Vehicle out-of-gear prevention control method and device and medium

Abstract

The invention discloses a vehicle out-of-gear prevention control method and device and a medium. The method comprises the steps that a position signal of a transmission part of a gear shifting mechanism is obtained; under the condition that it is determined that the vehicle is in the out-of-gear state according to the position signal, the complementary gear engaging influence factors of the vehicle are determined; wherein the complementary gear engaging influence factors comprise an out-of-gear stage used for representing the current out-of-gear degree of the vehicle and dynamics control parameters of the vehicle; and when it is determined that the vehicle meets the supplementary gear engaging condition according to the supplementary gear engaging influence factors, the vehicle is controlled to carry out supplementary gear engaging. Therefore, the vehicle out-of-gear is divided into different out-of-gear stages according to the out-of-gear degree, and when it is determined that the vehicle meets the supplementary gear engaging condition according to the dynamic control parameters of the vehicle in the different out-of-gear stages, supplementary gear engaging is conducted on the vehicle, so that the situation that the vehicle is suddenly and completely out-of-gear, and consequently a motor overspeed fault is caused is avoided, and normal running of the vehicle is guaranteed; and the vehicle driving safety is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle gear control, and in particular to a vehicle gear-out prevention control method, device and medium. Background Art

[0002] With the continuous development of new energy vehicles, they are applied to all aspects of people's lives due to their advantages of environmental protection, high energy efficiency and low operating costs. For example, new energy commercial vehicles can be used in closed scenarios of fixed-point and high-frequency transportation, short-distance transportation scenarios with fixed routes and short one-way distances, and medium- and long-distance transportation scenarios on trunk lines such as highways.

[0003] In order to meet the needs of new energy vehicles in multiple scenarios, the design of multi-speed electric drive transmission has become an important trend in the development of electric drive systems. Multi-speed electric drive transmission can expand the efficient working range of the motor, reduce the working speed, and improve the energy utilization efficiency, thereby improving the power and economy of the vehicle.

[0004] However, when driving under complex and changeable road conditions, electric drive transmissions are prone to gear disengagement. When the vehicle is completely out of gear, that is, when the transmission torque cannot be transmitted, it will cause power loss and cause serious functional failure of the vehicle. In addition, it may cause motor overspeed failure and the vehicle cannot drive normally, thus posing a safety hazard to the vehicle.

[0005] It can be seen that how to prevent the vehicle from completely disengaging from the gear and ensure the normal driving of the vehicle is a problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0006] In view of this, one aspect of the present application provides a vehicle anti-shift control method, the method comprising:

[0007] Acquiring a position signal of a transmission component of a shift mechanism;

[0008] In the case where it is determined according to the position signal that the vehicle is in a disengaged state, determining the influencing factors of the vehicle for supplementary gear shifting; wherein the influencing factors for supplementary gear shifting include a disengagement stage for characterizing the current degree of disengagement of the vehicle and a dynamic control parameter of the vehicle;

[0009] When it is determined that the vehicle meets the condition for shifting a gear additionally according to the influencing factors for shifting a gear additionally, the vehicle is controlled to shift a gear additionally.

[0010] Optionally, the dynamic control parameter includes at least one of a throttle opening and a slip ratio.

[0011] Optionally, the disengagement phase includes a torque transmission phase and a torque interruption phase, and the disengagement degree corresponding to the torque transmission phase is lower than the disengagement degree corresponding to the torque interruption phase.

[0012] Optionally, the torque transfer stage includes a first stage and a second stage, and determining that the vehicle meets the condition for the gear-switching supplementary gear according to the gear-switching supplementary gear influencing factors includes:

[0013] When the gear-out stage is the first stage, if the throttle opening is less than a first opening threshold, it is determined that the vehicle meets the supplementary gear-out condition;

[0014] When the gear-disengaging stage is the second stage, if the dynamic control parameter satisfies the first condition or the second condition, it is determined that the vehicle satisfies the gear-supplementing condition; wherein, the first condition is that the slip rate is less than a slip rate threshold, and the throttle opening is less than a second opening threshold; the second condition is that the slip rate is not less than the slip rate threshold.

[0015] Optionally, the first stage includes a plurality of first sub-stages, and the second stage includes a plurality of second sub-stages.

[0016] Optionally, the first opening thresholds corresponding to the first sub-stages are different, and the higher the degree of gear disengagement corresponding to the first sub-stage is, the larger the corresponding first opening threshold is;

[0017] The first condition and the second condition corresponding to each of the second sub-stages are different, and the higher the degree of gear disengagement corresponding to the second sub-stage is, the larger the corresponding slip ratio threshold is, and the larger the second threshold opening is.

[0018] Optionally, the factors affecting the gear shifting also include the current driving gear of the vehicle; wherein, the driving gears include multiple ones, and different driving gears correspond to different gear shifting conditions. Under the same gear disengagement stage conditions, the higher the vehicle speed corresponding to the driving gear, the smaller the first opening threshold, the smaller the second opening threshold, and the greater the slip rate.

[0019] Another aspect of the present application provides a vehicle anti-shift control device, the device comprising:

[0020] An acquisition module, used for acquiring a position signal of a transmission component of a shift mechanism;

[0021] a determination module, for determining, when it is determined according to the position signal that the vehicle is in a disengaged state, an influencing factor of the vehicle for supplementary gear shifting; wherein the influencing factor for supplementary gear shifting comprises a disengagement stage for characterizing a current degree of disengagement of the vehicle and a dynamic control parameter of the vehicle;

[0022] The control module is used to control the vehicle to perform a supplementary gear shift when it is determined that the vehicle meets a supplementary gear shift condition based on the supplementary gear shift influencing factors.

[0023] Another aspect of the present application provides a vehicle anti-shifting control device, comprising a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the program, the steps of the vehicle anti-shifting control method are implemented.

[0024] Another aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, wherein the program, when executed by a processor, implements the steps of the vehicle anti-shift control method.

[0025] The present application provides a vehicle anti-gear shifting control method, device and medium, which produce the following beneficial effects: the vehicle gear shifting is divided into different gear shifting stages according to the gear shifting degree, and in different gear shifting stages, when it is determined that the vehicle meets the gear shifting conditions according to the vehicle's dynamic control parameters, the vehicle is gear shifted, thereby avoiding the vehicle from suddenly shifting out of gear completely and causing the motor to overspeed, ensuring the normal driving of the vehicle and improving the vehicle's driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 A schematic flow chart of a vehicle anti-shift control method provided in an embodiment of the present application;

[0027] Figure 2 A signal timing diagram of a shift mechanism provided in an embodiment of the present application;

[0028] Figure 3 A schematic diagram of the relationship between a position signal and a gear state provided in an embodiment of the present application;

[0029] Figure 4 A schematic diagram of the division of a gear-shifting stage provided in an embodiment of the present application;

[0030] Figure 5 A schematic diagram of the division of a gear-shifting stage provided by another embodiment of the present application;

[0031] Figure 6 A schematic diagram of the structure of a vehicle anti-shift control device provided in an embodiment of the present application;

[0032] Figure 7 This is a schematic diagram of the structure of a vehicle anti-shift control device provided by another embodiment of the present application. The reference numerals are as follows: 70 is a memory, 71 is a processor, 72 is a display screen, 73 is an input / output interface, 74 is a communication interface, 75 is a power supply, 76 is a communication bus, 701 is a computer program, 702 is an operating system, and 703 is data. DETAILED DESCRIPTION

[0033] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0034] It should be understood that although the terms first, second, third, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0035] Figure 1 A flow chart of a vehicle anti-shift control method provided in an embodiment of the present application is shown in FIG. Figure 1 As shown, the method includes:

[0036] S10: Acquiring a position signal of a transmission component of a shift mechanism;

[0037] Figure 2 The signal timing diagram of a shift mechanism provided in the embodiment of the present application is shown in the following figure. In a specific embodiment, when a vehicle is driving under complex working conditions, the electric drive transmission is prone to shifting out of gear. Specifically, Figure 2 As shown in the figure, when the vehicle is out of gear, the position signal of the transmission component of the vehicle shift mechanism gradually decreases until it drops to point M, and the vehicle is completely out of gear, that is, the transmission cannot transmit torque from point M, the vehicle loses power, and it is easy to cause problems such as motor overspeed failure. Figure 2 It can be seen that during the vehicle disengagement process, the driver's gear request signal did not change, that is, the driver did not request to engage a gear. And after the vehicle was completely disengaged at sub-point M, the actual gear position of the transmission control unit (TCU) changed, that is, the TCU requested to engage a gear after the vehicle was disengaged.

[0038] To solve the above technical problems, the embodiment of the present application provides a control method for preventing a vehicle from shifting out of gear. Specifically, first, a position signal of a transmission component of a shift mechanism in a vehicle is obtained through step S10. In an optional embodiment, the position signal of the transmission component can be, but is not limited to, a signal corresponding to the position of a shift fork.

[0039] It should be noted that the vehicles provided in the embodiments of the present application include but are not limited to mini trucks, light trucks, heavy trucks and light commercial vehicles (LCV). In addition, it should be noted that the sensors for collecting position signals may include but are not limited to position sensors and angle sensors.

[0040] S11: when it is determined according to the position signal that the vehicle is in a disengaged state, determining the influencing factors of the vehicle for supplementary gear shifting; wherein the influencing factors for supplementary gear shifting include a disengagement stage for characterizing the current degree of disengagement of the vehicle and a dynamic control parameter of the vehicle;

[0041] Furthermore, step S11 determines whether the vehicle is in a disengaged state according to a position signal of a transmission component. If the vehicle is in a disengaged state, factors affecting the vehicle's additional gear shifting are determined, wherein the factors affecting the additional gear shifting include a disengagement stage for characterizing the current degree of disengagement of the vehicle and a dynamic control parameter of the vehicle.

[0042] The factors affecting the gear shifting are the factors affecting the gear shifting conditions when determining to shift the vehicle into gear to avoid the vehicle being completely out of gear. Figure 2 It can be seen that the process from the vehicle being out of gear to the vehicle being completely out of gear, where the power is lost and the vehicle cannot travel normally, is a gradual process. Figure 2 As shown in FIG. 1 , the position signal starts to be out of gear from point N, and the signal gradually decreases over time until the vehicle is completely out of gear from point M. At this time, the transmission cannot transmit torque, and the vehicle loses power and can no longer run normally.

[0043] Therefore, in a specific embodiment, in order to avoid the vehicle being completely out of gear, the vehicle is supplemented with a gear before point M. Therefore, the influencing factor of the supplementary gear shifting includes the gear shifting stage that characterizes the current degree of the vehicle being out of gear. In addition, the influencing factor of the supplementary gear shifting also includes the dynamic control parameters of the vehicle. In an optional embodiment, the dynamic control parameters may include but are not limited to the throttle opening and the slip ratio.

[0044] It should be noted that when determining whether the vehicle is in a disengaged state based on the position signal of the transmission component, in an optional embodiment, when the vehicle is disengaged from different driving gears, the judgment conditions for the position signal are different. For ease of understanding, an example will be given below.

[0045] Figure 3 A schematic diagram of the relationship between a position signal and a gear state provided in an embodiment of the present application, for example, Figure 3As shown, when the value of the position signal is between 8 and 10, the vehicle is in the state of 1 and 3 gears, that is, the gear state is between point B and point C. When the value of the position signal is between 40 and 42, the vehicle is in the state of 2 and 4 gears, that is, the gear state is between point F and point G. The value of the position signal is between 0 and 8, which is an invalid value, and the value of the position signal is between 23 and 27, which is a neutral state, that is, the gear state is between point D and point E.

[0046] Among them, when the value of the position signal is between 10-23 or 27-40, the vehicle gear is in a transitional state, and the position signal is often in these two intervals when the gear is out of gear. In other words, when the driver does not issue a gear shift request and the vehicle position signal is in these two intervals, it indicates that the vehicle has been out of gear.

[0047] However, as shown in Figure 3, when the vehicle starts to shift out of gear from the 1 and 3 gears, the position signal moves from 10 to neutral, that is, the position signal changes from 10 to 23. When the vehicle starts to shift out of gear from the 2 and 4 gears, the position signal moves from 40 to neutral, that is, the position signal changes from 40 to 27. Obviously, when shifting out of gear occurs in different gears, the value changes differently. The position signal corresponding to the 1 and 3 gears gradually increases, and the position signal corresponding to the 2 and 4 gears gradually decreases.

[0048] Therefore, in an optional embodiment, when determining whether the vehicle is in a disengaged state based on the position signal of the transmission component, the current driving gear of the vehicle is determined; if the value of the position signal of the transmission component is not within the value range of the position signal corresponding to the current driving gear, and changes in the direction of the value of the position signal corresponding to the neutral gear, then it is determined that the vehicle is in a disengaged state.

[0049] S12: When it is determined that the vehicle meets the conditions for the additional gear shifting according to the factors affecting the additional gear shifting, the vehicle is controlled to perform the additional gear shifting.

[0050] In an optional embodiment, when it is determined that the vehicle meets the conditions for supplementary gear shifting according to the factors affecting the supplementary gear shifting, the vehicle is controlled to perform supplementary gear shifting. When supplementary gear shifting is performed, specifically, the motor is first controlled to clear torque, and then the shift mechanism is controlled to shift gears, and the position signal of the current transmission component is obtained again, and it is determined whether the gear shifting is successful according to the current position signal, that is, it is determined whether the current position signal returns to the position signal interval corresponding to the current driving gear. If the supplementary gear shifting fails, the supplementary gear shifting is continued until the supplementary gear shifting is successful.

[0051] It should be noted that the vehicle anti-shift control method provided in the embodiment of the present application may include but is not limited to a gear shifting method, a pneumatic shifting method and a motor shifting method applied to a transmission.

[0052] Therefore, the vehicle anti-gear shifting control method provided in the embodiment of the present application divides the vehicle gear shifting into different gear shifting stages according to the gear shifting degree, and in different gear shifting stages, when it is determined that the vehicle meets the gear shifting conditions according to the vehicle's dynamic control parameters, the vehicle is gear shifted, thereby avoiding the vehicle from suddenly and completely shifting out of gear and causing the motor to overspeed, ensuring the normal driving of the vehicle and improving the vehicle's driving safety.

[0053] In an optional embodiment, the dynamic control parameters include at least one of the throttle opening and the slip ratio. In a specific embodiment, it is understandable that when the vehicle is in a disengaged state but not completely disengaged, the throttle opening and the slip ratio of the vehicle change with the change of the position signal, so it can be determined whether the vehicle needs to be re-engaged in the gear according to at least one of the throttle opening and the slip ratio of the vehicle. In another optional embodiment, the dynamic control parameters may also include a requested torque. It should be noted that the present application does not limit the method for obtaining the throttle opening and the slip ratio.

[0054] Depend on Figure 2 It can be seen that before the vehicle is completely out of gear and cannot run normally, there is a period of time when the vehicle is out of gear but can transmit torque normally, that is, it can run normally. In this stage, the vehicle can be controlled to make up for the gear according to the vehicle's dynamic control parameters.

[0055] Therefore, in another optional embodiment, the gear-off phase can be divided into a torque transmission phase and a torque interruption phase, that is, the gear-off phase includes a torque transmission phase and a torque interruption phase. Obviously, the gear-off degree corresponding to the torque transmission phase is lower than the gear-off degree corresponding to the torque interruption phase. Figure 2 From point N to point M, the position signal gradually decreases, and the degree of gear disengagement gradually increases. From point M, the vehicle is completely disengaged, that is, from point M, the vehicle is in the torque interruption stage, at which time the torque cannot be transmitted and the vehicle cannot drive normally.

[0056] It is understandable that in order to avoid the vehicle being completely out of gear, the vehicle must be engaged in a supplementary gear before the vehicle enters the torque interruption phase, that is, it must be completed during the torque transmission phase when the torque can be transmitted normally and the vehicle can travel normally.

[0057] Specifically, whether the vehicle's supplementary gear shifting conditions are met can be determined based on at least one of the throttle opening and the slip rate. If met, the vehicle is immediately supplemented with a gear shift to avoid the vehicle entering a torque interruption phase, which causes the vehicle to completely shift out of gear.

[0058] In an optional embodiment, the torque transfer stage includes a first stage and a second stage, and determining that the vehicle meets the condition for the gear-shifting supplementary gear according to the influencing factors of the gear-shifting supplementary gear includes:

[0059] When the gear-out stage is the first stage, if the throttle opening is less than the first opening threshold, it is determined that the vehicle meets the supplementary gear-out condition;

[0060] When the gear disengagement stage is the second stage, if the dynamic control parameters meet the first condition or the second condition, it is determined that the vehicle meets the condition for shifting into a supplementary gear; wherein, the first condition is that the slip rate is less than the slip rate threshold, and the throttle opening is less than the second opening threshold; the second condition is that the slip rate is not less than the slip rate threshold.

[0061] In a specific embodiment, when the vehicle enters the early stage of the gear shifting phase, the position signal changes slowly, and the transmission can still transmit torque normally, which will not affect the normal driving of the vehicle. In the late stage of the gear shifting phase, and before the gear shifting phase is completely completed, the transmission can still transmit torque normally, but the position signal changes rapidly. If the gear shifting phase is not completed in time, the risk of the vehicle being completely shifted out of gear is high.

[0062] Therefore, in an optional embodiment, the torque transmission stage is divided into two stages according to the characteristics of different stages, that is, the torque transmission stage includes a first stage and a second stage, and different gear release control logics are set for the first stage and the second stage.

[0063] It should be noted that the degree of disengagement corresponding to the first stage is lower than the degree of disengagement corresponding to the second stage. In addition, it should be noted that the boundary node for dividing the position signal value corresponding to the first stage and the second stage can be set according to experience values, or according to different transmissions and driving conditions of the vehicle, or can be dynamically adjusted according to the actual use process of the vehicle, which is not limited in this application.

[0064] In a specific embodiment, the first stage can be understood as the initial stage of disengagement. During this stage, the clutch sleeve has just begun to disengage, the meshing of the clutch teeth is the largest, and the transmission can still transmit torque normally, support normal driving functions, and not affect the driver's use. This stage should focus on ensuring normal operation and reducing the impact on driving feel, so the gear should be supplemented when the opportunity arises. When the throttle opening is large, the driver's required torque is large, and the transmission transmits a large torque. In order not to affect the driver's driving experience and improve the driving smoothness, therefore, in the first stage, the vehicle is supplemented when working with high torque.

[0065] Specifically, when the gear-out stage is the first stage, if the throttle opening is less than the first opening threshold, it is determined that the vehicle meets the condition for supplementary gear shifting. For example, when it is determined that the throttle opening is less than 20%, it is determined that the vehicle meets the condition for supplementary gear shifting, and the vehicle is controlled to perform supplementary gear shifting. Thus, the supplementary gear shifting is selected when the driver has a smaller power demand, thereby reducing the impact on driving smoothness.

[0066] The second stage can be understood as the late stage of gear disengagement, that is, the second half of gear disengagement. At this time, it is close to the complete gear disengagement point. In order to prevent sudden gear disengagement, the gear should be re-engaged in time. Therefore, in the second stage, the judgment of the slip rate of the engagement sleeve is added, where the slip rate refers to the speed of change of the shift fork position. When the slip rate is large, it means that the meshing amount of the engagement teeth is continuously and rapidly reduced at this time, and the gear should be re-engaged in time.

[0067] Therefore, in an optional embodiment, when the gear-out stage is the second stage, if the slip rate is less than the slip rate threshold, the slip rate is small at this time, indicating that the shift fork position is relatively stable and can support short-term work, and the vehicle can be supplemented with a gear when the opportunity arises. Specifically, when the throttle opening is less than the second opening threshold, it is determined that the vehicle can be supplemented with a gear under the condition that the slip rate is less than the slip rate threshold. That is, when the slip rate is less than the slip rate threshold and the throttle opening is less than the second opening threshold, the dynamic control parameter satisfies the first condition, and the vehicle can be supplemented with a gear.

[0068] In another optional embodiment, when the slip rate is not less than the slip rate threshold, it means that the shift fork position is continuously moving toward the neutral gear direction, and the gear shifting should be completed in time to avoid the sudden shifting out of the gear position, causing the motor speed to overspeed and affecting the use of the vehicle. Therefore, when the slip rate is not less than the slip rate threshold, it is determined that the dynamic control parameter meets the second condition, and the vehicle is immediately shifted into a gear.

[0069] Figure 4 A schematic diagram of the division of the gear shifting stage provided in the embodiment of the present application is provided below for ease of understanding. Figure 3 , Figure 4 Provide detailed explanation.

[0070] like Figure 3 As shown in FIG. 1 , when the vehicle is disengaged from the gear state of 2 or 4, the in-position signal changes from 40 to 27. Figure 4 As shown, at the position signal node 33, the gear-disengaging phase is divided into a torque transmission phase and a torque interruption phase, and at the position signal node 37, the torque transmission phase is divided into a first phase and a second phase.

[0071] During the movement of the position signal from 40 to 27, if it is detected that the position signal is between 37-40, it is determined that the current gear shift is in the first stage. At this time, it is judged whether the throttle opening is less than the first opening threshold. If so, in order to ensure the driver's driving experience, the gear is immediately shifted.

[0072] If the position signal is between 33 and 37, it is determined that the gear shift is in the second stage, indicating that the shift fork position is continuously moving toward the neutral direction. At this time, if the slip rate is less than the slip rate threshold (for example, 3%), it is necessary to select an opportunity to shift the gear. Specifically, the gear shift is performed when the throttle opening is less than the second opening threshold (for example, 15%). That is, when the slip rate is less than 3% and the throttle opening is less than 15%, the gear shift is performed.

[0073] Of course, if the slip rate is not less than 3%, the possibility of the vehicle being completely out of gear is high, and the gear should be shifted in time, that is, the vehicle should be controlled immediately to shift the gear.

[0074] Therefore, the vehicle anti-gear shifting control method provided in the embodiment of the present application divides the torque transfer stage into the first stage and the second stage according to the different characteristics of the gear shifting stage, and sets different gear-switching conditions for different stages. Specifically, in the first stage, the focus is on ensuring the driver's driving smoothness and avoiding frequent gear shifting that affects the driver's driving experience. In the second stage, the focus is on preventing the vehicle from completely shifting out of gear, ensuring that the vehicle can drive normally, and avoiding problems such as motor overspeed failure caused by gear shifting.

[0075] On the basis of the above embodiment, in order to improve the control accuracy of supplementary gear shifting and further enhance the driver's driving experience, as an optional embodiment, the first stage includes multiple first sub-stages, and the second stage includes multiple second sub-stages.

[0076] In a specific embodiment, different conditions for shifting gears are set corresponding to each first sub-stage and second sub-stage. Specifically, the first opening threshold corresponding to each first sub-stage is different, and the higher the degree of gear disengagement corresponding to the first sub-stage, the larger the corresponding first opening threshold.

[0077] Figure 5 A schematic diagram of dividing the gear shifting stages provided in another embodiment of the present application, for example, Figure 5 As shown, the first stage is divided into two first sub-stages, including the first sub-stage H1 and the first sub-stage H2. It can be understood that the degree of disengagement in the first sub-stage H1 is lower than that in the first sub-stage H2. Therefore, the first opening threshold corresponding to the first sub-stage H1 is lower than the opening threshold corresponding to the first sub-stage H2. For example, in the first sub-stage H1, when the throttle opening is less than 20%, a supplementary gear is engaged. In the first sub-stage H2, when the throttle opening is less than 40%, a supplementary gear is engaged.

[0078] In the second stage, the first condition and the second condition corresponding to each second sub-stage are different, and the higher the degree of gear disengagement corresponding to the second sub-stage is, the larger the corresponding slip rate threshold is, and the larger the second threshold opening is.

[0079] For example, Figure 5As shown, the second stage is divided into the second sub-stage H3 and the second sub-stage H4. The degree of disengagement in the second sub-stage H3 is lower than that in the second sub-stage H4. Therefore, the slip rate threshold corresponding to the second sub-stage H3 is greater than the slip rate threshold of the second sub-stage H4, and the second threshold opening degree corresponding to the second sub-stage H3 is greater than the second threshold opening degree corresponding to the second sub-stage H4.

[0080] For example, in the second sub-stage H3, if the slip ratio is less than 3% and the throttle opening is less than 10%, a supplementary gear is engaged. Alternatively, if the slip ratio is not less than 3%, a supplementary gear is engaged. In the second sub-stage H4, if the slip ratio is less than 6% and the throttle opening is less than 20%, a supplementary gear is engaged. Alternatively, if the slip ratio is not less than 6%, a supplementary gear is engaged.

[0081] Therefore, the vehicle anti-gear shifting control method provided in the embodiment of the present application divides the first stage and the second stage into a plurality of different sub-stages, and sets different gear-shifting judgment conditions for different sub-stages, thereby improving the control accuracy of gear-shifting, further improving driving smoothness, improving vehicle safety, and improving the driver's driving experience.

[0082] It is understandable that the vehicle has different driving gears, and the vehicle speed and torque requirements are different in different driving gears. When the vehicle is out of gear, different driving gears can be set with the same supplementary gear judgment conditions or different supplementary gear judgment conditions.

[0083] In an optional embodiment, the factors affecting the additional gear shifting further include the current driving gear position of the vehicle; wherein, there are multiple driving gear positions, and different driving gear positions correspond to different additional gear shifting conditions.

[0084] It is understandable that the vehicle has different requirements for the vehicle's driving speed, torque, etc. in different driving gears. For example, when the driving gear is 1st gear, it is often used for getting out of trouble and starting on a slope with a heavy load, and the vehicle speed is relatively low. When the driving gear is 2nd gear, it is a regular starting gear and is used for starting acceleration. When the driving gear is 3rd or 4th gear, the vehicle speed is relatively high, but the speed ratio is small, and the torque transmitted by the engaging teeth is small.

[0085] Therefore, in an optional embodiment, different supplementary gear shifting conditions are set for different driving gears, which can adapt to different vehicle models and expand the scope of application, scenarios and working conditions.

[0086] It is understandable that according to driving habits, the first gear driving position often uses a large throttle, that is, a large torque working condition, so the first opening threshold corresponding to the throttle opening of the first gear driving position is relatively high. In addition, under the large torque working condition, setting the slip ratio to be relatively small can avoid the sudden gear disengagement phenomenon when working with large torque, so the slip ratio corresponding to the first gear driving position is relatively low.

[0087] The 3rd and 4th gear driving gears can be set oppositely. The 3rd and 4th gear driving gears correspond to higher vehicle speeds. Setting a small throttle opening can greatly improve the driving feel. The transmitted torque is also smaller, and the slip rate can be set appropriately larger.

[0088] Therefore, specifically, under the same gear-out phase condition, the higher the vehicle speed corresponding to the driving gear, the smaller the first opening threshold, the smaller the second opening threshold, and the greater the slip ratio.

[0089] For example, when the gear-out stage is the first stage in the above embodiment, the vehicle speed corresponding to the 1st gear driving position is less than the vehicle speed corresponding to the 2nd gear driving position, therefore, the first opening threshold corresponding to the 1st gear driving position is greater than the first opening threshold corresponding to the 2nd gear driving position, the second opening threshold corresponding to the 1st gear driving position is also greater than the second opening threshold corresponding to the 2nd gear driving position, and the slip rate corresponding to the 1st gear driving position is less than the slip rate corresponding to the 2nd gear driving position. Similarly, the corresponding supplementary gear conditions under different gears are set accordingly.

[0090] It should be noted that the conditions for shifting gears corresponding to different driving gears can be set according to different vehicles or according to empirical values, and this application does not impose any limitation on this.

[0091] Therefore, the vehicle anti-gear shifting control method provided in the embodiment of the present application sets different gear shifting conditions for different driving gears, which can be applicable to different vehicle models, working conditions and scenarios, thereby preventing the vehicle from shifting out of gear and improving vehicle safety.

[0092] In the above-mentioned embodiments, the control method for preventing the vehicle from slipping out of gear is described in detail. The present application also provides a corresponding embodiment of a control device for preventing the vehicle from slipping out of gear.

[0093] Figure 6 A schematic diagram of the structure of a vehicle anti-shift control device provided in an embodiment of the present application is shown in FIG. Figure 6 As shown, the device comprises:

[0094] An acquisition module 60, used to acquire a position signal of a transmission component of a shift mechanism;

[0095] A determination module 61 is used to determine the influencing factors of the vehicle's gear shifting when it is determined according to the position signal that the vehicle is in a gear shifting state; wherein the influencing factors of the gear shifting include a gear shifting stage for characterizing the current gear shifting degree of the vehicle and a dynamic control parameter of the vehicle;

[0096] The control module 62 is used to control the vehicle to perform a supplementary gear shift when it is determined that the vehicle meets the supplementary gear shifting conditions according to the factors affecting the supplementary gear shifting.

[0097] Figure 7A schematic diagram of the structure of a vehicle anti-shift control device provided in another embodiment of the present application is shown in FIG. Figure 7 As shown, the vehicle anti-shift control device comprises: a memory 70 for storing a computer program;

[0098] The processor 71 is used to implement the steps of the vehicle anti-shift control method mentioned in the above embodiment when executing the computer program.

[0099] The vehicle anti-shift control device provided in this embodiment may include but is not limited to a vehicle controller or a domain controller.

[0100] Among them, the processor 71 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 71 can be implemented in at least one hardware form of a digital signal processor (Digital Signal Processor, referred to as DSP), a field programmable gate array (Field-Programmable Gate Array, referred to as FPGA), and a programmable logic array (Programmable Logic Array, referred to as PLA). The processor 71 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (Central Processing Unit, referred to as CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 71 may be integrated with a graphics processing unit (Graphics Processing Unit, referred to as GPU), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 71 may also include an artificial intelligence (Artificial Intelligence, referred to as AI) processor, which is used to process computing operations related to machine learning.

[0101] The memory 70 may include one or more computer-readable storage media, which may be non-transitory. The memory 70 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 70 is at least used to store the following computer program 701, wherein, after the computer program is loaded and executed by the processor 71, the relevant steps of the vehicle anti-shifting control method disclosed in any of the aforementioned embodiments can be implemented. In addition, the resources stored in the memory 70 may also include an operating system 702 and data 703, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 702 may include Windows, Unix, Linux, etc. The data 703 may include, but is not limited to, relevant data involved in the vehicle anti-shifting control method, etc.

[0102] In some embodiments, the vehicle anti-shift control device may further include a display screen 72 , an input / output interface 73 , a communication interface 74 , a power supply 75 , and a communication bus 76 .

[0103] Those skilled in the art will understand that Figure 7 The structure shown in the figure does not constitute a limitation on the control device for preventing vehicle gear shifting out, and may include more or fewer components than those shown in the figure.

[0104] The vehicle anti-gear shift control device provided in the embodiment of the present application includes a memory and a processor. When the processor executes the program stored in the memory, the vehicle anti-gear shift control method in the above embodiment can be implemented.

[0105] It should be noted that, although the operations are depicted in a specific order in the accompanying drawings, this should not be understood as requiring these operations to be performed in the specific order shown or to be performed sequentially, or requiring all illustrated operations to be performed to achieve the desired results. In some cases, multitasking and parallel processing may be advantageous. In addition, the separation of various system modules and components in the above-described embodiments should not be understood as requiring such separation in all embodiments, and it should be understood that the described program components and systems can generally be integrated together in a single software product, or packaged into multiple software products.

Claims

1. A vehicle anti-shift control method, characterized in that: The method comprises: Acquiring a position signal of a transmission component of a shift mechanism; In the case where it is determined according to the position signal that the vehicle is in a disengaged state, determining the influencing factors of the vehicle for supplementary gear shifting; wherein the influencing factors for supplementary gear shifting include a disengagement stage for characterizing the current degree of disengagement of the vehicle and a dynamic control parameter of the vehicle; When it is determined that the vehicle meets the condition for shifting a gear additionally according to the influencing factors for shifting a gear additionally, the vehicle is controlled to shift a gear additionally.

2. The vehicle anti-shift control method according to claim 1, characterized in that: The dynamic control parameter includes at least one of a throttle opening and a slip ratio.

3. The vehicle anti-shift control method according to claim 2, characterized in that: The gear-off phase includes a torque transmission phase and a torque interruption phase, and the gear-off degree corresponding to the torque transmission phase is lower than the gear-off degree corresponding to the torque interruption phase.

4. The vehicle anti-shift control method according to claim 3, characterized in that: The torque transfer stage includes a first stage and a second stage, and determining that the vehicle meets the condition for shifting a gear according to the influencing factors of the shifting gear includes: When the gear-out stage is the first stage, if the throttle opening is less than a first opening threshold, it is determined that the vehicle meets the supplementary gear-out condition; When the gear-disengaging stage is the second stage, if the dynamic control parameter satisfies the first condition or the second condition, it is determined that the vehicle satisfies the gear-supplementing condition; wherein, the first condition is that the slip rate is less than a slip rate threshold, and the throttle opening is less than a second opening threshold; the second condition is that the slip rate is not less than the slip rate threshold.

5. The vehicle anti-shift control method according to claim 4, characterized in that: The first phase includes a plurality of first sub-phases, and the second phase includes a plurality of second sub-phases.

6. The vehicle anti-shift control method according to claim 5, characterized in that: The first opening thresholds corresponding to the first sub-stages are different, and the higher the degree of gear disengagement corresponding to the first sub-stage is, the larger the corresponding first opening threshold is; The first condition and the second condition corresponding to each of the second sub-stages are different, and the higher the degree of gear disengagement corresponding to the second sub-stage is, the larger the corresponding slip ratio threshold is, and the larger the second threshold opening is.

7. The vehicle anti-shift control method according to claim 4, characterized in that: The factors affecting the gear shifting also include the current driving gear of the vehicle; wherein, the driving gears include multiple ones, and different driving gears correspond to different gear shifting conditions. Under the same gear disengagement stage conditions, the higher the vehicle speed corresponding to the driving gear, the smaller the first opening threshold, the smaller the second opening threshold, and the greater the slip rate.

8. A vehicle anti-shift control device, characterized in that: The device comprises: An acquisition module, used for acquiring a position signal of a transmission component of a shift mechanism; a determination module, for determining, when it is determined according to the position signal that the vehicle is in a disengaged state, an influencing factor of the vehicle for supplementary gear shifting; wherein the influencing factor for supplementary gear shifting comprises a disengagement stage for characterizing a current degree of disengagement of the vehicle and a dynamic control parameter of the vehicle; The control module is used to control the vehicle to perform a supplementary gear shift when it is determined that the vehicle meets a supplementary gear shift condition based on the supplementary gear shift influencing factors.

9. A vehicle anti-shift control device, comprising a memory and a processor, wherein the memory stores a computer program that can be run on the processor, characterized in that: When the processor executes the program, the steps of the vehicle anti-shift control method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the vehicle anti-shift control method according to any one of claims 1 to 7 are implemented.

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