Gear control method and device, electronic equipment and vehicle

Abstract

The invention provides a gear control method and device, electronic equipment and a vehicle. The gear control method comprises the steps that when the vehicle is in a pure electric mode or a series connection mode, whether the vehicle meets a pre-gear-engaging condition or not is judged; and when the vehicle meets the pre-gear-engaging condition, the gear of the vehicle is controlled to be switched to a pre-gear-engaging first gear, and when the vehicle is in the pre-gear-engaging first gear, a clutch in a transmission of the vehicle is in an open state. By switching the gear of the vehicle into the pre-engaging gear 1 in advance, static gear engaging can be avoided when the parking request is received, the probability of occurrence of the tooth aligning phenomenon is reduced, the vehicle can be smoothly engaged into the parking gear, meanwhile, by pre-engaging the gear 1, the situation that the rotating speed of the input shaft is instantaneously reduced when the input shaft has dragging torque can be avoided, and the parking efficiency of the vehicle is improved. Therefore, the vehicle is prevented from shaking.

Description

Technical Field

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

[0002] With the rapid development of the automobile industry, traditional fuel vehicles are gradually moving towards hybrid vehicles. To adapt to different road conditions and driving needs, hybrid vehicles are usually equipped with multiple driving modes including series mode and direct drive mode.

[0003] The two-speed DHT (Dedicated Hybrid Transmission) hybrid transmission drives the shift hub to rotate through the shift motor. When the shift hub rotates, it drives the shift fork and the parking mechanism to move, realizing the switching of 1st gear, 2nd gear, P gear, and N gear. The shift hub contains the running track of the shift fork and the running track of the parking mechanism. The 1st gear track position corresponds to the track position of the P gear and the non-P gear. When engaging the P gear, it is necessary to complete the 1st gear first. In other words, when the driver engages the P gear, if the current gear is not the 1st gear, the transmission needs to complete the 1st gear first. Specifically, if the vehicle is in pure electric drive mode, due to the extremely low vehicle speed, the probability of tooth alignment during the 1st gear engagement will increase, resulting in a failure to engage the 1st gear, which in turn causes the vehicle to be unable to engage the P gear.

[0004] In addition, if the vehicle is in series mode, the existence of drag torque in the gearbox will drive the input shaft to rotate, while the output shaft is stationary. Then when the transmission enters 1st gear, the synchronous speed difference is large, the input shaft speed will be instantly reduced, and the vehicle will shake. Summary of the invention

[0005] The embodiments of the present application provide a gear control method, device, electronic device and vehicle to solve the problem that a hybrid vehicle cannot be successfully engaged in the P gear and the vehicle shakes when the hybrid vehicle is engaged in the P gear.

[0006] In a first aspect, an embodiment of the present application provides a gear control method, the method comprising:

[0007] When the vehicle is in pure electric mode or series mode, determining whether the vehicle meets the pre-gear condition;

[0008] When the vehicle meets the pre-gear condition, the gear position of the vehicle is controlled to be switched to pre-gear 1, wherein when the vehicle is in the pre-gear 1, a clutch in the transmission of the vehicle is in an open state.

[0009] In a second aspect, an embodiment of the present application further provides a gear control device, the device comprising:

[0010] A first judgment module, used for judging whether the vehicle meets the pre-gear condition when the vehicle is in a pure electric mode or a series mode;

[0011] The first control module is used to control the gear position of the vehicle to be switched to pre-gear 1 when the vehicle meets the pre-gear condition, wherein when the vehicle is in the pre-gear 1, the clutch in the transmission of the vehicle is in an open state.

[0012] In a third aspect, an embodiment of the present application further provides an electronic device, which includes a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the computer program implements the above-mentioned gear control method when executed by the processor.

[0013] In a fourth aspect, an embodiment of the present application further provides a vehicle, comprising the above-mentioned gear control device.

[0014] In a fifth aspect, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the above-mentioned gear control method is implemented.

[0015] The embodiments of the present application include at least the following technical effects:

[0016] The technical solution of the embodiment of the present application is to pre-judge whether the vehicle meets the pre-gear conditions before the driver engages the parking gear, and to pre-switch the gear position of the vehicle to pre-gear 1st gear when the vehicle meets the pre-gear conditions, thereby avoiding static gear shifting when a parking request is received, reducing the probability of gear-matching phenomenon, and allowing the vehicle to be smoothly engaged in the parking gear. At the same time, by pre-engaging the 1st gear, it is also possible to avoid the input shaft speed being instantly lowered when there is drag torque on the input shaft, thereby avoiding vehicle shaking. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art are briefly introduced below.

[0018] Figure 1 is a flow chart of a shift control method provided in an embodiment of the present application;

[0019] Figure 2 It is a schematic diagram of the structure of the shift hub gear track;

[0020] Figure 3 is a schematic diagram of the structure of a hybrid vehicle;

[0021] Figure 4 is a schematic structural diagram of a shift control device provided in an embodiment of the present application;

[0022] Figure 5 A block diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0024] It should be understood that the references to "one embodiment" or "an embodiment" throughout the specification mean that the specific features, structures, or characteristics associated with the embodiment are included in at least one embodiment of the present application. Therefore, the references to "in one embodiment" or "in an embodiment" appearing throughout the specification do not necessarily refer to the same embodiment. In addition, these specific features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0025] In the various embodiments of the present application, it should be understood that the size of the serial numbers of the following processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0026] like Figure 1 As shown, an embodiment of the present application provides a gear control method, the method comprising:

[0027] Step 101: When the vehicle is in pure electric mode or series mode, determine whether the vehicle meets the pre-gear condition.

[0028] The gear control method provided in the embodiment of the present application is applied to a vehicle equipped with a hybrid transmission. The two shift rails of the shift hub of the hybrid transmission are opposite to each other, and the track position of the first gear on the rail corresponds to the track position of the parking gear on the rail and the track position of the non-parking gear on the second rail. Therefore, when shifting from neutral to parking gear, it is necessary to go through the first gear, that is, when shifting into parking gear, it is necessary to complete the operation of shifting into the first gear first.

[0029] For example, Figure 2The figure shows a schematic diagram of the gear position track of the shift hub of a two-speed hybrid transmission, wherein the shift hub includes a first slide rail and a second slide rail, the first slide rail includes neutral, 1st gear and 2nd gear, and the second slide rail includes parking gear and non-parking gear. The first slide rail and the second slide rail are opposite to each other, the shift motor drives the shift hub to rotate, and the rotation of the shift hub drives the shift fork to move on the first slide rail and the second slide rail at the same time. The track position of the 1st gear on the first slide rail corresponds to the track position of the parking gear on the second slide rail and the track position of the non-parking gear on the second slide rail. When the parking gear is engaged, the operation of shifting into the 1st gear must be completed first.

[0030] Based on this transmission structure, whether the first gear is entered successfully will directly affect the engagement of the parking gear.

[0031] In order to ensure that the vehicle is in a safe and stable parking state, the parking gear is only allowed to be switched when the speed is less than 2km / h. At this time, the gear is engaged in a static or nearly static state, and the relative movement speed between the gears is very low, which is prone to gear misalignment. Gear misalignment refers to the situation in which the gear teeth inside the gearbox cannot mesh smoothly during the gear shifting process, and there are collisions or incomplete alignment. When gear misalignment occurs, shifting into the 1st gear will fail. Since shifting into the parking gear requires successfully shifting into the 1st gear first, failure to shift into the 1st gear will result in the inability to shift into the parking gear smoothly.

[0032] In addition, in series mode, the engine is running, the vehicle is in neutral, the engine drives the generator to generate electricity, and the generated electricity can be provided to the drive motor, which drives the vehicle. Due to the existence of transmission drag torque, that is, the torque generated by the engine is transmitted to the input shaft through the transmission components, driving the input shaft to rotate. After the vehicle is stationary, the driver shifts the gear to the parking gear. Since the parking gear needs to be shifted into the first gear first, at this time, the output shaft is stationary, and the input shaft is in a non-stationary state due to the drag torque. When shifting into the first gear, due to the synchronous speed difference, the input shaft speed will be instantly pulled down. This sudden change in speed will cause imbalance in the vehicle power system, and then cause the vehicle to shake.

[0033] For example, Figure 3The figure shows a schematic diagram of the structure of a hybrid vehicle using a P1P3 motor architecture. Specifically, in the P1P3 motor architecture, one end of the input shaft of the transmission is connected to the generator (i.e., the P1 motor), and the other end is connected to the engine through the clutch C1. The output shaft of the transmission is connected to a transmission gear meshing with the differential, and the gear set between the input shaft and the output shaft of the transmission is connected to a synchronizer, which is used to synchronize the gear speeds between different gears; the drive motor (i.e., the P3 motor) provides power to the wheels through the transmission shaft to drive the vehicle. The transmission can achieve two-speed shifting, in which the low gear G2 is used to achieve the first gear and the high gear G3 is used to achieve the second gear. The conversion between the first gear and the second gear is achieved by the shift fork S1. Specifically, after the vehicle is stationary, the driver shifts the gear to the parking gear. Since the parking gear requires shifting into the 1st gear first, that is, the shift fork S1 needs to move to the left to connect the input shaft with the output shaft. At this time, the output shaft is stationary, and the input shaft is in a non-stationary state due to the drag torque. Therefore, when shifting into the 1st gear, the input shaft speed will be instantly reduced due to the synchronous speed difference. This sudden change in speed will cause imbalance in the vehicle's power system, and then cause the vehicle to shake.

[0034] Based on this, the embodiment of the present application sets a pre-gear shifting strategy and sets corresponding pre-gear shifting conditions.

[0035] Specifically, when the vehicle is in pure electric mode or series mode, it is determined whether the vehicle meets the pre-gearing condition. When the vehicle is in pure electric mode, the gearbox is in neutral, and when the vehicle is in series mode, the gearbox is also in neutral. Both require the first gear to be engaged in the parking gear. Therefore, when the vehicle is in pure electric mode or series mode, it is determined whether the vehicle meets the pre-gearing condition.

[0036] Usually a specific vehicle speed threshold range is set to determine whether the pre-gear condition is met. For example, when the vehicle speed is lower than a certain set value (such as 10km / h), the vehicle may be judged to be about to enter a low-speed driving or parking state, meeting the pre-gear speed requirement. At a lower speed, the vehicle's power demand is relatively small, and pre-engaging the first gear in advance is conducive to the smoothness of subsequent gear switching.

[0037] Step 102: When the vehicle meets the pre-gear condition, control the gear position of the vehicle to be switched to pre-gear 1, wherein when the vehicle is in the pre-gear 1, a clutch in the transmission of the vehicle is in an open state.

[0038] Specifically, when the vehicle meets the pre-gear condition, it indicates that the vehicle may be about to enter a parking state, and at this time, the gear position of the vehicle is controlled to be switched to pre-gear 1. Therefore, when the driver issues a parking request, i.e., engages the parking gear, the current pre-gear 1 can be directly switched to the parking gear.

[0039] It should be noted that when the first gear is pre-engaged, the clutch in the transmission is in an open state. In other words, the power transmission between the engine and the transmission remains in a power interruption state, and the transmission does not actually enter the first gear, that is, the vehicle is directly driven by the engine.

[0040] The embodiment of the present application determines in advance whether the vehicle meets the pre-gear shifting condition before the driver shifts the vehicle into the parking gear, and switches the gear of the vehicle to pre-gear 1st gear in advance when the vehicle meets the pre-gear shifting condition, thereby avoiding static gear shifting when a parking request is received, reducing the probability of gear-matching phenomenon, and allowing the vehicle to be smoothly shifted into the parking gear. At the same time, by pre-shifting the 1st gear, it is also possible to avoid the input shaft speed being instantly lowered when there is drag torque on the input shaft, thereby avoiding vehicle shaking.

[0041] In an optional embodiment of the present application, determining whether the vehicle meets the pre-gear shifting condition includes:

[0042] detecting a speed of the vehicle;

[0043] When the change trend of the vehicle speed is decreasing, determining whether the vehicle speed is less than a first preset vehicle speed threshold;

[0044] When the vehicle speed is less than the first preset vehicle speed threshold, it is determined that the vehicle meets the pre-gear condition.

[0045] In the specific implementation process, the vehicle uses a speed sensor to monitor the speed in real time. The continuously acquired speed data is analyzed and processed to determine the speed change trend. For example, by calculating the speed difference between two adjacent sampling moments, if the difference is negative, it indicates that the speed is decreasing. In order to avoid misjudgment caused by sensor noise or road bumps, a filtering algorithm is used to smooth the speed data, such as weighted moving average filtering, to give a higher weight to recent data, so as to more accurately judge the true change trend of the speed.

[0046] The first preset vehicle speed threshold is set in advance. It should be noted that the first preset vehicle speed threshold needs to consider the gear shifting quality and fuel consumption when setting it. The first preset vehicle speed threshold cannot be set too small to avoid abnormal gearing when statically shifting. At the same time, the first preset vehicle speed threshold cannot be set too large, because the higher the vehicle speed, the higher the fuel consumption, so as to avoid unnecessary fuel consumption. For example, the first preset vehicle speed threshold may be set to 10km / h. When the vehicle speed change trend is determined to be decreasing through the above steps, and the vehicle speed is detected to be less than 10km / h, it is determined that the vehicle meets the pre-shifting condition. When the pre-shifting is performed in the low-speed gliding stage, the relative speed difference between the gears is small, which can enable the gears to complete the initial meshing in a relatively stable state. When the vehicle needs to be formally shifted into the corresponding gear, only a small adjustment is required, thereby significantly improving the smoothness of the gear shifting. For example, when a vehicle enters a parking lot to find a parking space, when the vehicle approaches an empty parking space at a speed of 15km / h, the driver brakes to slow down, and the vehicle speed continues to decrease. When the vehicle speed is lower than 10km / h, the vehicle meets the pre-gear conditions and automatically switches to pre-gear 1st gear. In this way, when the vehicle finally stops, the driver can directly switch from pre-gear 1st gear to parking gear when engaging the parking gear, thus avoiding the problem of gear alignment during the static engagement of the vehicle in 1st gear, resulting in failure to engage the 1st gear and then being unable to engage the parking gear.

[0047] The above implementation scheme of the present application can effectively avoid the gear-to-gear problem that occurs when the vehicle is stationary and shifting gears by pre-shifting gears when the vehicle speed drops and is less than a first preset vehicle speed threshold, and can also avoid the vehicle shaking caused by the input shaft speed being instantly lowered when the vehicle is stationary and shifting gears when the input shaft of the transmission rotates due to the drag torque, thereby providing the driver and passengers with a more comfortable driving experience.

[0048] In an optional embodiment of the present application, after controlling the gear position of the vehicle to be switched to pre-engagement first gear, the method further includes:

[0049] detecting a speed of the vehicle;

[0050] When the vehicle speed is greater than a second preset vehicle speed threshold, controlling the vehicle to exit the pre-engagement first gear;

[0051] The second preset vehicle speed threshold is greater than the first preset vehicle speed threshold, and a difference between the second preset vehicle speed threshold and the first preset vehicle speed threshold is within a preset vehicle speed range.

[0052] Specifically, after the vehicle's gear position is switched to pre-shift 1st gear, the vehicle speed will be continuously monitored by means of a vehicle speed sensor to accurately grasp the vehicle's real-time driving speed, providing a basis for subsequent judgment on whether to exit pre-shift 1st gear.

[0053] A second preset vehicle speed threshold is preset, the second preset vehicle speed threshold is greater than the first preset vehicle speed threshold, and the difference between the second preset vehicle speed threshold and the first preset vehicle speed threshold is within a preset vehicle speed range. The preset vehicle speed range can be set by a person skilled in the art based on the fuel consumption of the vehicle. It should be noted that the higher the second preset vehicle speed threshold, i.e., the vehicle speed for disengaging and pre-engaging the first gear, is set, the higher the fuel consumption of the vehicle is, and a threshold is left between the second preset vehicle speed threshold and the first preset vehicle speed threshold to prevent the vehicle from frequently disengaging and pre-engaging the first gear in urban conditions. Because if the second preset vehicle speed threshold and the first preset vehicle speed threshold are set too close, the vehicle may frequently switch between the N gear and the pre-engaging first gear when the vehicle speed changes slightly. For example, the preset vehicle speed range can be set to 2 to 5 km / h, the first preset vehicle speed threshold is 10 km / h, then the second preset vehicle speed threshold may be set to any value between 12 km / h and 15 km / h, such as the second preset vehicle speed threshold may be set to 12 km / h. At this time, the difference between the second preset speed threshold and the first preset speed threshold is 2km / h, which can effectively reduce the frequent gear shifting caused by speed fluctuations, make the vehicle's gear switching more stable and reliable, and improve the vehicle's overall performance and comfort.

[0054] Specifically, when the vehicle is in the pre-engagement 1st gear state, the current vehicle speed is compared with the second preset vehicle speed threshold. Once it is detected that the vehicle speed is greater than the second preset vehicle speed threshold, it means that the vehicle is no longer in a low-speed driving or about to stop condition requiring pre-engagement 1st gear, but has entered a normal driving acceleration state. At this time, the vehicle is controlled to exit the pre-engagement 1st gear, usually by switching the gear to neutral, and the subsequent vehicle will switch to a suitable driving gear according to the driving mode and power requirements to adapt to the new driving conditions. Exemplarily, when the vehicle is driving slowly in a parking lot, when the vehicle approaches an empty parking space at a speed higher than 10km / h, the driver brakes to slow down, and the vehicle speed continues to decrease. When the vehicle speed is lower than 10km / h, the vehicle meets the pre-engagement gear condition and automatically switches to pre-engagement 1st gear. At this time, if the driver changes the parking intention, the vehicle starts to accelerate in the pre-engagement 1st gear state. When the vehicle speed exceeds the set second preset vehicle speed threshold, the vehicle exits the pre-engagement 1st gear and enters the normal driving gear to ensure the continuity and safety of driving.

[0055] The above implementation scheme of the present application can ensure that the vehicle is in the best gear matching state under different driving conditions by timely exiting the pre-engagement of the first gear and switching to the appropriate gear according to the change in vehicle speed. Pre-engaging the first gear when driving at a low speed or about to stop can avoid the problem of static gear shifting, but when the vehicle speed increases and enters the normal driving range, continuing to maintain the pre-engagement of the first gear will affect the vehicle's power performance and fuel economy. Timely exiting the pre-engagement of the first gear and switching to the appropriate gear, such as D gear, can make the engine or motor work in a more efficient speed range, provide more abundant power output, while reducing unnecessary energy loss, and improving the overall performance and efficiency of the vehicle.

[0056] In an optional embodiment of the present application, before determining whether the vehicle meets the pre-gear shifting condition, the method further includes:

[0057] detecting a speed of the vehicle;

[0058] When the vehicle speed is less than a third preset vehicle speed threshold, executing a step of determining whether the vehicle meets a pre-gear shifting condition;

[0059] Wherein, the third preset vehicle speed threshold is greater than the first preset vehicle speed threshold.

[0060] Specifically, before judging whether the vehicle meets the pre-gear conditions, the vehicle speed information is monitored in real time by the vehicle speed sensor, and compared with the pre-set third preset speed threshold. For example, the third preset speed threshold is set to 30km / h. When the vehicle speed sensor detects that the vehicle speed is lower than 30km / h, the subsequent process of judging whether the vehicle meets the pre-gear conditions is triggered. Because the vehicle will hardly meet the pre-gear conditions during high-speed driving, making judgments in advance will increase the consumption of computing resources. In other words, the preliminary screening of whether to perform pre-gear operations is considered only after the vehicle enters a relatively low-speed driving state. It avoids unnecessary pre-gear judgments and operations at higher speeds, reducing the computing burden and misjudgment probability of the control system.

[0061] In addition, when driving at high speed, the vehicle speed may drop slightly due to road bumps or a short-term need to slow down, but in fact the vehicle does not need to perform a pre-gear operation. By setting the third preset vehicle speed threshold, the pre-gear condition is considered only when the vehicle speed continues to steadily drop and is lower than the threshold, which effectively reduces the probability of misjudgment due to non-operating conditions and ensures the accuracy and reliability of the pre-gear operation.

[0062] When the vehicle speed is less than the third preset vehicle speed threshold, the change trend of the vehicle speed and its relationship with the first preset vehicle speed threshold are further detected to determine whether the vehicle meets the pre-gear shifting condition.

[0063] The above implementation scheme of the present application does not determine the pre-gear shifting condition when the vehicle is traveling at a relatively high speed, thereby reducing the amount of calculation and data processing burden of the vehicle control system and improving the overall operating efficiency of the system.

[0064] In an optional embodiment of the present application, controlling the gear position of the vehicle to be switched to pre-engagement gear 1 includes:

[0065] A first control signal is sent to the transmission, so that the transmission controls the shift motor to drive the shift hub to rotate based on the first control signal, and the shift hub drives the shift fork to move to a position corresponding to the first gear, while keeping the clutch in the transmission in an open state.

[0066] In the specific implementation process, when it is determined that the gear shifting to the pre-engagement 1st gear is required, a first control signal is generated and sent to the transmission. The first control signal includes command information such as the motor rotation direction, rotation speed, and rotation angle. After receiving the first control signal, the transmission control module decodes and analyzes it, and then drives the shift motor to start working. The shift motor runs and drives the shift hub connected to it to rotate.

[0067] The shift hub is a key component inside the transmission. It is designed with a special track or groove, and one end of the shift fork fits with it. When the shift hub rotates, the shift fork moves along the track of the shift hub. Specifically, the shift fork gradually moves from the current position to the position corresponding to the first gear along its corresponding first track. However, at this time, because the clutch is in the open state, the power is not actually transmitted to the wheels.

[0068] In the above implementation scheme of the present application, the shift motor drives the action of the shift hub and the shift fork to realize the gear switching control. Since the clutch is in the open state, the characteristics of no power transmission when pre-engaging the first gear and the precise shift control effectively reduce the wear of the transmission gears, synchronizers and other components caused by the gear shifting impact.

[0069] In an optional embodiment of the present application, controlling the vehicle to exit the pre-engagement first gear includes:

[0070] A second control signal is sent to the transmission, so that the transmission controls the shift motor to drive the shift hub to rotate based on the second control signal, and the shift hub drives the shift fork to move to a position corresponding to the neutral gear.

[0071] In a specific implementation process, when it is detected that the vehicle speed is greater than a second preset vehicle speed threshold and it is determined that the vehicle needs to exit the pre-engagement first gear, a second control signal is generated and sent to the transmission.

[0072] After receiving the second control signal, the transmission control unit drives the shift motor to start working, driving the shift hub to rotate. Since the shift hub is designed with a specific track or notch to match the shift fork, the shift fork will move along the corresponding path as the shift hub rotates. When exiting the pre-engagement of the first gear, the shift fork will gradually move from the position corresponding to the first gear to the position corresponding to the neutral gear.

[0073] The above implementation scheme of the present application, by driving the shift hub and the shift fork according to the second control signal by the shift motor, can achieve precise switching from pre-engagement 1st gear to neutral gear, and enter the normal driving gear to ensure driving continuity and safety.

[0074] In an optional embodiment of the present application, after controlling the gear position of the vehicle to be switched to pre-engagement first gear, the method further includes:

[0075] When a parking request is received, the vehicle is controlled to switch from the pre-engagement first gear to the parking gear.

[0076] Specifically, after the gear position of the vehicle is switched to the pre-engagement first gear, when the driver presses the parking button, it is determined that the parking request is received. At this time, the process of switching from the pre-engagement first gear to the parking gear is started.

[0077] Since the shift fork is already in the 1st gear position when the 1st gear is pre-engaged, the vehicle needs to be in the 1st gear before it can be engaged in the P gear, compared to not pre-engaging the 1st gear. The present application pre-engages the 1st gear, thereby eliminating the need for static gear engagement of the vehicle, thereby avoiding the problem of failure to engage the 1st gear due to increased probability of tooth alignment caused by static gear engagement, and also avoiding the problem of vehicle shaking caused by the input shaft rotation being caused by the drag torque causing the input shaft to rotate and the input shaft speed being instantly lowered.

[0078] For example, when a vehicle is driving slowly in a parking lot to find a parking space, when the speed drops to meet the pre-gear condition, the vehicle automatically switches to pre-gear 1. After finding a suitable parking space, the driver steps on the brake pedal to make the vehicle completely stationary, and then presses the parking button. At this time, the vehicle control system receives the parking request and sends a command to the transmission. The shift motor drives the shift hub to rotate, and the shift fork moves from the pre-gear 1 position to the parking position. The whole process is smooth and fluent, thus avoiding the failure of static gear 1 to engage the parking gear and the vehicle shaking caused by the input shaft speed being instantly lowered.

[0079] The above implementation scheme of the present application directly switches from the pre-engagement of the 1st gear to the parking gear, thereby eliminating the need for the vehicle to be statically engaged in the 1st gear, thereby avoiding the problem of failure to engage the 1st gear due to increased probability of tooth matching caused by static gear engagement, and also avoiding the problem of vehicle shaking caused by the input shaft speed being instantly lowered due to the rotation of the input shaft due to the drag torque.

[0080] like Figure 4 As shown, an embodiment of the present invention further provides a shift control device, the device comprising:

[0081] The first judgment module 401 is used to judge whether the vehicle meets the pre-gear condition when the vehicle is in the pure electric mode or the series mode;

[0082] The first control module 402 is used to control the gear position of the vehicle to be switched to pre-gear 1 when the vehicle meets the pre-gear condition, wherein when the vehicle is in the pre-gear 1, the clutch in the transmission of the vehicle is in an open state.

[0083] Optionally, the first judgment module includes:

[0084] A first detection submodule, used for detecting the speed of the vehicle;

[0085] A judgment submodule, used for judging whether the vehicle speed is less than a first preset vehicle speed threshold when the change trend of the vehicle speed is decreasing;

[0086] The determination submodule is used to determine whether the vehicle meets the pre-gear shifting condition when the vehicle speed is less than the first preset vehicle speed threshold.

[0087] Optionally, after controlling the gear position of the vehicle to be switched to the pre-engagement first gear, the device further includes:

[0088] A first detection module, used for detecting the speed of the vehicle;

[0089] A second control module, configured to control the vehicle to exit the pre-engagement first gear when the vehicle speed is greater than a second preset vehicle speed threshold;

[0090] Wherein, the second preset vehicle speed threshold is greater than the first preset vehicle speed threshold.

[0091] Optionally, before determining whether the vehicle meets the pre-gear shifting condition, the device further includes:

[0092] A second detection module, used for detecting the speed of the vehicle;

[0093] a third control module, configured to control the first judgment module to execute a step of judging whether the vehicle meets a pre-gear shifting condition when the vehicle speed is less than a third preset vehicle speed threshold;

[0094] Wherein, the third preset vehicle speed threshold is greater than the first preset vehicle speed threshold.

[0095] Optionally, the first control module includes:

[0096] The first sending submodule is used to send a first control signal to the transmission, so that the transmission controls the shift motor to drive the shift hub to rotate based on the first control signal, and the shift hub drives the shift fork to move to the position corresponding to the first gear, while keeping the clutch in the transmission in an open state.

[0097] Optionally, the second control module includes:

[0098] The second sending submodule is used to send a second control signal to the transmission, so that the transmission controls the shift motor to drive the shift hub to rotate based on the second control signal, and the shift hub drives the shift fork to move to a position corresponding to the neutral gear.

[0099] Optionally, after controlling the gear position of the vehicle to be switched to the pre-engagement first gear, the device further includes:

[0100] The fourth control module is used to control the vehicle to switch from the pre-engagement first gear to the parking gear when receiving a parking request.

[0101] The gear shift control device provided in the present application determines in advance whether the vehicle meets the pre-gear shifting condition before the driver engages the parking gear, and switches the gear of the vehicle to pre-gear 1st gear in advance when the vehicle meets the pre-gear shifting condition, thereby avoiding static gear shifting when a parking request is received, reducing the probability of gear-matching phenomenon, and allowing the vehicle to be smoothly engaged in the parking gear. At the same time, by pre-engaging the 1st gear, it is also possible to avoid the input shaft speed being instantly lowered when there is drag torque on the input shaft, thereby avoiding vehicle shaking.

[0102] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0103] An embodiment of the present application also provides an electronic device, including: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, the various processes of the above-mentioned shift control method embodiment are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0104] For example, Figure 5 FIG. 1 shows a schematic diagram of the physical structure of an electronic device. Figure 5 As shown, the electronic device may include: a processor 510, a communication interface 520, a memory 530 and a communication bus 540, wherein the processor 510, the communication interface 520 and the memory 530 communicate with each other through the communication bus 540. The processor 510 may call the logic instructions in the memory 530, and the processor 510 is used to perform the following steps: when the vehicle is in pure electric mode or series mode, determine whether the vehicle meets the pre-gear condition; when the vehicle meets the pre-gear condition, control the gear position of the vehicle to switch to pre-gear 1, wherein when the vehicle is in the pre-gear 1, the clutch in the transmission of the vehicle is in an open state. The processor 510 may also execute other schemes in the embodiments of the present application, which will not be further elaborated here.

[0105] In addition, the logic instructions in the above-mentioned memory 530 can be implemented in the form of software functional units and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application.

[0106] The embodiment of the present application also provides a vehicle, including various parts of the above-mentioned gear control device embodiment, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0107] The embodiment of the present application also provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, each process of the above-mentioned gear control method embodiment is implemented, and the same technical effect can be achieved. To avoid repetition, it is not repeated here. The computer-readable storage medium is, for example, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0108] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0109] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal (which can be a mobile phone, a computer, a server, an air conditioner, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0110] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present application, ordinary technicians in this field can also make many forms without departing from the purpose of the present application and the scope of protection of the claims, all of which are within the protection of the present application.

[0111] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed in the present application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0112] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0113] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0114] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0115] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0116] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard drives, ROM, RAM, magnetic disks, or optical disks.

[0117] The above description is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application.

Claims

1. A gear control method, characterized in that: The method comprises: When the vehicle is in pure electric mode or series mode, determining whether the vehicle meets the pre-gear condition; When the vehicle meets the pre-gear condition, the gear position of the vehicle is controlled to be switched to pre-gear 1, wherein when the vehicle is in the pre-gear 1, a clutch in the transmission of the vehicle is in an open state.

2. The gear control method according to claim 1, characterized in that: Determining whether the vehicle meets the pre-gear shifting condition includes: detecting a speed of the vehicle; When the change trend of the vehicle speed is decreasing, determining whether the vehicle speed is less than a first preset vehicle speed threshold; When the vehicle speed is less than the first preset vehicle speed threshold, it is determined that the vehicle meets the pre-gear condition.

3. The gear control method according to claim 2, characterized in that: After controlling the gear position of the vehicle to be switched to pre-engagement first gear, the method further includes: detecting a speed of the vehicle; When the vehicle speed is greater than a second preset vehicle speed threshold, controlling the vehicle to exit the pre-engagement first gear; The second preset vehicle speed threshold is greater than the first preset vehicle speed threshold, and a difference between the second preset vehicle speed threshold and the first preset vehicle speed threshold is within a preset vehicle speed range.

4. The gear control method according to claim 2, characterized in that: Before determining whether the vehicle meets the pre-gear shifting condition, the method further includes: detecting a speed of the vehicle; When the vehicle speed is less than a third preset vehicle speed threshold, executing a step of determining whether the vehicle meets a pre-gear shifting condition; Wherein, the third preset vehicle speed threshold is greater than the first preset vehicle speed threshold.

5. The gear control method according to claim 1, characterized in that: Controlling the gear position of the vehicle to switch to pre-engagement first gear includes: A first control signal is sent to the transmission, so that the transmission controls the shift motor to drive the shift hub to rotate based on the first control signal, and the shift hub drives the shift fork to move to a position corresponding to the first gear, while keeping the clutch in the transmission in an open state.

6. The gear control method according to claim 3, characterized in that: Controlling the vehicle to exit the pre-engagement first gear includes: A second control signal is sent to the transmission, so that the transmission controls the shift motor to drive the shift hub to rotate based on the second control signal, and the shift hub drives the shift fork to move to a position corresponding to the neutral gear.

7. The gear control method according to claim 1, characterized in that: After controlling the gear position of the vehicle to be switched to pre-engagement first gear, the method further includes: When a parking request is received, the vehicle is controlled to switch from the pre-engagement first gear to the parking gear.

8. A gear control device, characterized in that: The device comprises: A first judgment module, used for judging whether the vehicle meets the pre-gear condition when the vehicle is in a pure electric mode or a series mode; The first control module is used to control the gear position of the vehicle to be switched to pre-gear 1 when the vehicle meets the pre-gear condition, wherein when the vehicle is in the pre-gear 1, the clutch in the transmission of the vehicle is in an open state.

9. An electronic device, characterized in that: The invention comprises a processor, a memory and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the gear control method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: It comprises the gear control device as claimed in claim 8.

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