Gear adjustment control method and device, equipment and medium

Abstract

The embodiment of the invention provides a gear adjustment control method and device, equipment and a medium. The method comprises the steps that firstly, when a gear shifting instruction is received, an initial gear and a target gear of a gear shifting mechanism are obtained; then, according to whether the initial gear is consistent with the target gear or not and the gear shifting stage, a control strategy for the gear shifting mechanism is determined; and finally, according to the control strategy, the gear shifting mechanism is controlled to conduct gear shifting. By means of the control method, abnormal scene coverage in the whole gear shifting process is achieved, it is ensured that the vehicle can still maintain the basic operation capacity when hardware is abnormal, and meanwhile secondary damage is avoided.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more particularly to a gear shift control method, device, equipment, and medium. Background Technology

[0002] In the field of new energy commercial vehicles, electric mechanical automatic transmissions (AMTs) have become the core power transmission solution for long-range pure electric tractors and other models due to their advantages such as simple structure, high transmission efficiency, and strong reliability. Electric AMTs use electric motors to drive the shift actuators, replacing traditional pneumatic or hydraulic systems, significantly reducing maintenance costs and improving environmental adaptability. However, in actual operation, due to the mechanical characteristics of the shift mechanism (such as shift fork jamming, synchronizer wear, and sensor signal drift), shifting failures occur frequently, especially under high-load conditions or complex road conditions, potentially leading to vehicle power interruption, hardware damage, and even safety hazards. Furthermore, the lack of handling logic for compound faults (such as repeated failures when attempting to disengage after a failed shift) further exacerbates system reliability risks. Therefore, a systematic control method is urgently needed to cover abnormal scenarios throughout the entire shifting process, ensuring that the vehicle maintains basic operational capabilities even in the event of hardware failure through fault identification, retry mechanisms, and degradation strategies, while avoiding secondary damage.

[0003] In existing technologies, the commonly used gear shifting control method is to first detect the status of the shifting actuator (such as solenoid valve or sensor malfunction), classify the malfunction type, and trigger corresponding remedial actions (such as shifting gears again or instrument alarm). For example, when a solenoid valve malfunction is detected, the system will prioritize performing solenoid valve-related fault handling; if the malfunction cannot be resolved, it will enter the instrument alarm stage; if the sensor signal is abnormal, it will be handled by using redundant signals or default values.

[0004] However, existing gear adjustment control methods have problems such as insufficient coverage of gear adjustment failure scenarios and imperfect fault response logic. Summary of the Invention

[0005] This application provides a gear shifting control method, apparatus, equipment, and medium to address the problems in the prior art, such as insufficient coverage of gear shifting failure scenarios and imperfect fault response logic.

[0006] In a first aspect, embodiments of this application provide a gear adjustment control method, including:

[0007] Upon receiving a shift command, the initial gear and target gear of the shift mechanism are obtained;

[0008] The control strategy for the shifting mechanism is determined based on whether the initial gear and the target gear are consistent and the shifting stage.

[0009] According to the control strategy, the shifting mechanism is controlled to shift gears.

[0010] In one possible implementation, determining the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage includes:

[0011] When the initial gear position is inconsistent with the target gear position, and the gear shifting phase is a disengagement process, then the first strategy is determined to be the control strategy.

[0012] The first strategy includes:

[0013] When failing to enter neutral, the number of times the gear is stuck in any first intermediate gear position is obtained, where the first intermediate gear position is the transition gear between the initial gear position and neutral gear.

[0014] If the number of times does not exceed the first preset number of times, the shifting mechanism is controlled to re-execute the shift to neutral operation;

[0015] If the number of times exceeds the first preset number of times, the shifting mechanism is controlled to return to the initial gear and a first fault response operation is executed. The first fault response operation includes at least one of speed limit control, disabling shifting, fault indication, and instrument display.

[0016] In one possible implementation, re-performing the shift to neutral includes:

[0017] If the current gear position is to leave the initial gear position, then control the shifting mechanism to enter neutral.

[0018] If the current gear position is not completely away from the initial gear, the shift mechanism is controlled to return to the initial gear and then enter neutral.

[0019] In one possible implementation, determining the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage includes:

[0020] When the initial gear position is inconsistent with the target gear position, and the gear shifting phase is an upshifting process, then the second strategy is determined to be the control strategy.

[0021] The second strategy includes:

[0022] If the target gear is not successfully engaged, the number of times the gear is stuck in any second intermediate gear is recorded. The second intermediate gear is the transitional gear between neutral and the target gear.

[0023] If the number of times does not exceed the second preset number of times, the shifting mechanism is controlled to re-execute the shifting to the target gear operation;

[0024] If the number of times exceeds the second preset number of times, the shift mechanism is controlled to return to neutral and a second fault response operation is executed. The second fault response operation includes at least one of disabling the faulty gear, enabling the gear search control strategy, fault prompting, and instrument display.

[0025] In one possible implementation, re-enforcing the gear to the target gear includes:

[0026] If the current gear position is in neutral, then control the shifting mechanism to enter the target gear.

[0027] If the current gear position is not completely out of neutral, then control the shifting mechanism to return to neutral and then enter the target gear.

[0028] In one possible implementation, determining the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage includes:

[0029] When the initial gear position matches the target gear position, the third strategy is determined to be the control strategy.

[0030] The third strategy includes:

[0031] The number of times the gear shifts out of gear is obtained when the current gear does not match the target gear.

[0032] If the number of times does not exceed the third preset number of times, the shifting mechanism is controlled to re-execute the shifting to the target gear operation;

[0033] If the number of times exceeds the third preset number of times, then the second fault response operation is executed.

[0034] In one possible implementation, the file search control strategy includes:

[0035] The target gear position was determined to be a faulty gear position;

[0036] Using the faulty gear as the baseline, search upwards for any available gear.

[0037] If no available gear is found upwards, search downwards for any available gear.

[0038] Secondly, embodiments of this application provide a gear adjustment control device, comprising:

[0039] The acquisition module is used to acquire the initial gear and target gear of the gear shifting mechanism when a shift command is received;

[0040] The processing module is used to determine the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage;

[0041] The control module is used to control the shifting mechanism to shift gears according to the control strategy.

[0042] In one possible implementation, the processing module is specifically used for:

[0043] When the initial gear position is inconsistent with the target gear position, and the gear shifting phase is a disengagement process, then the first strategy is determined to be the control strategy.

[0044] The first strategy includes:

[0045] When failing to enter neutral, the number of times the gear is stuck in any first intermediate gear position is obtained, where the first intermediate gear position is the transition gear between the initial gear position and neutral gear.

[0046] If the number of times does not exceed the first preset number of times, the shifting mechanism is controlled to re-execute the shift to neutral operation;

[0047] If the number of times exceeds the first preset number of times, the shifting mechanism is controlled to return to the initial gear and a first fault response operation is executed. The first fault response operation includes at least one of speed limit control, disabling shifting, fault indication, and instrument display.

[0048] In one possible implementation, re-performing the shift to neutral includes:

[0049] If the current gear position is to leave the initial gear position, then control the shifting mechanism to enter neutral.

[0050] If the current gear position is not completely away from the initial gear, the shift mechanism is controlled to return to the initial gear and then enter neutral.

[0051] In one possible implementation, the processing module is specifically used for:

[0052] When the initial gear position is inconsistent with the target gear position, and the gear shifting phase is an upshifting process, then the second strategy is determined to be the control strategy.

[0053] The second strategy includes:

[0054] If the target gear is not successfully engaged, the number of times the gear is stuck in any second intermediate gear is recorded. The second intermediate gear is the transitional gear between neutral and the target gear.

[0055] If the number of times does not exceed the second preset number of times, the shifting mechanism is controlled to re-execute the shifting to the target gear operation;

[0056] If the number of times exceeds the second preset number of times, the shift mechanism is controlled to return to neutral and a second fault response operation is executed. The second fault response operation includes at least one of disabling the faulty gear, enabling the gear search control strategy, fault prompting, and instrument display.

[0057] In one possible implementation, re-enforcing the gear to the target gear includes:

[0058] If the current gear position is in neutral, then control the shifting mechanism to enter the target gear.

[0059] If the current gear position is not completely out of neutral, then control the shifting mechanism to return to neutral and then enter the target gear.

[0060] In one possible implementation, the processing module is specifically used for:

[0061] When the initial gear position matches the target gear position, the third strategy is determined to be the control strategy.

[0062] The third strategy includes:

[0063] The number of times the gear shifts out of gear is obtained when the current gear does not match the target gear.

[0064] If the number of times does not exceed the third preset number of times, the shifting mechanism is controlled to re-execute the shifting to the target gear operation;

[0065] If the number of times exceeds the third preset number of times, then the second fault response operation is executed.

[0066] In one possible implementation, the file search control strategy includes:

[0067] The target gear position was determined to be a faulty gear position;

[0068] Using the faulty gear as the baseline, search upwards for any available gear.

[0069] If no available gear is found upwards, search downwards for any available gear.

[0070] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0071] The memory stores computer-executed instructions;

[0072] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0073] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0074] The gear shifting control method, apparatus, device, and medium provided in this application first acquire the initial and target gear positions of the shifting mechanism upon receiving a shift command to identify whether a shift action is required, thus preventing invalid or erroneous operations from the outset. When the initial and target gear positions are inconsistent, the shifting process begins; when they are consistent, only disengagement needs to be determined, thereby avoiding unnecessary mechanical wear. Subsequently, based on whether the initial and target gear positions are consistent and the current shifting stage, a control strategy for the shifting mechanism is determined. This involves dividing the shifting process into independent disengagement and engagement stages, and designing differentiated control logic for each stage to ensure accurate location and timely interruption of subsequent actions in case of any abnormality, preventing mechanical risks such as synchronizer jamming and gear collision. Finally, the corresponding shift action is executed according to the determined control strategy. Through gradual control of the shifting actuator, the entire shifting process becomes logically clearer and more reliable in execution. By employing the aforementioned phased and strategy-based control methods, comprehensive coverage of abnormal scenarios throughout the entire gear shifting process is achieved. This enables the system to maintain a controlled state under various abnormal conditions such as failed disengagement, failed engagement, and disengagement, ensuring that the vehicle retains basic operational capabilities even when related hardware malfunctions. Simultaneously, it effectively avoids secondary mechanical damage caused by erroneous actions, significantly improving gear shifting reliability and overall vehicle operational safety. Attached Figure Description

[0075] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0076] Figure 1 Flowchart of the gear adjustment control method provided in the embodiments of this application Figure 1 ;

[0077] Figure 2 Flowchart of the gear adjustment control method provided in the embodiments of this application Figure 2 ;

[0078] Figure 3 A flowchart illustrating the off-gear failure control method provided in this application embodiment;

[0079] Figure 4 A flowchart illustrating the file entry failure control method provided in this application embodiment;

[0080] Figure 5This is a schematic diagram of the gear adjustment control device provided in the embodiments of this application;

[0081] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0082] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0083] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0084] In the field of new energy commercial vehicles, electric automated manual transmissions (AMTs) have become the core power transmission solution for long-range pure electric tractors and other models due to their advantages such as simple structure, high transmission efficiency, and strong reliability. Electric AMTs replace traditional pneumatic or hydraulic systems by using an electric motor to drive the shift actuator, significantly reducing maintenance costs and improving environmental adaptability. However, in actual operation, due to the mechanical characteristics of the shift mechanism (such as shift fork jamming, synchronizer wear, and sensor signal drift), shift failures occur frequently, especially under high-load conditions or complex road conditions, potentially leading to vehicle power interruption, hardware damage, or even safety hazards. For example, if a failed shifting attempt is not promptly identified and the strategy adjusted, it may cause abnormal power output; if a failed disengagement attempt is not remedial, it may lead to power system overload; and if disengagement (unexpected gear loss) is not effectively monitored, it may cause sudden vehicle stalling or unstable power output. Furthermore, the lack of handling logic for compound faults (such as repeated failures when attempting to disengage after a failed shifting attempt) further exacerbates system reliability risks. Therefore, there is an urgent need for a systematic control method that covers abnormal scenarios throughout the entire gear shifting process. Through intelligent fault identification, retry mechanisms, and degradation strategies, it is possible to ensure that the vehicle can maintain its basic operational capabilities when hardware malfunctions, while avoiding secondary damage.

[0085] In existing technologies, the commonly used control method for gear shifting failure is to first detect the status of the shift actuator (such as solenoid valve or sensor malfunction), classify the fault type, and trigger corresponding remedial actions (such as re-shifting or instrument alarm). For example, when a solenoid valve malfunction is detected, the system will prioritize performing solenoid valve-related fault handling; if the fault cannot be recovered, it will enter the instrument alarm stage; if the sensor signal is abnormal, it will be handled by using redundant signals or default values.

[0086] However, existing methods for controlling gear shifting failures only focus on controlling a single gear shift or disengagement action, without monitoring the entire shifting process and lacking coverage for different shifting scenarios. During the shifting mechanism's transition from the initial gear to the target gear, if anomalies occur such as unsuccessful disengagement, incomplete disengagement, or incomplete separation of the synchronizer, many existing solutions cannot identify them in real time, nor can they adopt differentiated control strategies based on the location of the anomaly. As a result, after a shifting failure, only simple alarms or vehicle protection can be provided, resulting in a single response strategy.

[0087] Based on this, this application proposes a gear adjustment control method aimed at providing differentiated handling for gear shift failures (gear engagement, disengagement, and disengagement). By dynamically adjusting the gear assignment strategy, it ensures the vehicle maintains basic operational capabilities even under abnormal conditions. Specifically, upon receiving a gear shift command, the initial and target gears of the gear shift mechanism are first obtained to determine whether a gear shift is necessary, thus preventing invalid or erroneous operations from the outset. When the initial and target gears are inconsistent, the gear shift process begins; when they are consistent, only disengagement needs to be checked, avoiding unnecessary mechanical wear. Subsequently, based on whether the initial and target gears are consistent and the current stage of the shift, a control strategy for the gear shift mechanism is determined. This involves dividing the shift process into independent disengagement and engagement stages, and designing differentiated control logic for each stage to ensure accurate location and timely interruption of subsequent actions in case of any abnormality. Finally, the corresponding gear shift action is executed according to the determined control strategy. Through the process decomposition and sub-strategy control based on gear relationships described above, this invention can not only accurately cover various abnormal scenarios such as gear disengagement failure, gear shifting failure, and gear disengagement, but also ensure that the gear shifting mechanism can promptly block subsequent actions when it fails at any stage, thereby improving the safety, success rate, and service life of the actuator in the gear shifting process, and significantly improving the stability and smoothness of the vehicle's gear shifting.

[0088] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0089] Figure 1 Flowchart of the gear adjustment control method provided in the embodiments of this application Figure 1 ;like Figure 1 As shown, the method includes:

[0090] S101. Upon receiving a shift command, obtain the initial gear and target gear of the shift mechanism.

[0091] It should be understood that accurately obtaining the initial and target gears is fundamental for sequential control and fault diagnosis in shift control. The initial gear reflects the current state of the shift mechanism, while the target gear determines the endpoint of the shift action. Upon receiving a driver's gear-shifting command (such as shifting from D to R) or a shift request from the automatic control system, the shift control unit (ECU) obtains the actual physical gear position of the shift mechanism as the initial gear through the gear position sensor, while simultaneously recording the target gear requested by the driver or system.

[0092] S102. Determine the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage.

[0093] It should be understood that the difference between the initial gear and the target gear indicates whether a gear shift is required, while the shift phase determines the type of action (disengaging or engaging). By combining the two, the control strategy can precisely plan the shift steps, achieve sequential control and anomaly detection, and provide a basis for decision-making for subsequent retry mechanisms or fault protection, thereby ensuring the safety and reliability of the shifting action.

[0094] During gear shifting, the shift control unit (ECU) first determines whether the initial gear of the current shift mechanism matches the target gear. If they match, no shifting action is required; the current gear is maintained and the shift mechanism is monitored for disengagement. If they do not match, the appropriate control strategy is selected based on the current shift stage (disengagement or engagement).

[0095] Understandably, by determining whether the initial gear matches the target gear and the current shift stage during the gear shift process, the control system can dynamically select an appropriate control strategy to achieve precise shifting. This not only improves the success rate of gear shifting and reduces mechanical shock, but also allows for timely identification of abnormal gear states, providing preconditions for retry or fault protection, thereby enhancing the overall vehicle shifting reliability and driving safety.

[0096] It should be noted that the specific control strategy is described in this application. Figure 2 The embodiments are described in detail, and will not be repeated in this embodiment.

[0097] S103. According to the control strategy, control the shifting mechanism to shift gears.

[0098] Understandably, by precisely controlling the gear shifting mechanism according to the control strategy, smooth, safe and reliable gear shifting can be achieved, reducing shifting shock and mechanical wear, while improving the success rate of shifting up / down.

[0099] The gear shifting control method provided in this application first obtains the initial and target gears of the shifting mechanism upon receiving a shift command to identify whether a shift action is needed, thus avoiding invalid or erroneous operations from the outset. When the initial and target gears are inconsistent, the shifting process begins; when they are consistent, it is only necessary to determine whether to disengage, thereby avoiding unnecessary mechanical wear. Subsequently, based on whether the initial and target gears are consistent and the current stage of the shift, a control strategy for the shifting mechanism is determined. This involves dividing the shifting process into independent disengagement and engagement stages, and designing differentiated control logic for each stage to ensure accurate location and timely interruption of subsequent actions in case of any abnormality, preventing mechanical risks such as synchronizer jamming and gear collision. Finally, the corresponding shift action is executed according to the determined control strategy. Through gradual control of the shifting mechanism, the entire shifting process becomes logically clearer and more reliable in execution. By employing the aforementioned phased and strategy-based control methods, comprehensive coverage of abnormal scenarios throughout the entire gear shifting process is achieved. This enables the system to maintain a controlled state under various abnormal conditions such as failed disengagement, failed engagement, and disengagement, ensuring that the vehicle retains basic operational capabilities even when related hardware malfunctions. Simultaneously, it effectively avoids secondary mechanical damage caused by erroneous actions, significantly improving gear shifting reliability and overall vehicle operational safety.

[0100] Figure 2 Flowchart of the gear adjustment control method provided in the embodiments of this application Figure 2 ,like Figure 2 As shown, in this embodiment... Figure 1 Based on the embodiments, the process of determining the control strategy of the shifting mechanism and the specific content of the control strategy are described in detail. The method includes:

[0101] S201. When the initial gear and the target gear are inconsistent, and the gear shifting phase is the disengagement process, then the first strategy is determined to be the control strategy.

[0102] In one possible approach, the first strategy includes: firstly, when failing to enter neutral, acquiring the number of times the gear is stuck in any first intermediate gear; then, if the number of times does not exceed a first preset number, controlling the gear shifting mechanism to re-execute the operation of shifting to neutral; and if the number of times exceeds the first preset number, controlling the gear shifting mechanism to return to the initial gear and executing a first fault response operation.

[0103] The first intermediate gear is the transition gear between the initial gear and neutral. The first fault response operation includes at least one of the following: speed limit control, gear shifting prohibition, fault indication, and instrument display. Specifically: gear shifting prohibition is the gear lock function. After a fault occurs, a designated gear is engaged and locked to prevent further gear shifting. Speed ​​limit control accompanies the gear shifting prohibition function. When gear lock is engaged, in order to ensure that the vehicle can operate at a lower speed without damaging the hardware, speed limit control needs to be applied to the current gear.

[0104] Another possible approach involves re-enforcing the gear shift to neutral, including:

[0105] If the current gear position is disengaged from the initial gear, the shift mechanism is controlled to enter neutral; if the current gear position is not completely disengaged from the initial gear, the shift mechanism is controlled to return to the initial gear and then enter neutral.

[0106] It should be understood that during vehicle gear shifting, if the initial gear and target gear are detected to be inconsistent, and the current shifting phase is the disengagement process, the first strategy is used to control the gear shifting mechanism to switch gears. Specifically: if the gear fails to enter neutral, it can be determined that the current gear shifting mechanism is stuck in the transitional gear between the initial gear and neutral (i.e., the first intermediate gear), and the disengagement Retry counter will be triggered to count. On the one hand, if the number of counts of the Retry counter (i.e., the number of times stuck in any first intermediate gear) does not exceed the first preset number, it indicates that the gear shifting mechanism may only be... If there is a temporary lag, you can try to correct it by controlling the shifting mechanism to re-engage to neutral. Further, you need to determine the specific location where the shifting mechanism is stuck. If the current gear position is disengaged from the initial gear (meaning the shifting mechanism has completely disengaged from the initial gear but is stuck in the first intermediate gear), then the next step is simply to re-engage to neutral to complete the disengagement operation. However, if the current gear position is not completely disengaged from the initial gear (meaning the shifting mechanism is stuck between the initial gear and the first intermediate gear), then the next step is to first return the shifting mechanism to the initial gear and then re-engage to neutral to complete the disengagement operation.

[0107] On the other hand, when the number of times the Retry counter exceeds the first preset number, it indicates that the shifting mechanism may be stuck or mechanically abnormal. In order to prevent the shifting mechanism from continuing to try and causing mechanical damage or abnormal vehicle power, it is necessary to control the shifting mechanism to return to the initial gear and execute the first fault response operation.

[0108] It should also be noted that if a compound fault occurs during the process of controlling the shifting mechanism to re-execute the shifting to neutral operation, that is, when the current gear position is not completely out of the initial gear and the shifting mechanism needs to be returned to the initial gear before re-entering neutral, but the shifting mechanism cannot return to the initial gear normally, that is, the current shifting mechanism cannot return to the initial gear and cannot successfully enter neutral, then the shifting abnormal flag bit of the shifting to neutral stage (DisEngFailDurEngRtry_Flg=1) will be output, and the shifting to neutral will be re-attempted. If successful, it means that the abnormality is temporary, and shifting can complete the reset of the shifting to neutral stage shifting abnormal flag bit (EngFailDurDisEngRtry_Flg =0). If it fails, the first fault response will be executed.

[0109] If the count of the Retry counter exceeds the first preset number and the operation fails when controlling the shift mechanism to return to the initial gear, it indicates that there is a compound fault in the shift mechanism. In this case, the compound fault response is executed, including at least one of the following: prohibition of shifting, power downgrade output, output fault, and instrument display. When the power downgrade output function is triggered, it does not respond to the vehicle's input power request and limits the torque output according to the effective engagement length and the hardware input torque limit to prevent direct damage to the hardware.

[0110] Understandably, by combining a retry mechanism, jamming position judgment, and compound fault flags during the disengagement process, layered handling of shift mechanism anomalies can be achieved: when jamming is a temporary problem, the shift mechanism can automatically retry entering neutral to complete disengagement, thereby improving shift success rate and driving smoothness; in the case of continuous retry or compound faults, fault response is triggered in a timely manner, including limiting shifting, power downgrading, and fault indication, which can effectively prevent mechanical damage or power abnormalities, ensure vehicle operation safety, and provide the driver with intuitive fault information, thereby improving the reliability, fault tolerance, and overall driving safety of the shift system.

[0111] S202. When the initial gear and the target gear are inconsistent, and the gear shifting phase is the upshifting process, then the second strategy is determined to be the control strategy.

[0112] In one possible approach, the second strategy includes: first, when failing to enter the target gear, acquiring the number of times the gear is stuck in any second intermediate gear, where the second intermediate gear is a transitional gear between neutral and the target gear; then, if the number of times does not exceed a second preset number, controlling the gear shifting mechanism to re-execute the operation of shifting to the target gear; and if the number of times exceeds the second preset number, controlling the gear shifting mechanism to return to neutral and executing a second fault response operation.

[0113] The second fault response operation includes at least one of the following: disabling the fault gear, enabling the gear search control strategy, providing a fault warning, and displaying an instrument panel. Specifically, disabling the fault gear means that the fault gear is prohibited from use, and during the later stages of vehicle operation, switching is only allowed in gears other than the fault gear. The gear search control strategy specifically involves determining the target gear as the fault gear; then, using the fault gear as the base gear, searching upwards for any available gear; if no available gear is found upwards, then searching downwards for any available gear.

[0114] For example, if the D gear is determined to be a faulty gear, it is first set as the base gear. The system then attempts to find an available gear, such as S gear or another higher gear. If these gears are unavailable, it searches for an available gear, such as N gear or R gear, until the first gear that engages correctly is found. For instance, if both S and N gears work correctly, the control system will switch the shift mechanism to the nearest available gear to ensure the vehicle can continue operating.

[0115] Understandably, this gear-finding strategy can automatically find an available gear to maintain vehicle operation when a faulty gear is unavailable, avoiding loss of power or interruption of driving due to the failure of a single gear. At the same time, by searching sequentially up or down, it ensures the safety and logic of the gear shifting action, reduces shifting shock and mechanical wear, thereby improving the fault tolerance of the gear shifting system, vehicle reliability and driving safety.

[0116] In another possible approach, the shifting to the target gear is re-executed, including: if the current gear is out of neutral, controlling the shifting mechanism to enter the target gear; if the current gear is not completely out of neutral, controlling the shifting mechanism to return to neutral and then enter the target gear.

[0117] It should be understood that during vehicle gear shifting, if the initial gear and target gear are not detected to be incompatible, and the current shifting phase is an upshift, the first strategy is used to control the gear shifting mechanism to switch gears. Specifically: if the target gear is not successfully engaged, it can be determined that the current gear shifting mechanism is stuck in the transition gear (i.e., the second intermediate gear) between the target gear and neutral, and the upshifting Retry counter will be triggered to count. On the one hand, if the number of times the Retry counter counts (i.e., the number of times stuck in any second intermediate gear) does not exceed the second preset number, it indicates that the gear shifting mechanism can shift. If the gear shifting is only temporarily stuck, you can try to correct it by controlling the shifting mechanism to re-engage to the target gear. Further, you need to determine the specific location where the shifting mechanism is stuck. If the current gear is out of neutral (meaning the shifting mechanism has completely disengaged from neutral but is stuck in the second intermediate gear), then the next step is simply to re-engage to the target gear to complete the shifting operation. However, if the current gear is not completely out of neutral (meaning the shifting mechanism is stuck between neutral and the second intermediate gear), then the next step is to first return the shifting mechanism to neutral before re-engaging to the target gear to complete the disengagement operation.

[0118] On the other hand, when the number of times the Retry counter exceeds the second preset number, it indicates that the shift mechanism may be stuck or mechanically abnormal. In order to prevent the shift mechanism from continuing to try and causing mechanical damage or abnormal vehicle power, it is necessary to control the shift mechanism to return to neutral and execute the second fault response operation.

[0119] It should also be noted that if a compound fault occurs during the process of controlling the shifting mechanism to re-execute the shifting to the target gear, that is, when the current gear is not completely out of neutral and the shifting mechanism needs to be returned to neutral before re-entering the target gear, but the shifting mechanism cannot return to the initial gear normally, that is, the current shifting mechanism cannot return to neutral and cannot successfully enter the target gear, then the shifting Retry disengagement fault flag bit (DisEngFailDurEngRtry_Flg=1) will be output, and the shifting mechanism will re-attempt to enter neutral. If successful, it means that the fault is temporary, and disengaging the gear can complete the reset of the shifting Retry stage disengagement fault flag bit (EngFailDurDisEngRtry_Flg =0). If it fails, the second fault response will be executed.

[0120] If the count of the Retry counter exceeds the second preset number and the operation of controlling the shift mechanism to return to neutral fails, it indicates that there is a compound fault in the shift mechanism, and the compound fault response will be executed.

[0121] S203. When the initial gear position is consistent with the target gear position, the third strategy is determined to be the control strategy.

[0122] In one possible implementation, the third strategy includes: first, when the current gear and the target gear are inconsistent, obtaining the number of times the gear has disengaged; if the number of times does not exceed a third preset number, controlling the gear shifting mechanism to re-execute the operation of shifting to the target gear; if the number of times exceeds the third preset number, executing a second fault response operation.

[0123] It should be understood that during vehicle gear shifting, if the initial gear is detected to be consistent with the target gear (meaning the vehicle is already in the target gear), but it is still necessary to ensure that the shifting mechanism stably engages the target gear (to prevent disengagement or jamming), a third strategy is employed to control the shifting mechanism. Specifically, when the current gear is inconsistent with the target gear, a disengagement retry counter is triggered. On one hand, if the number of disengagements does not exceed the third preset number, the shifting to the target gear operation is re-executed to ensure stable engagement of the shifting mechanism. On the other hand, if the number of disengagements exceeds the third preset number, it indicates that there may be a persistent abnormality or mechanical failure in the shifting mechanism, and a second fault response operation is executed.

[0124] It should be understood that this method can prevent disengagement and jamming when the vehicle has reached the target gear, improving the stability of the shifting mechanism and the reliability of gear holding. At the same time, through preset number of judgments and fault response mechanisms, timely intervention can be achieved for abnormalities in the shifting mechanism, ensuring vehicle power safety, improving driving safety and system fault tolerance.

[0125] It should be noted that the first preset number of times, the second preset number of times, and the third preset number of times in this application are used to correspond to different stages of the gear shifting process. Their values ​​can be flexibly set according to the actual vehicle platform, the type of gear shifting mechanism (such as electromechanical or hydraulic), the vehicle calibration strategy, and the desired gear shifting reliability, and are not limited to specific fixed values.

[0126] The first preset number of attempts is the maximum allowed number of attempts during the disengagement phase; the second preset number of attempts is the maximum allowed number of retries during the engagement phase; and the third preset number of attempts is the maximum allowed number of executions during the disengagement phase. All three preset number of attempts can be set by the vehicle control strategy and can be dynamically configured based on experimental calibration results, the shifting system structure, and the vehicle's usage scenario. This application does not impose any limitations on this.

[0127] Figure 3 This is a flowchart illustrating the off-grid failure control method provided in an embodiment of this application; as follows: Figure 3 As shown, the method includes:

[0128] S301. Obtain the initial gear and target gear of the gear shifting mechanism, determine that the initial gear and target gear are inconsistent, and that the gear shifting stage is the disengagement process.

[0129] S302, Control the shift mechanism to enter neutral.

[0130] S303. When failing to enter neutral, obtain the number of times the gear is stuck in any first intermediate gear.

[0131] S304. Determine whether the number of attempts exceeds the first preset number of attempts. If it does, execute S307; otherwise, execute S305.

[0132] S305. Determine if the current gear position is neutral. If yes, execute S302; otherwise, execute S306.

[0133] It should be noted that the steering gear here refers to the gear that needs to be executed next after the shift mechanism is stuck in the first intermediate gear. If the steering gear is in neutral, then the corresponding gear is... Figure 1 In this embodiment, the current gear position is disengaged from the initial gear, meaning the shift mechanism has completely disengaged from the initial gear but is stuck in the first intermediate gear. The next step is simply to re-engage into neutral to complete the disengagement operation. If the gear position is not neutral, then... Figure 1 If the shifting mechanism in the embodiment gets stuck between the initial gear and the first intermediate gear, the next step is to first return the shifting mechanism to the initial gear and then re-enter neutral before the disengagement operation can be completed.

[0134] S306, Control the shift mechanism to return to the initial gear position and re-execute S302.

[0135] S307, Control the shift mechanism to return to the initial gear and execute the first fault response operation.

[0136] It should be noted that the specific implementation process in this embodiment has been described. Figure 1 The embodiments are described in detail, and will not be repeated here.

[0137] Figure 4 This is a flowchart illustrating the file entry failure control method provided in the embodiments of this application; as follows: Figure 4 As shown, the method includes:

[0138] S401. Obtain the initial gear and target gear of the gear shifting mechanism, determine that the initial gear and target gear are inconsistent, and that the gear shifting stage is the gear engagement process.

[0139] S402, Control the shift mechanism to enter the target gear.

[0140] S403. If the target gear is not successfully entered, obtain the number of times the gear is stuck in any second intermediate gear.

[0141] S404. Determine whether the number of attempts exceeds the second preset number of attempts. If it does, execute S407; otherwise, execute S405.

[0142] S405. Determine if the current gear position is neutral. If yes, execute S406; otherwise, execute S402.

[0143] It should be noted that the steering gear here is defined as the gear to be executed next after the shift mechanism is stuck in the second intermediate gear. If the steering gear is in neutral, then the corresponding gear is... Figure 2 If the shifting mechanism in this embodiment is stuck between neutral and the second intermediate gear, the next step is to first return the shifting mechanism to neutral and then re-engage the target gear to complete the disengagement operation; if the gear position is not neutral, then the corresponding... Figure 2 In the embodiment, the shifting mechanism has completely disengaged from neutral but is stuck in the second intermediate gear. The next step is simply to re-enter the target gear to complete the shifting operation.

[0144] S406, Control the shift mechanism to return to neutral, and re-execute S402.

[0145] S407, Control the shift mechanism to return to neutral and execute the second fault response operation.

[0146] It should be noted that the specific implementation process in this embodiment has been described. Figure 2 The embodiments are described in detail, and will not be repeated here.

[0147] Figure 5 This is a schematic diagram of the gear adjustment control device provided in the embodiments of this application; as shown. Figure 5 As shown, the device includes:

[0148] The acquisition module 501 is used to acquire the initial gear and target gear of the gear shifting mechanism when a shifting command is received;

[0149] The processing module 502 is used to determine the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage.

[0150] The control module 503 is used to control the shifting mechanism to shift gears according to the control strategy.

[0151] In one possible implementation, the processing module 502 is specifically used for:

[0152] When the initial gear and the target gear are not the same, and the gear shifting phase is the disengagement process, then the first strategy is determined to be the control strategy.

[0153] The first strategy includes:

[0154] If the gear fails to shift into neutral, the number of times the gear gets stuck in any of the first intermediate gears is recorded. The first intermediate gear is the transitional gear between the initial gear and neutral.

[0155] If the number of attempts does not exceed the first preset number, the shifting mechanism is controlled to re-execute the shift to neutral operation;

[0156] If the number of times exceeds the first preset number, the shifting mechanism is controlled to return to the initial gear and the first fault response operation is executed. The first fault response operation includes at least one of the following: speed limit control, prohibition of shifting, fault indication, and instrument display.

[0157] In one possible implementation, re-performing the shift to neutral includes:

[0158] If the current gear position is out of the initial gear, control the shift mechanism to enter neutral;

[0159] If the current gear position is not completely out of the initial gear, the shift mechanism will return to the initial gear and then enter neutral.

[0160] In one possible implementation, the processing module 502 is specifically used for:

[0161] When the initial gear and the target gear are not the same, and the gear shifting phase is an upshifting process, then the second strategy is determined as the control strategy.

[0162] The second strategy includes:

[0163] If the target gear is not successfully engaged, the number of times the gear is stuck in any second intermediate gear is recorded. The second intermediate gear is the transitional gear between neutral and the target gear.

[0164] If the number of attempts does not exceed the second preset number, the shifting mechanism is controlled to re-execute the shifting operation to the target gear.

[0165] If the number of attempts exceeds the second preset number, the shift mechanism is controlled to return to neutral and a second fault response operation is executed. The second fault response operation includes at least one of the following: disabling the faulty gear, enabling the gear search control strategy, fault indication, and instrument display.

[0166] In one possible implementation, re-enforcing the gear to the target gear includes:

[0167] If the current gear is in neutral, control the shift mechanism to enter the target gear;

[0168] If the current gear position is not completely out of neutral, the shift mechanism will be controlled to return to neutral before entering the target gear.

[0169] In one possible implementation, the processing module 503 is specifically used for:

[0170] When the initial gear position matches the target gear position, the third strategy is determined as the control strategy.

[0171] The third strategy includes:

[0172] Count the number of times the gear shifts out of gear when the current gear is different from the target gear.

[0173] If the number of attempts does not exceed the third preset number, the shifting mechanism will be controlled to re-execute the shifting operation to the target gear.

[0174] If the number of attempts exceeds the third preset number, then the second fault response operation will be executed.

[0175] In one possible implementation, the file search control strategy includes:

[0176] The target gear has been determined to be the fault gear;

[0177] Use the faulty gear as the baseline and search upwards for any available gear.

[0178] If no available gear is found up, then search for any available gear down.

[0179] The gear adjustment control device provided in this application embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0180] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the device 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 606.

[0181] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0182] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0183] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0184] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0185] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0186] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0187] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0188] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0189] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0190] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0191] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0192] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0193] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0194] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A gear adjustment control method, characterized in that, include: Upon receiving a shift command, the initial gear and target gear of the shift mechanism are obtained; The control strategy for the shifting mechanism is determined based on whether the initial gear and the target gear are consistent and the shifting stage. According to the control strategy, the shifting mechanism is controlled to shift gears.

2. The method according to claim 1, characterized in that, The step of determining the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage includes: When the initial gear position is inconsistent with the target gear position, and the gear shifting phase is a disengagement process, then the first strategy is determined to be the control strategy. The first strategy includes: When failing to enter neutral, the number of times the gear is stuck in any first intermediate gear position is obtained, where the first intermediate gear position is the transition gear between the initial gear position and neutral gear. If the number of times does not exceed the first preset number of times, the shifting mechanism is controlled to re-execute the shift to neutral operation; If the number of times exceeds the first preset number of times, the shifting mechanism is controlled to return to the initial gear and a first fault response operation is executed. The first fault response operation includes at least one of speed limit control, disabling shifting, fault indication, and instrument display.

3. The method according to claim 2, characterized in that, Re-execute the shift to neutral operation, including: If the current gear position is to leave the initial gear, then control the shifting mechanism to enter neutral. If the current gear position is not completely away from the initial gear, the shift mechanism is controlled to return to the initial gear and then enter neutral.

4. The method according to claim 1, characterized in that, The step of determining the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage includes: When the initial gear position is inconsistent with the target gear position, and the gear shifting phase is an upshifting process, then the second strategy is determined to be the control strategy. The second strategy includes: If the target gear is not successfully engaged, the number of times the gear is stuck in any second intermediate gear is recorded. The second intermediate gear is the transitional gear between neutral and the target gear. If the number of times does not exceed the second preset number of times, the shifting mechanism is controlled to re-execute the shifting to the target gear operation; If the number of times exceeds the second preset number of times, the shift mechanism is controlled to return to neutral and a second fault response operation is executed. The second fault response operation includes at least one of disabling the faulty gear, enabling the gear search control strategy, fault prompting, and instrument display.

5. The method according to claim 4, characterized in that, Re-execute the shift to the target gear operation, including: If the current gear position is in neutral, then control the shifting mechanism to enter the target gear. If the current gear position is not completely out of neutral, then control the shifting mechanism to return to neutral and then enter the target gear.

6. The method according to claim 1, characterized in that, The step of determining the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage includes: When the initial gear position matches the target gear position, the third strategy is determined to be the control strategy. The third strategy includes: The number of times the gear shifts out of gear is obtained when the current gear does not match the target gear. If the number of times does not exceed the third preset number of times, the shifting mechanism is controlled to re-execute the shifting to the target gear operation; If the number of times exceeds the third preset number of times, then the second fault response operation is executed.

7. The method according to claim 4 or 6, characterized in that, The file search control strategy includes: The target gear position was determined to be a faulty gear position; Using the faulty gear as the baseline, search upwards for any available gear. If no available gear is found upwards, search downwards for any available gear.

8. A gear adjustment control device, characterized in that, include: The acquisition module is used to acquire the initial gear and target gear of the gear shifting mechanism when a shift command is received; The processing module is used to determine the control strategy for the shifting mechanism based on whether the initial gear and the target gear are consistent and the shifting stage; The control module is used to control the shifting mechanism to shift gears according to the control strategy.

9. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7.

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