpected reverse driving through torque reduction control. During homogeneous shifts, the method first determines whether a state switching risk will occur by observing the changes in the vehicle's operating state before and after continuous shifts, thereby improving risk monitoring efficiency. Then, when there is a state switching risk, the method determines whether there is a risk of unexpected deceleration to eliminate the impact of the user's active braking control. 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, thereby ensuring the safety of the user and the vehicle.

[0143] In some embodiments, as Figure 3 As shown, determining whether the continuous shift signal is legal based on the current vehicle state and / or 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 shift, the target gear is R gear, and the expected vehicle state corresponding to the target gear is reverse state. For RND continuous shift, the target gear is D gear, and the expected vehicle state corresponding to the target gear is 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, and determines 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 the difference is a temporary one allowed by the dynamic shifting function based on the vehicle speed.

[0150] In some embodiments, determining whether the target gear is legal based on 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] During 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. It is determined that the functional layer has performed an incorrect judgment, and the target gear position is determined to be illegal, and then the continuous gear shifting signal is determined to be 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] In 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 already executed the switching of the target gear, which means that the functional layer has made an erroneous judgment and determined that the continuous gear shift 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 in a distributed scenario and completed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of 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 description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain 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 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 neutral, 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 a heterogeneous shift, determine the current vehicle state based on the wheel state information, and determine whether the continuous shift signal is legal based on the current vehicle state and / or current vehicle speed, and perform torque reduction control after determining that the continuous shift signal is not legal;

[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 based on 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 devices are described as being divided into various modules according to their functions. Of course, when implementing this 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 gear shift safety control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

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

[0170] Figure 5 A more specific hardware structure diagram of an electronic device provided in this embodiment is shown. 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 communicatively connected to each other within the device via the bus 1050.

[0171] The processor 1010 can be implemented using 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 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0173] The input / output interface 1030 is used to connect to input / output modules to enable information input and output. The input / output modules can be configured as components within the device (not shown) or externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, and various sensors. Output devices may include a display, speaker, vibrator, indicator light, and the like.

[0174] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.).

[0175] The bus 1050 comprises a pathway for transmitting information between various components of the device, such as 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 a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this 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 gear shift safety control method 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 the computer to execute the safety control method for shifting as in any of the above embodiments.

[0179] The computer-readable media of this embodiment includes permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules, 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, compact disc read-only memory (CD-ROM), digital versatile disc (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 embodiment 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 gear shifting safety control device of the above-mentioned embodiment, and executing the gear shifting safety control method of any of the above-mentioned embodiments through the electronic device or gear shifting safety control device of the above-mentioned embodiment, and having 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 a user's active request, a prompt message is sent to the user to clearly inform the user that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the disclosed technical solution based on the prompt message.

[0184] As an optional but non-limiting implementation, in response to a 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. Furthermore, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0185] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that comply with 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. Within the context 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 to avoid obscuring the understanding of the embodiments of the present application, well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. Furthermore, devices may be shown in block diagram form to avoid obscuring the understanding of the embodiments of the present application, and this also takes into account the fact that the implementation details of these block diagram devices are highly dependent on the platform on which the embodiments of the present application will be implemented (i.e., these details should be fully understood by those skilled in the art). Where specific details (e.g., circuits) are set forth to describe the exemplary embodiments of the present application, it will be apparent to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with variations therefrom. Therefore, these descriptions should be considered illustrative rather than restrictive.

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

[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 scope of protection of the present application.

Claims

1. A safety control method for gear shifting, characterized in that: include: In response to monitoring a continuous shift signal across neutral, 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 based on wheel state information, and determining whether the continuous shift signal is legal based on the current vehicle state and / or current vehicle speed, and performing torque reduction control after determining that the continuous shift signal is not legal; In response to the continuous gear shift type being the same type of gear shift, determining whether there is a state switching risk based on an initial operating state before the continuous gear shift and a target operating state after the continuous gear shift; In response to the presence of the state switching risk, determining whether there is an unexpected deceleration risk based on the current requested torque and / or the brake pedal state, and performing risk elimination control when there is an unexpected deceleration risk; Among them, risk elimination control includes: Determining the limited regenerative torque based on 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.

2. The safety control method for gear shifting according to claim 1, characterized in that: Determine the current vehicle status 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 gear shifting according to claim 1, characterized in that: Determining whether the continuous shift signal is legal according to the current vehicle state and / or 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 gear shifting according to claim 3, characterized in that: Determine whether the target gear is legal based on the current vehicle speed, including: In response to a 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 gear shift safety control method according to claim 1, 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 the 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 gear shift safety control method according to claim 1, 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 gear shift safety control method according to claim 1, characterized in that: Conduct risk elimination controls, including: The default regeneration intensity level is replaced with the minimum regeneration intensity level, and the motor is controlled to perform energy regeneration according to the minimum regeneration intensity level.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

9. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 8.

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