Method and device for controlling vehicle charging, vehicle and storage medium

Abstract

The invention provides a method and device for controlling vehicle charging, a vehicle and a storage medium, the method is applied to the technical field of gearbox self-learning control, and the method comprises the steps that under the condition that gearbox gear self-learning fails and the vehicle is in a pure electric mode, target control parameters of a gear shifting execution device are obtained; controlling the gear shifting execution device to operate based on the target control parameters; and when it is determined that the gear of the gearbox is in the neutral gear and the remaining electric quantity of the power battery is smaller than or equal to the preset electric quantity, the vehicle is controlled to be switched to the series connection mode from the pure electric mode so that the vehicle can charge the power battery through an engine. According to the method, the vehicle can be controlled to be automatically switched to the neutral gear when the self-learning of the vehicle gearbox fails and the vehicle gearbox is in the pure electric mode, so that the vehicle can be switched to the series mode to charge the power battery, the problem of power interruption of the vehicle when the power battery is insufficient is avoided, and the driving safety of the vehicle is guaranteed.

Description

Technical Field

[0001] The present application relates to the technical field of transmission self-learning control, and more specifically, to a method, device, vehicle, and storage medium for controlling vehicle charging in the technical field of transmission self-learning control. Background Art

[0002] At present, during vehicle driving, as the vehicle mileage increases, the shift actuator in the gearbox will deviate from the mechanical position of the shift actuator and the signal fed back by the sensor due to factors such as wear, temperature changes, and assembly errors during long-term use.

[0003] Based on this, in order to ensure the accuracy and reliability of gear switching during driving, the vehicle needs to re-record the new gear position through transmission gear self-learning.

[0004] During the transmission gear self-learning process, if the shift actuator has problems such as tooth jamming or sticking, the transmission gear self-learning process will fail and the vehicle will not be able to acquire the new gear position. In this case, if the vehicle continues to drive, it will not be able to enter direct drive and series mode and can only drive in pure electric mode. If the power battery is exhausted while the vehicle is driving in pure electric mode, the vehicle will lose power and cannot continue to move forward. Summary of the Invention

[0005] The present application provides a method, device, vehicle and storage medium for controlling vehicle charging. The method can control the vehicle to automatically switch to neutral when the vehicle transmission self-learning fails and is in pure electric mode, so that the vehicle can switch to series mode to charge the power battery, avoiding the problem of power interruption when the power battery is low on power, and ensuring the driving safety of the vehicle.

[0006] In a first aspect, a method for controlling vehicle charging is provided, the method comprising: obtaining a target control parameter of a shift execution device when the vehicle's transmission gear self-learning fails and the vehicle is in a pure electric mode, the target control parameter being a parameter that needs to be controlled for the shift execution device during the process of the transmission gear being switched to neutral; controlling the operation of the shift execution device based on the target control parameter; and controlling the vehicle to switch from the pure electric mode to the series mode when it is determined that the transmission gear is in neutral and the remaining power of the power battery is less than or equal to a preset power, so that the vehicle charges the power battery through the engine.

[0007] In the above technical solution, a method for controlling vehicle charging during the vehicle transmission self-learning process is provided. This method can detect a transmission self-learning failure and the vehicle is in pure electric mode during the transmission self-learning process. Based on the target control parameters of the shift actuator, the shift actuator can be controlled to switch the transmission gear to neutral. If the transmission self-learning fails, the vehicle cannot obtain the self-learning results, i.e., the actual positions of each gear cannot be reported. This renders each gear unusable, making the vehicle unable to drive in other modes and only able to drive in pure electric mode. Driving in pure electric mode primarily relies on the vehicle's power battery to power the motor. Insufficient remaining power in the power battery can easily lead to a power outage. Therefore, in this application, pre-shifting to neutral in this situation allows the vehicle to smoothly switch to series mode. This allows the engine to charge the power battery in series mode when the power battery is low, ensuring the continued normal operation of the vehicle's power system, avoiding power loss due to battery depletion, and ensuring continuous driving.

[0008] In combination with the first aspect, in some possible implementations, the method further includes: detecting whether the gearbox includes a non-faulty angle measuring device, the angle measuring device being used to measure the rotation angle of the shift execution device; and determining the target control parameter based on the detection result.

[0009] In the above technical solution, the target control parameters of the shift actuator are determined based on the transmission configurations of different vehicles. If the transmission includes a usable angle sensor, the vehicle can control the shift actuator through a simple angle assignment to smoothly shift the transmission gear to neutral, thereby simplifying the gear shifting logic. If the transmission does not include a usable angle sensor, the vehicle can control the shift actuator through methods other than angle to shift the transmission gear to neutral. This eliminates the need for an angle sensor in the transmission when shifting gears, reducing vehicle hardware costs. It also compensates for the gear shifting blind spot when the angle sensor fails, improving the flexibility of the gear shifting.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target control parameter includes the angle to be rotated, and the target control parameter is determined based on the detection result, including: when the detection result is that the gearbox includes the non-faulty angle measuring device, obtaining the first rotation angle of the shift execution device and the target rotation angle of the shift execution device corresponding to the neutral gear; and determining the angle to be rotated as the difference between the target rotation angle and the first rotation angle.

[0011] In the above technical solution, when the transmission includes a functioning angle sensor, the vehicle can accurately determine the current position of the shift actuator by acquiring the current first rotation angle of the shift actuator. After determining the current position of the shift actuator, the vehicle can calculate the angular difference between the target rotation angle corresponding to neutral and the first rotation angle to precisely plan the rotation angle of the shift actuator, thereby achieving quantitative control of the shift actuator.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target control parameter includes the direction to be rotated, and the target control parameter is determined based on the detection result, including: when the detection result is that the gearbox does not include the non-faulty angle measurement device, obtaining the vehicle speed and acceleration; determining whether the vehicle meets the preset gear switching conditions based on the vehicle speed and the acceleration; when the vehicle meets the preset gear switching conditions, obtaining the first speed ratio of the gearbox and the target speed ratio of the gearbox corresponding to the neutral gear; and determining the direction to be rotated based on the first speed ratio and the target speed ratio.

[0013] In the above technical solution, when the transmission does not include a non-faulty angle sensor, the vehicle can control the transmission gear to be in neutral by controlling the rotation direction of the shift actuator and synchronously detecting the speed ratio during the shifting process. Based on this, the vehicle can determine which gear position the current shift actuator is approximately near by detecting the current first speed ratio of the transmission. There are two specific results: one is that the position of the shift actuator is approximately near the neutral position, and the other is that the position of the shift actuator is approximately near a non-neutral gear position. The vehicle can determine which of the above situations is the case based on the first speed ratio and the target speed ratio, and then determine the direction to be rotated. Therefore, the above process can determine the direction to be rotated of the shift actuator when switching from different shift actuator positions to the neutral position according to the different positions of the shift actuator, so that the transmission gear can be smoothly switched to neutral.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination of whether the vehicle meets the preset gear switching conditions is made based on the vehicle speed and the acceleration, including: when the vehicle speed is greater than the preset speed and the acceleration is less than or equal to the preset acceleration, determining that the vehicle meets the preset gear switching conditions; when the vehicle speed is less than or equal to the preset speed, or the acceleration is greater than the preset acceleration, determining that the vehicle does not meet the preset gear switching conditions.

[0015] In the above technical solution, when the vehicle is in an unstable driving state, gear shifting may cause a safety hazard. The above method controls the transmission gear to shift to N gear when the vehicle is in stable driving according to vehicle speed and acceleration, which can ensure the smoothness and safety of the gear shifting process.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the direction to be rotated is determined based on the first speed ratio and the target speed ratio, including: determining a target preset speed ratio closest to the first speed ratio from multiple preset speed ratios; when the target preset speed ratio is not the target speed ratio, determining that the direction to be rotated is the rotation direction of the shift execution device when switching from the gear corresponding to the target preset speed ratio to the neutral gear.

[0017] In the above technical solution, the vehicle can determine the preset speed ratio closest to the first speed ratio based on the transmission's current first speed ratio and multiple preset speed ratios, thereby accurately determining which gear position the shift actuator is near. If the shift actuator is not near neutral, this indicates that neutral is not the gear position closest to the shift actuator. In this case, the vehicle can determine the rotation direction of the shift actuator when shifting from the gear position closest to the shift actuator to neutral as the target rotation direction, thereby enabling the transmission gear to be smoothly shifted from a non-neutral position to neutral.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when the target preset speed ratio is the target speed ratio, controlling the shift execution device to rotate once in the first direction and obtaining the second speed ratio of the gearbox; determining a first speed ratio difference between the first speed ratio and the target speed ratio, and a second speed ratio difference between the second speed ratio and the target speed ratio; when the second speed ratio difference is less than the first speed ratio difference, determining the direction to be rotated to be the first direction; when the second speed ratio difference is greater than or equal to the first speed ratio difference, determining the direction to be rotated to be a second direction opposite to the first direction.

[0019] In the above technical solution, when the position of the shift actuator is near the neutral position, the vehicle can first control the shift actuator to rotate in any direction and determine the difference between the speed ratio of the transmission before and after the rotation and the target speed ratio. If the speed ratio difference decreases after the rotation, it means that the position of the shift actuator is closer to the neutral position and the current rotation direction is correct. If the speed ratio difference increases after the rotation, it means that the position of the shift actuator is farther away from the neutral position, the current rotation direction is incorrect, and the shift actuator needs to rotate in the opposite direction. Therefore, the above process can accurately determine the appropriate rotation direction according to the changing trend of the speed ratio difference when the position of the shift actuator rotates from a position close to the neutral position to the neutral position.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target control parameter includes an angle to be rotated or a direction to be rotated. After the gear shift execution device is controlled to operate based on the target control parameter, the method also includes: when the target control parameter is the angle to be rotated, the rotation angle of the gear shift execution device is detected in real time to obtain a second rotation angle; when the difference between the second rotation angle and the target rotation angle is less than or equal to a preset angle, the gear shift execution device is controlled to stop running and determine that the transmission gear is in the neutral gear; when the target control parameter is the direction to be rotated, the speed ratio of the transmission is detected in real time to obtain a third speed ratio; determine a third speed ratio difference between the third speed ratio and the target speed ratio; when the third speed ratio difference is less than or equal to the preset difference, the gear shift execution device is controlled to stop running and determine that the transmission gear is in the neutral gear.

[0021] In the above technical solution, after the gear shift execution device is controlled to execute, in order to ensure the accuracy of the execution of the gear shift execution device, the vehicle needs to further detect whether the transmission gear is actually switched to neutral. When the target control parameter is the angle to be rotated, the vehicle can detect the real-time rotation angle of the gear shift execution device in real time through the angle sensor, and accurately judge whether the transmission gear is in neutral by comparing it with the target rotation angle. When the target control parameter is the direction to be rotated, the vehicle judges whether the transmission gear is in neutral by the difference between the actual speed ratio and the target speed ratio. Therefore, when the vehicle controls the transmission gear switching based on different control strategies, it can further verify whether the transmission gear has successfully reached neutral according to the operating status of the gear shift execution device, so as to ensure the reliability of the mode switching after the vehicle is subsequently switched to neutral and prevent vehicle power interruption.

[0022] In a second aspect, a device for controlling vehicle charging is provided, which includes: a parameter determination module for obtaining a target control parameter of a shift execution device when the vehicle's transmission gear self-learning fails and the vehicle is in a pure electric mode, the target control parameter being a parameter that needs to be controlled for the shift execution device during the process of switching the transmission gear to neutral; a gear switching module for controlling the operation of the shift execution device based on the target control parameter; and a mode switching module for controlling the vehicle to switch from the pure electric mode to the series mode when it is determined that the transmission gear is in the neutral gear and the remaining power of the power battery is less than or equal to a preset power, so that the vehicle charges the power battery through the engine.

[0023] In combination with the second aspect, in some possible implementations, the parameter determination module is further used to: detect whether the gearbox includes a non-faulty angle measurement device, which is used to measure the rotation angle of the shift execution device; and determine the target control parameter based on the detection result.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the target control parameter includes the angle to be rotated, and the parameter determination module is also used to: when the detection result is that the gearbox includes the non-faulty angle measurement device, obtain the first rotation angle of the shift execution device and the target rotation angle of the shift execution device corresponding to the neutral gear; determine the angle to be rotated as the difference between the target rotation angle and the first rotation angle.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the target control parameter includes the direction to be rotated, and the parameter determination module is also used to: when the detection result is that the gearbox does not include the non-faulty angle measurement device, obtain the vehicle speed and acceleration of the vehicle; determine whether the vehicle meets the preset gear switching conditions based on the vehicle speed and the acceleration; when the vehicle meets the preset gear switching conditions, obtain the first speed ratio of the gearbox and the target speed ratio of the gearbox corresponding to the neutral gear; determine the direction to be rotated based on the first speed ratio and the target speed ratio.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the parameter determination module is also used to: determine that the vehicle meets the preset gear switching condition when the vehicle speed is greater than the preset speed and the acceleration is less than or equal to the preset acceleration; determine that the vehicle does not meet the preset gear switching condition when the vehicle speed is less than or equal to the preset speed, or the acceleration is greater than the preset acceleration.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the parameter determination module is also used to: determine a target preset speed ratio that is closest to the first speed ratio from multiple preset speed ratios; when the target preset speed ratio is not the target speed ratio, determine that the direction to be rotated is the rotation direction of the shift execution device when switching from the gear corresponding to the target preset speed ratio to the neutral gear.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the parameter determination module is also used to: when the target preset speed ratio is the target speed ratio, control the shift execution device to rotate once in the first direction and obtain the second speed ratio of the gearbox; determine a first speed ratio difference between the first speed ratio and the target speed ratio, and a second speed ratio difference between the second speed ratio and the target speed ratio; when the second speed ratio difference is less than the first speed ratio difference, determine the direction to be rotated to be the first direction; when the second speed ratio difference is greater than or equal to the first speed ratio difference, determine the direction to be rotated to be a second direction opposite to the first direction.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the target control parameter includes the angle to be rotated or the direction to be rotated, and the gear switching module is also used to: when the target control parameter is the angle to be rotated, perform real-time detection of the rotation angle of the gear shift execution device to obtain a second rotation angle; when the difference between the second rotation angle and the target rotation angle is less than or equal to the preset angle, control the gear shift execution device to stop running and determine that the transmission gear is in the neutral gear; when the target control parameter is the direction to be rotated, perform real-time detection of the speed ratio of the transmission to obtain a third speed ratio; determine a third speed ratio difference between the third speed ratio and the target speed ratio; when the third speed ratio difference is less than or equal to the preset difference, control the gear shift execution device to stop running and determine that the transmission gear is in the neutral gear.

[0030] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0031] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0032] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 is a schematic flow chart of a method for controlling vehicle charging provided in an embodiment of the present application;

[0034] Figure 2 This is a structural diagram of a gear shift actuator provided in an embodiment of the present application;

[0035] Figure 3 This is a shift profile diagram of a shift hub during a gearbox gear self-learning process provided by an embodiment of the present application;

[0036] Figure 4 is a schematic flow chart of another method for controlling vehicle charging provided in an embodiment of the present application;

[0037] Figure 51 is a schematic structural diagram of a device for controlling vehicle charging provided in an embodiment of the present application;

[0038] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0039] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0040] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0041] Before introducing the method of the embodiment of the present application, the following is a glossary of professional terms that may be involved in the embodiment of the present application.

[0042] Series mode: refers to the working mode in which the engine does not directly drive the wheels, but only acts as a "generator" to power the motor or charge the battery, and the wheels are completely driven by the motor.

[0043] Direct drive mode: refers to the working mode in which the engine directly drives the wheels through a mechanical transmission path, and the motor assists as needed or only serves as an energy regulation device.

[0044] Pure electric mode: refers to the working mode in which the vehicle is completely driven by the electric motor and the engine does not participate in power output.

[0045] Transmission gear self-learning: refers to the transmission control unit (TCU) automatically adjusting and optimizing shift parameters by recording and analyzing gear position, sensor data during the shifting process, and the driver's driving habits to improve shifting accuracy and comfort.

[0046] The speed ratio of the gearbox: also known as the transmission ratio of the gearbox, refers to the ratio of the input shaft speed to the output shaft speed in the gearbox, which is used to reflect the speed transmission relationship of the transmission mechanism inside the gearbox.

[0047] After explaining the professional terms of the embodiments of the present application, the application scenarios of the embodiments of the present application are introduced below.

[0048] Currently, as vehicle mileage increases, the shift actuator in the transmission can experience a discrepancy between its mechanical position and the sensor's feedback signal due to wear, temperature fluctuations, and assembly errors over time. To ensure accurate and reliable gear shifting during driving, the vehicle requires a self-learning process to re-record the new gear position.

[0049] During the transmission gear self-learning process, if the shift actuator has problems such as tooth top or jamming, the transmission gear self-learning process will fail and the vehicle will not be able to obtain the positions of each gear in the transmission.

[0050] During driving, the vehicle's operating modes include pure electric mode, series mode, and direct drive mode. In some transmission architectures, the transmission is set on the front axle, and the vehicle's transmission gear needs to be in neutral in series mode. The vehicle needs to be in 1st gear or 2nd gear in direct drive mode (taking the number of transmission gears as an example of 2). When the vehicle is in pure electric mode, the clutch is disengaged and the power battery powers the rear-wheel drive motor on the rear axle. The rear-wheel drive motor drives the vehicle without being affected by the front axle transmission gear.

[0051] If the transmission gear self-learning fails, the vehicle cannot shift gears and can only drive in pure electric mode. When the vehicle is driving in pure electric mode, if the power battery is exhausted, the vehicle will lose power and cannot continue to move forward.

[0052] Based on the above problems, an embodiment of the present application provides a method for controlling vehicle charging. When the vehicle transmission fails in self-learning and is in pure electric mode, the method can control the vehicle to automatically switch to neutral gear, so that the vehicle can switch to series mode to charge the power battery, avoiding the problem of power interruption when the power battery is low on power, and ensuring the driving safety of the vehicle.

[0053] Below through Figure 1 The following describes the implementation process of the method in the embodiment of the present application.

[0054] Figure 1 This is a schematic flow chart of a method for controlling vehicle charging provided by an embodiment of the present application. It should be understood that this method can be applied to a vehicle, specifically to any electronic control unit (ECU) in the vehicle. The following description uses the vehicle's TCU as the execution subject of this method.

[0055] For example, Figure 1As shown, the method 100 includes the following steps 101 to 103.

[0056] 101. When the vehicle's transmission gear self-learning fails and the vehicle is in pure electric mode, obtain target control parameters of the shift execution device. The target control parameters are parameters that need to be controlled for the shift execution device during the process of switching the transmission gear to neutral.

[0057] It should be understood that the gear shifting of the transmission mainly relies on the gear shift actuator in the transmission to complete. The gear shift actuator is a component in the gear shift actuator that is used to control the gear shifting of the transmission.

[0058] Specifically, the shift actuator provided in the embodiment of the present application is a hub-type shift actuator. Before introducing the acquisition process of the target control parameters of the shift actuator, first Figure 2 The structure and working principle of the hub-type shift actuator are introduced.

[0059] Figure 2 It is a structural schematic diagram of a gear shift actuator provided in an embodiment of the present application.

[0060] For example, Figure 2 As shown, the shift actuator includes a shift motor (or a stepping motor), a reduction gear, a shift hub, a shift fork and a target gear.

[0061] Based on the above components, the general process of the hub-type shift actuator during the shift process is: receiving the target gear position → the shift motor drives the shift hub to rotate → the groove pushes the shift fork to move axially → the shift fork drives the synchronizer to slide → realize the engagement and disengagement of the gears.

[0062] The specific process of each of the above processes is described as follows:

[0063] When the driver requests a gear change while the vehicle is in motion, they can manually select the target gear. In response to the driver's manual operation, the TCU can determine the target gear. Alternatively, the TCU can automatically determine the target gear based on the vehicle's operating conditions (e.g., speed, accelerator pedal depth, etc.).

[0064] After determining the target gear position, the TCU may determine control parameters of the shift motor according to the actual gear position and the target gear position, and control the rotation of the shift motor based on the control parameters.

[0065] The output shaft of the shift motor is connected to the reduction gear. The high-speed, low-torque power output by the shift motor can be converted into low-speed, high-torque power through the reduction gear set to ensure that there is sufficient power to drive the shift fork.

[0066] The rotational motion of the reduction gear is converted into linear motion by the shift fork via the shift hub. Specifically, a slider on the shift fork engages a spiral groove in the shift hub. As the shift hub rotates, the slider moves axially along the spiral groove, pushing the shift fork. The shift hub's rotation angle determines the distance the shift fork moves. The TCU precisely controls the shift fork's position by controlling the shift hub's rotation angle or the shift motor's rotation angle.

[0067] The fork of the shift fork engages the synchronizer sleeve. As the shift fork moves linearly, the synchronizer sleeve begins to approach the gear of the target gear (i.e., the target gear). The synchronizer sleeve contacts the synchronizer lock ring (conical ring) of the target gear. The chamfer of the synchronizer lock ring interlocks with the chamfer of the synchronizer sleeve to prevent direct engagement. The conical surface of the synchronizer lock ring rubs against the conical surface of the target gear, gradually synchronizing their speeds. After speed synchronization, the chamfer of the synchronizer lock ring locks contact, and the synchronizer sleeve continues to move and rigidly meshes with the target gear, completing the gear shift.

[0068] The position sensor on the shift fork or synchronizer sleeve detects whether the synchronizer sleeve has reached the fully engaged position and feeds back the actual position to the TCU. The TCU compares the target position with the actual position and confirms that the target gear is fully engaged, thus determining that the transmission gear has been shifted to the target gear.

[0069] After introducing the principle of the hub-type shift actuator, the following is combined with the above principle. Figure 3 This article introduces the process of gearbox self-learning.

[0070] Figure 3 This is a shift profile diagram of a shift hub during a transmission gear self-learning process provided by an embodiment of the present application.

[0071] For example, Figure 3 As shown in the figure, the transmission gears include 1st, 2nd, and Neutral (N). Stops A and B are the two extreme positions the shift hub can rotate during the transmission gear self-learning process. Within the tolerance range, the shift hub's rotation angle from stop A to stop B, or from stop B or stop A, is essentially the same.

[0072] As can be seen from the figure, whether the shift hub rotates from stop point A to stop point B or from stop point B to stop point A, it needs to go through gears N, 1, and 2. During the gear self-learning process of the transmission in the embodiment of the present application, the TCU can control the shift hub to rotate from stop point A to stop point B, or from stop point B to stop point A, to obtain the rotation angle of the shift hub corresponding to each gear position as the latest position of each gear position.

[0073] like Figure 3The shift hub profile diagram shown here represents the movement of the slider at the end of the shift fork on the shift hub surface. The shift fork has a slider at the end that fits into the profile groove (i.e., the spiral groove) of the shift hub. As the shift hub rotates, the slider moves axially along the spiral groove, enabling shifting between gears.

[0074] Furthermore, each gear position in the diagram corresponds to a horizontal segment. As the shift hub rotates, the gear corresponding to that horizontal segment is fully engaged, and the speed ratio is relatively fixed. Therefore, the position of the shift fork does not change. In other words, within any horizontal segment, as the shift hub continues to rotate, the shift hub's rotation angle changes, but the shift fork's position remains fixed, and the gear position and speed ratio remain stable. In other words, the shift hub's rotation angle for each gear position is a range, not a fixed value.

[0075] In the oblique line section, the shift hub rotates and the shift fork position changes to achieve gear switching.

[0076] like Figure 3 As shown, this embodiment of the present application predefines that the shift hub rotates in the reverse direction when it rotates from stop point A to stop point B, and in the forward direction when it rotates from stop point B to stop point A. Since the shift hub is driven by the shift motor, the shift hub's rotation direction is consistent with that of the shift motor. Optionally, when the shift hub rotates in the reverse direction, the shift hub can rotate either clockwise or counterclockwise, though this embodiment of the present application does not limit this.

[0077] For example, using stop point A as the zero position for self-learning, since the current rotation angle of the shift hub is unknown, the TCU can first control the shift motor to rotate forward to stop point A, and then control the shift motor to rotate backward to stop point B. During the shift hub rotation process, the TCU can determine whether the shift hub has reached the limit position based on the current of the shift motor.

[0078] It should be understood that when the shift hub approaches its limit position, the rotational resistance increases significantly. Because the shift hub is mechanically connected to the shift motor, and based on the characteristics of the shift motor, at the same voltage, an increase in load causes a rapid increase in the shift motor's current. Therefore, in this embodiment of the present application, a current threshold can be pre-set. When the TCU detects that the shift motor's current reaches the threshold, it determines that the shift hub has reached its dead center.

[0079] When the shift hub rotates from stop point A to stop point B, the TCU obtains the actual rotation angle of the shift hub and compares it with the preset rotation angle from stop point A to stop point B. When the error between the actual rotation angle and the preset rotation angle is within the allowable range, the TCU determines that the transmission gear self-learning is successful.

[0080] As the shift hub rotates from the A stop to the B stop, it progresses through 2nd gear, N gear, and 1st gear. Because the speed ratio corresponding to each gear remains stable, the Transmission Control Unit (TCU) monitors the speed ratio during the shift hub's rotation and records the actual rotation angle range for each gear. If the transmission self-learning is successful, the TCU uses the mapping between the speed ratio and the actual rotation angle range for each gear as the self-learning result.

[0081] Conversely, if the error between the actual rotation angle and the preset rotation angle exceeds the allowable range, the TCU determines that the transmission gear self-learning has failed. Causes of transmission gear self-learning failure include, but are not limited to, toothing between the synchronizer sleeve and the ring gear of the target gear, or a stuck shift hub or shift fork.

[0082] When the transmission gear self-learning fails, the TCU cannot obtain the self-learning result, that is, it cannot obtain the mapping relationship between the speed ratio and the actual rotation angle range in each updated gear, which is also called "the vehicle cannot report 1st gear, 2nd gear and N gear", resulting in the vehicle being unable to drive normally in some working modes.

[0083] As described above, if the vehicle's transmission gear self-learning fails, the vehicle can only be driven in pure electric mode. To avoid power interruption when driving in pure electric mode, the TCU can first control the vehicle to shift to neutral gear when in pure electric mode, allowing the vehicle to switch from pure electric mode to series mode and charge the power battery.

[0084] Based on the operating principle of a hub-type shift actuator, the TCU executes the shift process primarily by controlling the rotation of the shift motor, which in turn drives the shift hub, which in turn moves the shift fork. The shift hub's rotation serves as the direct power source for gear changes, and its rotation angle corresponds to the position of the shift fork and gear position. Furthermore, the speed ratio between the shift motor and the shift hub is typically fixed, allowing the rotation angles of the shift motor and the shift hub to be converted and calculated.

[0085] When controlling the transmission gear shift to N gear, whether the TCU controls the rotation of the shift motor or the shift hub, it will ultimately control the position of the shift fork to change. In the embodiment of the present application, the above-mentioned shift actuator can be either the shift hub or the shift motor, and the embodiment of the present application is not limited to this.

[0086] Before controlling the transmission gear to switch to N gear by controlling the gear shift execution device, the TCU needs to first obtain the target control parameters of the gear shift execution device. The target control parameters represent the corresponding operating status of the gear shift execution device when the transmission gear is switched to N gear.

[0087] The following first introduces the process of determining the target control parameters. The embodiment of the present application specifically provides two strategies for determining the target control parameters.

[0088] In one possible implementation, the method further includes:

[0089] Checking whether the transmission includes a non-malfunctioning angle measuring device, the angle measuring device being used to measure the rotation angle of the shift actuator;

[0090] According to the test results, the target control parameters are determined.

[0091] Specifically, the TCU can first detect whether the transmission includes a healthy angle measurement device (i.e., an angle sensor). The angle measurement device is used to measure the rotation angle of the shift actuator. A healthy angle measurement device indicates a valid angle signal. If the shift actuator is a shift motor, the angle measurement device is the shift motor's angle sensor. If the shift actuator is a shift hub, the angle measurement device is the shift hub's angle sensor.

[0092] The embodiments of the present application provide the following exemplary methods for detecting whether a gearbox includes a non-faulty angle measuring device.

[0093] For example, during the vehicle's power-on initialization phase, the TCU, as the data collector for each sensor, can detect the electrical connection between itself and the various sensors inside the gearbox. The angle sensor is usually connected to the TCU via a specific line, and the TCU sends a detection signal to that line. If the TCU receives a feedback signal, it means that the line is normal, that is, the angle sensor exists and the angle signal is valid; if the TCU does not receive feedback, it means that the line is short-circuited (that is, the angle sensor is faulty) or that the angle sensor does not exist.

[0094] As another example, an angle sensor generally outputs a corresponding analog signal or pulse width modulation (PWM) signal based on the angle changes it detects. The TCU continuously monitors the characteristics of the input signal. If an electrical signal input that meets the angle sensor signal characteristics is detected, it is determined that a healthy angle sensor is present in the transmission. If no electrical signal input that meets the angle sensor signal characteristics is detected, it is determined that no angle sensor is present in the transmission. If an electrical signal is detected but does not meet the angle sensor signal characteristics, it is determined that a faulty angle sensor is present in the transmission.

[0095] By using any of the above methods, the TCU can determine whether the transmission includes a normal angle measuring device. The TCU can determine the target control parameters of the gear shift execution device based on the above detection results.

[0096] In the above technical solution, the target control parameters of the shift actuator are determined based on the transmission configurations of different vehicles. If the transmission includes a usable angle sensor, the vehicle can control the shift actuator through a simple angle assignment to smoothly shift the transmission gear to neutral, thereby simplifying the gear shifting logic. If the transmission does not include a usable angle sensor, the vehicle can control the shift actuator through methods other than angle to shift the transmission gear to neutral. This eliminates the need for an angle sensor in the transmission when shifting gears, reducing vehicle hardware costs. It also compensates for the gear shifting blind spot when the angle sensor fails, improving the flexibility of the gear shifting.

[0097] The following first introduces the process of determining the target control parameters corresponding to the two detection results.

[0098] 1. The gearbox includes an angle measuring device that is not faulty

[0099] In one possible implementation, the target control parameter includes the angle to be rotated. Determining the target control parameter based on the detection result includes:

[0100] If the detection result shows that the transmission includes a normal angle measuring device, obtaining a first rotation angle of the shift execution device and a target rotation angle of the shift execution device corresponding to neutral gear;

[0101] The angle to be rotated is determined to be the difference between the target rotation angle and the first rotation angle.

[0102] Specifically, when the TCU determines that the transmission includes a normal angle sensor, the target control parameter is the angle to be rotated, that is, the shift execution device is quantitatively controlled by the rotation angle to switch the transmission gear to N gear.

[0103] Since the target gear is N gear, when determining the rotation angle to be rotated, the TCU needs to first obtain the target rotation angle of the shift actuator corresponding to N gear, and obtain the current first rotation angle of the shift actuator through the angle sensor.

[0104] It should be understood that when obtaining the target rotation angle of the shift actuator for N gear, the gearshift self-learning result could not be obtained due to the failure of the current transmission shift self-learning. Furthermore, due to mechanical wear, the preset rotation angle range for the shift actuator in N gear set at the factory is subject to significant error. Therefore, the TCU obtains the rotation angle range for N gear obtained during the most recent successful gearshift self-learning and uses this range to determine the target rotation angle.

[0105] See also Figure 3Regardless of whether the shift actuator is a shift hub or a shift motor, during the shift process, the rotation angle of the shift actuator corresponding to each gear is a range, not a specific value. Each time the transmission successfully self-learns a shift, the TCU records the rotation angle range of the shift hub or the shift motor for each gear.

[0106] Based on this, the TCU can obtain the rotation angle range corresponding to the N gear when the previous gear shift self-learning was successful. Optionally, the target rotation angle range can be two critical angles of the rotation angle range, any rotation angle included in the target rotation angle range, or the average of the two critical angles of the rotation angle range, which is not limited in this embodiment of the present application.

[0107] For example, if the TCU obtains that the previous gear shift self-learning is successful, the rotation angle range corresponding to the N gear is [20°, 30°]. The target rotation angle can be 20°, 30°, 25°, 24°, etc.

[0108] After obtaining the first rotation angle and the target rotation angle, the TCU can determine the difference between the target rotation angle and the first rotation angle to determine how many degrees the shift execution device needs to rotate when switching to N gear, and determine the difference between the two angles as the angle to be rotated.

[0109] For example, Figure 3 As shown in the figure, assuming the transmission is currently in 1st gear, the first rotation angle is -30°. To shift from 1st gear to neutral, the shift actuator needs to rotate forward. Assuming the target rotation angle is 10°, the angle difference is +40°, indicating that the shift actuator needs to rotate forward 40°.

[0110] In the above technical solution, when the transmission includes a functioning angle sensor, the vehicle can accurately determine the current position of the shift actuator by acquiring the current first rotation angle of the shift actuator. After determining the current position of the shift actuator, the vehicle can calculate the angular difference between the target rotation angle corresponding to N gear and the first rotation angle to precisely plan the rotation angle of the shift actuator, thereby achieving quantitative control of the shift actuator.

[0111] 2. The gearbox does not include an angle measuring device that is not faulty

[0112] In one possible implementation, the target control parameter includes the direction to be rotated. Determining the target control parameter based on the detection result includes:

[0113] When the detection result shows that the transmission does not include a non-faulty angle measuring device, obtaining a vehicle speed and an acceleration;

[0114] Determine whether the vehicle meets the preset gear shift conditions based on vehicle speed and acceleration;

[0115] When the vehicle satisfies the preset gear shift conditions, obtaining the first speed ratio of the gearbox and the target speed ratio of the gearbox corresponding to the neutral gear;

[0116] The direction to be rotated is determined according to the first speed ratio and the target speed ratio.

[0117] There are two situations in which a transmission does not include a non-faulty angle measurement device: one in which the transmission does not include an angle measurement device, and the other in which the transmission includes an angle measurement device but is faulty. In both cases, the TCU cannot directly control the shift actuator based on the target rotation angle corresponding to N gear. Because the theoretical speed ratio corresponding to each gear is fixed, the TCU can control the shift actuator's rotation direction, causing it to rotate toward N gear. During this rotation, the TCU monitors the speed ratio in real time to determine whether the transmission is in N gear. Therefore, the target control parameter includes the target rotation direction.

[0118] It should be understood that when the transmission includes a non-faulty angle measuring device, the TCU controls the vehicle to switch to N gear directly in the form of a rotation angle, and this method does not require the vehicle's driving state. In other words, when the vehicle is driving in pure electric mode, it can be in both a stationary state and a driving state. However, when the transmission does not include a non-faulty angle measuring device, the TCU needs to detect the speed ratio in real time when controlling the transmission gear to switch to N gear. This control strategy requires the vehicle to be in a driving state. In addition, to ensure the smoothness of the gear switching, the TCU also needs to detect whether the vehicle is in a stable driving state.

[0119] Specifically, the TCU can determine whether the vehicle is in a stable driving state based on vehicle speed and acceleration, and thus whether the vehicle meets the preset gear shift conditions. The preset gear shift conditions refer to the conditions for the transmission gear to be switched to N gear.

[0120] For example, the TCU can obtain the vehicle speed through a vehicle speed sensor in the vehicle or obtain the wheel speeds of the four wheels through wheel speed sensors, and calculate the vehicle speed based on the wheel speeds. The TCU can obtain the vehicle acceleration through an acceleration sensor in the vehicle.

[0121] After obtaining the vehicle speed and acceleration, and before determining the direction of rotation of the shift actuator, the TCU needs to first determine whether the vehicle meets the preset gear shift conditions.

[0122] In one possible implementation, determining whether the vehicle meets a preset gear shift condition based on vehicle speed and acceleration includes:

[0123] When the vehicle speed is greater than a preset speed and the acceleration is less than or equal to a preset acceleration, determining that the vehicle meets a preset gear shift condition;

[0124] When the vehicle speed is less than or equal to the preset vehicle speed, or the acceleration is greater than the preset acceleration, it is determined that the vehicle does not meet the preset gear switching condition.

[0125] Optionally, the preset speed is 30 km / h, or other possible values. The embodiment of the present application does not limit the value of the preset speed. The preset acceleration is 0.02 m / s 2 , or other possible values. The embodiment of the present application does not limit the value of the preset acceleration.

[0126] When the vehicle speed is greater than a preset speed and the acceleration is less than or equal to a preset acceleration, the vehicle is in a state of near-constant speed. In this case, the TCU determines that the vehicle meets the preset gear shift conditions. Conversely, when the vehicle speed is less than or equal to the preset speed, or the acceleration is greater than the preset acceleration, the vehicle is not in a stable state, and the TCU determines that the vehicle does not meet the preset gear shift conditions.

[0127] In the above technical solution, when the vehicle is in an unstable driving state, gear shifting may cause a safety hazard. The above method controls the transmission gear to shift to N gear when the vehicle is in stable driving according to vehicle speed and acceleration, which can ensure the smoothness and safety of the gear shifting process.

[0128] When the vehicle satisfies the preset gear shift, the TCU enters the process of determining the rotation direction of the gear shift execution device. When determining the rotation direction, the TCU can achieve it through the first speed ratio of the current transmission and the target speed ratio of the N gear.

[0129] For example, a speed ratio refers to the ratio between the transmission input shaft speed and the transmission output shaft speed. When obtaining the first speed ratio, the TCU may obtain the transmission input shaft speed using an input shaft speed sensor on the transmission, and the transmission output shaft speed using an output shaft speed sensor on the transmission, and calculate the ratio of the input shaft speed to the output shaft speed to obtain the first speed ratio.

[0130] The theoretical speed ratios for different gears are fixed. The TCU can directly obtain the theoretical speed ratio (i.e., target speed ratio) for N gear by looking up the table. The target speed ratio is generally 0.

[0131] After obtaining the first speed ratio, the TCU determines a theoretical speed ratio that is closest to the first speed ratio, thereby determining the approximate gear position of the shift actuator. The TCU then determines the desired rotation direction based on the theoretical speed ratio and the target speed ratio. The gear position can be understood as the rotation angle range corresponding to the gear position, and the position of the shift actuator is the rotation angle of the shift actuator.

[0132] In the above technical solution, when the transmission does not include a non-faulty angle sensor, the vehicle can control the transmission gear to be in neutral by controlling the rotation direction of the shift actuator and synchronously detecting the speed ratio during the shifting process. Based on this, the vehicle can determine which gear position the current shift actuator is approximately near by detecting the current first speed ratio of the transmission. There are two specific results: one is that the position of the shift actuator is approximately near the neutral position, and the other is that the position of the shift actuator is approximately near a non-neutral gear position. The vehicle can determine which of the above situations is the case based on the first speed ratio and the target speed ratio, and then determine the direction to be rotated. Therefore, the above process can determine the direction to be rotated of the shift actuator when switching from different shift actuator positions to the neutral position according to the different positions of the shift actuator, so that the transmission gear can be smoothly switched to neutral.

[0133] It should be understood that no matter which gear the transmission is switched from to N gear, this process is also called gear disengagement. Taking the initial gear as 1 gear as an example, in the initial stage of gear disengagement, the gears are still in the 1 gear gear meshing state. The power transmission is not completely interrupted, and the actual speed ratio of the transmission basically follows the theoretical speed ratio of 1 gear at this time. As the gear disengagement operation proceeds, the gears gradually separate and the degree of meshing becomes smaller. Although there is still power transmission, the transmission relationship begins to become disordered, and the speed ratio is no longer strictly equal to the theoretical speed ratio of 1 gear, but is in the process of changing. When the gears are completely separated and enter the N gear state, the power transmission is interrupted. Since the target speed ratio of N gear is 0, the gear disengagement stage can also be considered as the process in which the actual speed ratio of the transmission gradually decreases to 0.

[0134] Therefore, when determining the position of the shift execution device, the TCU may specifically compare the first speed ratio with a plurality of preset speed ratios corresponding to different gear positions one by one.

[0135] In one possible implementation, determining the direction to be rotated according to the first speed ratio and the target speed ratio includes:

[0136] determining a target preset speed ratio closest to the first speed ratio from a plurality of preset speed ratios;

[0137] When the target preset speed ratio is not the target speed ratio, the to-be-rotated direction is determined to be a rotation direction of the shift execution device when shifting from the gear corresponding to the target preset speed ratio to the neutral gear.

[0138] The plurality of preset speed ratios are the theoretical speed ratios corresponding to the plurality of gears of the transmission. In the embodiment of the present application, the plurality of preset speed ratios include the speed ratio corresponding to the N gear (i.e., the target speed ratio 0), the theoretical speed ratio corresponding to the 1 gear, and the theoretical speed ratio corresponding to the 2 gear, which are respectively denoted as “i N , i1, i2”.

[0139] After obtaining the first speed ratio, the TCU may determine a preset speed ratio closest to the first speed ratio by comparing the first speed ratio with each preset speed ratio to obtain a target preset speed ratio.

[0140] For example, if the first speed ratio is closest to i1, the target preset speed ratio is i1; if the first speed ratio is closest to i N The closest, target preset speed ratio is i N If the first speed ratio is closest to i2, the target preset speed ratio is i2.

[0141] After the target preset speed ratio is obtained, it indicates that the position of the gear shift execution device is near the position of the gear position corresponding to the target preset speed ratio.

[0142] In one case, if the target preset speed ratio is not the target speed ratio, it indicates that the shift actuator is not positioned near the N gear position, but is either positioned near the 1st gear position or the 2nd gear position. Specifically, if the target preset speed ratio is i1, it indicates that the shift actuator is positioned near the 1st gear position. If the target preset speed ratio is i2, it indicates that the shift actuator is positioned near the 2nd gear position.

[0143] See also Figure 3 As shown, when the shift actuator is near the 1st gear position and the transmission gear is switched from 1st gear to N gear, the rotation direction of the shift actuator is forward, so the expected rotation direction is forward. When the shift actuator is near the 2nd gear position and the transmission gear is switched from 2nd gear to N gear, the rotation direction of the shift actuator is reverse, so the expected rotation direction is reverse.

[0144] That is, when the target preset speed ratio is not the target speed ratio, the direction to be rotated is the direction in which the shift execution device needs to rotate when switching from the gear corresponding to the target preset speed ratio to the N gear.

[0145] In the above technical solution, the vehicle can determine the preset speed ratio closest to the first speed ratio based on the transmission's current first speed ratio and multiple preset speed ratios, thereby accurately determining which gear position the shift actuator is near. If the shift actuator is not near neutral, this indicates that neutral is not the gear position closest to the shift actuator. In this case, the vehicle can determine the rotation direction of the shift actuator when shifting from the gear position closest to the shift actuator to neutral as the target rotation direction, thereby enabling the transmission gear to be smoothly shifted from a non-neutral position to neutral.

[0146] In another case, if the target preset speed ratio is the target speed ratio, it means that the shift actuator is near the N position but has not yet reached the N position. When the shift actuator is near the N position, the TCU can no longer calculate the desired rotation direction based on the gear position corresponding to the target preset speed ratio and needs to determine the desired rotation direction through trial and error.

[0147] In one possible implementation, the method further includes:

[0148] When the target preset speed ratio is the target speed ratio, controlling the shift execution device to rotate once in the first direction and obtaining a second speed ratio of the transmission;

[0149] determining a first speed ratio difference between the first speed ratio and the target speed ratio, and a second speed ratio difference between the second speed ratio and the target speed ratio;

[0150] When the second speed ratio difference is smaller than the first speed ratio difference, determining the direction to be rotated to be the first direction;

[0151] In a case where the second speed ratio difference is greater than or equal to the first speed ratio difference, the direction to be rotated is determined to be a second direction opposite to the first direction.

[0152] Specifically, the TCU may first control the shift actuator to rotate in a first direction. The first direction may be either forward or reverse, and is not limited in this embodiment of the present application. The following example uses the first direction as the forward direction.

[0153] Furthermore, in controlling the rotation of the shift actuator, in order to avoid inaccurate gear shifting due to excessive rotation amplitude during each rotation, the embodiment of the present application can also pre-set the single rotation angle of the shift actuator to limit the amplitude of each rotation of the shift actuator. For example, if the shift actuator is a shift motor, the single rotation angle displacement can be 3°, 5°, etc., and the embodiment of the present application does not limit the value of the single rotation angle.

[0154] The TCU can first control the shift actuator to rotate forward once. After this rotation, the TCU can obtain the input and output shaft speeds of the transmission after the rotation and calculate the second speed ratio of the transmission. Furthermore, the TCU can calculate a first speed ratio difference between the first speed ratio and the target speed ratio, as well as a second speed ratio difference between the second speed ratio and the target speed ratio. The TCU compares these two speed ratio differences to determine whether the current first direction is correct.

[0155] When the second speed ratio difference is less than the first speed ratio difference, it means that the shift execution device is getting closer to the N gear when rotating in the first direction. Therefore, the TCU determines that the current first direction is correct, and the direction to be rotated is the first direction.

[0156] Conversely, when the second speed ratio difference is greater than or equal to the first speed ratio difference, this indicates that the shift actuator is moving further away from neutral while rotating in the first direction. Therefore, the TCU determines that the current first direction is incorrect and that the shift actuator should rotate in the opposite direction to gradually approach neutral. Therefore, the TCU determines that the desired rotation direction is the second direction, which is opposite to the first direction.

[0157] Thus, through the above process, the TCU can determine the direction in which the shift execution device is to rotate when the transmission does not include a non-faulty angle sensor.

[0158] In the above technical solution, when the position of the shift actuator is near the neutral position, the vehicle can first control the shift actuator to rotate in any direction and determine the difference between the speed ratio of the transmission before and after the rotation and the target speed ratio. If the speed ratio difference decreases after the rotation, it means that the position of the shift actuator is closer to the neutral position and the current rotation direction is correct. If the speed ratio difference increases after the rotation, it means that the position of the shift actuator is farther away from the neutral position, the current rotation direction is incorrect, and the shift actuator needs to rotate in the opposite direction. Therefore, the above process can accurately determine the appropriate rotation direction according to the changing trend of the speed ratio difference when the position of the shift actuator rotates from a position close to the neutral position to the neutral position.

[0159] 102 , controlling the operation of the gear shift execution device based on the target control parameter.

[0160] After obtaining the target control parameters corresponding to the two detection results, the TCU can control the operation of the shift execution device based on the target control parameters.

[0161] Specifically, after the TCU controls the operation of the gear shift execution device with the target control parameters, in order to ensure the accuracy of the gear shift, the TCU can also detect in real time whether the gear of the transmission has accurately reached the N gear.

[0162] In one possible implementation, the target control parameter includes a target rotation angle or a target rotation direction. After the shift execution device is controlled to operate based on the target control parameter, the method further includes:

[0163] When the target control parameter is the to-be-rotated angle, the rotation angle of the shift execution device is detected in real time to obtain a second rotation angle; when the difference between the second rotation angle and the target rotation angle is less than or equal to a preset angle, the shift execution device is controlled to stop operating and the transmission gear is determined to be in neutral;

[0164] When the target control parameter is the direction to be rotated, the speed ratio of the transmission is detected in real time to obtain a third speed ratio; a third speed ratio difference between the third speed ratio and the target speed ratio is determined; when the third speed ratio difference is less than or equal to a preset difference, the shift execution device is controlled to stop running and the transmission gear is determined to be in neutral.

[0165] Different detection results correspond to different target control parameters. In one scenario, after the TCU controls the shift actuator to rotate based on the target rotation angle, it can use the angle sensor to obtain the shift actuator's real-time rotation angle, i.e., the second rotation angle. Furthermore, when the TCU determines that the second rotation angle is close to the target rotation angle, it controls the shift actuator to stop and determines that the transmission is shifted to N gear. The preset angle is the reasonable error between the shift actuator's rotation angle determined by the TCU and the target rotation angle.

[0166] In another scenario, after the TCU controls the rotation of the shift actuator based on the desired rotation direction, and then detects whether the transmission is in N gear based on the speed ratio, the TCU not only determines the third speed ratio by measuring the ratio of the transmission's input shaft speed to the output shaft speed in real time, but also detects the speed of the shift actuator to determine whether it is still rotating at a high speed. The TCU can determine whether the third speed ratio is close to the target speed ratio by calculating the third speed ratio difference between the third speed ratio and the target speed ratio. When the third speed ratio difference is less than or equal to a preset difference, indicating that the transmission has reached the N gear ratio, the TCU controls the shift actuator to stop and determines that the transmission has switched to N gear. Optionally, the preset difference can be 0.1.

[0167] Furthermore, when judging whether the transmission gear is switched to N gear by the speed ratio, the speed ratio may not match the gear due to the influence of sensor accuracy. For example, the speed ratio of the transmission is 0, but in fact, due to the hysteresis of the mechanical structure change, the actual gear has not yet switched to N gear. In order to avoid the above problem, the TCU can further combine the speed of the shift execution device to judge whether the current shift execution device is approaching a stopped state when judging that the speed ratio of the transmission is 0. A preset speed can be set in the embodiment of the present application. Optionally, the preset speed can be 50rpm. When the third speed ratio difference between the third speed ratio and the target speed ratio is less than or equal to the preset difference, the TCU can further obtain the speed of the shift execution device. When the speed of the shift execution device is less than the preset speed, it is determined that the speed ratio of the transmission reaches the speed ratio of N gear. The TCU then controls the shift execution device to stop running and determines that the transmission gear is switched to N gear.

[0168] In the above technical solution, after the gear shift execution device is controlled to execute, in order to ensure the accuracy of the execution of the gear shift execution device, the vehicle needs to further detect whether the transmission gear is actually switched to neutral. When the target control parameter is the angle to be rotated, the vehicle can detect the real-time rotation angle of the gear shift execution device in real time through the angle sensor, and accurately judge whether the transmission gear is in neutral by comparing it with the target rotation angle. When the target control parameter is the direction to be rotated, the vehicle judges whether the transmission gear is in neutral by the difference between the actual speed ratio and the target speed ratio. Therefore, when the vehicle controls the transmission gear switching based on different control strategies, it can further verify whether the transmission gear has successfully reached neutral according to the operating status of the gear shift execution device, so as to ensure the reliability of the mode switching after the vehicle is subsequently switched to neutral and prevent vehicle power interruption.

[0169] 103. When it is determined that the transmission gear is in neutral and the remaining power of the power battery is less than or equal to the preset power, control the vehicle to switch from the pure electric mode to the series mode so that the vehicle charges the power battery through the engine.

[0170] After determining that the transmission is in neutral, the TCU can obtain the remaining power of the power battery in real time and compare it with a preset power level to prevent vehicle power outages caused by insufficient power battery charge. The preset power level is the critical power level at which the power battery is deemed to be low. Optionally, the preset power level can be 20%.

[0171] When the remaining power of the power battery is less than the preset power, the TCU controls the vehicle to switch from pure electric mode to series mode so that the engine can charge the power battery in time.

[0172] Below through Figure 4 The overall process of the embodiment of this application is introduced.

[0173] Figure 4 This is a schematic flowchart of another method for controlling vehicle charging provided in an embodiment of the present application.

[0174] For example, Figure 4 As shown, the method 400 includes the following steps 401 to 423.

[0175] 401: During the transmission gear self-learning process, it is determined that the transmission gear self-learning has failed and the vehicle is in pure electric mode.

[0176] 402 , detecting whether the transmission includes a normal angle measuring device, where the angle measuring device is used to measure a rotation angle of a shift actuator.

[0177] When the gearbox includes a non-faulty angle measuring device, execute steps 403 to 409;

[0178] When the gearbox does not include a non-faulty angle measuring device, step 410 is performed.

[0179] 403 , obtaining a first rotation angle of the gear shift execution device and a target rotation angle of the gear shift execution device corresponding to the neutral gear.

[0180] 404 , determining the angle to be rotated as the difference between the target rotation angle and the first rotation angle.

[0181] 405 , controlling the shift execution device to rotate at the waiting rotation angle.

[0182] 406 , detecting the rotation angle of the shift execution device in real time to obtain a second rotation angle.

[0183] 407 : Determine the angle difference between the target rotation angle and the second rotation angle.

[0184] 408 , determining whether the angle difference is less than or equal to a preset angle.

[0185] When the angle difference is less than or equal to the preset angle, step 409 is executed; otherwise, it is determined that the transmission gear is not switched to neutral.

[0186] 409 , controlling the shift execution device to stop running and determining that the transmission gear is in neutral.

[0187] 410, obtaining the vehicle speed and acceleration.

[0188] 411 , determining whether the vehicle meets a preset gear shift condition based on the vehicle speed and acceleration.

[0189] When the vehicle meets the preset gear shift condition, execute step 412; otherwise, end.

[0190] 412 , obtaining a first speed ratio of the transmission and a target speed ratio of the transmission corresponding to neutral gear.

[0191] 413 , determining a target preset speed ratio closest to the first speed ratio from a plurality of preset speed ratios.

[0192] When the target preset speed ratio is not the target speed ratio, executing step 414;

[0193] When the target preset speed ratio is the target speed ratio, steps 415 to 419 are executed.

[0194] 414 , determining that the desired rotation direction is the rotation direction of the shift execution device when switching from the gear corresponding to the target preset speed ratio to the neutral gear.

[0195] 415 , controlling the shift execution device to rotate once in the first direction and obtaining a second speed ratio of the transmission.

[0196] At 416 , determine a first speed ratio difference between the first speed ratio and the target speed ratio, and a second speed ratio difference between the second speed ratio and the target speed ratio.

[0197] 417 , determine whether the second speed ratio difference is smaller than the first speed ratio difference.

[0198] When the second speed ratio difference is less than the first speed ratio difference, execute step 418;

[0199] When the second speed ratio difference is greater than or equal to the first speed ratio difference, step 419 is executed.

[0200] 418 , determining that the direction to be rotated is the first direction.

[0201] 419 , determining that the direction to be rotated is a second direction opposite to the first direction.

[0202] 420 , controlling the shift execution device to rotate in the waiting rotation direction.

[0203] At 421 , the speed ratio of the transmission is detected in real time to obtain a third speed ratio.

[0204] At 422 , determine a third speed ratio difference between the third speed ratio and the target speed ratio.

[0205] 423 , determining whether the third speed ratio difference is greater than a preset difference, or whether the speed of the shift execution device is greater than a preset speed.

[0206] When the third speed ratio difference is less than or equal to the preset difference and the speed of the shift execution device is less than or equal to the preset speed, return to step 409; otherwise, determine that the transmission gear is not switched to neutral.

[0207] Steps 401 to 423 in the above-mentioned method 400 have the same inventive concept as steps 101 to 103 in method 100. For details, please refer to the introduction of method 100 and will not be repeated here.

[0208] In summary, the present application provides a method for controlling vehicle charging during a vehicle transmission self-learning process. This method can detect a transmission self-learning failure and the vehicle is in pure electric mode during the transmission self-learning process. Based on the target control parameters of the shift actuator, the shift actuator can be controlled to switch the transmission gear to neutral. When transmission self-learning fails, the vehicle cannot obtain the self-learning results, i.e., the actual positions of each gear cannot be reported. This renders each gear unusable, making the vehicle unable to travel in other modes and only able to travel in pure electric mode. Travel in pure electric mode primarily relies on the vehicle's power battery to power the motor. Insufficient remaining power in the power battery can easily lead to a power outage. Therefore, in this application, pre-switching to neutral in this situation allows the vehicle to smoothly switch to series mode. This allows the engine to charge the power battery in series mode when the power battery is low, ensuring the continued normal operation of the vehicle's power system, avoiding power loss due to battery exhaustion and ensuring continuous driving.

[0209] Figure 5 It is a structural schematic diagram of a device for controlling vehicle charging provided in an embodiment of the present application.

[0210] For example, Figure 5 As shown, the device 500 includes:

[0211] A parameter determination module 501 is configured to obtain a target control parameter of a shift execution device when the vehicle's transmission gear self-learning fails and the vehicle is in pure electric mode. The target control parameter is a parameter required to control the shift execution device when the transmission gear is shifted to neutral.

[0212] A gear switching module 502 is configured to control the operation of the gear shift execution device based on the target control parameter;

[0213] The mode switching module 503 is used to control the vehicle to switch from the pure electric mode to the series mode when it is determined that the transmission gear is in the neutral gear and the remaining power of the power battery is less than or equal to the preset power, so that the vehicle charges the power battery through the engine.

[0214] In a possible implementation, the parameter determination module 501 is further configured to: detect whether the gearbox includes a non-faulty angle measurement device, the angle measurement device being configured to measure the rotation angle of the shift execution device; and determine the target control parameter based on the detection result.

[0215] In one possible implementation, the target control parameter includes an angle to be rotated, and the parameter determination module 501 is further used to: when the detection result shows that the gearbox includes the non-faulty angle measurement device, obtain the first rotation angle of the shift execution device and the target rotation angle of the shift execution device corresponding to the neutral gear; and determine the angle to be rotated as the difference between the target rotation angle and the first rotation angle.

[0216] In one possible implementation, the target control parameter includes the direction to be rotated, and the parameter determination module 501 is further used to: when the detection result is that the transmission does not include the non-faulty angle measurement device, obtain the vehicle speed and acceleration of the vehicle; determine whether the vehicle meets the preset gear switching condition based on the vehicle speed and the acceleration; when the vehicle meets the preset gear switching condition, obtain the first speed ratio of the transmission and the target speed ratio of the transmission corresponding to the neutral gear; and determine the direction to be rotated based on the first speed ratio and the target speed ratio.

[0217] In one possible implementation, the parameter determination module 501 is also used to: determine that the vehicle meets the preset gear switching condition when the vehicle speed is greater than the preset speed and the acceleration is less than or equal to the preset acceleration; and determine that the vehicle does not meet the preset gear switching condition when the vehicle speed is less than or equal to the preset speed, or the acceleration is greater than the preset acceleration.

[0218] In one possible implementation, the parameter determination module 501 is also used to: determine a target preset speed ratio closest to the first speed ratio from multiple preset speed ratios; and when the target preset speed ratio is not the target speed ratio, determine that the direction to be rotated is the rotation direction of the shift execution device when switching from the gear corresponding to the target preset speed ratio to the neutral gear.

[0219] In one possible implementation, the parameter determination module 501 is also used to: when the target preset speed ratio is the target speed ratio, control the shift execution device to rotate once in the first direction and obtain the second speed ratio of the gearbox; determine a first speed ratio difference between the first speed ratio and the target speed ratio, and a second speed ratio difference between the second speed ratio and the target speed ratio; when the second speed ratio difference is less than the first speed ratio difference, determine the direction to be rotated to be the first direction; when the second speed ratio difference is greater than or equal to the first speed ratio difference, determine the direction to be rotated to be a second direction opposite to the first direction.

[0220] In one possible implementation, the target control parameter includes an angle to be rotated or a direction to be rotated, and the gear switching module 502 is further used to: when the target control parameter is the angle to be rotated, perform real-time detection of the rotation angle of the gear shift execution device to obtain a second rotation angle; when the difference between the second rotation angle and the target rotation angle is less than or equal to a preset angle, control the gear shift execution device to stop running and determine that the transmission gear is in the neutral gear; when the target control parameter is the direction to be rotated, perform real-time detection of the speed ratio of the transmission to obtain a third speed ratio; determine a third speed ratio difference between the third speed ratio and the target speed ratio; when the third speed ratio difference is less than or equal to the preset difference, control the gear shift execution device to stop running and determine that the transmission gear is in the neutral gear.

[0221] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0222] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a method for controlling vehicle charging.

[0223] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling vehicle charging provided in an embodiment of the present application.

[0224] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0225] In the case of dividing the functional modules into corresponding functional modules, the device may further include a parameter determination module, a gear switching module, a mode switching module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0226] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for controlling vehicle charging, and thus can achieve the same effect as the above-mentioned implementation method.

[0227] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0228] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing system (DSP) and a microprocessor, and the storage module may be a memory.

[0229] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for controlling vehicle charging provided in the above embodiment.

[0230] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling vehicle charging provided in the above embodiment.

[0231] This embodiment also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a method for controlling vehicle charging provided by the above embodiment.

[0232] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0233] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0234] In the embodiments provided in this 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 merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, 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.

[0235] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling vehicle charging, characterized in that: The method comprises: When the vehicle's transmission gear self-learning fails and the vehicle is in pure electric mode, obtaining a target control parameter of a shift execution device, the target control parameter being a parameter required to control the shift execution device when the transmission gear is switched to neutral; controlling the operation of the shift execution device based on the target control parameter; When it is determined that the transmission gear is in the neutral gear and the remaining power of the power battery is less than or equal to the preset power, the vehicle is controlled to switch from the pure electric mode to the series mode so that the vehicle charges the power battery through the engine.

2. The method according to claim 1, characterized in that The method further comprises: detecting whether the transmission includes a non-faulty angle measuring device, the angle measuring device being used to measure the rotation angle of the shift execution device; According to the detection result, the target control parameter is determined.

3. The method according to claim 2, characterized in that The target control parameter includes the angle to be rotated, and determining the target control parameter according to the detection result includes: If the detection result indicates that the transmission includes the non-faulty angle measuring device, obtaining a first rotation angle of the shift execution device and a target rotation angle of the shift execution device corresponding to the neutral gear; The angle to be rotated is determined to be a difference between the target rotation angle and the first rotation angle.

4. The method according to claim 2, characterized in that The target control parameter includes the direction to be rotated, and determining the target control parameter according to the detection result includes: If the detection result is that the gearbox does not include the non-faulty angle measurement device, obtaining the vehicle speed and acceleration; determining whether the vehicle satisfies a preset gear shift condition based on the vehicle speed and the acceleration; When the vehicle satisfies the preset gear shift condition, obtaining a first speed ratio of the gearbox and a target speed ratio of the gearbox corresponding to the neutral gear; The to-be-rotated direction is determined according to the first speed ratio and the target speed ratio.

5. The method according to claim 4, characterized in that The determining, based on the vehicle speed and the acceleration, whether the vehicle satisfies a preset gear shift condition includes: When the vehicle speed is greater than a preset speed and the acceleration is less than or equal to a preset acceleration, determining that the vehicle meets the preset gear shift condition; When the vehicle speed is less than or equal to the preset vehicle speed, or when the acceleration is greater than the preset acceleration, it is determined that the vehicle does not meet the preset gear shift condition.

6. The method according to claim 4, characterized in that The determining the to-be-rotated direction according to the first speed ratio and the target speed ratio includes: determining a target preset speed ratio closest to the first speed ratio from a plurality of preset speed ratios; When the target preset speed ratio is not the target speed ratio, the to-be-rotated direction is determined to be a rotation direction of the shift execution device when shifting from the gear position corresponding to the target preset speed ratio to the neutral gear.

7. The method according to claim 6, characterized in that The method further comprises: When the target preset speed ratio is the target speed ratio, controlling the shift execution device to rotate once in a first direction and obtaining a second speed ratio of the transmission; determining a first speed ratio difference between the first speed ratio and the target speed ratio, and a second speed ratio difference between the second speed ratio and the target speed ratio; When the second speed ratio difference is smaller than the first speed ratio difference, determining the direction to be rotated to be the first direction; When the second speed ratio difference is greater than or equal to the first speed ratio difference, the to-be-rotated direction is determined to be a second direction opposite to the first direction.

8. The method according to claim 1, characterized in that The target control parameter includes a target rotation angle or a target rotation direction. After controlling the shift execution device to operate based on the target control parameter, the method further includes: When the target control parameter is the to-be-rotated angle, the rotation angle of the gear shift execution device is detected in real time to obtain a second rotation angle; when the difference between the second rotation angle and the target rotation angle is less than or equal to a preset angle, the gear shift execution device is controlled to stop operating and the transmission gear is determined to be in neutral; When the target control parameter is the direction to be rotated, the speed ratio of the transmission is detected in real time to obtain a third speed ratio; a third speed ratio difference between the third speed ratio and the target speed ratio is determined; and when the third speed ratio difference is less than or equal to a preset difference, the gear shift execution device is controlled to stop running and the transmission gear is determined to be in the neutral gear.

9. A device for controlling vehicle charging, characterized in that: The device comprises: a parameter determination module, configured to obtain target control parameters of a shift execution device when the vehicle's transmission gear self-learning fails and the vehicle is in pure electric mode, the target control parameters being parameters required to control the shift execution device when the transmission gear is switched to neutral; a gear switching module, configured to control the operation of the gear shift execution device based on the target control parameter; A mode switching module is used to control the vehicle to switch from the pure electric mode to the series mode when it is determined that the transmission gear is in the neutral gear and the remaining power of the power battery is less than or equal to the preset power, so that the vehicle charges the power battery through the engine.

10. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 8 is implemented.

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