Method, device, transmission, vehicle and medium for shift safety detection

Abstract

The invention relates to a method and device for gear shifting safety detection, a transmission, a vehicle and a medium. The method includes determining that a shift fork within a transmission of the vehicle is moving toward a target gear. The method also includes determining a first rotational speed of a sleeve controlled by the shift fork within the transmission. The method further includes determining a second rotational speed of the target gear. In addition, the method further comprises the step of turning off driving power of the gear shifting fork in response to the fact that the first rotating speed and the second rotating speed meet the preset condition. In this way, the driving power of the gear shifting fork can be cut off before the sleeve collides with the gear, impact between the gear and the sleeve is reduced, the service life of the gear and the sleeve is prolonged, and driving safety can be improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control, and more particularly, to a method, apparatus, transmission, vehicle, and medium for gear shift safety detection. Background Art

[0002] To ensure smooth gear shifting, the circumferential speeds of the two gears to be engaged must be equal, allowing the gears to engage smoothly and the shift to complete. Forcing a shift while the two gears are out of sync can cause shock and noise due to the speed difference. This can increase gear wear and shorten their service life. Furthermore, this can prevent proper gear shifting, leading to driving safety concerns.

[0003] A transmission's synchronizer helps align the circumferential speeds of two gears to be engaged and prevents them from engaging until they are synchronized, preventing gear shock and wear. However, some electric vehicle transmissions are not equipped with synchronizers. Therefore, a solution is needed that can effectively reduce gear shock and safety issues caused by excessive speed differences between gears to be engaged in these unsynchronized electric vehicles. Summary of the Invention

[0004] Embodiments of the present disclosure provide a method, apparatus, transmission, vehicle, and medium for shift safety monitoring. In this embodiment, the shift fork's movement trend in the transmission can be used to predict the target gear the shift fork will shift to. Then, before the shift fork drives the sleeve to engage the target gear, the solution determines the current sleeve speed and the target gear's speed. If the sleeve speed and the target gear's speed meet predetermined conditions, indicating that continued engagement of the sleeve with the target gear could cause gear impact or safety issues, the shift fork's driving power can be shut off, stopping the shift fork and sleeve from moving. This solution predicts potential gear-to-gear impact and safety issues by monitoring the shift fork's movement direction and the sleeve and target gear's speeds. This allows the shift fork's driving power to be shut off before the sleeve collides with the gear, reducing impact between the gear and sleeve, extending the service life of the gear and sleeve, and improving driving safety.

[0005] In a first aspect of the present disclosure, a method for detecting shift safety is provided. The method includes determining that a shift fork in a vehicle transmission is moving toward a target gear. The method also includes determining a first rotational speed of a sleeve in the transmission controlled by the shift fork. The method also includes determining a second rotational speed of the target gear. Furthermore, the method includes shutting off driving power to the shift fork in response to the first and second rotational speeds satisfying predetermined conditions.

[0006] In a second aspect of the present disclosure, a device for detecting shift safety is provided. The device includes a movement trend determination unit configured to determine whether a shift fork within a vehicle's transmission is moving toward a target gear. The device also includes a sleeve speed determination unit configured to determine a first speed of a sleeve within the transmission controlled by the shift fork. The device also includes a gear speed determination unit configured to determine a second speed of the target gear. The device also includes a drive power control unit configured to shut off the drive power to the shift fork in response to the first speed and the second speed satisfying predetermined conditions.

[0007] In a third aspect of the present disclosure, a transmission is provided. The transmission includes one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, causes the one or more processors to implement a method for shift safety detection. The method includes determining that a shift fork in a vehicle's transmission is moving toward a target gear. The method also includes determining a first rotational speed of a sleeve controlled by the shift fork in the transmission. The method also includes determining a second rotational speed of the target gear. In addition, the method also includes shutting off the driving power of the shift fork in response to the first rotational speed and the second rotational speed satisfying predetermined conditions.

[0008] In a fourth aspect of the present disclosure, a vehicle is provided, comprising the transmission provided according to the third aspect of the present disclosure.

[0009] In a fifth aspect of the present disclosure, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer-executable instructions, wherein the computer-executable instructions are executed by a processor to implement the method provided according to the first aspect of the present disclosure.

[0010] It should be understood that the contents described in the Summary of the Invention section are not intended to limit the key or important features of the embodiments of the present disclosure, nor are they intended to limit the scope of the present disclosure. Other features of the present disclosure will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. In the accompanying drawings, the same or similar reference numerals represent the same or similar elements, wherein:

[0012] Figure 1 A schematic diagram illustrating an example environment in which various embodiments of the present disclosure may be implemented;

[0013] Figure 2 A flow chart showing a method for gear shift safety detection according to some embodiments of the present disclosure is shown;

[0014] Figure 3 A schematic diagram illustrating an example of controlling the driving power of a shift fork by determining a difference between a rotation speed of a sleeve and a rotation speed of a target gear according to some embodiments of the present disclosure;

[0015] Figure 4A-4B A schematic diagram illustrating multiple examples of determining a movement trend of a shift fork based on a position and a movement direction of a shift fork according to some embodiments of the present disclosure;

[0016] Figures 5A-5C A schematic diagram showing multiple examples of determining a movement trend of a shift fork based on a position and a movement direction of the shift fork while considering a safety range according to some embodiments of the present disclosure;

[0017] Figure 6 A schematic diagram illustrating an example process of determining the rotational speed of a target gear and the rotational speed of a sleeve and shutting off the driving power of a shift fork according to some embodiments of the present disclosure;

[0018] Figure 7 A block diagram illustrating an apparatus for gear shift safety detection according to some embodiments of the present disclosure is shown; and

[0019] Figure 8 A block diagram of a transmission is shown in which various embodiments of the present disclosure may be implemented. DETAILED DESCRIPTION

[0020] The following will describe embodiments of the present disclosure in more detail with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein. Instead, these embodiments are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of protection of the present disclosure. The embodiments of the present disclosure described below with reference to the accompanying drawings are for illustrative purposes only.

[0021] In electric vehicles, the transmission drives the wheels, thereby moving the vehicle. The transmission's primary power comes from the vehicle's drive motor. The transmission has different gears, and in automatic electric vehicles, the shift fork is driven by the shift motor to select the gears. The vehicle's drive motor rotates the gears, while a drive shaft connected to the wheels rotates the sleeve in the transmission. When the sleeve and gear are disengaged, their rotational speeds are likely different. When the shift fork moves the sleeve toward the gear, the sleeve engages the gear. Once engaged, the vehicle's drive motor drives the gears, delivering power to the wheels via the sleeve and drive shaft.

[0022] In some automatic electric vehicles, the transmission doesn't include synchronizers, which synchronize the two gears. In some conventional solutions, the safety of the gear shift operation isn't checked before the sleeve and the target gear begin engaging. Consequently, when the sleeve, driven by the shift fork, engages the target gear, if the speed difference between the two is too large, a strong impact can occur. This impact can cause severe wear and tear on the sleeve and target gear, potentially even damaging them or the target gear, compromising driving safety.

[0023] To this end, embodiments of the present disclosure propose a shift safety monitoring scheme. This scheme predicts the target gear the shift fork will shift to based on the shift fork's movement trend in the transmission. Then, before the shift fork drives the sleeve to engage the target gear, the scheme determines the current sleeve speed and the target gear's speed. If the sleeve speed and the target gear's speed meet predetermined conditions, indicating that continued engagement of the sleeve with the target gear could cause gear impact or safety issues, the shift fork's driving power is shut off, halting the shift fork and sleeve's movement. This scheme predicts potential gear-to-gear impact and safety issues by monitoring the shift fork's movement direction and the sleeve and target gear's speeds. This allows the shift fork's driving power to be shut off before the sleeve collides with the gear, reducing impact between the gear and sleeve, extending the service life of the gear and sleeve, and improving driving safety.

[0024] Figure 1 1 shows a schematic diagram of an example environment 100 in which various embodiments of the present disclosure may be implemented. Figure 1As shown, the environment 100 includes a transmission 102, which includes a gear gear 104, a gear gear 106, a shift fork 108, and a sleeve 110. The shift fork 108 can move left or right under the drive of the shift motor 112. The movement of the shift fork 108 can cause the sleeve 110 to move accordingly, so that the sleeve 110 engages with the gear gear 104 or 106 to complete the gear shifting. The sleeve 110 is rigidly connected to the drive shaft 116. When the sleeve 110 is not engaged with the gear gear 104 or 106, the rotation of the wheel 130 will drive the drive shaft 116 to rotate, thereby further driving the sleeve 110 to rotate. Figure 1 As shown, the environment 100 also includes a retarder 118 and a differential 120. The retarder 118 is used to slow down the vehicle and provide a braking effect, and the differential 120 can rotate the two drive wheels at different speeds, thereby making it easier for the vehicle to turn. Therefore, when the sleeve 110 is located between the gears 104 and 106 (i.e., not engaged with the gears 104 or 106), its rotational speed is related to the rotational speed of the wheels 130, the gear ratio of the retarder 118, and the gear ratio of the differential 120.

[0025] like Figure 1 As shown, in environment 100, a drive motor 114 can provide power to transmission 102. This power is transmitted to shift gears 104 and 106 via a drive shaft 122, a drive gear 124, and a drive gear 126, causing them to rotate. Because shift gears 104 and 106 have different gear ratios, they rotate at different speeds. When sleeve 110 is not engaged with a shift gear 104 or 106, sleeve 110, shift gear 104, and shift gear 106 each have different rotational speeds. In environment 100, when the shift fork 108 is driven by the shift motor 112, for example, and moves to the left, sleeve 110 also moves to the left along with the shift fork 108 and gradually approaches the shift gear 104 until sleeve 110 is fully engaged with the shift gear 104. At this time, the shift sleeve 110 is synchronized with the gear 104, and the shift sleeve 110 rotates along with the gear 104. Then, the sleeve 110 can transmit power to the wheels 130 via the transmission shaft 116, the retarder 118, and the differential 120, thereby completing the gear shift.

[0026] However, as described above, when the sleeve 110 and the shift gear 104 engage, the difference in their rotational speeds can cause inter-gear impact, resulting in severe wear and tear on the sleeve 110 and the shift gear 104, or even damage to the sleeve 110 or the shift gear 104, thereby endangering driving safety. Therefore, in some embodiments of the present disclosure, the control unit 128 of the transmission 102 can monitor the position and movement direction of the shift fork 108 (or sleeve 110) in real time and predict whether the shift fork 108 and sleeve 110 are moving toward the shift gear 104. The control unit 128 can then determine whether inter-gear impact is likely to occur if the sleeve 110 and the shift gear 104 engage at their current rotational speeds. If such engagement poses a safety risk, the drive power to the shift motor 112 is shut off, thereby stopping the movement of the shift fork 108 and sleeve 110 and preventing impact between the sleeve 110 and the shift gear 104.

[0027] In this way, the movement of the shift fork 108 and the sleeve 110 can be stopped before the sleeve 110 collides with the gear gear 104, thereby avoiding the impact between the gear gear 104 and the sleeve 110, extending the service life of the gear gear 104 and the sleeve 110, and improving driving safety.

[0028] Figure 2 1 is a flow chart of a method 200 for shift safety detection according to some embodiments of the present disclosure. The method 200 may be performed by, for example, a transmission control unit of a vehicle (e.g., Figure 1 The control unit 128 in the embodiment is executed. Figure 2 As shown, at block 202, method 200 may determine that a shift fork within a vehicle's transmission is moving toward a target gear. Figure 1 In the illustrated environment 100, the control unit 128 of the transmission 102 can determine whether the shift fork 108 is moving toward the gear 104 or 106. After determining the target gear based on the movement trend of the shift fork 108, the control unit 128 can then test the safety of the gear shift with respect to the sleeve 110 and the target gear. For example, when the shift fork 108 is moving toward the gear 104 (in this case, the gear 104 is the target gear), since the sleeve 110 moves toward the gear 104 along with the shift fork 108 and there may be a difference in the rotation speed of the sleeve 110 and the gear 104, there is a risk of impact between the sleeve 110 and the shift gear 104. Therefore, it is necessary to promptly test the safety of the gear shift before the sleeve 110 and the shift gear 104 engage.

[0029] At block 204, the method 200 may determine the rotational speed of a sleeve within the transmission that is controlled by the shift fork. Figure 1 In the illustrated environment 100, the control unit 128 can determine the rotational speed of the sleeve 110 controlled by the shift fork 108. Since the sleeve 110 is not engaged with any gear at this time, the power generated by the vehicle's drive motor 114 is not transmitted to the sleeve 110, and thus the current rotational speed of the sleeve 110 is not affected by the drive motor 114. In contrast, since the sleeve 110 is rigidly connected to the drive shaft 116, and the drive shaft 116 is connected to the wheels via components such as the retarder 118 and the differential 120, the sleeve 110 can rotate driven by the wheels (e.g., wheel 130). In this case, the control unit 128 can, for example, utilize various sensors to collect data from various components of the vehicle to determine the rotational speed of the sleeve 110.

[0030] At block 206, method 200 may determine the speed of the target gear. Figure 1 In the illustrated environment 100, still taking the shift fork 108 moving toward the shift gear 104 as an example, the control unit 128 can determine the rotational speed of the shift gear 104. For example, the vehicle's drive motor 114 can transmit power to the shift gears 104 and 106 via the drive shaft 122 and the transmission gears 124 and 126. Therefore, the rotational speed of the shift gear 104 is related to the rotational speed of the drive motor 114. The control unit 128 can determine the rotational speed of the shift gear 104 based on the rotational speed of the drive motor 114.

[0031] At block 208, the method 200 may shut off the driving power of the shift fork in response to the rotational speed of the sleeve and the rotational speed of the target gear satisfying a predetermined condition. Figure 1 In the illustrated environment 100, the control unit 128 can determine whether the rotational speed of the sleeve 110 and the rotational speed of the shift gear 104 meet a predetermined condition. The predetermined condition can indicate that if the sleeve 110 and the shift gear 104 are engaged at the current rotational speed, there may be a risk of gear shock or safety issues. If the predetermined condition is met, the control unit 128 can shut off the driving power of the shift fork 108 (for example, by shutting off the driving power of the shift motor 112 to shut off the driving power of the shift fork 108), thereby stopping the shift fork 108 and the sleeve 110 from moving.

[0032] In this way, method 200 can predict the target gear that the sleeve will engage with, and predict possible impacts and safety issues between gears based on the rotational speeds of the sleeve and the target gear, thereby being able to cut off the driving power of the shift fork before the sleeve collides with the gear, reducing the impact between the gear and the sleeve, extending the service life of the gear and sleeve, and improving driving safety.

[0033] In some embodiments, when determining whether the rotational speed of the sleeve and the rotational speed of the target gear meet a predetermined condition, the predetermined condition may be that the difference between the rotational speed of the sleeve and the rotational speed of the target gear is greater than a predetermined threshold. In these embodiments, the difference between the rotational speed of the sleeve and the rotational speed of the target gear is determined, the determined difference is then compared with a predetermined threshold, and in response to the determined difference being greater than the predetermined threshold, the driving power to the shift fork is shut off. In some embodiments, the predetermined condition may be that the rotational speed of the sleeve is less than a lower predetermined threshold or greater than an upper predetermined threshold. In these embodiments, the driving power to the shift fork is shut off in response to the rotational speed of the sleeve being less than the lower predetermined threshold or greater than the upper predetermined threshold. In some embodiments, the predetermined condition may be that the rotational speed of the target gear is less than a lower predetermined threshold or greater than an upper predetermined threshold. In these embodiments, the driving power to the shift fork is shut off in response to the rotational speed of the target gear being less than the lower predetermined threshold or greater than the upper predetermined threshold.

[0034] Figure 3 FIG. 3 is a schematic diagram illustrating an example 300 of controlling the driving power of a shift fork by determining the difference between the rotational speed of a sleeve and the rotational speed of a target gear according to some embodiments of the present disclosure. Figure 3 As shown, in example 300, sleeve 302 is moving toward gear 304, so gear 304 is the target gear. Figure 1 The control unit 128 of the transmission 102 can determine the rotational speed 306 of the sleeve 302 and the rotational speed 308 of the shift gear 304. The control unit can then determine a difference 310 between the rotational speeds 306 and 308 and compare it to a predetermined threshold. If the difference 310 is greater than the predetermined threshold, it indicates that the engagement of the sleeve 302 and the shift gear 304 may produce a significant impact, thereby endangering driving safety. In this way, detection accuracy can be improved, thereby better ensuring driving safety.

[0035] However, in some cases, it may be impossible to accurately determine the rotational speed of the sleeve 302 or the shift gear 304. For example, the sensors responsible for collecting data to determine the rotational speed 306 or 308 may be faulty, lack sufficient accuracy, or be unavailable for cost-saving reasons. Furthermore, data collected by some sensors must be transmitted to the transmission control unit via a communication mechanism such as a bus, which can result in delays and processing resource overhead. Therefore, in some embodiments, the control unit can determine the rotational speed 306 of the sleeve 302 and shut off the shift fork's driving power when the rotational speed 306 is less than a lower predetermined threshold or greater than an upper predetermined threshold. In some embodiments, the control unit can determine the rotational speed 308 of the shift gear 304 and shut off the shift fork's driving power when the rotational speed 308 is less than a lower predetermined threshold or greater than an upper predetermined threshold. This approach increases the versatility of safety detection, reduces communication delays, and conserves processing resources.

[0036] In some embodiments, to determine whether a shift fork is moving toward a target gear, a position of the shift fork between two gears and a movement direction of the shift fork may be determined. Then, based on the position and movement direction of the shift fork, it may be determined that the shift fork is moving toward one of the two gears. In some embodiments, a center position between the two gears may be determined, and in response to determining that the position of the shift fork is between the center position and one of the gears and the shift fork is moving toward the gear, it may be determined that the shift fork is moving toward the gear.

[0037] Figure 4A-4B Schematic diagrams showing examples 400 and 420 of determining a shift fork's movement trend based on the position and movement direction of the shift fork according to some embodiments of the present disclosure. Figure 4A Schematic diagram of an example 400 showing a shift fork between a center position and a range gear and moving toward the range gear. Figure 4A As shown, in the example 400, a shift fork 402, a sleeve 404 that moves with the shift fork 402, a gear 406 located on the left side of the shift fork 402, and a gear 408 located on the right side of the shift fork 402 are included. Figure 4AAs shown, the shift gear 406 corresponds to position 416, the shift gear 408 corresponds to position 418, and the center position between the shift gears 406 and 408 corresponds to center position 410. In example 400, the shift fork 402 and the sleeve 404 are located to the left of the center position 410 and are moving to the left. Therefore, the control unit can determine that the shift fork 402 and the sleeve 404 are moving toward the shift gear 406 based on the shift fork 402 and the sleeve 404 being located to the left of the center position 410 (i.e., between the center position 410 and the position 416 of the shift gear 406) and the direction of movement of the shift fork 402 and the sleeve 404 being toward the shift gear 406.

[0038] Figure 4B A schematic diagram of an example 420 of a shift fork between a center position and one of two gears and moving toward the other gear is shown. Figure 4B As shown, the shift gear 426 corresponds to position 436, the shift gear 428 corresponds to position 438, and the center position between the shift gears 426 and 428 corresponds to center position 430. In example 420, the shift fork 422 and the sleeve 424 are located to the right of the center position 430 (i.e., on the other side of the position where the shift gear 426 is located) and are moving to the left. However, although the shift fork 422 and the sleeve 424 are moving to the left, because they are currently located on the other side of the center position 430 opposite to the side where the shift gear 426 is located, the control unit can determine that the shift fork 422 and the sleeve 424 are not moving toward the shift gear 426 (i.e., the shift gear 426 is not the target shift gear) and that the sleeve 424 will not collide with the shift gear 426.

[0039] In this way, only when the shift fork and the sleeve are located on a side close to one of the two gear gears and move toward the gear gear, the gear gear is determined as the target gear gear, thereby continuing to determine the rotational speed of the sleeve and the target gear gear. When the shift fork and the sleeve are located on the other side opposite to the gear gear and move toward the gear gear, it can be considered safe and the rotational speed of the sleeve 424 and the rotational speed of the gear gear 426 or 428 are not continued to be determined. This not only improves the accuracy of safety detection, but also saves communication resources and processing resources.

[0040] In some embodiments, to further improve the accuracy of safety detection, a safety range can be defined between two gears. When the shift fork is within the safety range, it can be determined that the shift fork is not moving toward either gear. In some embodiments, the shift fork can be determined to be moving toward the gear in response to determining that the shift fork is between the center position and the gear, the distance between the shift fork and the center position is greater than a predetermined threshold, and the shift fork is moving toward the gear. In some embodiments, the shift fork can be determined to be not moving toward the gear in response to determining that the shift fork is between the center position and the gear, and the distance between the shift fork and the center position is not greater than a predetermined threshold. In some embodiments, the shift fork can be determined to be not moving toward the gear in response to determining that the shift fork is not between the center position and the gear.

[0041] Figures 5A-5C Schematic diagrams showing examples 500, 530 and 560 of determining the movement trend of a shift fork based on the position and movement direction of the shift fork in consideration of a safety margin according to some embodiments of the present disclosure. Figure 5A As shown, in the example 500, a shift fork 502, a sleeve 504 that moves with the shift fork 502, a gear 506 located on the left side of the shift fork 502, and a gear 408 located on the right side of the shift fork 502 are included. Figure 5A As shown, shift gear 506 corresponds to position 516, shift gear 508 corresponds to position 518, and the center position between shift gears 506 and 508 corresponds to center position 510. Furthermore, in example 500, a safety range 520 is provided from position 522 to position 524, where the distances between positions 522 and 524 and center position 510 are predetermined threshold distances. For example, if center position 510 is the origin of the coordinate axis, position 516 of shift gear 506 is -1 cm, and position 518 of shift gear 508 is +1 cm, then safety range 520 may be, for example, -0.2 cm (corresponding to position 522) to +0.2 cm (corresponding to position 524). When the shift fork 502 and sleeve 504 are within safety range 520, it can be assumed that sleeve 504 will not collide with shift gears 506 or 508.

[0042] like Figure 5AAs shown, in example 500, shift fork 502 and sleeve 504 are located between position 522 and position 516 (e.g., minus 0.5 cm) and are moving to the left. Therefore, the control unit can determine that shift fork 502 and sleeve 504 are not within safety range 520. Because they are located between center position 510 and position 516 of shift gear 506 and are moving to the left, it can be determined that shift fork 502 and sleeve 504 are moving toward shift gear 506, i.e., shift gear 506 is the target shift gear. At this point, the control unit needs to determine the rotational speed of sleeve 504 and the rotational speed of shift gear 506, and shut off the driving power to shift fork 502 when these two rotational speeds meet predetermined conditions.

[0043] Figure 5B Another example 530 of determining whether the shift fork is moving toward a range gear while considering a safety margin is shown. Figure 5B As shown, in example 530, the shift fork 532 and sleeve 534 are located to the left of the center position 540 (e.g., minus 0.1 cm) and within a safety range 550, while they are moving to the left. In this example, although the shift fork 532 and sleeve 534 are to the left of the center position 540 (i.e., on the side close to the shift gear 536) and are moving to the left, since they are within the safety range 550, the control unit can determine that the shift fork 532 and sleeve 534 are not moving toward the shift gear 536 (i.e., the shift gear 536 is not the target shift gear), and thus can determine that the sleeve 534 will not collide with the shift gear 536 without having to determine the rotational speeds of the sleeve 534 and the shift gear 536.

[0044] Figure 5C Another example 560 of determining whether the shift fork is moving toward a gear while considering a safety margin is shown. Figure 5C As shown, in example 560, shift fork 562 and sleeve 564 are located to the right of center position 570 (e.g., minus 0.3 cm) and are moving to the left. However, although shift fork 562 and sleeve 564 are moving to the left and are outside safety range 580, because they are currently located on the other side of center position 570 opposite to the side where shift gear 566 is located, the control unit can determine that shift fork 562 and sleeve 564 are not moving toward shift gear 566 (i.e., shift gear 566 is not the target shift gear) and sleeve 564 will not collide with shift gear 566. In this example, the control unit also does not need to determine the rotational speeds of sleeve 564 and shift gear 566.

[0045] In this way, even if the speeds of the shift fork and sleeve differ significantly, they remain within the safe range, eliminating the possibility of the sleeve colliding with the gear. This reduces the likelihood of erroneous shutdown of the shift fork's drive power, further improving the accuracy of safety detection. Furthermore, this reduces the communication and processing resources consumed by determining the speeds of the sleeve and gear.

[0046] In some embodiments, to determine the rotational speed of the sleeve, the rotational speed of the vehicle's wheels and the rotational speed ratio of the wheels to the sleeve can be determined. The rotational speed of the sleeve can then be determined based on the rotational speed of the wheels and the rotational speed ratio. In some embodiments, to determine the rotational speed ratio of the wheel to the sleeve, the transmission ratio of the vehicle's retarder and the transmission ratio of the vehicle's differential can be determined. The rotational speed ratio of the wheel to the sleeve can then be determined based on the rotational speed of the wheels, the transmission ratio of the retarder, and the transmission ratio of the differential. In some embodiments, to determine the rotational speed of the target gear, the rotational speed of the vehicle's drive motor can be determined and the transmission ratio of the target gear. The rotational speed of the target gear can then be determined based on the rotational speed of the drive motor and the transmission ratio of the target gear. In some embodiments, in response to the driving power of the shift fork being turned off, an indicator indicating that a transmission abnormality has occurred can be displayed on a display device of the vehicle.

[0047] Figure 6 FIG. 6 is a schematic diagram illustrating an exemplary process 600 for determining the rotational speed of the target gear and the rotational speed of the sleeve and shutting off the driving power of the shift fork according to some embodiments of the present disclosure. Figure 6 As shown, the process 600 can determine the position 602 and the moving direction 604 of the shift fork, and then determine the target gear 606 based on the position 602 and the moving direction 604. For example, when the position 602 of the shift fork is to the left of the center position between the two gears and outside the safety range, and the moving direction 604 is moving to the left, the process 600 can determine that the gear on the left is the target gear 606. After determining that the shift fork is moving toward the target gear 606, the process 600 can determine the gear ratio 608 of the target gear 606. Since the power of the target gear 606 comes from the vehicle's drive motor (e.g., Figure 114 in the drive motor 114), the process 600 may also determine the speed 610 of the drive motor, and determine the speed 612 of the target gear 606 based on the gear ratio 608 of the target gear 606 and the speed 610 of the drive motor. In addition, when the sleeve is not engaged with the gear, it rotates under the drive shaft, the retarder, and the differential. Therefore, to determine the speed of the sleeve, the process 600 may also determine the speed 614 of the wheel, the gear ratio 616 of the retarder, and the gear ratio 618 of the differential, and determine the speed 620 of the sleeve based on the speed 614, the gear ratio 616, and the gear ratio 618.

[0048] After determining the target gear 606 rotational speed 612 and the sleeve rotational speed 620, process 600 may input these values ​​into a rotational speed comparison module 622. Speed ​​comparison module 622 may determine the difference between the target gear 606 rotational speed 612 and the sleeve rotational speed 620. If the difference is greater than a predetermined threshold, speed comparison module 622 may generate a request to shut off the driving power to the shift fork and transmit the shutoff request to power shutoff module 624. Upon receiving the request to shut off the driving power to the shift fork, power shutoff module 624 may shut off the driving power to the shift motor that powers the shift fork, thereby stopping the shift fork and sleeve from moving and preventing the sleeve from colliding with the target gear 606. After shutting off the driving power to the shift motor, process 600 may also display an indicator of a transmission or vehicle abnormality on a vehicle display device (e.g., an instrument panel, a media center, etc.) to allow the user to promptly be notified of the vehicle abnormality and take safety precautions. The logo may be in the form of an icon, image, text, voice, etc., or any combination thereof.

[0049] In this manner, process 600 considers the gear ratio of target gear 606 and target drive motor speed 610 when determining target gear speed 612. This allows determination of target gear speed 612 without the addition of additional sensors or other components, saving additional costs and improving the accuracy of the determined speed 612. Furthermore, process 600 considers wheel speed 614, retarder gear ratio 616, and differential gear ratio 618 when determining sleeve speed 620. This allows determination of sleeve speed 620 without the addition of additional sensors or other components, saving additional costs and improving the accuracy of the determined speed 620. Furthermore, the indication of vehicle or transmission abnormalities allows users to promptly understand the vehicle's driving conditions and take appropriate emergency measures, thereby improving driving safety and user experience.

[0050] Figure 7FIG. 7 shows a block diagram of an apparatus 700 for detecting gear shift safety according to some embodiments of the present disclosure. Figure 7 As shown, apparatus 700 includes a movement trend determination unit 702 configured to determine that a shift fork within a vehicle's transmission is moving toward a target gear. Apparatus 700 also includes a sleeve speed determination unit 704 configured to determine a first speed of a sleeve controlled by the shift fork within the transmission. Apparatus 700 also includes a gear speed determination unit 706 configured to determine a second speed of the target gear. Furthermore, apparatus 700 also includes a drive power control unit 708 configured to shut off the drive power to the shift fork in response to the first and second speeds satisfying predetermined conditions.

[0051] It will be appreciated that the device 700 of the present disclosure can achieve at least one of the advantages achievable by the methods or processes described above. For example, the device 700 can shut off the driving power of the shift fork before the sleeve collides with the gear, reducing the impact between the gear and the sleeve, extending the service life of the gear and sleeve, and improving driving safety.

[0052] Figure 8 1 shows a block diagram of a transmission 800 in which various embodiments of the present disclosure may be implemented. The transmission 800 may be, for example, Figure 1 As shown, the transmission 800 includes a processor 801 that can execute various appropriate actions and processes based on computer program instructions stored in a read-only memory (ROM) 802 and loaded into a random access memory (RAM) 803. Various programs and data required for the operation of the transmission 800 may also be stored in the RAM 803. The processor 801, ROM 802, and RAM 803 are interconnected via a bus 804. An input / output (I / O) interface 805 is also connected to the bus 804.

[0053] The processor 801 can be a variety of general-purpose and / or specialized processing components with processing and computing capabilities. Some examples of the processor 801 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units that run machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The processor 801 performs the various methods and processes described above, such as method 200. For example, in some embodiments, method 200 can be implemented as a computer software program that is tangibly embodied on a machine-readable medium. In some embodiments, part or all of the computer program can be loaded and / or installed on the transmission 800 via ROM 802. When the computer program is loaded into RAM 803 and executed by the processor 801, one or more steps of the method 200 described above can be performed. Alternatively, in other embodiments, the processor 801 can be configured to perform method 200 by any other suitable means (e.g., by means of firmware).

[0054] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), and the like.

[0055] The program code for implementing the method of the present disclosure can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0056] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or apparatus. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or apparatus, or any suitable combination of the foregoing. More specific examples of machine-readable storage media may include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In addition, although each operation is depicted in a specific order, this should be understood as requiring that such operations be performed in the specific order shown or in a sequential order, or requiring that all illustrated operations be performed to obtain the desired result. In certain environments, multitasking and parallel processing may be advantageous. Likewise, although several specific implementation details are included in the above discussion, these should not be construed as limiting the scope of this disclosure. Certain features described in the context of separate embodiments may also be implemented in combination in a single implementation. Conversely, various features described in the context of a single implementation may also be implemented in multiple implementations individually or in any suitable subcombination.

[0057] Although the subject matter has been described in language specific to structural features and / or methodological logical acts, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are merely example forms of implementing the claims.

Claims

1. A method for detecting gear shift safety, comprising: determining that a shift fork (108) within a transmission (102) of the vehicle is moving toward a target gear; determining a first rotational speed of a sleeve (110) controlled by the shift fork (108) within the transmission (102); determining a second rotational speed of the target gear; and In response to the first speed and the second speed satisfying a predetermined condition, the driving power of the shift fork (108) is shut off.

2. The method according to claim 1, wherein in response to the first speed and the second speed satisfying a predetermined condition, shutting off the driving power of the shift fork (108) comprises: determining a difference between the first rotational speed and the second rotational speed; comparing the difference to a predetermined threshold; as well as In response to the difference being greater than the predetermined threshold, the driving power to the shift fork (108) is shut off.

3. The method of claim 1 , wherein the target gear is a first gear, and determining that the shift fork (108) within the transmission (102) of the vehicle is moving toward the target gear comprises: Obtaining a position of the shift fork (108) between the first gear position gear (104) and the second gear position gear (106); Obtaining the moving direction of the shift fork (108); and Based on the position and the movement direction of the shift fork (108), it is determined that the shift fork (108) is moving toward the first gear (104).

4. The method of claim 3, wherein determining that the shift fork (108) is moving toward the first gear (104) based on the position and the movement direction of the shift fork (108) comprises: determining a center position between the first gear position gear (104) and the first gear position gear (106); as well as In response to determining that the position of the shift fork (108) is between the center position and the first gear (104) and the movement direction of the shift fork (108) is toward the first gear (104), it is determined that the shift fork (108) is moving toward the first gear (104).

5. The method of claim 4 , wherein in response to determining that the position of the shift fork (108) is between the center position and the first gear (104) and the movement direction of the shift fork (108) is toward the first gear (104), determining that the shift fork (108) is moving toward the first gear (104) includes: In response to determining that the position of the shift fork (108) is between the center position and the first gear (104), a distance between the position and the center position is greater than a predetermined threshold, and the movement direction of the shift fork (108) is toward the first gear (104), it is determined that the shift fork (108) is moving toward the first gear (104).

6. The method according to claim 5, further comprising: In response to determining that the position of the shift fork (108) is between the center position and the first range gear (104) and the distance between the position and the center position is not greater than the predetermined threshold, it is determined that the shift fork (108) is not moving toward the first range gear (104).

7. The method according to claim 4, further comprising: In response to determining that the position of the shift fork (108) is not between the center position and the first range gear (104), it is determined that the shift fork (108) is not moving toward the first range gear (104).

8. The method of claim 1 , wherein determining the first rotational speed of the sleeve (110) connected to the shift fork (108) within the transmission (102) comprises: determining a rotational speed of a wheel (130) of the vehicle; determining a rotational speed ratio between the wheel and the sleeve (110) of the transmission (102); and The first rotational speed of the sleeve (110) is determined based on the rotational speed of the wheel (130) and the rotational speed ratio.

9. The method of claim 8, wherein determining the speed ratio of the wheel (130) to the sleeve (110) of the transmission (102) comprises: determining a transmission ratio of a retarder (118) of the vehicle; determining a transmission ratio of a differential (120) of the vehicle; as well as The speed ratio of the wheel (130) to the sleeve (110) of the transmission (102) is determined based on the speed of the wheel (130), the gear ratio of the retarder (118), and the gear ratio of the differential (120).

10. The method of claim 1, wherein determining the second speed of the target gear comprises: determining a rotational speed of a drive motor (112) of the vehicle; Determining the transmission ratio of the target gear; as well as The second speed of the target gear is determined based on the speed of the drive motor (112) and the transmission ratio of the target gear.

11. The method according to claim 1 , further comprising: In response to the driving power of the shift fork (108) being turned off, an indicator indicating that an abnormality has occurred in the transmission (102) is displayed on a display device of the vehicle.

12. A device (700) for detecting gear shift safety, comprising: a movement trend determination unit (702) configured to determine that a shift fork (108) in a transmission (102) of a vehicle is moving toward a target gear; A sleeve speed determination unit (704) configured to determine a first speed of a sleeve (110) controlled by the shift fork (108) in the transmission (102); a gear speed determination unit (706), configured to determine a second speed of the target gear; as well as A driving power control unit (708) is configured to shut off the driving power of the shift fork (108) in response to the first speed and the second speed satisfying a predetermined condition.

13. A transmission (800), comprising: at least one processor (801); as well as A memory (802) coupled to the at least one processor (801) and having instructions stored thereon, which, when executed by the at least one processor (801), cause the transmission (800) to perform the method according to any one of claims 1-11.

14. A computer-readable storage medium having computer-executable instructions stored thereon, wherein the computer-executable instructions are executed by a processor to implement the method according to any one of claims 1 to 11.

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