Gear control method and device, electronic equipment and vehicle

Abstract

The application provides a gear control method and device, electronic equipment and vehicle, wherein the gear control method comprises: when the vehicle is in an electric mode or a series mode, judging whether the vehicle meets a pre-gear condition; when the vehicle meets the pre-gear condition, controlling the gear of the vehicle to switch to a pre-1st gear, wherein when the vehicle is in the pre-1st gear, a clutch in a transmission of the vehicle is in an open state. By pre-switching the gear of the vehicle to the pre-1st gear, the application can avoid static gear engagement when receiving a parking request, reduce the probability of occurrence of tooth phenomenon, and make the vehicle smoothly engage in the parking gear. Meanwhile, by pre-switching the gear to the pre-1st gear, the application can also avoid the input shaft speed being instantaneously pulled down when there is a drag torque on the input shaft, thereby avoiding the vehicle from shaking.

Description

Technical Field

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

[0002] With the rapid development of the automotive industry, traditional gasoline-powered vehicles are gradually moving towards hybrid vehicles. To adapt to different road conditions and driving needs, hybrid vehicles typically have multiple driving modes, including series mode and direct drive mode.

[0003] The two-speed DHT (Dedicated Hybrid Transmission) uses a shift motor to rotate the shift drum. This rotation moves the shift forks and parking mechanism, enabling shifting between 1st, 2nd, P (Park), and N (Neutral) gears. The shift drum includes tracks for the shift forks and the parking mechanism. The 1st gear track corresponds to the P and non-P gear tracks. To engage P, 1st gear must be engaged first. In other words, if the current gear is not 1st when the driver engages P, the transmission must first engage 1st gear. Specifically, if the vehicle is in pure electric drive mode, the extremely low speed increases the probability of gear misalignment during 1st gear engagement, potentially leading to 1st gear failure and preventing the vehicle from engaging P.

[0004] Additionally, if the vehicle is in series mode, the drag torque in the transmission will cause the input shaft to rotate, while the output shaft is stationary. When the transmission shifts into first gear, the synchronization speed difference is large, and the input shaft speed will be instantly reduced, causing the vehicle to vibrate. Summary of the Invention

[0005] This application provides a gear control method, device, electronic device, and vehicle to solve the problems of hybrid vehicles failing to successfully engage P gear and vehicle vibration when shifting to P gear.

[0006] In a first aspect, embodiments of this application provide a gear control method, the method comprising:

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

[0008] When the vehicle meets the pre-engagement conditions, the vehicle's gear is controlled to switch to pre-engagement 1st gear, wherein when the vehicle is in pre-engagement 1st gear, the clutch in the vehicle's transmission is in the open state.

[0009] Secondly, embodiments of this application also provide a gear control device, the device comprising:

[0010] The first judgment module is used to determine whether the vehicle meets the pre-gear engagement conditions when the vehicle is in pure electric mode or series mode.

[0011] The first control module is used to control the vehicle to switch to pre-engage first gear when the vehicle meets the pre-engagement conditions, wherein when the vehicle is in pre-engage first gear, the clutch in the vehicle's transmission is in an open state.

[0012] Thirdly, embodiments of this application also provide an electronic device, which includes 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, it implements the gear control method described above.

[0013] Fourthly, embodiments of this application also provide a vehicle, including the aforementioned gear control device.

[0014] Fifthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the gear control method described above.

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

[0016] The technical solution of this application embodiment determines whether the vehicle meets the pre-engagement conditions before the driver engages the parking gear, and switches the vehicle's gear to pre-engage first gear when the pre-engagement conditions are met. This avoids static gear engagement when a parking request is received, reduces the probability of gear misalignment, and allows the vehicle to smoothly engage the parking gear. At the same time, by pre-engaging first gear, the input shaft speed is also prevented from being instantly reduced when there is drag torque on the input shaft, thereby preventing vehicle vibration. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0018] Figure 1 This is a schematic flowchart of the shift control method provided in the embodiments of this application;

[0019] Figure 2 This is a schematic diagram of the gear shift hub and gear rail structure;

[0020] Figure 3 This is a structural diagram of a hybrid vehicle;

[0021] Figure 4 This is a schematic diagram of the shift control device provided in the embodiments of this application;

[0022] Figure 5 A block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0025] In the various embodiments of this application, it should be understood that the sequence number of each process described below does not imply 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 this application.

[0026] like Figure 1 As shown in the figure, this application provides a gear control method, which includes:

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

[0028] The gear control method provided in this application embodiment is applied to vehicles equipped with a hybrid transmission. The two shift rails of the hybrid transmission's shift hub are opposite each other, with the position of first gear on the first rail corresponding to the position of parking gear on the second rail and the position of non-parking gear on the third rail. Therefore, shifting from neutral to parking gear requires passing through first gear; that is, shifting into first gear must be completed before engaging parking gear.

[0029] For example, such as Figure 2The diagram shows the shift hub and gear positions of a two-speed hybrid transmission. The shift hub includes a first rail and a second rail. The first rail includes neutral, 1st gear, and 2nd gear, while the second rail includes parking and non-parking gears. The first and second rails are opposite each other. The shift motor drives the shift hub to rotate, which in turn moves the shift fork simultaneously along both rails. The position of 1st gear on the first rail corresponds to the position of parking and non-parking gear on the second rail. Engaging parking requires first shifting into 1st gear.

[0030] Based on this transmission structure, whether or not the first gear can be successfully engaged directly affects the parking gear.

[0031] To ensure a safe and stable parking position, shifting to parking gear is only permitted when the vehicle speed is below 2 km / h. However, at this speed, the vehicle is in a static or near-static state, resulting in very low relative speed between the gears, which can easily lead to gear misalignment. Gear misalignment refers to a situation where the gears inside the transmission cannot mesh smoothly, resulting in collisions or misalignment. When gear misalignment occurs, shifting into first gear will fail. Since successfully shifting into first gear is required to engage parking gear, failure to do so will prevent successful engagement of parking gear.

[0032] In series mode, the engine runs while the vehicle is in neutral. The engine drives the generator to produce electricity, which is then supplied to the drive motor to propel the vehicle. Due to the transmission's drag torque—meaning the torque generated by the engine is transmitted to the input shaft via the transmission components—when the driver engages parking gear after the vehicle has come to a standstill, since engaging parking requires first gear, and at this point the output shaft is stationary while the input shaft is not stationary due to the drag torque, shifting into first gear will cause a sudden drop in input shaft speed due to the synchronization speed difference. This sudden change in speed will cause an imbalance in the vehicle's powertrain, leading to vehicle vibration.

[0033] For example, such as Figure 3The diagram shows the structure of a hybrid vehicle using a P1P3 motor architecture. Specifically, in the P1P3 motor architecture, one end of the transmission's input shaft is connected to the generator (i.e., the P1 motor), and the other end is connected to the engine via clutch C1. A transmission gear meshing with the differential is connected to the transmission's output shaft. The gear set between the transmission's input and output shafts is connected to a synchronizer, which synchronizes the gear speeds between different gears. The drive motor (i.e., the P3 motor) provides power to the wheels to drive the vehicle via the transmission shaft. The transmission can achieve two gears, with the lower gear G2 used for first gear and the higher gear G3 used for second gear. Shifting between first and second gear is achieved via a shift fork S1. Specifically, when the driver engages the parking gear after the vehicle has come to a standstill, engaging the parking gear requires first engaging first gear. This means that the shift fork S1 needs to move to the left to connect the input shaft and the output shaft. At this time, the output shaft is stationary, while the input shaft is not stationary due to the drag torque. Therefore, when engaging first gear, the input shaft speed will be instantly reduced due to the synchronization speed difference. This sudden change in speed will cause an imbalance in the vehicle's power system, which in turn will cause the vehicle to vibrate.

[0034] Based on this, the embodiments of this application set a pre-gear engagement strategy and set corresponding pre-gear engagement conditions.

[0035] Specifically, when the vehicle is in pure electric mode or series mode, it is determined whether the vehicle meets the pre-engagement conditions. In pure electric mode, the transmission is in neutral; in series mode, the transmission is also in neutral. In both cases, engaging first gear is required before parking. Therefore, it is necessary to determine whether the vehicle meets the pre-engagement conditions when in pure electric mode or series mode.

[0036] A specific speed threshold range is typically set to determine whether the pre-engagement conditions are met. For example, when the vehicle speed is below a certain set value (such as 10 km / h), the vehicle may be judged as about to enter a low-speed driving or parking state, meeting the speed requirement for pre-engagement. At lower speeds, the vehicle's power demand is relatively small, and engaging first gear in advance facilitates smoother shifting of subsequent gears.

[0037] Step 102: When the vehicle meets the pre-gear engagement conditions, control the vehicle to switch gears to pre-engage 1st gear, wherein when the vehicle is in pre-engage 1st gear, the clutch in the vehicle's transmission is in the open state.

[0038] Specifically, when the vehicle meets the pre-engagement conditions, indicating that the vehicle may be about to enter a parking state, the vehicle's gear is switched to pre-engaged first gear. This allows the vehicle to directly switch from the current pre-engaged first gear to the parking gear when the driver subsequently requests to park.

[0039] It should be noted that when pre-engaging first gear, the clutch in the transmission is in the open state. In other words, the power transmission between the engine and the transmission remains interrupted, and the transmission does not actually engage first gear, meaning the engine directly drives the vehicle.

[0040] This embodiment of the application determines whether the vehicle meets the pre-engagement conditions before the driver engages the parking gear, and pre-shifts the vehicle to first gear when the conditions are met. This avoids static gear engagement when a parking request is received, reduces the probability of gear misalignment, and allows the vehicle to smoothly engage the parking gear. At the same time, by pre-engaging first gear, the input shaft speed is prevented from being instantly reduced when there is drag torque on the input shaft, thereby preventing vehicle vibration.

[0041] In an optional embodiment of this application, determining whether the vehicle meets the pre-gear engagement conditions includes:

[0042] Detect the vehicle's speed;

[0043] When the vehicle speed shows a decreasing trend, it is determined 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 engagement condition.

[0045] In practice, vehicles use speed sensors to monitor their speed in real time. The continuously acquired speed data is analyzed to determine the trend of speed changes. For example, by calculating the speed difference between two adjacent sampling times, a negative difference indicates a decrease in speed. To avoid misjudgments caused by sensor noise or road surface bumps, filtering algorithms are used to smooth the speed data, such as weighted moving average filtering, giving higher weight to recent data to more accurately determine the true trend of speed changes.

[0046] A first preset speed threshold is set. It's important to note that this threshold must consider both gear shifting quality and fuel consumption. The first preset speed threshold should not be set too low to avoid gear grinding during static shifting, nor should it be set too high, as higher speeds result in higher fuel consumption, thus avoiding unnecessary fuel waste. For example, the first preset speed threshold might be set to 10 km / h. When the speed trend is determined to be decreasing after the above steps, and the speed is detected to be less than 10 km / h, the vehicle is deemed to meet the pre-shifting conditions. Pre-shifting during low-speed coasting results in a smaller relative speed difference between gears, allowing for initial gear engagement in a relatively stable state. When the vehicle needs to be properly engaged, only minor adjustments are required, significantly improving shifting smoothness. For example, when a vehicle is entering a parking lot looking for a space, if the driver brakes to slow down as the vehicle approaches an empty space at 15 km / h, the speed continues to decrease. When the vehicle speed is below 10km / h, the vehicle meets the pre-engagement conditions and automatically switches to pre-engaged first gear. This way, when the driver engages the parking gear after the vehicle has come to a complete stop, they can directly switch from pre-engaged first gear to parking gear, thus avoiding the problem of gear misalignment during the static engagement of first gear, which could lead to failure in engaging first gear and consequently, inability to engage parking gear.

[0047] The above-described implementation scheme of this application can effectively avoid gear misalignment problems when the vehicle is stationary by pre-engaging the gear when the vehicle speed decreases and is less than the first preset vehicle speed threshold. It also avoids the vehicle vibration caused by the input shaft speed being instantly reduced when the vehicle is stationary during gear engagement when the input shaft of the transmission rotates due to drag torque, thus providing a more comfortable driving experience for the driver and passengers.

[0048] In an optional embodiment of this application, after controlling the vehicle's gear shift to pre-engage first gear, the method further includes:

[0049] Detect the vehicle's speed;

[0050] When the vehicle speed exceeds the second preset vehicle speed threshold, control the vehicle to disengage from the pre-engaged first gear;

[0051] Wherein, 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 the preset vehicle speed range.

[0052] Specifically, after the vehicle is pre-engaged in first gear, the vehicle speed sensor will continuously monitor the vehicle speed to accurately determine the real-time driving speed and provide a basis for subsequent judgment on whether to disengage from first gear.

[0053] A second preset speed threshold is set, which is greater than a first preset speed threshold, and the difference between the second preset speed threshold and the first preset speed threshold is within a preset speed range. The preset speed range can be set by those skilled in the art based on the vehicle's fuel consumption. It should be noted that the higher the second preset speed threshold (the speed at which first gear is disengaged), the higher the overall fuel consumption. Furthermore, a threshold must be maintained between the second preset speed threshold and the first preset speed threshold to prevent frequent disengagement of first gear in urban driving conditions. If the second and first preset speed thresholds are set too close, the vehicle may frequently switch between neutral (N) and first gear with slight speed changes. For example, if the preset speed range is set to 2–5 km / h and the first preset speed threshold is 10 km / h, then the second preset speed threshold could be set to any value between 12 km / h and 15 km / h, such as 12 km / h. At this time, the difference between the second preset vehicle speed threshold and the first preset vehicle speed threshold is 2 km / h, which can effectively reduce the frequent gear shifting caused by vehicle speed fluctuations, making the vehicle's gear shifting more stable and reliable, and improving the overall performance and comfort of the vehicle.

[0054] Specifically, when the vehicle is in pre-engaged first gear, the current speed is compared with a second preset speed threshold. If the detected speed exceeds the second preset speed threshold, it indicates the vehicle is no longer in a low-speed driving or imminent stopping condition requiring pre-engaged first gear, but has entered normal acceleration. At this point, the vehicle is de-engaged from first gear, typically by shifting to neutral. The vehicle will then automatically shift to the appropriate gear based on driving mode and power requirements to adapt to the new driving conditions. For example, when the vehicle is slowly moving through a parking lot, if it approaches an empty parking space at a speed higher than 10 km / h, the driver brakes to slow down, and the speed continues to decrease. When the speed drops below 10 km / h, the vehicle meets the pre-engagement conditions and automatically shifts to pre-engaged first gear. If the driver then changes their intention to stop, the vehicle accelerates in pre-engaged first gear. When the speed exceeds the second preset speed threshold, the vehicle de-engages from first gear and enters the normal driving gear to ensure driving continuity and safety.

[0055] The aforementioned implementation scheme in this application, by promptly disengaging from pre-engaged first gear and shifting to an appropriate gear based on changes in vehicle speed, ensures that the vehicle is in optimal gear matching under various driving conditions. Pre-engaging first gear at low speeds or when approaching a stop avoids static gear engagement issues. However, once the vehicle speed increases and enters the normal driving range, maintaining pre-engaged first gear will negatively impact the vehicle's power performance and fuel economy. Promptly disengaging from pre-engaged first gear and shifting to an appropriate gear, such as D, allows the engine or electric motor to operate within a more efficient RPM range, providing 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 this application, before determining whether the vehicle meets the pre-engagement conditions, the method further includes:

[0057] Detect the vehicle's speed;

[0058] When the vehicle speed is less than a third preset vehicle speed threshold, the step of determining whether the vehicle meets the pre-gear engagement conditions is executed.

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

[0060] Specifically, before determining whether the vehicle meets the pre-engagement conditions, the vehicle speed information is monitored in real time by a vehicle speed sensor and compared with a pre-set third preset speed threshold. For example, if the third preset speed threshold is set to 30 km / h, when the vehicle speed sensor detects a speed below 30 km / h, the subsequent process of determining whether the vehicle meets the pre-engagement conditions is triggered. This is because vehicles almost never meet the pre-engagement conditions during high-speed driving, and making judgments in advance would increase the consumption of computing resources. In other words, the initial screening for pre-engagement operation only begins after the vehicle enters a relatively low-speed driving state. This avoids unnecessary pre-engagement judgments and operations at higher speeds, reducing the computational burden on the control system and the probability of misjudgment.

[0061] Furthermore, when driving at high speeds, the vehicle's speed may decrease slightly due to road bumps or a brief need to slow down, but in reality, the vehicle does not need to pre-engage. By setting a third preset speed threshold, pre-engagement is only considered when the vehicle speed continuously and steadily decreases below this threshold, effectively reducing the probability of misjudgment caused by non-operating conditions and ensuring the accuracy and reliability of pre-engagement operations.

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

[0063] The above-described implementation scheme of this application eliminates the need to determine pre-gearing conditions when the vehicle is traveling at a high speed, thereby reducing the computational load and data processing burden on the vehicle control system and improving the overall operating efficiency of the system.

[0064] In an optional embodiment of this application, controlling the vehicle's gear shift to pre-engage first gear includes:

[0065] A first control signal is sent to the transmission so that the transmission controls the shift motor to rotate the shift drum based on the first control signal. The shift drum moves the shift fork to the position corresponding to first gear, while keeping the clutch in the transmission in the open state.

[0066] In practice, when it is determined that a shift to first gear is required, a first control signal is generated and sent to the transmission. This first control signal contains instructions such as the motor's rotation direction, speed, and angle. Upon receiving the first control signal, the transmission control module decodes and analyzes it, then drives the shift motor to begin operation. The shift motor then rotates, causing the connected shift drum to turn.

[0067] The shift drum is a key component inside the transmission, designed with special tracks or grooves that mate with one end of the shift fork. When the shift drum rotates, the shift fork moves along the tracks. Specifically, the shift fork moves gradually along its corresponding first track from its current position to the position corresponding to first gear. However, because the clutch is disengaged at this time, power is not actually transmitted to the wheels.

[0068] In the above-described embodiment of this application, the shift motor drives the shift drum and shift fork to achieve gear switching control. Because the clutch is in the open state, the lack of power transmission when pre-engaging in first gear, along with precise shift control, effectively reduces wear on transmission gears, synchronizers, and other components caused by shifting shock.

[0069] In an optional embodiment of this application, controlling the vehicle to disengage from the pre-engaged first gear includes:

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

[0071] In the specific implementation process, when the vehicle speed is detected to be greater than the second preset vehicle speed threshold, and it is determined that the vehicle needs to disengage from the pre-engaged 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, causing the shift drum to rotate. Because the shift drum is designed with specific tracks or slots that engage with the shift forks, the shift forks move along the corresponding paths as the shift drum rotates. During the disengagement of first gear, the shift forks gradually move from the position corresponding to first gear to the position corresponding to neutral.

[0073] The above-described implementation scheme of this application enables precise switching from pre-engaged first gear to neutral by driving the shift hub and shift fork with the shift motor according to the second control signal, thereby entering the normal driving gear and ensuring driving continuity and safety.

[0074] In an optional embodiment of this application, after controlling the vehicle's gear shift to pre-engage first gear, the method further includes:

[0075] Upon receiving a parking request, the vehicle is controlled to switch from the pre-engaged first gear to the parking gear.

[0076] Specifically, after the vehicle's gear is pre-engaged in first gear, when the driver presses the parking button, a parking request is confirmed to have been received. At this point, the process of switching from pre-engaged first gear to parking gear begins.

[0077] Since the shift fork is already in the first gear position when pre-engaging first gear, the vehicle needs to be in first gear before it can be shifted into park (P) compared to not pre-engaging first gear. This application eliminates the need for static gear engagement by pre-engaging first gear, thus avoiding the increased probability of gear misalignment and failure to engage first gear caused by static engagement. It also avoids vehicle vibration caused by the sudden drop in input shaft speed due to drag torque.

[0078] For example, when a vehicle is slowly moving through a parking lot searching for a parking space, it automatically shifts to pre-engaged first gear when the speed decreases to a level that meets the pre-engagement conditions. After finding a suitable parking space, the driver depresses the brake pedal to bring the vehicle to a complete stop and then presses the parking button. At this point, 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-engaged first gear position to the parking position. The entire process is smooth and seamless, thus avoiding the parking gear engagement failure caused by a failed attempt to engage first gear while stationary, as well as the vehicle vibration caused by a sudden drop in input shaft speed.

[0079] The above-described implementation scheme of this application directly switches from pre-engaged 1st gear to park gear, thus eliminating the need for the vehicle to be statically engaged in 1st gear. This avoids the problem of increased gear misalignment probability leading to failure to engage 1st gear caused by static engagement, and also avoids the problem of vehicle vibration caused by the instantaneous drop in input shaft speed due to the input shaft rotation caused by drag torque.

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

[0081] The first judgment module 401 is used to determine whether the vehicle meets the pre-gear engagement conditions when the vehicle is in pure electric mode or series mode.

[0082] The first control module 402 is used to control the vehicle to switch to pre-engage first gear when the vehicle meets the pre-engagement conditions, wherein when the vehicle is in pre-engage first gear, the clutch in the vehicle's transmission is in an open state.

[0083] Optionally, the first judgment module includes:

[0084] The first detection submodule is used to detect the vehicle speed;

[0085] The judgment submodule is used to determine whether the vehicle speed is less than a first preset vehicle speed threshold when the vehicle speed is decreasing.

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

[0087] Optionally, after controlling the vehicle's gear shift to pre-engage first gear, the device further includes:

[0088] The first detection module is used to detect the vehicle speed;

[0089] The second control module is used to control the vehicle to disengage from the pre-engaged first gear when the vehicle speed is greater than the 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-engagement conditions, the device further includes:

[0092] The second detection module is used to detect the vehicle speed;

[0093] The third control module is used to control the first judgment module to perform the step of judging whether the vehicle meets the pre-gear engagement conditions when the vehicle speed is less than the third preset vehicle speed threshold.

[0094] 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 transmitting submodule is used to send a first control signal to the transmission, so that the transmission controls the shift motor to drive the shift drum to rotate based on the first control signal. The shift drum drives the shift fork to move to the position corresponding to 1st gear, while keeping the clutch in the transmission in the open state.

[0097] Optionally, the second control module includes:

[0098] The second transmitting 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 the position corresponding to neutral.

[0099] Optionally, after controlling the vehicle's gear shift to pre-engage first gear, the device further includes:

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

[0101] The shift control device provided in this application pre-determines whether the vehicle meets the pre-engagement conditions before the driver engages the parking gear, and pre-shifts the vehicle to pre-engage first gear when the pre-engagement conditions are met. This avoids static gear engagement when a parking request is received, reduces the probability of gear misalignment, and allows the vehicle to smoothly engage the parking gear. At the same time, by pre-engaging first gear, the input shaft speed is also prevented from being momentarily reduced when there is drag torque on the input shaft, thereby preventing vehicle vibration.

[0102] As the device embodiment is basically similar to the method embodiment, the description is relatively simple, and relevant parts can be found in the description of the method embodiment.

[0103] This 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, it implements the various processes of the above-described shift control method embodiments and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0104] For example, Figure 5 A schematic diagram of the physical structure of an electronic device is shown. (For example...) 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 can call logical instructions in the memory 530, and the processor 510 is used to execute the following steps: when the vehicle is in pure electric mode or series mode, determine whether the vehicle meets the pre-gear engagement conditions; when the vehicle meets the pre-gear engagement conditions, control the vehicle's gear to switch to pre-engaged first gear, wherein when the vehicle is in pre-engaged first gear, the clutch in the vehicle's transmission is in an open state. The processor 510 can also execute other schemes in the embodiments of this application, which will not be further described here.

[0105] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.

[0106] This application also provides a vehicle that includes the various parts of the gear control device embodiment described above, and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0107] This application also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the various processes of the above-described gear control method embodiments and achieves the same technical effects. To avoid repetition, it will not be described again here. The computer-readable storage medium may be 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 document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0109] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0110] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

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

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

[0113] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

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

[0115] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0116] If the aforementioned functions are implemented as 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 this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0117] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A gear control method, characterized in that, The method includes: When the vehicle is in pure electric mode or series mode, determine whether the vehicle meets the pre-gear engagement conditions; When the vehicle meets the pre-engagement conditions, the vehicle's gear is controlled to switch to pre-engagement 1st gear, wherein when the vehicle is in pre-engagement 1st gear, the clutch in the vehicle's transmission is in the open state; After controlling the vehicle to switch gears to pre-engage first gear, the method further includes: Detect the vehicle's speed; When the vehicle speed exceeds the second preset vehicle speed threshold, control the vehicle to disengage from the pre-engaged first gear; Wherein, 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 the preset vehicle speed range; the preset vehicle speed range is set based on the vehicle's fuel consumption. Controlling the vehicle's gear shift to pre-engage first gear includes: A first control signal is sent to the transmission so that the transmission controls the shift motor to rotate the shift hub based on the first control signal. The shift hub moves the shift fork to the position corresponding to first gear, while keeping the clutch in the transmission in the open state. The first control signal includes instructions on the motor's rotation direction, speed, and angle. The transmission control module receives and decodes the first control signal to drive the shift motor to operate, and the shift motor rotates the shift hub. Determining whether the vehicle meets the pre-engagement conditions includes: Detect the vehicle's speed; When the vehicle speed is decreasing, it is determined whether the vehicle speed is less than a first preset vehicle speed threshold; wherein, the vehicle speed change trend is determined by calculating the vehicle speed difference between two adjacent sampling times, and a filtering algorithm is used to smooth the vehicle speed data; When the vehicle speed is less than the first preset vehicle speed threshold, it is determined that the vehicle meets the pre-gear engagement condition.

2. The gear control method according to claim 1, characterized in that, Before determining whether the vehicle meets the pre-engagement conditions, the method further includes: Detect the vehicle's speed; When the vehicle speed is less than a third preset vehicle speed threshold, the step of determining whether the vehicle meets the pre-gear engagement conditions is executed. The third preset vehicle speed threshold is greater than the first preset vehicle speed threshold.

3. The gear control method according to claim 1, characterized in that, Controlling the vehicle to disengage from the pre-engaged first gear includes: A second control signal is sent to the transmission so that the transmission controls the shift motor to rotate the shift hub based on the second control signal, and the shift hub moves the shift fork to the position corresponding to neutral.

4. The gear control method according to claim 1, characterized in that, After controlling the vehicle to switch gears to pre-engage first gear, the method further includes: Upon receiving a parking request, the vehicle is controlled to switch from the pre-engaged first gear to the parking gear.

5. A gear control device, characterized in that, The device includes: The first judgment module is used to determine whether the vehicle meets the pre-gear engagement conditions when the vehicle is in pure electric mode or series mode. The first control module is used to control the vehicle to switch to pre-engage 1st gear when the vehicle meets the pre-engagement conditions, wherein when the vehicle is in pre-engage 1st gear, the clutch in the vehicle's transmission is in the open state. After controlling the vehicle's gear shift to pre-engage first gear, the device further includes: The first detection module is used to detect the vehicle speed; The second control module is used to control the vehicle to disengage from the pre-engaged first gear when the vehicle speed is greater than the second preset vehicle speed threshold. Wherein, 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 the preset vehicle speed range; the preset vehicle speed range is set based on the vehicle's fuel consumption. The first control module includes: The first transmitting 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. The shift hub drives the shift fork to move to the position corresponding to first gear, while keeping the clutch in the transmission in the open state. The first control signal includes instruction information on the motor rotation direction, rotation speed, and rotation angle. The transmission control module receives and decodes the first control signal to drive the shift motor to work. The shift motor operates and drives the shift hub to rotate. The first judgment module includes: The first detection submodule is used to detect the vehicle speed; The judgment submodule is used to determine whether the vehicle speed is less than a first preset vehicle speed threshold when the vehicle speed change trend is decreasing; wherein, the vehicle speed change trend is determined by calculating the vehicle speed difference between two adjacent sampling times, and a filtering algorithm is used to smooth the vehicle speed data; The determination submodule is used to determine that the vehicle meets the pre-gear engagement condition when the vehicle speed is less than the first preset vehicle speed threshold.

6. An electronic device, characterized in that, It includes 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 as described in any one of claims 1 to 4.

7. A vehicle, characterized in that, Includes the gear control device as described in claim 5.

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