Method and device for detecting traction-free phase in shift section of semi-automatic transmission

Abstract

The invention discloses a method and device for recognizing a traction-free stage in a gear shifting interval of a semi-automatic transmission, and relates to the technical field of vehicle control. One specific embodiment of the method comprises the following steps: acquiring vehicle data during the running of a vehicle equipped with a semi-automatic transmission, wherein the vehicle data at least comprises the vehicle speed, the engine rotating speed and a gear shifting event; calculating an identification coefficient, wherein the identification coefficient depends on the speed ratio of the wheel end equivalent speed of the engine speed to the vehicle speed; a non-gear-shifting interval and a gear-shifting interval are distinguished, if the gear-shifting event does not exist, the non-gear-shifting interval is recognized, and if the gear-shifting event does not exist, the gear-shifting interval is recognized; in the shift interval, if the identification coefficient exceeds a predetermined boundary range, a traction-free phase is identified. This embodiment accurately recognizes a traction-free phase in a shift section of a semi-automatic transmission.

Description

Method and device for identifying a no-traction phase in a shift range of a semi-automatic transmission Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a method and device for identifying a no-traction phase in a shift range of a semi-automatic transmission. Background Art

[0002] Real-time estimation of vehicle dynamics model parameters is the basis of vehicle control, and vehicle mass is an important parameter in the vehicle dynamics model. Accurate and real-time estimation of vehicle mass can effectively improve the performance of the vehicle's electronic control system.

[0003] Methods for estimating vehicle mass based on vehicle CAN bus data are known. These methods are based on a vehicle dynamics model and are based on obtaining vehicle dynamics data before (or after) and during a gear shift, and estimating the vehicle mass based on these data at these two different times. For example, patent document CN101443636B discloses such a method for estimating vehicle mass. In particular, obtaining the acceleration during the zero-traction phase of the shift interval is crucial for the accuracy of this method.

[0004] During a gear shift, the no-traction phase, where the engine is completely decoupled from the drive wheels, is typically very short, requiring special processing to find representative values ​​to identify this phase. To identify the no-traction phase within a shift interval, in vehicles equipped with a semi-automatic transmission (AMT), the parameter Percent Clutch Slip in the ETC1 (Electronic Transmission Controller #1) parameter group from the CAN bus data can be used. This parameter indicates whether the clutch is slipping, engaged, or disengaged. The "disengaged" state of the clutch is considered to correspond to a phase with substantially no traction.

[0005] However, for vehicle mass estimation methods under high dynamic conditions, the accuracy required to identify the zero-clutch slip phase within a shift range is extremely high. The Percent Clutch Slip parameter from CAN bus data may not meet this estimation accuracy requirement. Therefore, a more effective method is needed to accurately identify the complete zero-clutch slip phase within a semi-automatic transmission's shift range.

[0006] Summary of the Invention

[0007] In view of this, an embodiment of the present invention provides a method and apparatus for identifying a no-traction phase in a shift range of a semi-automatic transmission, which can accurately identify the no-traction phase in the shift range of the semi-automatic transmission.

[0008] To achieve the above object, according to one aspect of an embodiment of the present invention, a method for identifying a no-traction phase in a shift range of a semi-automatic transmission is provided, characterized in that it includes the following steps:

[0009] acquiring vehicle data during travel of a vehicle equipped with a semi-automatic transmission, the vehicle data including at least vehicle speed, engine speed, and shift events;

[0010] calculating an identification coefficient, the identification coefficient being dependent on a speed ratio of a wheel end equivalent speed of the engine speed to the vehicle speed;

[0011] Distinguishing between a non-shifting interval and a shifting interval, wherein if no shifting event occurs, a non-shifting interval is identified, otherwise a shifting interval is identified;

[0012] In the shifting interval, if the identification coefficient exceeds a predetermined boundary range, a no-traction phase is identified.

[0013] The technical advantage of the method according to the present invention is that, after using shift events in vehicle data to distinguish between non-shift intervals and shift intervals, the stage during the shift process when the engine and drive wheels are completely disengaged, i.e., the "no-traction phase" within the shift interval, can be accurately identified using only vehicle speed and engine speed. Furthermore, compared to using vehicle state parameters indicating clutch status in CAN bus data, the method according to the present invention also has the technical advantage of more accurately identifying the "no-traction phase" within the shift interval.

[0014] The method according to the present invention identifies the no-traction phases within a semi-automatic transmission's shift range, thereby acquiring vehicle dynamics data at the time of any shift coasting phase, as well as at time points before and after the shift, thereby estimating vehicle mass. In this regard, the method disclosed in patent document CN101443636B can be used, which is executed in conjunction with a shift from a load gear to a target gear in an automatic transmission. In this method, force and momentum are partially acquired before and after the shift, and partially during the shift coasting phase, to determine mass.

[0015] In the step of identifying a certain stage in the shift interval as a no-traction stage, "the identification coefficient is outside the predetermined boundary range" means that the identification coefficient is lower than the predetermined value or higher than the predetermined value. In the shift interval of upshifting, the identification coefficient decreases; in the shift interval of downshifting, the identification coefficient increases. Compared with when the clutch is partially disengaged / engaged, the change in the identification coefficient is greater when the clutch is completely disengaged. The identification coefficient when the clutch is partially disengaged / engaged depends on the transmission structural parameters, and the identification coefficient curve can be obtained through testing. Those skilled in the art can appropriately select the upper and lower boundary values, such as the percentage of the change in the identification coefficient, to avoid mistakenly identifying the partially disengaged / engaged section of the clutch as a completely disengaged section.

[0016] In a preferred embodiment, it is provided that the vehicle data is acquired from a CAN bus of the vehicle. Thus, the vehicle data can be acquired without additional sensors.

[0017] CAN bus, short for Controller Area Network (CAN), is a serial data communication protocol developed by Bosch in Germany for data communication between measurement and actuation components within a vehicle. CAN bus-based networks are already installed in many passenger and commercial vehicles. The CAN bus defines standardized parameter groups containing measurement data. For example, vehicle speed is obtained from the parameter Wheel-Based Vehicle Speed ​​(vehicle speed calculated based on wheel speed, in kilometers per hour) in the CCVS (Cruise Control / Vehicle Speed) parameter group of the CAN bus data. Engine speed is obtained from the parameter Engine Speed ​​(engine speed, in revolutions per minute) in the EEC1 (Electronic Transmission Controller #1) parameter group of the CAN bus data. Gear shift events are obtained from the parameter Shift In Process (gear shift in progress) in the ETC1 (Electronic Transmission Controller #1) parameter group of the CAN bus data.

[0018] In a preferred embodiment, the wheel-end equivalent speed v_EngCor depends on the transmission ratio i1, the final drive ratio i2, and the dynamic wheel radius r. The wheel-end equivalent speed is calculated using the following formula: v_EngCor = n_Eng*2πr / (60*i1*i2), where v_EngCor is the wheel-end equivalent speed, n_Eng is the engine speed, r is the dynamic wheel radius, i1 is the transmission ratio, and i2 is the final drive ratio. The latter three parameters are provided by the respective component manufacturers.

[0019] In a preferred embodiment, the identification coefficient is calculated by dividing the current speed ratio by the average speed ratio within a non-shifting interval. During non-shifting periods, the wheel-end equivalent speed of the engine speed is theoretically equal to the vehicle speed, meaning their speed ratio is 1. However, in practice, since parameters such as the dynamic tire radius can only be estimated empirically and vary at different speeds, ambient temperatures, and tire pressures, the speed ratio deviates from the theoretical value, adversely affecting the identification of the no-traction phase. To compensate for the effects of parameter deviations, the present invention calculates the average speed ratio within a non-shifting interval and divides the current speed ratio by this average speed ratio. This allows the identification coefficient to be calculated using current driving conditions as much as possible. Preferably, the arithmetic mean of the speed ratios can be calculated or the least squares method can be used to calculate the average. This compensates for the effects of parameter deviations.

[0020] In a preferred embodiment, the vehicle data also includes current gear information. Within the shift interval, the moment the current gear information changes is identified as the end of the no-traction phase. The parameter "Current Gear" is provided in the ETC2 (Electronic Transmission Controller #2) parameter group of the CAN bus data. This parameter indicates the gear currently engaged in the transmission, or the gear last engaged when shifting to the selected gear. In other words, once the selected gear is engaged, the parameter "Current Gear" switches to a value reflecting that gear. Thus, the current current gear information of the transmission easily indicates when the clutch begins to engage, i.e., when the no-traction phase ends.

[0021] According to another aspect of an embodiment of the present invention, there is provided an apparatus for identifying a no-traction phase in a shift range of a semi-automatic transmission, characterized by comprising:

[0022] an acquisition module, the acquisition module being configured to acquire vehicle data during driving of a vehicle equipped with a semi-automatic transmission, the vehicle data including at least vehicle speed, engine speed, and shift events;

[0023] a calculation module configured to calculate an identification coefficient, wherein the identification coefficient depends on a speed ratio of a wheel end equivalent speed of the engine speed to the vehicle speed;

[0024] An identification module is configured to distinguish between a non-shifting interval and a shifting interval, wherein a non-shifting interval is identified if no shifting event occurs, and a shifting interval is identified otherwise. The identification module is further configured to identify a no-traction phase, wherein in the shifting interval, if the identification coefficient exceeds a predetermined boundary range, the no-traction phase is identified.

[0025] In a preferred embodiment, it is provided that the acquisition module is connected to a CAN bus of the vehicle to acquire the vehicle data from the CAN bus of the vehicle.

[0026] In a preferred embodiment, the acquisition module is further configured to acquire current gear information, and the identification module is further configured to identify a moment when the current gear information changes in the shift interval as a moment when the no-traction phase ends.

[0027] In a preferred embodiment, the calculation module is further configured to divide the current speed ratio by an average speed ratio in a non-shifting interval to obtain a ratio as the identification coefficient.

[0028] According to another aspect of an embodiment of the present invention, there is provided an electronic device for identifying a no-traction phase in a shift range of a semi-automatic transmission, characterized by comprising:

[0029] one or more processors;

[0030] a storage device for storing one or more programs,

[0031] When the one or more programs are executed by the one or more processors, the one or more processors implement the method for identifying a no-traction phase in a shift range of a semi-automatic transmission according to the present invention.

[0032] According to another aspect of an embodiment of the present invention, a computer-readable medium is provided, on which a computer program is stored, characterized in that when the program is executed by a processor, the method for identifying a no-traction phase in a shift range of a semi-automatic transmission according to the present invention is implemented.

[0033] The advantages or beneficial effects described in relation to the method according to the invention for identifying a no-traction phase in a shift range of a semi-automatic transmission also apply to the device and electronic device according to the invention for identifying a no-traction phase in a shift range of a semi-automatic transmission and to the computer-readable medium according to the invention.

[0034] The further effects of the above-mentioned non-conventional optional manner will be described below in conjunction with specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings are provided for a better understanding of the present invention and are not intended to limit the present invention.

[0036] 1 is a schematic diagram of the main process of a method for identifying a no-traction phase in a shift range of a semi-automatic transmission according to an embodiment of the present invention;

[0037] FIG2 is a schematic diagram of related signals according to a method according to an embodiment of the present invention;

[0038] 3 is a schematic diagram of main modules of an apparatus for identifying a no-traction phase in a shift range of a semi-automatic transmission according to an embodiment of the present invention;

[0039] FIG4 is a schematic diagram of the structure of a computer system of a terminal device or a server suitable for implementing an embodiment of the present invention. DETAILED DESCRIPTION

[0040] The following description of exemplary embodiments of the present invention is made in conjunction with the accompanying drawings, in which various details of the embodiments of the present invention are included to facilitate understanding. These details should be considered as merely exemplary. Therefore, it should be appreciated by those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for the sake of clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0041] FIG1 is a schematic diagram of the main process of a method for identifying a no-traction phase in a shift range of a manual transmission according to an embodiment of the present invention. The method according to the present invention comprises the following steps:

[0042] Step S101 : Acquire vehicle data during driving of a vehicle equipped with a semi-automatic transmission, wherein the vehicle data at least includes a vehicle speed v_Veh, an engine speed n_Eng, and a gear shift event.

[0043] For vehicles equipped with a CAN bus, a wide range of measurement and control data can be obtained from the CAN bus data. Vehicle speed v_Veh is obtained from the parameter Wheel-Based Vehicle Speed ​​(km / h) in the CCVS (Cruise Control / Vehicle Speed) parameter group in the CAN bus data. Engine speed n_Eng is obtained from the parameter Engine Speed ​​(rpm) in the EEC1 (Electronic Transmission Controller #1) parameter group in the CAN bus data. Gear shift events are obtained from the parameter Shift In Process in the ETC1 (Electronic Transmission Controller #1) parameter group in the CAN bus data.

[0044] Step S102: Calculating a recognition coefficient r_EngV_comp, wherein the recognition coefficient depends on a speed ratio r_EngV between a wheel end equivalent speed v_EngCor of the engine speed n_Eng and the vehicle speed v_Veh.

[0045] The wheel-end equivalent speed v_EngCor is calculated as follows: v_EngCor = n_Eng*2πr / (60*i1*i2), where v_EngCor is the wheel-end equivalent speed, n_Eng is the engine speed, r is the dynamic wheel radius (in meters), i1 is the transmission gear ratio, and i2 is the final drive gear ratio. Therefore, the speed ratio is calculated as r_EngV = v_EngCor / v_Veh. During non-shifting, the wheel-end equivalent speed v_EngCor at engine speed n_Eng is theoretically equal to vehicle speed v_Veh, meaning the speed ratio r_EngV = 1. However, in practice, because parameters such as the dynamic tire radius r can only be estimated empirically and vary at different speeds, ambient temperatures, and tire pressures, the speed ratio r_EngV = 1 deviates from the theoretical value, adversely affecting the identification of the no-traction phase.

[0046] To compensate for the effects of parameter deviations, an average speed ratio value r_EngV_Avg is calculated within a non-shifting range and the current speed ratio is divided by the average speed ratio value r_EngV_Avg. This allows the recognition coefficient r_EngV_comp to be calculated using current driving conditions as much as possible. Preferably, the arithmetic mean of the speed ratios can be calculated or the least squares method can be used to calculate the average value.

[0047] Furthermore, the deviation of the calculated speed ratio average value r_EngV_Avg from the theoretical value 1 corresponds to the deviation of the current state of the powertrain from the initial state provided by the manufacturer. Therefore, the speed ratio average value r_EngV_Avg can be used to correct the influence of powertrain parameter deviation for each shift event or a specific shift event.

[0048] Step S103: distinguishing between a non-shifting interval and a shifting interval, wherein if there is no shifting event, a non-shifting interval is identified; otherwise, a shifting interval is identified.

[0049] The meaning of the parameter "Shift In Process" is as follows: Shift In Process = 0 indicates not in the process of shifting; Shift In Process = 1 indicates a shifting process, including all transmission control operations during the shifting process, namely clutch disengagement, gear change, and clutch reengagement, i.e., the entire shifting event. Therefore, the existing transmission shift event information can be used to distinguish between non-shifting intervals and shifting intervals.

[0050] Step S104 : In the shifting interval, if the identification coefficient r_EngV_comp exceeds a predetermined boundary range, a no-traction phase is identified.

[0051] During a shift range, the clutch is disengaged until fully released and then re-engaged. During this period, the engine's traction is only partially transferred to the drive wheels. During the fully disengaged clutch phase, only driving forces, such as rolling resistance and air resistance, act on the drive wheels, temporarily causing the vehicle to coast without traction. In other words, within a shift range, the recognition coefficient r_EngV_comp changes more significantly during the fully disengaged clutch phase than during the partially engaged / disengaged clutch phase.

[0052] Therefore, whether the current phase is in the no-traction phase is inferred from the change of the recognition coefficient r_EngV_comp: when the recognition coefficient r_EngV_comp is lower than a predetermined value or higher than a predetermined value, that is, it exceeds a predetermined boundary range, the no-traction phase is recognized.

[0053] For vehicles equipped with a CAN bus, the CAN bus data provides a parameter called Current Gear within the ETC2 (Electronic Transmission Controller #2) parameter group. This parameter indicates the gear currently engaged in the transmission, or the gear last engaged when shifting into the selected gear. In other words, once the selected gear is engaged, the Current Gear parameter switches to a value reflecting that gear. This allows for easy identification of when the clutch begins engaging, i.e., when the no-traction phase ends, using the transmission's current gear information.

[0054] FIG2 is a schematic diagram of related signals of a method according to an embodiment of the present invention, wherein the horizontal axis shows time (unit: second) and the vertical axis shows speed values ​​and values ​​of related signals.

[0055] In the first interval before 23.8 seconds, the shift event Shift In Process = 0. In the second interval between 23.8 seconds and 26.8 seconds, the shift event Shift In Process = 1. In the third interval after 26.8 seconds, the shift event Shift In Process = 0. According to step S103, the first and third intervals are identified as non-shift intervals, and the second interval is identified as a shift interval. As can be seen in the upper figure, in the first and third intervals, the vehicle speed v_Veh and the wheel end equivalent speed v_EngCor have different magnitudes but essentially the same trends. In other words, their speed ratio r_EngV deviates from the theoretical value of 1, as can be seen in the lower figure. To compensate for the effects of deviations in parameters such as the dynamic tire radius, the method according to the present invention calculates an identification coefficient r_EngV_comp, which is approximately equal to the theoretical value of 1 in the first and third intervals.

[0056] In the second interval, the recognition coefficient r_EngV_comp slowly decreases in the first subinterval from 23.8 seconds to 24.7 seconds. Starting at 24.7 seconds, the recognition coefficient r_EngV_comp rapidly decreases, exceeding a predetermined lower limit. At 25.4 seconds, the current gear (Current Gear) changes, indicating that the selected gear has begun to engage, meaning that the clutch has left the fully disengaged, no-traction phase. According to step S104, the second subinterval from 24.7 seconds to 25.4 seconds is identified as the fully disengaged, no-traction phase. Therefore, the first subinterval preceding it corresponds to the partially disengaged clutch phase, and the third subinterval following it corresponds to the partially engaged clutch phase.

[0057] Preferably, the 25th second during the no-traction phase is selected as the time point during the gear shift coasting phase, and the 23rd second before the gear shift interval is selected as the time point before the vehicle shifts. Dynamic parameters of the vehicle are obtained at the time points before the gear shift and during the gear shift coasting phase, respectively, to estimate vehicle mass. Vehicle mass estimation can be performed using methods known in the art, such as the method described in patent document CN101443636B, and therefore will not be described in detail here.

[0058] FIG3 is a schematic diagram of the main modules of a device 300 for identifying a no-traction phase in a shift range of a manual transmission according to an embodiment of the present invention. The device includes:

[0059] The acquisition module 301 is configured to acquire vehicle data during driving of a vehicle equipped with a semi-automatic transmission, wherein the vehicle data at least includes a vehicle speed v_Veh, an engine speed n_Eng, and a gear shift event.

[0060] Preferably, acquisition module 301 is connected to the vehicle's CAN bus to acquire vehicle data from the CAN bus. For vehicles equipped with a CAN bus, a large amount of measurement and control data can be acquired from the CAN bus data. In particular, vehicle speed v_Veh and engine speed n_Eng, as well as shift events (the parameter "Shift In Process" in the CAN bus data), can be acquired without the need for additional sensors. Preferably, acquisition module 301 is also configured to acquire current gear information (the parameter "Current Gear" in the CAN bus data), which indicates the currently engaged gear in the transmission or the last engaged gear when shifting to a selected gear. The identification module is further configured to identify the end of the no-traction phase when the current gear information changes during the shift interval.

[0061] The calculation module 302 is configured to calculate an identification coefficient r_EngV_comp, which is dependent on a speed ratio r_EngV between a wheel end equivalent speed v_EngCor of an engine speed n_Eng and a vehicle speed v_Veh.

[0062] Preferably, the calculation module 302 is also used to divide the current speed ratio by the average speed ratio r_EngV_Avg in a non-shifting interval to obtain a ratio as the identification coefficient r_EngV_comp. During the non-shifting period, the wheel end equivalent speed v_EngCor of the engine speed n_Eng is theoretically equal to the vehicle speed v_Veh, that is, their speed ratio is 1. However, in practice, parameters such as the dynamic tire radius can only be estimated based on experience, and will change at different speeds, different ambient temperatures and different tire pressures. In order to compensate for the influence of parameter deviations, the average speed ratio r_EngV_Avg in a non-shifting interval is calculated, and the current speed ratio is divided by the speed ratio average r_EngV_Avg, so that the current driving conditions should be used as much as possible to calculate the identification coefficient r_EngV_comp. Preferably, the arithmetic mean of the speed ratio can be calculated or the least squares method can be used to calculate the average value.

[0063] The identification module 303 is used to distinguish between a non-shifting interval and a shifting interval. If no shifting event occurs, a non-shifting interval is identified; otherwise, a shifting interval is identified. The identification module 303 is also used to identify a no-traction phase. If, in the shifting interval, the identification coefficient r_EngV_comp exceeds a predetermined boundary range, a no-traction phase is identified.

[0064] 4, which shows a schematic diagram of a computer system 400 suitable for implementing a terminal device according to an embodiment of the present invention. The terminal device shown in FIG4 is merely an example and should not limit the functionality and scope of use of the embodiment of the present invention.

[0065] As shown in FIG4 , a computer system 400 includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage unit 408 into a random access memory (RAM) 403. Various programs and data required for the operation of the system 400 are also stored in the RAM 403. The CPU 401, the ROM 402, and the RAM 403 are connected to each other via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0066] The following components are connected to the I / O interface 405: an input section 406 including a keyboard, a mouse, and the like; an output section 407 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and speakers; a storage section 408 including a hard disk; and a communication section 409 including a network interface card such as a LAN card or a modem. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as needed. Removable media 411, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 410 as needed, so that computer programs read therefrom can be installed into the storage section 408 as needed.

[0067] In particular, according to the embodiments disclosed in the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 409, and / or installed from a removable medium 411. When the computer program is executed by the central processing unit (CPU) 401, the above-mentioned functions defined in the system of the present invention are performed.

[0068] It should be noted that the computer-readable medium described in the present invention can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media can include, but are not limited to, an electrical connection having one or more conductors, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present invention, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. This propagated data signal can take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wireline, optical fiber cable, RF, or any suitable combination thereof.

[0069] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. In this regard, each box in the flowchart or block diagram can represent a module, program segment, or a part of code, and the above-mentioned module, program segment, or a part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0070] The modules described in the embodiments of the present invention may be implemented in software or hardware. The modules described may also be provided within a processor. For example, a processor may be described as comprising an acquisition module, a calculation module, and an identification module. The names of these modules do not, in some cases, limit the modules themselves. For example, an acquisition unit may also be described as a "module for acquiring vehicle data."

[0071] As another aspect, the present invention further provides a computer-readable medium, which may be included in the device described in the above embodiment, or may exist independently and not be incorporated into the device. The computer-readable medium carries one or more programs, which, when executed by the device, cause the device to: acquire vehicle data during travel of a vehicle equipped with a semi-automatic transmission, the vehicle data including at least vehicle speed, engine speed, and shift events; calculate an identification coefficient, the identification coefficient being dependent on the ratio of the wheel-end equivalent speed of the engine speed to the vehicle speed; distinguish between a non-shift interval and a shift interval, wherein a non-shift interval is identified if no shift event occurs, and a shift interval is identified otherwise; and identify a phase of the shift interval where the identification coefficient is outside a predetermined boundary range as a no-traction phase.

[0072] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may occur depending on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for identifying a no-traction phase in a shift range of a semi-automatic transmission, characterized in that: The steps include: acquiring vehicle data during travel of a vehicle equipped with a semi-automatic transmission, the vehicle data including at least vehicle speed (v_Veh), engine speed (n_Eng), and shift events; calculating a recognition coefficient (r_EngV_comp) that depends on a speed ratio (r_EngV) of a wheel end equivalent speed (v_EngCor) of the engine speed (n_Eng) to the vehicle speed (v_Veh); Distinguishing between a non-shifting interval and a shifting interval, wherein if no shifting event occurs, a non-shifting interval is identified, otherwise a shifting interval is identified; In the shift interval, if the identification coefficient (r_EngV_comp) exceeds a predetermined boundary range, a no-traction phase is identified.

2. The method according to claim 1, characterized in that The vehicle data is obtained from the CAN bus of the vehicle.

3. The method according to claim 1, characterized in that The wheel end equivalent speed (v_EngCor) depends on the transmission ratio (i1), the final drive ratio (i2) and the dynamic wheel radius (r).

4. The method according to claim 1, wherein A ratio obtained by dividing the current speed ratio by the average speed ratio in a non-shifting section is used as the identification coefficient (r_EngV_comp).

5. The method according to any one of claims 1 to 4, characterized in that The vehicle data further includes current gear information, wherein, in the gear shift interval, a time when the current gear information changes is identified as a time when the no-traction phase ends.

6. A device for identifying a no-traction phase in a shift range of a semi-automatic transmission, characterized in that: include: an acquisition module, the acquisition module being configured to acquire vehicle data during travel of a vehicle equipped with a semi-automatic transmission, the vehicle data comprising at least a vehicle speed (v_Veh), an engine speed (n_Eng), and a gear shift event; a calculation module configured to calculate an identification coefficient (r_EngV_comp), wherein the identification coefficient is dependent on a speed ratio (r_EngV) of a wheel end equivalent speed (v_EngCor) of the engine speed (n_Eng) to the vehicle speed (v_Veh); An identification module is configured to distinguish between a non-shifting interval and a shifting interval, wherein the non-shifting interval is identified if no shifting event occurs, and vice versa, the shifting interval is identified. The identification module is further configured to identify a no-traction phase, wherein in the shifting interval, if the identification coefficient (r_EngV_comp) exceeds a predetermined boundary range, the no-traction phase is identified.

7. The device according to claim 6, characterized in that The acquisition module is connected to the CAN bus of the vehicle and is used to acquire the vehicle data from the CAN bus of the vehicle.

8. The method according to claim 6, characterized in that The acquisition module is further configured to acquire current gear information, and the identification module is further configured to identify a moment when the current gear information changes in the gear shift interval as a moment when the no-traction phase ends.

9. The device according to claim 6, characterized in that The calculation module is further configured to divide a current speed ratio by an average speed ratio in a non-shifting range to obtain a ratio as the identification coefficient (r_EngV_comp).

10. An electronic device for identifying a no-traction phase in a shift range of a semi-automatic transmission, characterized in that: include: one or more processors; a storage device for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the method according to any one of claims 1 to 5.

11. A computer-readable medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 5 is implemented.

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