Vehicle gear control method and device, electronic equipment and vehicle

Abstract

The invention provides a vehicle gear control method and device, electronic equipment and a vehicle, and relates to the technical field of vehicle transmission control, and the method comprises the steps that in the vehicle driving process, in response to the fact that the vehicle gear is determined to be a forward gear and a braking signal is received, whether the vehicle meets a preset vehicle braking condition or not is determined, the preset vehicle braking condition represents that the vehicle is about to be braked. If it is determined that the braking intention is to brake the vehicle, an NID function of the vehicle is activated immediately. Thus, the NID function is activated before the vehicle is braked, and even if the vehicle has a rushing phenomenon, the vehicle rushing generated by the NID function can be absorbed or buffered by the damping function of the vehicle or vibration generated by rotation of wheels in the running process of the vehicle. Compared with the prior art that the NID function is activated after the vehicle is braked, the NID function is activated before the vehicle is braked, the situation that a user visually feels rushing generated by the NID function can be avoided, and the driving experience feeling of the user is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle transmission control, and in particular to a vehicle gear control method, device, electronic equipment and vehicle. Background Art

[0002] Vehicles equipped with automatic transmissions (AT) suffer from high fuel consumption. To address this issue, some vehicles have a Neutral Idle Drive (NID) function built into their transmission control units (TCUs). However, activating NID can cause the vehicle to jerk, affecting the driving experience. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a vehicle gear control method, device, electronic device and vehicle to solve the problem of vehicle jerking after the NID function is activated.

[0004] Based on the above objectives, a first aspect of the present application provides a vehicle gear control method, comprising: During vehicle travel, in response to determining that the vehicle gear is in a forward gear and receiving a brake signal, determining whether the vehicle meets a preset vehicle braking condition; In response to determining that the vehicle meets a preset vehicle braking condition, the transmission is controlled to switch from the current initial gear to neutral; wherein the preset vehicle braking condition indicates that the vehicle is about to brake to a stop.

[0005] Optionally, the method further includes: A vehicle speed threshold for shifting from first gear to a current initial gear is increased, the first gear being a higher gear adjacent to the current initial gear.

[0006] Optionally, the method further includes: A vehicle speed threshold for shifting from a current initial gear to a second gear, which is a lower gear adjacent to the current initial gear, is lowered.

[0007] Optionally, determining that the vehicle meets a preset vehicle braking condition includes: In response to determining that the current initial gear is the target gear, the current vehicle speed is less than a preset vehicle speed threshold, the current slope is less than a preset slope threshold, and the current brake pressure is greater than a preset pressure threshold, it is determined that the vehicle meets the preset vehicle braking condition.

[0008] Optionally, determining that the current initial gear is the target gear includes: In response to the fact that the gear clutch corresponding to the neutral gear and required to remain closed is included in the gear clutch assembly corresponding to the current initial gear, it is determined that the current initial gear is the target gear.

[0009] Optionally, before determining that the current initial gear is the target gear, the method further includes: It is determined whether the current initial gear position is less than or equal to a preset gear position, and in response to the current initial gear position being less than or equal to the preset gear position, it is determined that the current initial gear position is the target gear position.

[0010] Optionally, after controlling the transmission to switch from the current initial gear to neutral, the method further includes: In response to determining that the current brake pressure is less than or equal to the preset pressure threshold, the transmission is controlled to shift from neutral to the initial gear.

[0011] Based on the same inventive concept, the second aspect of the present application further provides a vehicle gear control device, comprising: a determination module configured to determine whether the vehicle satisfies a preset vehicle braking condition in response to determining that the vehicle gear is in a forward gear and receiving a brake signal during vehicle travel; The shift module is configured to control the transmission to shift from a current initial gear to a neutral gear in response to determining that the vehicle meets a preset vehicle braking condition; wherein the preset vehicle braking condition indicates that the vehicle is about to stop.

[0012] Based on the same inventive concept, the third aspect of this application also provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable by the processor, wherein the processor implements the method described in the first aspect when executing the computer program.

[0013] Based on the same inventive concept, the fourth aspect of the present application further provides a vehicle, which includes the electronic device as described in the second aspect.

[0014] As can be seen from the foregoing, the present application provides a vehicle gear control method, electronic device, and vehicle, wherein the method includes: during vehicle travel, in response to determining that the vehicle gear is in a forward gear and receiving a brake signal, determining whether the vehicle satisfies a preset vehicle braking condition, wherein the preset vehicle braking condition indicates that the vehicle is about to stop. Specifically, when the vehicle is traveling in a forward gear and receives a user-triggered brake signal, the user's braking intention is determined, and the next step of vehicle control is performed based on the braking intention. If the braking intention is determined to be to stop the vehicle, the transmission is controlled to shift from the current initial gear to neutral, thereby immediately activating the vehicle's NID function. Thus, by activating the NID function before the vehicle stops, even if the vehicle experiences jerking, the vehicle's shock absorption function or vibrations generated by wheel rotation during travel will absorb or mitigate the jerking sensation caused by the NID function. Compared to the prior art method of activating the NID function after the vehicle stops, the present application activates the NID function before the vehicle stops, thereby preventing the user from directly perceiving the jerking sensation caused by the NID function and improving the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0016] Figure 1 A flow chart of a vehicle gear control method according to an embodiment of the present application; Figure 2 This is a schematic structural diagram of a vehicle gear control device according to an embodiment of the present application; Figure 3 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0017] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] NID is an intelligent energy-saving technology strategy applied to vehicle automatic transmissions. Its core operating principle is that when the vehicle is at a complete stop (zero speed) and the driver maintains the brake pedal, the transmission control unit (TCU) actively controls the automatic transmission to shift from a forward gear (D) to neutral (N). This strategy effectively reduces the resistance generated by maintaining engagement in transmission components such as the torque converter and clutch by disconnecting the power transmission path.

[0020] Specifically, in traditional automatic transmission vehicles, even when the vehicle is stationary, as long as the forward gear is maintained, the engine still needs to output a certain amount of power to maintain the transmission's standby state. The NID function, by intelligently shifting to neutral, significantly reduces engine load, allowing the engine to operate at a basic idle speed. The NID function can reduce engine speed by approximately 50-100 rpm at idle, thereby reducing fuel consumption. In congested urban traffic with frequent start-stop traffic, the NID function can help vehicles achieve a 2%-5% improvement in fuel economy.

[0021] The vehicle driveline is a power transmission chain consisting of the engine, transmission, drive shaft, final reducer, axle shafts and other components. There are two types of critical gaps in it: Backlash: The small gap that inevitably exists between the tooth surfaces of the driving and driven teeth when gears mesh. Backlash is designed to prevent gear binding and reduce wear. For example, this type of backlash exists in the meshing of planetary gear sets within transmissions and the meshing of bevel gears in final drive units.

[0022] Fit clearance: The assembly clearance between the shaft and bearings, spline connections, etc. The fit clearance is designed to meet the flexibility of movement.

[0023] Tooth backlash and fit clearance are inherent properties of mechanical transmission. Under normal circumstances, they will be eliminated by the force during power transmission, that is, the components are pressed against each other after being subjected to force, and the gap disappears temporarily.

[0024] Before the NID function is activated, when the vehicle is stationary and the engine is idling, a small amount of idle torque is output to overcome its own frictional resistance and maintain operation. This idle torque is transmitted to the drivetrain through the gear clutch in the transmission, causing stress on various drivetrain components. The idle torque compresses the gear tooth surfaces, and the driving teeth push the driven teeth, eliminating the tooth backlash and placing the gears in a stressed and taut state. Axle components such as the drive shaft and axle shafts undergo slight elastic deformation due to the idle torque, tightening the clearances. At this point, all drivetrain components are in a state of force balance.

[0025] When the NID function is activated, the gear clutch in the transmission rapidly opens, disconnecting the power connection between the transmission and the engine. The idle torque suddenly disappears, and the transmission components lose their force source. Compressed gears and stretched shaft components elastically deform and return to a stress-free state. The gear tooth surfaces suddenly return from compression to a free state, and the clearance is suddenly restored from being eliminated. Because this recovery occurs instantaneously, the idle torque is released without a buffer, and the relative speed of gears and shaft components suddenly changes in a short period of time, resulting in a rigid collision between the components. This collision is transmitted to the cockpit, manifesting as a sense of impact or jolt.

[0026] In particular, the structural characteristics of the drivetrain in longitudinal automatic transmissions, due to the longitudinal engine placement, significantly impact NVH (noise, vibration, and harshness) performance. In this layout, the transmission and engine are directly connected via a rigid coupling, resulting in a more direct power transmission path. However, this also increases the axial dimensions of the drivetrain. Specifically, the driveshaft length of a longitudinal layout is typically approximately 30%-50% longer than that of a transverse layout. This increased length introduces additional rotational inertia into the drivetrain. From a mechanical dynamics perspective, this configuration exhibits three key characteristics: First, the longer driveshaft amplifies the amplitude of torsional vibrations; second, the number of gear pairs involved in the power transmission path increases (typically 2-3 sets), with each meshing pair exhibiting an inherent backlash of 0.05-0.1mm; and third, the angular variations in transmission components such as universal joints introduce additional phase differences. These factors combine to produce a significant backlash accumulation effect, which can be as much as 1.5-2 times that of a transverse layout.

[0027] When the NID function is activated, the Electronic Control Unit (ECU) rapidly switches the engine torque output state. Under these conditions, the accumulated mechanical backlash in the longitudinal automatic transmission is instantly eliminated, generating an angular acceleration shock of 200-300 rad / s². Compared to a transverse layout, this shock is 40%-60% more intense and lasts approximately 0.3-0.5 seconds longer. This explains the more pronounced shift shock experienced by users of longitudinal automatic transmissions.

[0028] In order to avoid the above problems, this application proposes a vehicle gear control method. During vehicle driving, if it is determined that the vehicle is about to brake, the NID function is activated. This not only ensures that the vehicle fuel consumption is reduced after the vehicle brakes, but also prevents the user from intuitively feeling the sense of jerking after the vehicle brakes, thereby improving the user's driving satisfaction.

[0029] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0030] Figure 1 FIG. 1 shows a flow chart of a vehicle gear control method according to this embodiment. Figure 1 As shown, the vehicle gear control method is applied to the vehicle TCU, and the method includes the following steps: Step 102: During vehicle travel, in response to determining that the vehicle gear is in the forward gear and receiving a brake signal, determine whether the vehicle meets a preset vehicle braking condition.

[0031] In current vehicles equipped with automatic transmissions, the transmission control unit (TCU) serves as the core control module, intelligently managing the automatic transmission through sophisticated electronic control strategies. Notably, modern TCU systems often incorporate a Neutral Inertial (NID) function, which automatically shifts to neutral under specific conditions to optimize fuel economy and driving comfort. When the vehicle is in forward motion and the system detects a braking signal initiated by the driver's application of the brake pedal, accurately determining the driver's actual braking intent is crucial, as it directly impacts the precision of the vehicle's control strategy and the optimal driving experience.

[0032] Specifically, the driver's triggering of the brake signal may correspond to two different driving intentions: one may be the need to moderately decelerate to adjust the vehicle speed (such as following a vehicle or decelerating on a curve), and the other may be the need to completely stop the vehicle (such as stopping at a red light or parking at a destination). In order to accurately distinguish between these two intentions, the vehicle needs to monitor and evaluate multiple vehicle dynamic parameters in real time, including but not limited to: brake pedal opening and its rate of change, current vehicle speed and deceleration, gear status, accelerator pedal position and duration, etc. These parameters together constitute the preset vehicle braking judgment conditions. For example, when the system detects that the brake pedal opening continues to exceed the threshold and the vehicle speed drops to near zero, it can be determined as a braking intention.

[0033] This intention recognition is particularly important: for deceleration, the TCU coordinates with the ECU to implement smooth downshifts, maintaining appropriate driving torque. For braking, the NID function is pre-activated to enable neutral coasting, reducing power delivery shock. This intention recognition not only significantly improves the drivetrain's responsiveness and energy efficiency, but also effectively enhances driving comfort.

[0034] Step 104 : In response to determining that the vehicle meets a preset vehicle braking condition, control the transmission to switch from the current initial gear to neutral; wherein the preset vehicle braking condition indicates that the vehicle is about to brake to a stop.

[0035] Specifically, if the vehicle is determined to meet the preset vehicle braking conditions, it indicates that the vehicle is about to come to a complete stop. For example, a user may need to brake the vehicle while waiting for a traffic light at an intersection. However, due to factors such as powertrain response delays or road conditions, the vehicle does not brake at this time, and the vehicle speed is not zero. At this time, the vehicle's TCU's NID function is activated, causing the TCU to control the transmission to shift from the current initial gear to neutral, which is equivalent to pre-release the idle torque transmitted in the drivetrain before the vehicle brakes to a stop. Although the release of idle torque will cause a certain impact on the vehicle, since the vehicle is in motion at this time, this impact is effectively absorbed by the shock absorbers of the vehicle's suspension system. At the same time, the vibration generated by the rotating wheels contacting the road also acts as a natural buffer. The combined effect of these dynamic factors significantly attenuates the transmission shock, which may even be completely imperceptible to the user.

[0036] Normally, after shifting to neutral, all gear clutches in the transmission are disengaged, which can significantly reduce engine load and fuel consumption.

[0037] In this way, after the vehicle stops, the user will not feel the vehicle's jerking motion, which not only ensures the effect of reducing vehicle fuel consumption after the NID function is activated, but also solves the problem of the impact on the vehicle cabin after the NID function is activated, thereby improving the user's driving comfort.

[0038] Based on steps 102 to 104 above, the vehicle gear control method provided in this embodiment includes: during vehicle travel, in response to determining that the vehicle gear is in a forward gear and receiving a brake signal, determining whether the vehicle satisfies a preset vehicle braking condition, wherein the preset vehicle braking condition indicates that the vehicle is about to come to a stop. Specifically, when the vehicle is traveling in a forward gear and receives a user-triggered brake signal, the user's braking intention is determined, and the next vehicle control step is executed based on the braking intention. If the braking intention is determined to be to stop the vehicle, the transmission is controlled to shift from the current initial gear to neutral, thereby immediately activating the vehicle's NID function. Thus, by activating the NID function before the vehicle comes to a stop, even if the vehicle experiences jerking, the vehicle's shock absorption function or vibrations generated by wheel rotation will absorb or mitigate the cabin impact caused by the NID function due to the vehicle's ongoing motion. Compared to the prior art method of activating the NID function after the vehicle comes to a stop, the present application activates the NID function before the vehicle comes to a stop, thereby preventing the user from directly perceiving the jerking caused by the NID function and improving the user's driving experience.

[0039] Due to the multi-dimensional control logic in the vehicle, the NID function typically requires a certain amount of time to activate. If the transmission remains in the current initial gear for a short period of time, there is a certain possibility that the NID function will fail to activate. To ensure that the NID function can be successfully activated in the current initial gear, it is necessary to appropriately extend the time the transmission gear remains in the current initial gear. The following specific examples illustrate how to extend the time the transmission gear remains in the current initial gear.

[0040] In some embodiments, the method further comprises: A vehicle speed threshold for shifting from first gear to a current initial gear is increased, the first gear being a higher gear adjacent to the current initial gear.

[0041] Specifically, the core control logic of the transmission gear switching is a multi-parameter decision based on a preset vehicle speed threshold. When the vehicle is driving, the vehicle controller continuously monitors key parameters such as real-time vehicle speed, engine speed, and throttle opening, among which vehicle speed is the dominant factor in triggering gear switching. In the gear-vehicle speed mapping table that can be built into the controller, each gear switching operation corresponds to a certain vehicle speed threshold. For example, if the current vehicle speed drops to 25km / h, the transmission is controlled to switch from 3rd gear to 2nd gear; or, if the current vehicle speed drops to 12km / h, the transmission is controlled to switch from 2nd gear to 1st gear. The vehicle speed threshold corresponding to each gear is pre-calibrated. This ensures that the transmission system always operates in the optimal efficiency range, but there is also the problem of limited gear holding time.

[0042] To extend the time the transmission gear remains in the current initial gear, the vehicle speed threshold for shifting from the first gear to the initial gear is increased in this embodiment, thereby enabling the transmission gear to be shifted from the first gear to the current initial gear in advance. The first gear is a higher gear adjacent to the current initial gear. For example, if the current initial gear is 2, the first gear is 3; if the current initial gear is 1, the first gear is 2.

[0043] For example, assuming the originally calibrated speed threshold for switching from 3rd gear to 2nd gear is 25 km / h, this embodiment raises this speed threshold to 30 km / h. Thus, when the current vehicle speed reaches 30 km / h, the switch from 3rd gear to 2nd gear is immediately executed, effectively preempting the gear shift. Thus, while the speed threshold for switching from 2nd gear to 1st gear remains unchanged, raising the speed threshold for switching from 3rd gear to 2nd gear prolongs the time the gear remains in 2nd gear. If the current initial gear is 2nd gear, this provides ample time for the NID function to activate successfully, ensuring that the NID function can be successfully activated. This, in turn, ensures that the engine torque output is released in a timely manner before the vehicle stops, disconnecting the power connection between the engine and the drivetrain, and enhancing the user's driving experience after the vehicle stops.

[0044] On the basis of the above embodiment, in order to further extend the time that the transmission gear stays in the current initial gear, the time when the initial gear is switched to the adjacent lower gear can also be delayed, which is explained below through a specific embodiment.

[0045] In some embodiments, the method further comprises: A vehicle speed threshold for shifting from a current initial gear to a second gear, which is a lower gear adjacent to the current initial gear, is lowered.

[0046] Specifically, as mentioned above, the main trigger factor for the transmission to switch gears is the current vehicle speed. If the current vehicle speed reaches the speed threshold of the corresponding gear, the gear switch is executed. The speed threshold corresponding to each gear is pre-calibrated.

[0047] In order to extend the time the transmission gear remains in the current initial gear, based on the previous embodiment, this embodiment lowers the vehicle speed threshold for shifting from the initial gear to the second gear, thereby delaying the shift from the current initial gear to the second gear. The second gear is a lower gear adjacent to the current initial gear. For example, if the current initial gear is 2, the second gear is 1; if the current initial gear is 3, the second gear is 2.

[0048] For example, assuming the originally calibrated speed threshold for switching from 2nd gear to 1st gear is 12 km / h, in this embodiment, this speed threshold is lowered to 10 km / h. Thus, the switch from 2nd gear to 1st gear is not executed until the current vehicle speed reaches 10 km / h, effectively delaying the gear shift. Consequently, while the speed threshold for switching from 3rd gear to 2nd gear is increased, the speed threshold for switching from 2nd gear to 1st gear is lowered, further extending the duration of the gear shift in 2nd gear. If the current initial gear is 2nd gear, this provides ample time for NID function activation, ensuring successful activation and improving the success rate of NID function activation. This ensures that the engine torque output is released promptly before the vehicle stops, disconnecting the power connection between the engine and the drivetrain, and enhancing the user's driving experience after the vehicle stops.

[0049] It should be noted that if the current initial gear position has an adjacent first gear position and a second gear position, such as the current initial gear position is 2, the vehicle speed threshold for switching from the first gear position to the current initial gear position and the vehicle speed threshold for switching from the current initial gear position to the second gear position can be increased and decreased simultaneously. If the current initial gear position only has an adjacent first gear position, such as the current initial gear position is 1, only the vehicle speed threshold for switching from the first gear position to the current initial gear position can be increased.

[0050] In some embodiments, determining that the vehicle meets a preset vehicle braking condition includes: In response to determining that the current initial gear is the target gear, the current vehicle speed is less than a preset vehicle speed threshold, the current slope is less than a preset slope threshold, and the current brake pressure is greater than a preset pressure threshold, it is determined that the vehicle meets the preset vehicle braking condition.

[0051] Specifically, the preset vehicle braking condition indicates that the vehicle is about to come to a complete stop, meaning that the user's braking intention is to stop the vehicle. Determining whether the preset braking condition is met requires comprehensive consideration from multiple perspectives. This embodiment determines whether the preset vehicle braking condition is met based on four factors: the current initial gear, the current vehicle speed, the current slope, and the current brake pressure. In this way, by integrating multiple data points, it accurately indicates that the vehicle is about to come to a complete stop.

[0052] The target gear is a forward gear that is suitable for switching directly to neutral gear under the current vehicle state. When switching from the target gear to neutral gear, other than the jerking problem caused by the activation of the NID function itself, no other factors that may cause jerking problems are introduced. At the same time, when switching from the target gear to neutral gear, the vehicle's power performance and normal driving will not be affected. For a specific target vehicle, the target gear can be calibrated in advance, so that it can be quickly determined whether the current initial gear is the target gear. For vehicles that have not been calibrated in advance, it is possible to determine whether the initial gear is the target gear in a certain way. If other factors that may cause transmission problems are introduced or the vehicle's power performance is affected when switching from the initial gear to neutral gear, and the user's current driving needs cannot be met, the initial gear is not the target gear.

[0053] The current vehicle speed is a key parameter for determining the user's braking intention, and can be collected through wheel speed sensors. If the current vehicle speed is high, triggering the brake signal likely indicates an intention to slow down the vehicle, not to stop it. If the current vehicle speed is low, triggering the brake signal is more likely an intention to stop the vehicle. Therefore, the current vehicle speed being less than a preset speed threshold is a necessary factor in determining whether the preset vehicle stopping conditions are met. For example, the preset speed threshold can be 12 km / h.

[0054] The current slope is a key parameter for assessing a vehicle's relative safety. Its value can be acquired in real time using an onboard inertial measurement unit (IMU) or a specialized slope sensor. Activating the NID function on steeply sloping terrain can pose serious safety risks. Typical risks include the vehicle rolling backward or forward, particularly when the automatic transmission is in neutral. This deactivates the vehicle's power braking system, forcing it to rely solely on the parking brake, which can lead to excessive braking load or even failure on steep slopes. Therefore, to ensure the safe activation of the NID function, the vehicle's slope must be rigorously assessed. Only when the current slope is below a pre-determined safe slope threshold can the vehicle be considered sufficiently flat. Activating the NID function under these conditions allows the vehicle to maintain a stable parking position using its own braking system, eliminating the risk of displacement and thus meeting safety requirements. Furthermore, continuous monitoring of slope changes is essential. If the slope suddenly exceeds the threshold during driving, the NID function must be immediately disengaged and a safety warning mechanism triggered. For example, the pre-determined slope threshold could be 5°.

[0055] The current brake pressure is generated by the user stepping on the brake pedal. The larger the brake pedal opening, the greater the brake pressure, and the smaller the brake pedal opening, the smaller the brake pressure. The brake pressure can be determined by the opening generated by the user stepping on the brake pedal. If the user steps on the brake pedal lightly, the brake opening is small and the brake pressure is small. The user's braking intention may be to slow down the vehicle, not to stop the vehicle. If the user steps on the brake pedal hard, the brake opening is large and the brake pressure is high. The user's braking intention may be to stop the vehicle. Therefore, the current brake pressure being greater than the preset pressure threshold is one of the necessary factors for determining that the preset vehicle braking condition is met. For example, the preset pressure threshold can be 5 bar.

[0056] This embodiment establishes pre-set vehicle braking conditions based on multiple factors. When these conditions are met, it accurately determines that the user's braking intention is to stop the vehicle, preventing the possibility of misjudgment of the user's braking intention. When the user's braking intention is determined to be stopping the vehicle, the NID function is activated promptly, enhancing the intelligent level of vehicle services and, in turn, improving user satisfaction.

[0057] In some embodiments, determining that the vehicle meets a preset vehicle braking condition includes: Determine whether the current initial gear is the target gear; In response to determining that the current initial gear position is the target gear position, determining whether a current vehicle speed is less than a preset vehicle speed threshold; In response to determining that the current vehicle speed is less than a preset vehicle speed threshold, determining whether the current slope is less than a preset slope threshold; In response to determining that the current grade is less than a preset grade threshold, determining whether the current brake pressure is greater than a preset pressure threshold; In response to determining that the current brake pressure is greater than the preset pressure threshold, it is determined that the vehicle meets the preset vehicle braking condition.

[0058] Compared to the above embodiment, this embodiment does not require simultaneous determination of the current initial gear position, current vehicle speed, current slope, and current brake pressure to ensure that they all meet the corresponding conditions. To reduce the vehicle's computing power, these determinations can be made individually. For example, in this embodiment, the current initial gear position is first determined to be the target gear position. If it is not, the other three parameters are not determined, and the vehicle is determined to have failed to meet the preset vehicle braking condition. If the initial gear position is determined to be the target gear position, the current vehicle speed is determined to be less than a preset speed threshold. If the current vehicle speed is greater than or equal to the preset speed threshold, the other two parameters are not determined, and the vehicle is determined to have failed to meet the preset vehicle braking condition. If the current vehicle speed is less than the preset speed threshold, the current slope is determined to be less than a preset slope threshold. If the current slope is greater than or equal to the preset slope threshold, the remaining parameters are not determined, and the vehicle is determined to have failed to meet the preset vehicle braking condition. If the current slope is less than the preset slope threshold, the current brake pressure is determined to be greater than a preset pressure threshold. If the current brake pressure is greater than the preset pressure threshold, the vehicle is determined to have failed to meet the preset vehicle braking condition. It is determined that the vehicle meets the preset vehicle braking condition. If the current brake pressure is less than or equal to the preset pressure threshold, it is determined that the vehicle does not meet the preset vehicle braking condition.

[0059] Through the method of this embodiment, when determining whether the vehicle meets the preset vehicle braking conditions, each parameter is judged one by one, which can greatly reduce the vehicle's computing power overhead, effectively shorten the judgment time, and improve the vehicle's response rate.

[0060] An automatic transmission primarily consists of a mechanical transmission mechanism, a hydraulic control system, an electronic control system, and auxiliary components. The mechanical transmission mechanism includes a torque converter, planetary gear set, multi-plate clutch, brake band, and one-way clutch. The hydraulic control system includes a hydraulic pump, valve block, and accumulator. The electronic control system includes a transmission control unit, sensors, and solenoid valves. Auxiliary components include transmission oil, an oil cooler, a housing, and seals. When performing the NID function, an automatic transmission primarily controls the state of the internal clutches to achieve neutral, thereby reducing engine load and saving fuel. The relationship between gears and gear clutches is the core of the transmission's power transmission and shifting logic. Gear shifting is achieved by controlling the engagement and disengagement of specific clutches. Each gear corresponds to the engagement state of a specific clutch (clutch pack). Automatic transmissions control the engagement and disengagement of clutches through hydraulic or electronic control systems, changing the power transmission path of the planetary gears and achieving different gear ratios. Clutches are used to secure or connect specific elements of a planetary gear set (such as the sun gear, planet carrier, or ring gear) to achieve torque transmission between gears. During gear shifts, the TCU precisely controls clutch overlap timing and hydraulic pressure to avoid power interruption or shift shock, ensuring smooth shifts. The number of clutches, planetary gearset layout, and shift logic collectively determine the number of gears and performance of the transmission.

[0061] When the NID function is activated, the transmission control strategy shifts from the current initial gear to neutral to reduce engine load and optimize fuel economy. However, to ensure energy savings while also ensuring dynamic responsiveness when the vehicle restarts, the TCU employs an intelligent clutch management strategy. Specifically, after shifting to neutral, rather than disengaging all clutches, the clutches of some preselected gears (such as 1st or 2nd) remain appropriately engaged or partially engaged through precise control. The preselected gear is the gear the transmission will shift to after the vehicle is launched.

[0062] The advantages of this control method are that, first, in the neutral state, the partial decoupling of the engine and the transmission system effectively reduces the load, thereby reducing idling fuel consumption; second, keeping part of the clutch closed can shorten the time it takes to re-establish the power transmission path. When the driver steps on the accelerator pedal to request a start, the transmission can quickly engage the target gear, avoiding the power delay caused by completely disconnecting the clutch in the traditional neutral state.

[0063] Because different gears correspond to different clutch assemblies, meaning different clutches are engaged in different gears, when shifting from the current initial gear to neutral, if the NID function is activated before the vehicle comes to a stop, the clutches corresponding to the initial gear are immediately disengaged. After the vehicle comes to a stop, the clutches required to engage neutral (C) are engaged. This is because if the clutches corresponding to the initial gear (A and B) are disengaged immediately after the clutches required to engage neutral (C), the speed differential during the engagement of the C clutch prevents it from engaging. If the user no longer wants to stop the vehicle and presses the accelerator, the other clutches besides the C clutch must be engaged quickly to respond to the gear shift request, potentially causing engine stall and, in severe cases, clutch burn. Therefore, for driving safety, the C clutch must be engaged after the vehicle comes to a stop.

[0064] If the C clutch is one of the A clutch or the B clutch, such as the C clutch is the A clutch, then the A clutch should be kept closed, and only the B clutch should be disconnected when the NID function is activated. In this way, after the vehicle stops, there is no need to close the C clutch, and naturally no additional sense of vehicle jerking will be introduced. However, if the C clutch is not one of the A clutch or the B clutch, then after the vehicle stops, the transmission will still close the C clutch, which will cause an additional sense of vehicle jerking. At this time, the vehicle is in a stopped state, and the user will clearly feel the sense of jerking brought by the closing of the C clutch, and the problem of poor user experience still exists. Obviously, in this case, the current initial gear is not suitable as the target gear. In order to solve this problem, the present application provides a method for determining the target gear to avoid the problem of introducing an additional sense of jerking into the vehicle when the current initial gear is switched to neutral.

[0065] In some embodiments, determining that the current initial gear is the target gear includes: In response to the fact that the gear clutch corresponding to the neutral gear and required to remain closed is included in the gear clutch assembly corresponding to the current initial gear, it is determined that the current initial gear is the target gear.

[0066] Specifically, each gear corresponds to a different clutch assembly. For example, the clutch assembly corresponding to 2nd gear includes a first gear clutch, a second gear clutch, and a third gear clutch. The clutch assembly corresponding to 1st gear includes a first gear clutch, a second gear clutch, and a fourth gear clutch. Under normal circumstances, all clutches in the clutch assembly corresponding to each gear are closed. During a shift with the NID function activated, shifting to neutral is necessary to reduce engine load. In neutral, to improve vehicle responsiveness during launch, it is necessary to ensure that a clutch remains closed, rather than disengaging all clutches. To avoid jerking after the vehicle comes to a stop due to clutch engagement, it is necessary to ensure that the clutch that needs to be engaged is included in the clutch assembly corresponding to the initial gear. This way, before the vehicle comes to a stop, if the clutch that originally needed to be disengaged is the one that needs to be engaged, it does not need to be disengaged; it can remain engaged. After the vehicle comes to a stop, the transmission does not need to reengage the clutch, thus preventing jerking.

[0067] Exemplarily, the gear clutch assembly corresponding to the initial gear includes a first gear clutch, a second gear clutch, and a third gear clutch. The gear clutch that needs to be closed in neutral is the fourth gear clutch. Before the vehicle brakes to a stop, when disconnecting the gear clutch assembly corresponding to the initial gear, it is necessary to disconnect the first gear clutch, the second gear clutch, and the third gear clutch. Since the vehicle is in motion, the user will not obviously feel the vehicle jerking caused by the operation of disconnecting the first gear clutch, the second gear clutch, and the third gear clutch. After the vehicle brakes to a stop, it is necessary to close the fourth gear clutch again. This is because the vehicle has stopped, and the user will obviously feel the jerking caused by closing the fourth gear clutch. At this time, the initial gear does not belong to the target gear because it will cause an additional sense of jerking.

[0068] Exemplarily, the gear clutch assembly corresponding to the initial gear includes a first gear clutch, a second gear clutch, and a third gear clutch. The gear clutch that needs to be closed in neutral is the first gear clutch. Before the vehicle comes to a stop, when disengaging the gear clutch assembly corresponding to the initial gear, it is not necessary to disengage the first gear clutch; the first gear clutch remains closed, and only the second and third gear clutches are disconnected. After the vehicle comes to a stop, there is no need to reengage the first gear clutch. At this point, the initial gear is considered the target gear because it will not cause an additional sense of jerkiness.

[0069] This embodiment provides a method for determining the target gear position. While taking into account the rapid start of the vehicle, activating the NID function before braking the vehicle will not bring any additional sense of agitation, thereby ensuring the user's driving comfort.

[0070] Based on the aforementioned embodiment, as long as the gear clutch corresponding to neutral that must remain engaged is included in the gear clutch assembly corresponding to the initial gear, the initial gear can be used as the target gear. Once the preset vehicle braking conditions are met, the NID function can be activated before the vehicle stops. However, if the target gear is a higher forward gear (such as 4th), directly shifting from a higher forward gear to neutral can easily cause a loss of vehicle power. In some embodiments, before determining that the current initial gear is the target gear, the method further includes: It is determined whether the current initial gear position is less than or equal to a preset gear position, and in response to the current initial gear position being less than or equal to the preset gear position, it is determined that the current initial gear position is the target gear position.

[0071] Specifically, after determining the target gear on the basis of the aforementioned embodiment, it is necessary to further determine whether the target gear is a higher forward gear. If the initial gear is less than or equal to the preset gear, it is determined that the initial gear is not a higher forward gear and can be used as the final target gear. If the initial gear is greater than the preset gear, it is determined that the initial gear is a higher forward gear and cannot be used as the final target gear. Exemplarily, the preset gear is 2nd gear. When the initial gear is less than or equal to 2nd gear, it is determined that the initial gear is the final target gear. When the initial gear is greater than 2nd gear, it is determined that the initial gear is not the final target gear.

[0072] In most current transmissions, the gear clutches that need to be engaged in neutral are included in the gear clutch assemblies corresponding to 2nd and 1st gears. However, the gear clutches that need to be engaged in neutral are not included in the gear clutch assemblies corresponding to 3rd and higher gears. Therefore, 2nd and 1st gears can be used as the final target gears.

[0073] However, the speed ratio of gear 1 is greater than that of gear 2, and the fuel consumption is relatively high. If the gear is kept in gear 1 for a longer period of time, the fuel consumption will be further increased. Therefore, in this embodiment, gear 2 is preferably used as the final target gear.

[0074] The method of this embodiment provides a method for screening target gears that can be used as final target gears, thereby avoiding the power loss problem that may occur in the vehicle when the target gear is a higher forward gear, and ensuring the user's driving needs.

[0075] When the vehicle restarts, it is necessary to close the clutch required for the gear, and the specific method is described in the following embodiment.

[0076] In some embodiments, after controlling the transmission to shift from the current initial gear to neutral, the method further includes: In response to determining that the current brake pressure is less than or equal to the preset pressure threshold, the transmission is controlled to shift from neutral to the initial gear.

[0077] Specifically, after the transmission shifts from the initial gear to neutral, it is necessary to monitor in real time whether the vehicle needs to start. This can be achieved by monitoring the current brake pressure in real time. If the current brake pressure is less than or equal to a preset pressure threshold, it indicates that the user has reduced the force applied to the brake pedal and the vehicle is about to start. To meet the vehicle's power performance, the transmission gear needs to be promptly restored from neutral to the initial gear to meet the user's driving needs. For example, the preset pressure threshold can be 5 bar. The method of this embodiment ensures that when it is recognized that the vehicle is about to start, the gear clutch is closed in a timely manner to meet the vehicle's power requirements.

[0078] It should be noted that the embodiments of the present application can be further described in the following manner: When calibrating the vehicle speed threshold corresponding to the gear shift, the vehicle speed threshold for shifting from a higher gear to a target gear is increased, while the vehicle speed threshold for shifting from a target gear to a lower gear is decreased.

[0079] During vehicle travel, in response to determining that the vehicle gear is in a forward gear and receiving a brake signal, a determination is made as to whether the current initial gear is the target gear. If it is not the target gear, determination is stopped, and the vehicle cannot currently activate the NID function. If it is the target gear, determination is made as to whether the target gear is less than or equal to a preset gear. If the target gear is greater than the preset gear, determination is made as to whether the initial gear is not the final target gear, and the vehicle cannot currently activate the NID function. If it is determined to be less than or equal to the preset gear, determination is made as to whether the initial gear is the final target gear. Thereafter, determination is made as to whether the current vehicle speed is less than a preset speed threshold. If it is greater than or equal to the preset speed threshold, the vehicle cannot currently activate the NID function. If the vehicle speed is less than the preset speed threshold, determination is made as to whether the current slope is less than a preset slope threshold. If the current slope is greater than or equal to the preset slope threshold, the vehicle cannot currently activate the NID function. If the current slope is less than the preset slope threshold, determination is made as to whether the current brake pressure is greater than a preset pressure threshold. If the current brake pressure is less than or equal to the preset pressure threshold, the vehicle cannot currently activate the NID function. If the current brake pressure is greater than the preset pressure threshold, determination is made as to whether the NID function is activated.

[0080] The clutch assemblies corresponding to the initial gear are disengaged. Clutches for gears that must remain engaged in neutral do not need to be disengaged. Although the transmission is in neutral, the vehicle's instrument panel indicates a gradual downshift from the initial gear to first gear, which is then maintained. The vehicle monitors real-time brake pressure. If it is determined to be less than a preset pressure, the vehicle is about to start, and the NID function is disengaged. All clutches corresponding to the initial gear are engaged. This restores the transmission from neutral to the initial gear, allowing the vehicle to travel normally.

[0081] Compared to the prior art method of activating the NID function after the vehicle has come to a stop, this embodiment activates the NID function before the vehicle has come to a stop, which is equivalent to activating the NID function in advance. This reduces the user's sensitivity to the impact of activating the NID function while the vehicle is in motion. At the same time, the duration that the transmission gear remains in the target gear is extended, providing sufficient time for NID function activation and improving the success rate of NID activation. When it is determined that the user's braking intention is to stop the vehicle and the road surface on which the vehicle is currently traveling is relatively flat, the NID function is immediately activated to avoid misjudgment of NID function activation, which could affect normal vehicle driving. Taking into account the vehicle's starting response rate, the target gear is reasonably determined, eliminating the risk of additional vehicle jerking after the vehicle has come to a stop, thereby ensuring driving comfort.

[0082] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0083] It should be noted that the above describes some embodiments of the present application. In some cases, the actions or steps described in the above embodiments can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0084] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle gear control device.

[0085] refer to Figure 2 , the vehicle gear control device comprises: The determination module 202 is configured to determine whether the vehicle meets a preset vehicle braking condition in response to determining that the vehicle gear is a forward gear and receiving a brake signal during vehicle driving; The shift module 204 is configured to control the transmission to shift from the current initial gear to the neutral gear in response to determining that the vehicle meets a preset vehicle braking condition; wherein the preset vehicle braking condition indicates that the vehicle is about to stop.

[0086] The vehicle gear control device provided in this embodiment, during vehicle travel, in response to determining that the vehicle is in a forward gear and receiving a brake signal, determines whether the vehicle meets a preset vehicle braking condition, where the preset vehicle braking condition indicates that the vehicle is about to come to a stop. Specifically, when the vehicle is traveling in a forward gear and receives a user-triggered brake signal, the user's braking intention is determined, and the next vehicle control step is executed based on the braking intention. If the braking intention is determined to be to stop the vehicle, the transmission is controlled to shift from the current initial gear to neutral, thereby immediately activating the vehicle's NID function. Thus, by activating the NID function before the vehicle comes to a stop, even if the vehicle experiences jerking, the vehicle's shock absorption function or vibrations generated by wheel rotation will absorb or mitigate the cabin impact caused by the NID function due to the vehicle's ongoing motion. Compared to the prior art method of activating the NID function after the vehicle has come to a stop, the present application activates the NID function before the vehicle comes to a stop, thereby preventing the user from directly perceiving the jerking caused by the NID function and improving the user's driving experience.

[0087] In some embodiments, the system further includes an adjustment module configured to increase a vehicle speed threshold for shifting from a first gear to a current initial gear, where the first gear is a higher gear adjacent to the current initial gear.

[0088] Through the vehicle gear control device of this embodiment, sufficient time can be provided for the activation of the NID function to ensure that the NID function can be successfully activated, thereby ensuring that the torque output by the engine can be released in time before the vehicle stops, disconnecting the power connection between the engine and the transmission system, and improving the user's driving experience after the vehicle stops.

[0089] In some embodiments, the adjustment module is further configured to lower the vehicle speed threshold for shifting from the current initial gear to the second gear, which is a lower gear adjacent to the current initial gear. This embodiment of the vehicle gear control device can further provide sufficient time for NID function activation, ensuring successful activation and improving the success rate of NID function activation. This ensures that the engine torque output can be released in a timely manner before the vehicle stops, disconnecting the power connection between the engine and the drivetrain, and improving the user's driving experience after the vehicle stops.

[0090] In some embodiments, determination module 202 is further configured to determine that the vehicle satisfies a preset vehicle braking condition in response to determining that the current initial gear is the target gear, the current vehicle speed is less than a preset vehicle speed threshold, the current slope is less than a preset slope threshold, and the current brake pressure is greater than a preset pressure threshold. The vehicle gear control device of this embodiment establishes the preset vehicle braking condition based on multiple factors. When the preset vehicle braking condition is met, it can accurately determine that the user's braking intention is to stop the vehicle, thereby preventing the possibility of misjudging the user's braking intention. When it is determined that the user's braking intention is to stop the vehicle, the NID function can be activated promptly, thereby improving the intelligent level of vehicle service and thereby enhancing user satisfaction.

[0091] In some embodiments, determination module 202 is further configured to determine that the current initial gear is the target gear in response to the clutch corresponding to the neutral gear being included in the gear clutch assembly corresponding to the current initial gear. The device of this embodiment provides a method for determining the target gear. While ensuring a quick vehicle start, activating the NID function before stopping the vehicle does not cause an undue sense of jerkiness, thereby ensuring driving comfort for the user.

[0092] In some embodiments, before determining that the current initial gear is the target gear, determination module 202 is further configured to determine whether the current initial gear is less than or equal to a preset gear. In response to the current initial gear being less than or equal to the preset gear, the current initial gear is determined to be the target gear. The apparatus of this embodiment provides a method for selecting target gears that can be used as the final target gear, thereby avoiding the potential loss of vehicle power when the target gear is a higher forward gear, thereby ensuring the user's driving needs.

[0093] In some embodiments, after controlling the transmission to shift from the current initial gear to neutral, a recovery module is further included, configured to control the transmission to shift from neutral to the initial gear in response to determining that the current brake pressure is less than or equal to a preset pressure threshold. This embodiment ensures that the gear clutch is closed in a timely manner when the vehicle is detected to be about to start, thereby meeting the vehicle's power requirements.

[0094] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0095] The device of the above embodiment is used to implement the corresponding vehicle gear control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0096] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the vehicle gear control method described in any of the above embodiments is implemented.

[0097] Figure 3 A more specific hardware structure diagram of an electronic device provided in this embodiment is shown. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0098] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0099] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0100] The input / output interface 1030 is used to connect to input / output modules to enable information input and output. The input / output modules can be configured as components within the device (not shown) or externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, and various sensors. Output devices may include a display, speaker, vibrator, indicator light, and the like.

[0101] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.).

[0102] The bus 1050 comprises a pathway for transmitting information between various components of the device, such as the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 .

[0103] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0104] The electronic device of the above embodiment is used to implement the corresponding vehicle gear control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0105] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle gear control method described in any of the above embodiments.

[0106] The computer-readable media of this embodiment includes permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device.

[0107] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the vehicle gear control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0108] Based on the same concept, corresponding to any of the above-mentioned embodiments, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0109] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0110] For example, in response to a user's active request, a prompt message is sent to the user to clearly inform the user that the operation requested will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the technical solution of the present disclosure based on the prompt message.

[0111] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also contain a selection control for the user to select "Agree" or "Disagree" with the provision of personal information by the electronic device.

[0112] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0113] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0114] In addition, to simplify the description and discussion, and to avoid obscuring the understanding of the embodiments of the present application, well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. Furthermore, devices may be shown in block diagram form to avoid obscuring the understanding of the embodiments of the present application, and this also takes into account the fact that the implementation details of these block diagram devices are highly dependent on the platform on which the embodiments of the present application will be implemented (i.e., these details should be fully understood by those skilled in the art). Where specific details (e.g., circuits) are set forth to describe the exemplary embodiments of the present application, it will be apparent to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with variations therefrom. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0115] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the discussed embodiments.

[0116] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle gear control method, characterized in that: include: During vehicle travel, in response to determining that the vehicle gear is in a forward gear and receiving a brake signal, determining whether the vehicle meets a preset vehicle braking condition; In response to determining that the vehicle meets a preset vehicle braking condition, the transmission is controlled to switch from the current initial gear to neutral; wherein the preset vehicle braking condition indicates that the vehicle is about to brake to a stop.

2. The method according to claim 1, characterized in that The method further comprises: A vehicle speed threshold for shifting from first gear to a current initial gear is increased, the first gear being a higher gear adjacent to the current initial gear.

3. The method according to claim 2, characterized in that The method further comprises: A vehicle speed threshold for shifting from a current initial gear to a second gear, which is a lower gear adjacent to the current initial gear, is lowered.

4. The method according to claim 1, wherein Determining that the vehicle meets the preset vehicle braking condition includes: In response to determining that the current initial gear is the target gear, the current vehicle speed is less than a preset vehicle speed threshold, the current slope is less than a preset slope threshold, and the current brake pressure is greater than a preset pressure threshold, it is determined that the vehicle meets the preset vehicle braking condition.

5. The method according to claim 4, characterized in that Determining that the current initial gear position is the target gear position includes: In response to the fact that the gear clutch corresponding to the neutral gear and required to remain closed is included in the gear clutch assembly corresponding to the current initial gear, it is determined that the current initial gear is the target gear.

6. The method according to claim 5, characterized in that Before determining that the current initial gear is the target gear, the following steps are also included: It is determined whether the current initial gear position is less than or equal to a preset gear position, and in response to the current initial gear position being less than or equal to the preset gear position, it is determined that the current initial gear position is the target gear position.

7. The method according to claim 1, characterized in that After controlling the transmission to shift from the current initial gear to the neutral gear, the method further includes: In response to determining that the current brake pressure is less than or equal to the preset pressure threshold, the transmission is controlled to shift from neutral to the initial gear.

8. A vehicle gear control device, characterized in that: include: a determination module configured to determine whether the vehicle satisfies a preset vehicle braking condition in response to determining that the vehicle gear is in a forward gear and receiving a brake signal during vehicle travel; The shift module is configured to control the transmission to shift from a current initial gear to a neutral gear in response to determining that the vehicle meets a preset vehicle braking condition; wherein the preset vehicle braking condition indicates that the vehicle is about to stop.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: The vehicle includes the electronic device according to claim 9.

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