Method and device for controlling gear shifting of vehicle, vehicle and storage medium

Abstract

The invention provides a method and device for controlling gear shifting of a vehicle, the vehicle and a storage medium, the method is applied to the field of vehicle gear shifting control, and the method comprises the steps that under the condition that the vehicle meets a preset gear shifting condition, a gear shifting allowing signal is sent; and at any first moment in the period when the preset gear shifting process signal is not received, the gear shifting process signal at the first moment is restrained, a gear shifting allowing signal continues to be sent, so that the vehicle can conduct gear shifting normally, and the preset gear shifting process signal is used for representing that the vehicle is in the gear shifting state. By means of the method, the judgment result that the gear shifting process signal is not established can be restrained in the time period when the gear shifting process signal is sent in a delayed mode, the vehicle is kept in the gear shifting allowing state all the time so that normal gear shifting can be achieved, and therefore the problem that gear shifting of the vehicle fails due to the fact that the gear shifting process signal is sent in a delayed mode is avoided.

Description

Technical Field

[0001] The present application relates to the field of vehicle shift control, and more particularly, to a method, device, vehicle and storage medium for controlling vehicle shift in the field of vehicle shift control. Background Art

[0002] Currently, some vehicles on the market are equipped with rear-axle shifting mechanisms. During the shifting process, the vehicle control unit (VCU) first determines that a gear shift is required and sends the target gear and a shift permission signal to the automatic clutch unit (ACU). Upon receiving these two signals, the ACU initiates the shift and sends a shift progress signal to the VCU.

[0003] During the above process, due to the influence of the ACU's internal signal processing logic, there is a certain delay from the time the ACU receives the shift signal sent by the VCU, to the time the ACU begins to control the internal mechanical structure to execute the action, the shift process is established, and then the ACU sends the shift process establishment signal to the VCU. Due to the signal transmission delay issue, during the period when the shift process establishment signal is not received, the VCU will mistakenly believe that the ACU's shift process is not established, reset the shift process status, and determine that the current shift permission conditions do not meet. As a result, the target gear position is returned to the original actual gear position, and the vehicle is no longer allowed to shift gears. As a result, the above problem will ultimately lead to the failure of this shift, affecting the safety of the vehicle during driving. Summary of the Invention

[0004] The present application provides a method, device, vehicle and storage medium for controlling vehicle gear shifting. The method can suppress the judgment result that the gear shifting process signal is not valid during the period when the gear shifting process signal is delayed, so that the vehicle always maintains a state that allows gear shifting to shift normally, thereby avoiding the problem of vehicle gear shifting failure caused by the delayed sending of the gear shifting process signal.

[0005] In a first aspect, a method for controlling vehicle gear shifting is provided, the method comprising: sending a gear shift permission signal when the vehicle meets preset gear shifting conditions; at any first moment during which a preset gear shifting progress signal is not received, suppressing the gear shifting progress signal at the first moment and continuing to send the gear shift permission signal to enable the vehicle to shift gears normally, the preset gear shifting progress signal being used to indicate that the vehicle is in a gear shifting state.

[0006] The preset gear shift process signal is a gear shift process establishment signal, which represents that the vehicle is in a gear shifting state.

[0007] In the above technical solution, the present application provides a method for controlling vehicle shifting when the vehicle needs to shift gears. The specific implementation process of this method is as follows: when the vehicle meets the preset shifting conditions, the vehicle sends a shift permission signal. After sending the shift permission signal, the vehicle continues to send the shift permission signal for a period of time during which it does not receive the shift progress establishment signal, so that the shift permission state is always in the set state. During the period during which the shift progress establishment signal is delayed, the shift permission is also always established, so that the vehicle can shift gears normally according to the shift permission signal, avoiding the problem of the shift permission being in the reset state and no longer allowing gear shifting, resulting in vehicle shift failure.

[0008] In combination with the first aspect, in some possible implementations, the method also includes: at any second moment after receiving the preset shift process signal, determining the target shift signal at the second moment based on the shift process signal at the second moment, the actual gear position at the second moment, and the target gear position.

[0009] In the above technical solution, upon receiving the shift progress confirmation signal, the vehicle has initiated a shift. During the shift process, the vehicle can further monitor the shift progress. Since whether the shift permission is established is closely related to the shift progress signal, the actual gear position, and the target gear position, the vehicle can accurately determine whether the current shift is complete by monitoring the shift progress signal, the actual gear position, and the target gear position at any point in the shift process, thereby ensuring accurate identification of the vehicle's shift progress. Consequently, the vehicle can further determine the target shift signal at a second moment based on the shift progress determination, enabling accurate control of whether the shift signal is transmitted.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target shift signal at the second moment is determined based on the shift process signal at the second moment, the actual gear position and the target gear position, including: determining the comparison result of the actual gear position and the target gear position; determining the target shift signal based on the comparison result or the shift process signal at the second moment.

[0011] In this technical solution, when determining the target shift signal, the vehicle compares the actual gear position with the target gear position, accurately understanding the difference between the current gear position and the target gear position. Based on this, the target shift signal is determined for different scenarios in combination with the shift progress signal, making the vehicle's shift control more precise.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target shift signal is determined by a set-reset trigger, and the set-reset trigger includes a set end and a reset end. The target shift signal is determined based on the comparison result or based on the shift process signal, including: determining the input signal of the set end at the second moment based on the comparison result; determining the input signal of the reset end at the second moment based on the shift process signal at the second moment; and determining the target shift signal based on the input signal of the set end at the second moment or the input signal of the reset end at the second moment.

[0013] In the above technical solution, when determining the target shift signal, this application uses the characteristics of the set-reset trigger to determine the comparison result as the set end input signal and the shift process signal as the reset end input signal, and can utilize the characteristics of the set-reset trigger to obtain an accurate target shift signal.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target shift signal includes the shift permission signal and the shift prohibition signal, and the target shift signal is determined based on the input signal of the set end at the second moment or the input signal of the reset end at the second moment, including: when the input signal of the set end at the second moment indicates that the target gear position is not equal to the actual gear position, the target shift signal is determined to be the shift permission signal; when the input signal of the reset end at the second moment indicates that the vehicle is not in a shifting state, the target shift signal is determined to be the shift prohibition signal.

[0015] In the above technical solution, the present application presupposes that when the target gear position and the actual gear position are different, the input signal of the set end is a valid signal. When the gear shift process signal is a gear shift process invalid signal, the input signal of the reset end is a valid signal.

[0016] Based on the principle of a set-reset trigger, the comparison result between the target gear position and the actual gear position is determined as the input signal of the set end, and the shift progress signal is determined as the input signal of the reset end. When the target gear position and the actual gear position are different, the set-reset trigger directly outputs a valid signal. In this application, the set-reset trigger outputting a valid signal indicates that the vehicle meets the conditions for the shift operation, indicating that the vehicle has not yet completed the shift. Therefore, the vehicle can continue to send the permission shift signal. When the shift progress signal is a shift progress invalid signal, indicating that the vehicle is not in the shifting state, the set-reset trigger directly outputs an invalid signal. In this application, the set-reset trigger outputting an invalid signal indicates that the vehicle does not meet the conditions for the shift operation, indicating that the vehicle's current shift is complete. Therefore, the vehicle no longer sends the permission shift signal. Thus, the above-mentioned set-reset trigger accurately identifies whether the vehicle's shift is complete, prevents the vehicle from shifting at inappropriate times, and improves the reliability and stability of the vehicle's shifting.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the shift process signal at the first moment is suppressed, including: shielding the input signal of the reset end at the first moment, or setting the input signal of the reset end at the first moment to the preset shift process signal.

[0018] In the above technical solution, when the shift progress completion signal is not received, the input signal to the reset terminal of the set-reset flip-flop is shielded or set to the shift progress completion signal, causing the set-reset flip-flop to ultimately output a valid signal, thereby enabling the continued transmission of the shift permission signal. This process allows the vehicle to continue shifting by continuing to transmit the shift permission signal even when the shift progress completion signal has not been received. Compared to the prior art, this process improves the success rate and accuracy of vehicle shifting by not transmitting the shift permission signal when the shift progress completion signal is not received, which falsely determines that the vehicle does not meet the preset shift conditions. This process also improves the shift success rate and accuracy of vehicle shifting.

[0019] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the method further includes: while the vehicle is shifting gears, controlling the rear axle motor of the vehicle to stop outputting torque.

[0020] In the above technical solution, when the vehicle shifts gears, the gears, synchronizers and other mechanical components in the transmission need to engage or disengage. If the rear axle motor continues to output torque at this time, these components will bear additional loads, which can easily lead to wear, deformation and even damage. Controlling the motor to stop outputting torque allows the mechanical components to complete gear shifts smoothly without power interference, extending their service life, reducing maintenance costs, and avoiding the impact of interruptions or fluctuations in power transmission during gear shifts on the vehicle's driving state, making the gear shifting process smoother, reducing the sense of frustration in the vehicle body, and improving ride comfort. Especially in urban road conditions or complex driving scenarios with frequent gear shifts, it can effectively improve the driving experience.

[0021] In a second aspect, a device for controlling vehicle gear shifting is provided, which includes: a signal sending module for sending a gear shift permission signal when the vehicle meets a preset gear shift condition; a gear shift control module for suppressing the gear shift process signal at any first moment during a period when a preset gear shift process signal is not received and continuing to send the gear shift permission signal to enable the vehicle to shift gears normally, and the preset gear shift process signal is used to indicate that the vehicle is in a gear shifting state.

[0022] In combination with the second aspect, in some possible implementations, the device also includes: a signal determination module for determining the target shift signal at any second moment after receiving the preset shift process signal based on the shift process signal at the second moment, the actual gear position at the second moment, and the target gear position.

[0023] In combination with the second aspect and the above-mentioned implementation, in some possible implementations, the signal determination module is specifically used to: determine the comparison result between the actual gear and the target gear; and determine the target shift signal based on the comparison result or the shift process signal at the second moment.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the target shift signal is determined by a set-reset trigger, and the set-reset trigger includes a set end and a reset end. The signal determination module is also used to: determine the input signal of the set end at the second moment based on the comparison result; determine the input signal of the reset end at the second moment based on the shift process signal at the second moment; determine the target shift signal based on the input signal of the set end at the second moment or the input signal of the reset end at the second moment.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the target shift signal includes the gear shift permission signal and the gear shift prohibition signal, and the signal determination module is also used to: when the input signal of the set end at the second moment indicates that the target gear position is not equal to the actual gear position, determine the target shift signal as the gear shift permission signal; when the input signal of the reset end at the second moment indicates that the vehicle is not in a gear shifting state, determine the target shift signal as the gear shift prohibition signal.

[0026] In combination with the second aspect and the above-mentioned implementation, in some possible implementations, the shift control module is specifically used to: shield the input signal of the reset end at the first moment, or set the input signal of the reset end at the first moment to the preset shift process signal.

[0027] In combination with the second aspect and the above implementations, in some possible implementations, the device further includes: a torque limiting module, configured to control the rear axle motor of the vehicle to stop outputting torque when the vehicle is shifting gears.

[0028] 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.

[0029] 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.

[0030] 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

[0031] Figure 1 1 is a schematic structural diagram of a gear shifting system provided in an embodiment of the present application;

[0032] Figure 2 This is a flowchart of an implementation process of an ACU sending a shift process establishment signal provided by an embodiment of the present application;

[0033] Figure 3 This is a timing diagram of a vehicle shifting process provided by an embodiment of the present application;

[0034] Figure 4is a schematic flow chart of a method for controlling vehicle gear shifting provided in an embodiment of the present application;

[0035] Figure 5 This is a schematic diagram of the working principle of a set-reset flip-flop provided in an embodiment of the present application;

[0036] Figure 6 Schematic diagram of the working principle of another set-reset flip-flop provided in an embodiment of the present application;

[0037] Figure 7 is a schematic flow chart of another method for controlling vehicle gear shifting provided in an embodiment of the present application;

[0038] Figure 8 1 is a schematic structural diagram of a device for controlling vehicle gear shifting provided in an embodiment of the present application;

[0039] Figure 9 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0040] 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.

[0041] 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.

[0042] Before introducing the solutions of the embodiments of the present application, the professional terms that may be involved in the embodiments of the present application are first explained.

[0043] Rear axle shift mechanism: This refers to the shifting device located on the rear axle of a vehicle's transmission system. Its primary function is to adjust the power and speed delivered to the rear wheels by changing the gear combination, thereby meeting the vehicle's various driving requirements, such as starting, accelerating, climbing, or decelerating.

[0044] Gear shifting process: refers to the series of operations and state changes experienced when shifting from the current gear to the target gear during vehicle driving.

[0045] The gear shift process is established: it means that the vehicle has the conditions for gear shifting and the gear shifting operation can be carried out as expected.

[0046] The gear shift process is not established: it means that there are some factors in the vehicle that make it impossible to shift gears according to the normal process.

[0047] A state machine (FSM) is an abstract mathematical model used to describe system behavior. It consists of a set of states, an initial state, a set of input events, and state transition rules defined based on the states and input events.

[0048] In a state machine, the system is in one of these states at any given moment. When it receives a specific input event, it transitions from one state to another according to predefined state transition rules. Because a state machine typically has a limited number of states, it is also called a "finite state machine."

[0049] Set-Reset Flip-Flop (SR Flip-Flop): A basic bistable storage element consisting of two cross-coupled NAND or NOR gates. It has two inputs, set (S) and reset (R), and two outputs, usually represented by Q and non-Q. The states of Q and non-Q are opposite.

[0050] The logical function of the SR trigger is: when a valid signal is input to the S terminal (here, it is assumed that the valid signal corresponds to a high level), regardless of the state of the R terminal, the SR trigger will be set, so that the Q terminal output is a high level and the non-Q terminal output is a low level; when a valid signal is input to the R terminal, regardless of the state of the S terminal, the trigger will be reset, so that the Q terminal output is a low level and the non-Q terminal output is a high level.

[0051] Generally, to ensure proper operation of the flip-flop, the input signals at both the S and R terminals of an SR flip-flop must not be valid at the same time. This process can be achieved by connecting a logic circuit, such as a NOT gate, between the S and R terminals, ensuring that S and R satisfy a certain logical relationship, thus ensuring that S and R cannot be 1 at the same time. For example, by connecting the output of S to the R terminal through a NOT gate, when S = 1, R must be 0.

[0052] It should be understood that the application scenario of the embodiment of the present application is a vehicle shifting scenario, and is specifically applied to a vehicle equipped with a rear axle shifting mechanism.

[0053] For vehicles equipped with a rear-axle shift mechanism, the general shift process is as follows: When the VCU detects that the shift conditions are met, it sends a shift signal to the ACU, which includes the target gear position. Upon receiving the shift signal, the ACU begins controlling the internal mechanical structure, changing the actual position of the mechanism and sending a shift progress signal (i.e., a signal indicating that the shift process is complete). Once the ACU determines that the actual gear position matches the target gear position sent by the VCU, it sends a shift completion signal to the VCU, confirming the completion of the shift process.

[0054] It should also be understood that vehicles can currently be divided into the following three types based on their power source: hybrid electric vehicles (HEVs), battery electric vehicles (BEVs), and traditional fuel vehicles. The rear axle shift mechanism can be applied to any of these three types of vehicles, and this embodiment of the present application is not limited thereto. The following embodiments of the present application will be described using a battery electric vehicle as an example.

[0055] Before introducing the application scenarios of the embodiments of the present application, for ease of understanding, the structure of the vehicle shifting system and the detailed shifting working principle are first introduced.

[0056] Figure 1 It is a structural schematic diagram of a gear shifting system provided in an embodiment of the present application.

[0057] For example, Figure 1 As shown, the shift system 100 includes an electronic control unit (ECU) of VCU 101 and an ACU 102 .

[0058] In a possible implementation, during the gear shifting process, the multiple mechanical components controlled by the ACU 102 include a hydraulic actuator 103 , a shift fork 104 , a synchronizer 105 , a clutch 106 , a gear position detection mechanism 107 , and a gear mechanism 108 .

[0059] During the gear shift process, the interaction between VCU101 and ACU102 is as follows:

[0060] The VCU 101 is used to monitor multiple vehicle status parameters related to gear shifting in real time, such as vehicle speed, engine speed, transmission oil temperature, and accelerator pedal position. Based on the monitored vehicle status parameters, the VCU 101 determines whether the vehicle meets the preset gear shift conditions according to the preset gear shift logic and algorithm.

[0061] If the vehicle meets the preset shift conditions, the VCU 101 can determine the target gear to be shifted based on the vehicle's status parameters. Furthermore, the VCU 101 generates a shift signal (or shift instruction) based on the target gear and sends it to the ACU 102, which controls the relevant components to execute the shift action according to the shift signal.

[0062] After receiving the shift signal from VCU101, ACU102 controls the various internal components as follows:

[0063] First, the ACU 102 responds to the shift instruction, outputs current, starts the motor and drives the gear position detection mechanism 107 to operate.

[0064] In a possible implementation, the gear position detection mechanism 107 includes a screw, a screw nut, and a slide rail seat with a slide rail groove.

[0065] Specifically, the motor rotates, driving the lead screw through the transmission mechanism. The lead screw is threadedly connected to the lead screw nut, causing the lead screw nut to move linearly within the guide rail. The magnet in the lead screw nut moves accordingly, and the changes in the magnet's magnetic field are detected by the Hall effect sensor on the gear position detection circuit board. This allows the preset position of the shift fork 104 to be determined in real time, preparing for subsequent gear shifts.

[0066] Furthermore, the ACU 102 controls the hydraulic pump in the hydraulic actuator 103 to start, drawing hydraulic oil from the tank and pressurizing it to the corresponding hydraulic circuit of the clutch 106. Furthermore, the ACU 102 controls components such as the solenoid reversing valve to direct the high-pressure hydraulic oil to the clutch 106's actuator cylinder. The high-pressure hydraulic oil entering the clutch 106's actuator cylinder generates pressure, pushing the piston to move against the spring force and the resistance of the clutch 106's pressure plate. This movement of the piston drives the clutch 106's release bearing axially. The release bearing moves and presses against the clutch 106's release lever (or diaphragm spring), forcing the clutch 106's pressure plate to move backward against the spring force. This reduces the pressure between the clutch 106's pressure plate and the clutch 106's friction plate until they are completely separated, cutting off power transmission between the engine and the transmission system and disengaging the clutch 106.

[0067] After the above process is completed, the ACU 102 may generate a gear shifting process establishment signal and send it to the VCU 101 , so that the VCU 101 can confirm that the current vehicle is in the “gear shifting” state.

[0068] In response to the gear shifting progress establishment signal, the VCU 101 changes the gear shifting progress state from the reset state to the set state to indicate that the vehicle is currently in the gear shifting state.

[0069] After clutch 106 disengages, ACU 102, based on feedback from gear position detection mechanism 107, controls the solenoid reversing valve, directing high-pressure hydraulic oil to the oil circuit connected to the cylinder of the shift fork 104 corresponding to the target gear. Simultaneously, the oil circuit on the other side of the shift fork 104 cylinder is connected to the oil return line. High-pressure hydraulic oil enters one chamber of the shift fork 104 cylinder, pushing the piston. This piston, driven by the connecting rod, moves the shift fork 104, which then begins to push the clutch sleeve of the synchronizer 105.

[0070] The spring force of the slider in synchronizer 105 pushes the synchronizer ring toward the engaging ring gear of the gear corresponding to the target gear. Because the synchronizer ring and the engaging ring gear rotate at different speeds, friction is generated when they come into contact. This friction gradually changes the speed of the synchronizer ring, which in turn drives the splined hub of synchronizer 105 and the transmission input shaft until the speed matches that of the gear corresponding to the target gear, achieving speed synchronization.

[0071] Under the continuous action of the hydraulic actuator 103, the shift fork 104 continues to push the engagement sleeve of the synchronizer 105, so that it disengages from the engagement ring gear of the gear corresponding to the original gear, moves along the spline shaft, and smoothly meshes with the engagement ring gear of the gear corresponding to the target gear, completing the switching of the gear transmission ratio.

[0072] ACU 102 controls hydraulic actuator 103 to reduce the hydraulic oil pressure in the actuator cylinder of clutch 106. The pressure plate of clutch 106 gradually returns to its original position under the action of the spring force, re-engaging and compressing the friction plate of clutch 106. The engine power is then transmitted to the transmission input shaft through the flywheel, the pressure plate of clutch 106, and the friction plate. Then, it is transmitted to the transmission output shaft through the gear pair corresponding to the newly engaged target gear, and ultimately to the drive wheels.

[0073] The gear position detection mechanism 107 continuously monitors the position of the shift fork 104. When it detects that the shift fork 104 reaches the preset position corresponding to the target gear, and the ACU 102 detects that the current actual gear is consistent with the target gear sent by the VCU 101, the actual gear is sent to the VCU 101.

[0074] Due to factors such as line transmission and sensor accuracy, after receiving the actual gear position, VCU101 needs to further compare the actual gear position with the target gear position to determine whether the two are consistent. If the actual gear position is consistent with the target gear position and VCU101 determines that the vehicle has met the shift completion requirements based on the vehicle status parameters, the shift is determined to be complete and VCU101 will no longer send the shift signal to ACU102.

[0075] Therefore, the above process is the entire shifting process of a vehicle equipped with a rear axle shift mechanism.

[0076] During the above-mentioned shifting process, due to the influence of the signal processing logic inside ACU102, there is a certain delay from the time ACU102 receives the shifting signal, to the time ACU102 starts to control the output current, starts the motor to run and drives the gear position detection mechanism 107 to run, and then to the time ACU102 sends the shifting process establishment signal to VCU101.

[0077] Below through Figure 2 A detailed explanation is given of the reasons for the delay in ACU sending signals.

[0078] Figure 2 This is a flowchart of an implementation process of an ACU sending a shift process establishment signal provided by an embodiment of the present application.

[0079] For example, Figure 2 As shown in FIG, after the VCU sends a gear shift signal to the ACU, the ACU can be divided into functional modules according to the internal signal processing process of the ACU.

[0080] In one possible implementation, Figure 2 As shown, the ACU can include a signal receiving module, an inter-core communication module, and a disengagement module. The functions and interactions of each module in the shift signal processing process are as follows:

[0081] After the VCU sends a shift signal, the signal receiving module first receives the shift signal, and this process takes about 10ms.

[0082] The signal receiving module further forwards the shift signal to the inter-core communication module. Inter-core refers to communication between different cores within a multi-core processor. In the embodiments of this application, the ACU may utilize a multi-core processor to meet complex computing and real-time control requirements. A multi-core processor has multiple independent computing cores, each capable of processing different tasks in parallel. The inter-core communication module is responsible for transmitting data and control signals between different cores.

[0083] For example, in the ACU, one core or a group of cores may be assigned to handle tasks related to gear shift control. Therefore, after receiving a gear shift signal, the signal receiving module can forward it to the inter-core communication module. The inter-core communication module then distributes the gear shift signal to a core responsible for processing the signal, which then forwards the signal to the disengagement module. This process takes approximately 10ms.

[0084] The disengagement module receives the shift signal and calls the underlying software function to perform pulse width modulation (PWM) output, controlling the mechanical structure to start a series of disengagement actions (e.g. Figure 1The gear position detection mechanism 107 in the process is running, and the clutch 106 is disengaged), a gear shift process establishment signal is generated and forwarded to the inter-core communication module. This process takes about 10ms.

[0085] The process of the inter-core communication module forwarding the gear shift process establishment signal to the signal receiving module takes about 10ms. The signal receiving module receives the gear shift process establishment signal forwarded by the inter-core communication module, which takes about 10ms.

[0086] Furthermore, when the signal receiving module sends the gear shift process establishment signal to the VCU, it needs to report the gear shift process establishment signal to the controller area network (CAN) bus, and this process also takes 10ms.

[0087] From the above process, we can see that the process from the VCU sending the shift signal to the ACU reporting the shift process establishment signal to the CAN bus is the process of the ACU internally processing the shift signal. This process takes about 60ms. Specifically, it can be divided into two stages. Figure 2 As shown, it takes 30ms for the ACU to receive the gear shift signal and generate the gear shift process establishment signal, and it takes 30ms for the ACU to report the gear shift process establishment signal to the CAN bus.

[0088] It should be understood that the above Figure 2 The duration of each stage of the ACU's internal shift signal processing (e.g., 10ms) is for illustrative purposes only. In actual driving scenarios, the duration of the ACU's internal shift signal processing may vary depending on the vehicle model, shift mechanism structure, driving conditions, and surrounding environmental conditions.

[0089] It should also be understood that the process of receiving the shift progress establishment signal within the VCU is part of the VCU's internal signal processing logic and is not discussed in depth in this embodiment of the application. Considering signal delays during normal transmission, it is assumed that the maximum preset time from the VCU sending the shift signal to receiving the shift progress signal sent by the ACU is bms.

[0090] The delay problem in the transmission of the gear shift process establishment signal mentioned above is reflected in the following: ideally, when the VCU determines that the vehicle meets the gear shift requirements, the gear shift permission state is set to "true", which is used to indicate that the vehicle is currently allowed to shift gears. Furthermore, the VCU can send a gear shift permission signal to the ACU. Within the BMS, the VCU can receive the gear shift process establishment signal sent by the ACU and switch the gear shift process state to the set state. Thereafter, the gear shift permission state will remain "true", and the VCU will continue to send the gear shift permission signal to the ACU in a periodic manner. The above process continues until the VCU determines that the gear shift is completed. The VCU will correspondingly change the gear shift permission state to "false" and send a gear shift prohibition signal to the vehicle or no longer send a gear shift permission signal to the vehicle.

[0091] In practice, when the VCU determines that the vehicle meets the shift requirements, it sets the shift permission status to "true," indicating that the vehicle is currently permitted to shift. After the VCU sends the shift permission signal to the ACU, due to the delay in the shift progress signal, the VCU cannot receive the shift progress completion signal from the ACU within the BMS. In this case, the VCU determines that the ACU's shift progress is not complete (or, the VCU believes that the ACU has not responded) and controls the shift progress status to remain in the reset state according to the original shift progress signal (i.e., the shift progress not complete signal). Since the shift progress signal is not complete, the VCU determines that the vehicle currently does not meet the shift permission conditions, resets the target gear to the original actual gear, changes the shift permission status to "false," and sends a shift prohibition signal to the vehicle or stops sending the shift permission signal. However, while processing the shift signal, the ACU controls its internal mechanical mechanisms to execute actions in preparation for the subsequent shift. Due to the inertia of the mechanical structure, the shift cannot be immediately canceled. This process may ultimately lead to a shift failure, affecting normal vehicle operation.

[0092] Furthermore, because the ACU cannot undo the shift action, the transmission remains in an uncertain intermediate state, preventing normal power transmission. This prevents the rear axle from being in a torque-outputting gear, resulting in poor power transmission. Even if the driver depresses the accelerator pedal, the engine's power cannot be effectively transferred through the transmission to the rear axle drive wheels, resulting in a lack of vehicle speed increase and affected acceleration performance.

[0093] The following is a timing diagram of the gear shifting process in an embodiment of the present application, which explains the principle of gear shifting delay in principle.

[0094] Figure 3 This is a timing diagram of a vehicle shifting process provided in an embodiment of the present application.

[0095] For example, Figure 3As shown, the four curves are, from top to bottom, a change curve of "target gear request", a change curve of "gear shift permission state", a change curve of "actual gear" and a change curve of "gear shift process state".

[0096] Depend on Figure 3 As can be seen from the diagram, when a gear shift is required, the shift permission status curve first shows a rising edge, indicating that the shift permission status is "1" or "true." The shift permission status curve then changes from a rising edge to a falling edge, meaning it changes from "1" to "0" or from "true" to "false." At the same time, the shift progress status remains "0" until after an interval of time t, at which point it is set to "1." This means that when the shift permission status is "false," the VCU does not receive the shift progress completion signal, indicating a delay in the shift progress completion signal.

[0097] Based on the above problems, an embodiment of the present application provides a method for controlling vehicle gear shifting, which can suppress the judgment result that the gear shifting process signal is not valid during the period when the gear shifting process signal is delayed, so that the vehicle always maintains a state where gear shifting is allowed to shift normally, thereby avoiding the problem of vehicle gear shifting failure caused by the delayed sending of the gear shifting process signal.

[0098] The following describes an implementation process of a method for controlling vehicle gear shifting provided in an embodiment of the present application in conjunction with the accompanying drawings.

[0099] Figure 4 This is a schematic flow chart of a method for controlling vehicle shifting provided by an embodiment of the present application. It should be understood that this method can be applied to Figure 1 The shifting system 100 shown is specifically applied to the VCU 101 in the shifting system 100 .

[0100] For example, Figure 4 As shown, the method 400 includes the following steps 401 and 402.

[0101] 401 : When the vehicle meets the preset gear shifting conditions, a gear shifting permission signal is sent.

[0102] While the vehicle is in motion, the driver may control the vehicle to shift gears due to the driving state and the surrounding environment. Therefore, the VCU can determine whether the vehicle needs to shift gears based on the vehicle's state parameters, the driver's intention, and changes in road conditions.

[0103] When it is determined that the vehicle needs to shift gears, the VCU can determine the target gear that needs to be switched based on factors such as the driver's operating intention and the vehicle's status parameters.

[0104] After obtaining the target gear, the VCU in the embodiment of the present application can combine the target gear, the actual gear and the shift progress signal to determine whether the vehicle meets the preset shift conditions, that is, whether the shift is allowed.

[0105] For example, the VCU may obtain the current gear position and shift progress signal of the vehicle through the ACU.

[0106] Optionally, a shift progress signal corresponds to a shift progress status. The shift progress signal includes a shift progress completion signal and a shift progress failure signal. The shift progress completion signal corresponds to the "shifting in progress" state; the shift progress failure signal corresponds to the "not shifting in progress" state. "Not shifting in progress" has two meanings: the first meaning is that the vehicle does not need to shift gears at this time, meaning the shift has not yet begun; the second meaning is that the vehicle's shift process has completed and the target gear has been shifted. The difference between "not shifting in progress" and "completed" is that if the vehicle's shift has not begun, it means that the preset shift conditions are not met, and the vehicle will continue driving in the current gear, with no gear change during this process. However, a completed shift process means that the vehicle's gear has changed, from the original gear to the target gear. The connection between the two is that when the vehicle does not need to shift gears during driving, the shift progress signal is the shift progress failure signal. In this case, the shift progress failure signal indicates that the shift has not yet begun. As the vehicle moves, when the preset shift conditions are met, the shift progress signal switches from a shift progress not established signal to a shift progress established signal, indicating that the vehicle has begun the shift process. As the shift process progresses, once the vehicle has shifted to the target gear, the shift progress signal switches again from a shift progress established signal to a shift progress not established signal. The shift progress not established signal at this point indicates the shift process is complete.

[0107] In the embodiment of the present application, the judgment process of whether the gear shift permission or preset gear shift condition is met is determined by the SR trigger.

[0108] Figure 5 This is a schematic diagram of the working principle of an SR trigger provided in an embodiment of the present application.

[0109] For example, Figure 5 As shown, in the SR trigger set in the embodiment of the present application, S is the set terminal, R is the reset terminal, and Q is the output terminal. The opposite of the output state or output result of Q.

[0110] Among them, the "comparison result between the target gear and the actual gear" is the input signal of the set end S of the SR trigger; the "shift process signal" is the input signal of the reset end R of the SR trigger, and the output signal of the output end Q is the determination result of whether the preset shift conditions are met.

[0111] Specifically, in the embodiment of the present application, when the input signal of the set terminal S is the target gear position ≠ the actual gear position, the input signal of the set terminal S is a valid signal, that is, S=1; when the input signal of the reset terminal R is the signal that the gear shifting process is not established, the input signal of the reset terminal R is a valid signal, that is, R=1.

[0112] Based on the operating principle of the SR flip-flop, when the input signal at the set terminal S is valid, S = 1, the value of R is not considered (R is usually 0), and Q is equal to 1, indicating that the vehicle meets the preset shift conditions. Conversely, when the input signal at the reset terminal R is valid, R = 1, the value of S is not considered (S is usually 0), and Q is equal to 0, indicating that the vehicle does not meet the preset shift conditions. When the input signals at the set terminal S and the reset terminal R are both invalid, Q remains unchanged.

[0113] like Figure 5 As shown, when determining whether the vehicle meets the preset shift conditions, the VCU can determine whether the target gear position and the actual gear position are the same. If the target gear position and the actual gear position are different, that is, the set terminal S = 1, Q = 1, the VCU determines that the vehicle meets the preset shift conditions. Otherwise, if the shift progress signal is a shift progress failure signal, the reset terminal R = 1, Q = 0, and the VCU determines that the vehicle does not meet the preset shift conditions.

[0114] It should be understood that when the VCU determines that the vehicle meets the preset gear shifting conditions, when sending the gear shifting permission signal, in order to ensure the accuracy of the judgment result and avoid interference from various factors such as sensors on the judgment result. A state machine is added to the R end of the SR trigger to monitor the value of the output terminal Q. When the state machine detects that Q=1, it will continue to monitor the duration of Q=1. Only when it is detected that the duration of Q=1 is greater than the preset duration, that is, the duration of the vehicle meeting the preset gear shifting conditions is greater than the preset duration, the state machine will switch from the current state to the gear shifting permission state according to the pre-set state transition rules, and the corresponding VCU will set the gear shifting permission state to "true" and send a gear shifting permission signal to the ACU.

[0115] Optionally, the preset duration is 20ms.

[0116] After the state machine in the R end determines that the vehicle meets the preset shift conditions, it can also continue to monitor the length of time the vehicle meets the preset shift conditions. When the time reaches the preset length, the VCU is allowed to send a shift permission signal to the ACU.

[0117] In the above technical solution, the shift permission signal is only sent when the vehicle meets the preset shift conditions for a certain period of time. This ensures that the vehicle's meeting the preset shift conditions is not a false positive, but rather that shifting is permitted only when the preset shift conditions are consistently met. Thus, by limiting the duration of time the vehicle meets the preset shift conditions, the problem of accidental shifting can be avoided, improving the accuracy of vehicle shifting.

[0118] 402. At any first moment during which a preset shift progress signal is not received, the shift progress signal at the first moment is suppressed and the shift permission signal is continued to be sent so that the vehicle can shift gears normally. The preset shift progress signal is used to indicate that the vehicle is in a shifting state.

[0119] As explained above, due to the ACU's internal shift signal processing logic, the VCU may not receive the shift progress confirmation signal from the ACU within the specified time after sending the shift permission signal. In this case, the VCU changes the shift permission status from "true" to "false," thus disabling the ACU from shifting. However, upon receiving the shift signal, the ACU controls its internal mechanical execution, making it unable to immediately cancel the shift, resulting in a shift failure.

[0120] Based on the above-mentioned problem, the embodiment of the present application proposes a solution, which extends the time duration for the VCU to send the signal allowing gear shifting, so that the time duration for the VCU to send the signal allowing gear shifting continues until the preset gear shifting process signal sent by the ACU is received. The preset gear shifting process signal is the gear shifting process establishment signal.

[0121] The process of delaying the transmission of the gear shift permission signal mentioned above can be combined with the working principle of the aforementioned SR trigger. During the gear shift process, the target gear position ≠ the actual gear position, and S=1. If the gear shift process is not established, R=1, and finally Q=0, so that the VCU will determine that the vehicle does not meet the preset gear shift conditions, and will no longer send the gear shift permission signal. In this case, in order to ensure the delayed transmission of the gear shift permission signal, it is necessary to control Q=1, even if the vehicle is always in a state that meets the preset gear shift conditions. Since the actual gear position and the target gear position must be different during the gear shift process, the above-mentioned way to achieve Q=1 is to control R=0 (because R=1, Q=0), that is, to shield or ignore the situation where R=1.

[0122] Specifically, before adjustment, after the VCU sends a shift permission signal, and during the period in which it does not receive a preset shift progress signal (i.e., a shift progress completion signal) from the ACU, the VCU defaults to the shift progress signal being a shift progress failure signal, R = 1. In this embodiment of the present application, the shift progress signal is suppressed during the period in which the preset shift progress signal from the ACU is not received, thereby shielding the case in which R = 1. This allows the state of the SR flip-flop to be determined solely by the input signal at the S terminal. As long as S = 1, Q = 1.

[0123] In a possible implementation, suppressing the shift progress signal at the first moment includes:

[0124] The input signal of the reset terminal at the first moment is shielded, or the input signal of the reset terminal at the first moment is set as a preset shifting process signal.

[0125] For example, Figure 5 As shown, at any first moment during which the preset shift progress signal is not received, the shift progress signal at the first moment is a shift progress failure signal. The shift progress signal corresponds to the R terminal of the SR flip-flop. The shift progress signal at the first moment is suppressed, including by shielding the shift progress signal at the first moment or setting the shift progress signal at the first moment to the preset shift progress signal.

[0126] By blocking the shift progress signal at the first moment, the output of the SR trigger's output terminal Q is determined solely by the input signal at terminal S. Since the first moment is at some point in the shift process, the shift is not yet complete. Therefore, the target gear position at the first moment must not be equal to the actual gear position. Therefore, S = 1 and Q = 1 at the first moment, indicating that the vehicle meets the preset shift conditions. The corresponding shift permission state is "true" and no longer switches to "false." Consequently, the shift signal is a shift permission signal, and the VCU can continue to send the shift permission signal to the ACU.

[0127] If the shift progress signal at the first moment is the preset shift progress signal, then S = 1, R = 0, and Q = 1 at the first moment. This means the vehicle meets the preset shift conditions, and the corresponding shift permission state is "true" and no longer switches to "false." Accordingly, the shift signal is a shift permission signal, and the VCU can continue to send the shift permission signal to the ACU.

[0128] In the above technical solution, when the shift progress establishment signal is not received, the input signal to the reset terminal of the SR trigger is shielded or set to the shift progress establishment signal, causing the SR trigger to ultimately output a valid signal, thereby continuing to send the shift permission signal. This process allows the vehicle to continue shifting by continuing to send the shift permission signal even when the shift progress establishment signal has not been received. Compared to the prior art, this process improves the success rate and accuracy of vehicle shifting by not sending the shift permission signal when the shift progress establishment signal is not received, which falsely determines that the vehicle does not meet the preset shift conditions. This process also improves the shift success rate and accuracy of vehicle shifting.

[0129] Thus, the embodiment of the present application provides a method for controlling vehicle gear shifting when the vehicle needs to shift gears. The specific implementation process of the method is as follows: when the vehicle meets the preset gear shift conditions, the vehicle sends a gear shift permission signal. After sending the gear shift permission signal, the vehicle continues to send the gear shift permission signal for a period of time during which it does not receive the gear shift progress establishment signal, so that the gear shift permission state is always in the set state. During the period during which the gear shift progress establishment signal is delayed, the gear shift permission is also always in the set state, so that the vehicle can shift gears normally according to the gear shift permission signal, avoiding the problem of the gear shift permission being in the reset state and no longer allowing gear shifting, resulting in vehicle gear shift failure.

[0130] Furthermore, after the VCU receives the gear shift process establishment signal sent by the ACU, it can determine in real time whether the current gear shift process is completed to determine the corresponding gear shift signal.

[0131] In one possible implementation, the method further includes:

[0132] At any second moment after receiving the preset shift progress signal, a target shift signal at the second moment is determined according to the shift progress signal at the second moment, the actual gear position at the second moment, and the target gear position.

[0133] See also Figure 5 The working principle of the SR trigger in is that when the vehicle meets the preset shift conditions, the shift permission state is "true" and the shift signal is a shift permission signal; when the vehicle does not meet the preset shift conditions, the shift permission state is "false" and the shift signal is a shift prohibition signal.

[0134] At each moment of the vehicle shifting, the VCU can determine whether to send a shift permission signal based on the working principle of the SR trigger. Specifically, the VCU can obtain the actual gear position, target gear position and shift progress signal at the second moment.

[0135] For example, the VCU can obtain the current actual gear position through the ACU. In the embodiment of the present application, if the vehicle is in a gear shift state, the corresponding actual gear position can be represented by "between N1".

[0136] It should be understood that between N1 refers to a transition state during the gear shifting process, that is, it does not indicate the gear position before the gear shifting, nor does it indicate the target gear position.

[0137] Therefore, at the second moment, if the ACU has completed the shift, the actual gear position and the target gear position are the same, and the corresponding shift progress signal is a shift progress not established signal, indicating that the vehicle is no longer in the shifting state. If the ACU has not completed the shift, the actual gear position is between N1, and the target gear position is the target gear position previously sent by the VCU. The target gear position and the actual gear position are different, and the shift progress signal is a shift progress established signal, indicating that the vehicle is currently in the shifting state.

[0138] After obtaining the gear shift progress signal, the actual gear position, and the target gear position at the second moment, the VCU determines the target gear shift signal at the second moment based on the working principle of the SR trigger.

[0139] In the above technical solution, upon receiving the shift progress confirmation signal, the vehicle has initiated a shift. During the shift process, the vehicle can further monitor the shift progress. Since whether the shift permission is established is closely related to the shift progress signal, the actual gear position, and the target gear position, the vehicle can accurately determine whether the current shift is complete by monitoring the shift progress signal, the actual gear position, and the target gear position at any point in the shift process, thereby ensuring accurate identification of the vehicle's shift progress. Consequently, the vehicle can further determine the target shift signal at a second moment based on the shift progress determination, enabling accurate control of whether the shift signal is transmitted.

[0140] The process of determining the target shift signal is as follows:

[0141] In one possible implementation, determining the target shift signal at the second moment according to the shift progress signal at the second moment, the actual gear position at the second moment, and the target gear position includes:

[0142] Determine a comparison result between the actual gear position and the target gear position;

[0143] The target shift signal is determined according to the comparison result or the shift progress signal at the second moment.

[0144] For example, Figure 5As shown, the set terminal of the SR flip-flop represents the comparison result between the actual gear position and the target gear position, and the reset terminal represents the gear shift progress signal. When S = 1, Q = 1, indicating that the VCU needs to send a gear shift permission signal. When R = 1, Q = 0, indicating that the VCU sends a gear shift prohibition signal or stops sending a gear shift permission signal. Therefore, after obtaining the actual gear position and the target gear position, the VCU can first compare the actual gear position and the target gear position to determine whether they are consistent. It can then determine the target gear shift signal based on the comparison result or the gear shift progress signal at a second moment.

[0145] In this technical solution, when determining the target shift signal, the vehicle compares the actual gear position with the target gear position, accurately understanding the difference between the current gear position and the target gear position. Based on this, the target shift signal is determined for different scenarios in combination with the shift progress signal, making the vehicle's shift control more precise.

[0146] In one possible implementation, determining a target shift signal according to a comparison result or a shift progress signal includes:

[0147] determining the input signal of the set terminal at the second moment according to the comparison result;

[0148] determining an input signal of the reset terminal at the second moment according to the shift progress signal at the second moment;

[0149] The target shift signal is determined according to the input signal of the set terminal at the second moment or the input signal of the reset terminal at the second moment.

[0150] according to Figure 5 As shown in the working principle of the SR trigger, after obtaining the comparison result, the VCU can use the comparison result at the second moment as the input signal of the set terminal S at the second moment, and use the shift process signal at the second moment as the input signal of the reset terminal R at the second moment.

[0151] Therefore, after obtaining the input signal of the S terminal at the second moment and the input signal of the R terminal at the second moment, the VCU can determine the target shift signal according to the two input signals.

[0152] In the above technical solution, when determining the target shift signal, this application uses the characteristics of the SR trigger to determine the comparison result as the set end input signal and the shift process signal as the reset end input signal, and can utilize the characteristics of the SR trigger to obtain an accurate target shift signal.

[0153] According to the different values ​​of the two input signals, the process of determining the shift progress signal at the second moment is specifically as follows.

[0154] In one possible implementation, the target shift signal includes a shift permission signal and a shift prohibition signal. The target shift signal is determined according to an input signal of the set terminal at the second moment or an input signal of the reset terminal at the second moment, including:

[0155] When the input signal at the set end at the second moment indicates that the target gear position is not equal to the actual gear position, determining the target gear shift signal as a gear shift permission signal;

[0156] When the input signal from the reset end at the second moment indicates that the vehicle is not in a gear shifting state, the target gear shift signal is determined to be a gear shift prohibiting signal.

[0157] Specifically, when the actual gear position at the second moment is not equal to the target gear position, S=1, indicating that the vehicle is still in the gear shifting state, Q=1, and the VCU determines that it needs to continue sending the gear shift permission signal. Therefore, the target gear shift signal at the second moment is the gear shift permission signal.

[0158] In the case of determining that the gear shift permission signal needs to continue to be sent, the VCU may continue to control the gear shift permission state to be "true".

[0159] When the gear shift progress signal at the second moment is a gear shift progress not established signal, R=1, indicating that the vehicle has completed the gear shift, Q=0, and the VCU determines that it does not need to send a gear shift permission signal. Therefore, the target gear shift signal at the second moment is a gear shift prohibition signal.

[0160] In the case where it is determined that the target gear shift signal at the second moment is a gear shift prohibition signal, the VCU may control the gear shift permission state to change from “true” to “false”.

[0161] In the above technical solution, the present application presupposes that when the target gear position and the actual gear position are different, the input signal of the set end is a valid signal. When the gear shift process signal is a gear shift process invalid signal, the input signal of the reset end is a valid signal.

[0162] Based on the principle of the SR trigger, the comparison result between the target gear position and the actual gear position is determined as the input signal of the set end, and the gear shifting process signal is determined as the input signal of the reset end. When the target gear position and the actual gear position are different, the SR trigger directly outputs a valid signal. In this application, the SR trigger outputs a valid signal to indicate that the vehicle meets the conditions for the gear shifting operation, indicating that the vehicle has not yet completed the gear shift. Therefore, the vehicle can continue to send a gear shift permission signal. When the gear shifting process signal is a gear shifting process failure signal, indicating that the vehicle is not in a gear shifting state, the SR trigger directly outputs an invalid signal. In this application, the SR trigger outputs an invalid signal to indicate that the vehicle does not meet the conditions for the gear shifting operation, indicating that the vehicle has completed the gear shift. Therefore, the vehicle no longer sends a gear shift permission signal. Thus, the above-mentioned SR trigger can accurately identify whether the vehicle gear shifting is completed, prevent the vehicle from shifting gears at inappropriate times, and provide reliability and stability of the vehicle gear shifting.

[0163] In order to facilitate understanding of the working principle of the improved SR trigger in the embodiment of the present application, the following Figure 6 Make an introduction.

[0164] Figure 6 This is a schematic diagram of the working principle of another SR trigger provided in an embodiment of the present application.

[0165] For example, Figure 6 As shown, there are two cases depending on whether the VCU receives the gear shift process establishment signal.

[0166] Before the VCU receives the shift progress confirmation signal, the shift progress confirmation signal is always the shift progress failure signal, and R = 1, so that the vehicle does not meet the preset shift condition. After improvement, the embodiment of the present application suppresses the shift progress failure signal during this period, so that R = 0, or the output signal of the Q terminal is determined only based on the input signal of the S terminal.

[0167] Since the target gear position must not be equal to the actual gear position during the gear shifting process, S=1 during the period when the gear shifting process establishment signal is not received. Regardless of whether the above-mentioned suppression method is to set R=0 or to determine the output signal of the Q end based on the input signal of the S end, Q=1, that is, the vehicle meets the preset gear shifting conditions during this period, and the gear shifting permission state is "true". The VCU can continue to send the gear shifting permission signal to the ACU.

[0168] After the VCU receives the gear shift process establishment signal sent by the ACU, it can work according to the SR trigger, that is, according to the comparison result of the target gear and the actual gear, determine the input signal of the S end, and according to the gear shift process signal, determine the input signal of the R end, and then determine whether the vehicle meets the preset gear shift conditions based on the input signal of the S end and the input signal of the R end, so as to determine whether to continue to send the gear shift permission signal.

[0169] Furthermore, if the VCU requests torque from the rear axle motor during a gear shift, this can cause unstable power transmission and significant impact loads on mechanical components such as the rear axle gears and drive shaft. Furthermore, during gear shifts, some mechanical components (such as clutches and synchronizers) need to engage or disengage. If additional torque is applied during this process, it can cause abnormal friction and wear on these components during the engagement or disengagement process.

[0170] Therefore, in the embodiment of the present application, in order to avoid the above-mentioned problems during the gear shifting process, the output torque of the rear axle motor can be limited.

[0171] In one possible implementation, the method further includes:

[0172] When the vehicle is shifting gears, the rear axle motor of the vehicle is controlled to stop outputting torque.

[0173] Specifically, the VCU can determine whether the vehicle is in the gear shifting process based on the gear shifting progress signal, or based on the target gear position and the actual gear position.

[0174] For example, when the shift progress signal is a shift progress completion signal, or when the target gear position is different from the actual gear position, the VCU determines that the vehicle is in a shifting state. Conversely, when the shift progress signal is a shift progress failure signal, or when the target gear position is the same as the actual gear position, the VCU determines that the vehicle is in a shifting completion state.

[0175] When the vehicle is shifting gears, the VCU can send a stop output torque instruction to the controller of the rear axle motor, so that the controller of the rear axle motor controls the torque output of the rear axle motor according to the instruction.

[0176] After the vehicle shifts, the VCU can determine whether it is necessary to restart the rear axle motor to output torque based on the vehicle's driving status and driver needs.

[0177] In the above technical solution, when the vehicle shifts gears, the gears, synchronizers and other mechanical components in the transmission need to engage or disengage. If the rear axle motor continues to output torque at this time, these components will bear additional loads, which can easily lead to wear, deformation and even damage. Controlling the motor to stop outputting torque allows the mechanical components to complete gear shifts smoothly without power interference, extending their service life, reducing maintenance costs, and avoiding the impact of interruptions or fluctuations in power transmission during gear shifts on the vehicle's driving state, making the gear shifting process smoother, reducing the sense of frustration in the vehicle body, and improving ride comfort. Especially in urban road conditions or complex driving scenarios with frequent gear shifts, it can effectively improve the driving experience.

[0178] In order to facilitate understanding of the solution of the embodiment of the present application, the following Figure 7 The overall process of the embodiment of this application is introduced.

[0179] Figure 7 This is a schematic flowchart of another method for controlling vehicle gear shifting provided in an embodiment of the present application.

[0180] For example, Figure 7 As shown, the method 700 includes the following steps 701 to 707.

[0181] 701. During vehicle driving, determine whether the vehicle meets a preset shift condition.

[0182] When the vehicle meets the preset shifting conditions, execute step 702;

[0183] When the vehicle does not meet the preset shift conditions, the process ends.

[0184] 702. Obtain the duration during which the vehicle meets the preset shifting condition.

[0185] 703 , determining whether the time duration for which the vehicle meets the preset shifting condition reaches a preset time duration.

[0186] When the vehicle satisfies the preset shifting condition for a predetermined time, step 703 is executed;

[0187] When the time that the vehicle meets the preset shift conditions does not reach the preset time, the process ends.

[0188] 704 , sending a gear shift permission signal.

[0189] 705 , when the preset shift progress signal is not received, the shift progress signal is suppressed and the shift permission signal is continued to be sent, so that the vehicle can shift gears normally.

[0190] 706 , after receiving the preset shift progress signal, determine whether the vehicle meets the preset shift condition.

[0191] When the vehicle meets the preset shifting conditions, execute step 707;

[0192] When the vehicle does not meet the preset shifting condition, the process returns to step 704 .

[0193] 707, sending a signal prohibiting gear shifting.

[0194] Steps 701 to 707 in the above method 700 have the same inventive concept as steps 401 to 402 in the method 400. For details, please refer to the introduction of the above method 400 and will not be repeated here.

[0195] Figure 8 It is a structural schematic diagram of a device for controlling vehicle gear shifting provided in an embodiment of the present application.

[0196] For example, Figure 8 As shown, the apparatus 800 includes:

[0197] The signal sending module 801 is used to send a gear shift permission signal when the vehicle meets the preset gear shift conditions;

[0198] The gear shift control module 802 is used to suppress the gear shift progress signal at any first moment during the period when the preset gear shift progress signal is not received and continue to send the gear shift permission signal to enable the vehicle to shift gears normally. The preset gear shift progress signal is used to indicate that the vehicle is in a gear shifting state.

[0199] Optionally, the device further includes: a signal determination module for determining, at any second moment after receiving the preset shift process signal, a target shift signal at the second moment based on the shift process signal at the second moment, the actual gear position at the second moment, and the target gear position.

[0200] In a possible implementation, the signal determination module is specifically configured to: determine a comparison result between the actual gear position and the target gear position; and determine the target gear shift signal according to the comparison result or the gear shift progress signal at the second moment.

[0201] In one possible implementation, the target shift signal is determined by a set-reset trigger, which includes a set end and a reset end. The signal determination module is further used to: determine the input signal of the set end at the second moment based on the comparison result; determine the input signal of the reset end at the second moment based on the shift process signal at the second moment; and determine the target shift signal based on the input signal of the set end at the second moment or the input signal of the reset end at the second moment.

[0202] In one possible implementation, the target shift signal includes the shift permission signal and the shift prohibition signal, and the signal determination module is further used to: when the input signal of the set end at the second moment indicates that the target gear position is not equal to the actual gear position, determine the target shift signal as the shift permission signal; when the input signal of the reset end at the second moment indicates that the vehicle is not in a shifting state, determine the target shift signal as the shift prohibition signal.

[0203] In a possible implementation, the shift control module 802 is specifically configured to: shield the input signal of the reset end at the first moment, or set the input signal of the reset end at the first moment as the preset shift process signal.

[0204] Optionally, the device further includes: a torque limiting module, configured to control the rear axle motor of the vehicle to stop outputting torque when the vehicle is shifting gears.

[0205] Figure 9 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0206] For example, Figure 9 As shown, the vehicle 900 includes: a memory 901 and a processor 902, wherein the memory 901 stores an executable program code 9011, and the processor 902 is used to call and execute the executable program code 9011 to perform a method for controlling vehicle shifting.

[0207] 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 shifting provided in an embodiment of the present application.

[0208] 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.

[0209] In the case of dividing each functional module into corresponding functional modules, the device may further include a signal transmission module and a shift control 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.

[0210] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for controlling vehicle gear shifting, and thus can achieve the same effect as the above-mentioned implementation method.

[0211] 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.

[0212] 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.

[0213] 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 shifting provided in the above embodiment.

[0214] 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 shifting provided by the above embodiment.

[0215] 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 gear shifting provided by the above embodiment.

[0216] 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.

[0217] 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.

[0218] 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.

[0219] 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 gear shifting, characterized in that: The method comprises: When the vehicle meets the preset gear shift conditions, a gear shift permission signal is sent; At any first moment during which a preset shift progress signal is not received, the shift progress signal at the first moment is suppressed and the shift permission signal is continued to be sent so that the vehicle can shift gears normally. The preset shift progress signal is used to indicate that the vehicle is in a shifting state.

2. The method according to claim 1, characterized in that The method further comprises: At any second moment after receiving the preset shift progress signal, a target shift signal at the second moment is determined according to the shift progress signal at the second moment, the actual gear position at the second moment, and the target gear position.

3. The method according to claim 2, characterized in that Determining the target shift signal at the second moment according to the shift progress signal at the second moment, the actual gear position at the second moment, and the target gear position includes: determining a comparison result between the actual gear position and the target gear position; The target shift signal is determined according to the comparison result or the shift progress signal at the second moment.

4. The method according to claim 3, characterized in that The target shift signal is determined by a set-reset trigger, wherein the set-reset trigger includes a set terminal and a reset terminal. The determining of the target shift signal according to the comparison result or according to the shift progress signal includes: determining an input signal of the set terminal at the second moment according to the comparison result; determining an input signal of the reset end at the second moment according to the shift progress signal at the second moment; The target shift signal is determined according to the input signal of the set terminal at the second moment or the input signal of the reset terminal at the second moment.

5. The method according to claim 4, characterized in that The target shift signal includes the shift permission signal and the shift prohibition signal, and determining the target shift signal according to the input signal of the set terminal at the second moment or the input signal of the reset terminal at the second moment includes: When the input signal of the set end at the second moment indicates that the target gear position is not equal to the actual gear position, determining the target gear shift signal as the gear shift permission signal; When the input signal of the reset end at the second moment indicates that the vehicle is not in a gear shifting state, the target gear shift signal is determined to be the gear shift prohibiting signal.

6. The method according to claim 4, characterized in that The suppressing the shift progress signal at the first moment includes: The input signal of the reset end at the first moment is shielded, or the input signal of the reset end at the first moment is set as the preset shifting process signal.

7. The method according to claim 1, characterized in that The method further comprises: When the vehicle is shifting gears, the rear axle motor of the vehicle is controlled to stop outputting torque.

8. A device for controlling vehicle gear shifting, characterized in that: The device comprises: A signal sending module, configured to send a gear shift permission signal when the vehicle meets a preset gear shift condition; The shift control module is used to suppress the shift progress signal at any first moment during the period when a preset shift progress signal is not received and continue to send the shift permission signal to enable the vehicle to shift normally. The preset shift progress signal is used to indicate that the vehicle is in a shifting state.

9. 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 7.

10. 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 7 is implemented.

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