Transmission gear return method, vehicle and medium

Abstract

The invention provides a transmission gear return method, a vehicle and a medium, the method is applied to the field of transmission gear shifting, and the method comprises the following steps: responding to the condition of rotating hub angle self-learning failure of a gear shifting hub of the vehicle; calculating a current speed ratio value between a current first rotating speed value of an input shaft of the front axle transmission and a current second rotating speed value of an output shaft of the front axle transmission; according to the current speed ratio value, the gear actual value of the gear of the vehicle in the target vehicle state is recognized; and according to the gear actual value, the target angle change value of the rotating hub angle change of the gear shifting hub is determined, and the gear is switched to the neutral gear based on the target angle change value. According to the method, the actual gear can be recognized through the speed ratio value, the rotating hub angle change value is accurately calculated, reliable switching of the neutral gear is achieved, gear shifting faults and driving safety risks caused by gear judgment failure are avoided, driving safety is guaranteed, and the robustness and driving safety of the vehicle are remarkably improved.

Description

Technical Field

[0001] This application relates to the field of transmissions, and more specifically, to a method, vehicle, and medium for returning a transmission gear to neutral in the field of transmission shifting. Background Technology

[0002] In related technologies, when a gear shifting requirement occurs, the BLDC (Brushless Direct Current Motor) can be controlled to shift gears based on the current angle of the shift hub. This is because the displacement of the shift fork is related to the hub angle, which is calculated by the shift motor through a Hall sensor. Therefore, an accurate hub angle can be generated through self-learning of the hub angle, thereby achieving precise gear determination and ensuring normal gear shifting.

[0003] However, in related technologies, failure of self-learning of the hub angle can lead to an unknown hub angle and loss of gear position. This prevents the front axle transmission from shifting gears and driving the vehicle normally, forcing it to rely solely on the pure electric drive of the rear axle. As a result, the vehicle cannot move after the battery is depleted, greatly reducing the driving experience and urgently requiring improvement. Summary of the Invention

[0004] This application provides a method, vehicle, and medium for returning a transmission gear to neutral. This method can identify the actual gear position through the gear ratio value and accurately calculate the change value of the hub angle, thereby achieving reliable switching to neutral. It avoids shifting failures and driving safety risks caused by gear position judgment failure, ensures driving safety, and significantly improves the robustness and driving safety of the vehicle.

[0005] In a first aspect, a method for returning a vehicle transmission to neutral is provided, comprising the following steps: in response to a failure of self-learning of the rotation angle of the vehicle's shift hub, calculating a current gear ratio between a current first speed value of the input shaft and a current second speed value of the output shaft of the front axle transmission; identifying the actual gear value of the vehicle in a target vehicle state based on the current gear ratio; determining a target angle change value of the rotation angle of the shift hub based on the actual gear value, so as to shift the gear to neutral based on the target angle change value.

[0006] The above technical solution can respond to the failure of the vehicle's shift hub rotation angle self-learning, calculate the current gear ratio between the current first speed value of the input shaft and the current second speed value of the output shaft of the front axle transmission, and identify the actual gear value of the vehicle in the target vehicle state based on the current gear ratio value. Then, it determines the target angle change value of the shift hub angle change, thereby shifting the gear to neutral. By identifying the actual gear through the gear ratio value and accurately calculating the shift hub angle change value, reliable shifting to neutral is achieved, avoiding shifting failures and driving safety risks caused by gear position judgment failure, ensuring driving safety, and significantly improving the robustness and driving safety of the vehicle.

[0007] In conjunction with the first aspect, in some possible implementations, before responding to the failure of the self-learning of the rotation angle of the vehicle's shift hub, the method further includes: acquiring first position data and first angle data of the first limiting point of the profile groove in the shift hub, and second position data and second angle data of the second limiting point of the profile groove; calculating the actual distance value between the first limiting point and the second limiting point based on the first position data, the first angle data, the second position data, and the second angle data; and determining that the self-learning of the rotation angle has failed when the absolute value of the difference between the actual distance value and the preset distance value is greater than a preset threshold.

[0008] The above technical solution allows for the calculation of the actual distance between the first and second limit points based on the first position and first angle data of the first limit point and the second position and second angle data of the second limit point in the shift hub's center groove before the shift hub's self-learning of the rotation angle fails. Furthermore, if the absolute value of the difference between the actual distance and the preset distance is greater than a preset threshold, the self-learning of the rotation angle is determined to have failed. By detecting whether the actual distance between the two limit points of the shift hub's center groove exceeds the limit, the hardware cause of the self-learning failure of the rotation angle can be accurately located, providing a reliable basis for subsequent fault diagnosis and emergency control.

[0009] In conjunction with the first aspect, in some possible implementations, determining the target angle change value of the shift hub's rotation angle based on the actual gear value includes: obtaining a target gear value, and obtaining the actual rotation angle value corresponding to the actual gear value and the target rotation angle value corresponding to the target gear value; calculating an initial target angle change value based on the actual rotation angle value and the target rotation angle value; calculating a duty cycle target value for the shift hub's duty cycle signal and a counter target value for the counter signal based on the initial target angle change value, the actual gear value, and the target gear value; and determining the target angle change value based on the duty cycle target value and the counter target value.

[0010] The above technical solution allows for the acquisition of the actual hub angle value corresponding to the actual gear position and the target hub angle value corresponding to the target gear position. This enables the calculation of the initial target angle change value, thereby obtaining the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal. The target angle change value is then determined by calculating the initial angle change value using the actual hub angle value and the target hub angle value. Combining this with the duty cycle target value and the counter target value allows for precise control of the shift hub angle change, ensuring the reliability and stability of neutral shifting after self-learning failure.

[0011] In conjunction with the first aspect, in some possible implementations, calculating the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal based on the initial target angle change value, the actual gear value, and the target gear value includes: collecting environmental data of the current environment of the shift hub; and calculating the duty cycle target value and the counter target value based on the environmental data and the initial target angle change value.

[0012] The above technical solution can calculate the corresponding duty cycle target value and counter target value based on the environmental data of the current environment of the shift hub and the initial target angle change value. The duty cycle target value and counter target value can be corrected by combining the environmental data, so that the shift hub angle control parameters can be adapted to the real-time environmental conditions, and the accuracy and stability of neutral shifting after self-learning failure can be further improved.

[0013] In conjunction with the first aspect, in some possible implementations, calculating the target duty cycle value of the shift hub's duty cycle signal and the target counter value of the counter signal based on the initial target angle change value, the actual gear value, and the target gear value includes: determining the initial duty cycle value of the duty cycle signal and the initial counter value of the counter signal based on the initial target angle change value; obtaining the duty cycle correction value of the duty cycle signal and the counter correction value of the counter signal based on the environmental data, the actual gear value, and the target gear value; calculating the target duty cycle value based on the initial duty cycle value and the correction value, and calculating the target counter value based on the initial counter value and the correction value.

[0014] The above technical solution allows for the determination of the initial duty cycle and counter values ​​based on the initial target angle change. Then, based on environmental data, actual gear values, and target gear values, the duty cycle correction and counter correction values ​​are obtained. Subsequently, the target duty cycle and counter values ​​are calculated. By combining the initial target angle change, environmental data, actual gear values, and target gear values ​​to correct the control parameters, the accurate matching of the target duty cycle and counter values ​​is achieved, improving the reliability and environmental adaptability of neutral shifting after self-learning failure.

[0015] In conjunction with the first aspect, in some possible implementations, shifting the gear to neutral based on the target angle change value includes: controlling the initial duty cycle value to be adjusted to the target duty cycle value according to a preset adjustment strategy to drive the shift hub to rotate, and identifying the actual angle change value of the shift hub based on the counter target value; detecting whether a first difference between the actual angle change value and the target angle change value is less than a first preset threshold; when the first difference is less than the first preset threshold, calculating the actual speed ratio between the actual first rotational speed value of the input shaft and the actual second rotational speed value of the output shaft; and determining that the gear has shifted to neutral in response to the actual speed ratio value satisfying a preset speed ratio condition.

[0016] Through the above technical solution, the initial duty cycle value can be adjusted to the target duty cycle value according to the preset adjustment strategy to drive the shift hub to rotate and obtain the actual angle change value of the shift hub. Then, when the first difference between the actual angle change value and the target angle change value is less than the first preset threshold, the actual speed ratio value between the input shaft and the output shaft is recalculated. In response to the actual speed ratio value meeting the preset speed ratio condition, the gear is determined to switch to neutral. Through multiple judgment logics of duty cycle closed-loop adjustment, angle difference verification and speed ratio value secondary verification, it is ensured that the shift hub accurately and reliably switches to neutral after the self-learning of the hub angle fails.

[0017] In conjunction with the first aspect, in some possible implementations, before controlling the initial duty cycle value to be adjusted to the target duty cycle value according to a preset adjustment strategy, the method further includes: acquiring the vehicle's status data in its current state; and, in response to the status data satisfying a preset data condition, allowing the control of the initial duty cycle value to be adjusted to the target duty cycle value according to the preset adjustment strategy.

[0018] The above technical solution can determine whether the vehicle's current state data meets the preset data conditions before the initial duty cycle value is adjusted to the target duty cycle value according to the preset adjustment strategy. If the conditions are met, the initial duty cycle value is allowed to be adjusted to the target duty cycle value according to the preset adjustment strategy. By verifying the vehicle's current state data in advance, it is ensured that the duty cycle adjustment is only performed under safe operating conditions that meet the preset conditions, thus avoiding neutral shift failure or driving risks caused by abnormal vehicle state.

[0019] In conjunction with the first aspect, in some possible implementations, switching the gear to neutral based on the target angle change value includes: obtaining the actual value of the hub angle corresponding to neutral; and determining that the switch is successful when the second difference between the actual value of the hub angle and the expected value of the hub angle corresponding to neutral is less than a second preset threshold.

[0020] The above technical solution can first obtain the actual value of the hub angle corresponding to neutral, and when the second difference between the actual value of the hub angle and the expected value of the hub angle corresponding to neutral is less than the second preset threshold, the switch is determined to be successful. By directly calculating the difference between the actual value of the hub angle and the expected value of the hub angle, the neutral switching status can be quickly verified with a simple angle judgment logic, thereby improving the efficiency and accuracy of neutral switching judgment after self-learning failure.

[0021] Secondly, a device for returning a vehicle transmission to neutral is provided, comprising: a first calculation module, configured to calculate a current gear ratio between a current first speed value of the input shaft and a current second speed value of the output shaft of the front axle transmission in response to a failure of self-learning of the rotation angle of the vehicle's shift hub; an identification module, configured to identify the actual gear value of the vehicle in a target vehicle state based on the current gear ratio; and a switching module, configured to determine a target angle change value of the rotation angle of the shift hub based on the actual gear value, so as to switch the gear to neutral based on the target angle change value.

[0022] The above technical solution can respond to the failure of the vehicle's shift hub rotation angle self-learning, calculate the current gear ratio between the current first speed value of the input shaft and the current second speed value of the output shaft of the front axle transmission, and identify the actual gear value of the vehicle in the target vehicle state based on the current gear ratio value. Then, it determines the target angle change value of the shift hub angle change, thereby shifting the gear to neutral. By identifying the actual gear through the gear ratio value and accurately calculating the shift hub angle change value, reliable shifting to neutral is achieved, avoiding shifting failures and driving safety risks caused by gear position judgment failure, ensuring driving safety, and significantly improving the robustness and driving safety of the vehicle.

[0023] In conjunction with the second aspect, some possible implementations further include: a first acquisition module, configured to acquire first position data and first angle data of the first limiting point of the profile groove in the shift hub, and second position data and second angle data of the second limiting point of the profile groove, before the failure of the self-learning of the hub angle in response to the failure of the vehicle's shift hub; a second calculation module, configured to calculate the actual distance value between the first limiting point and the second limiting point based on the first position data, the first angle data, the second position data, and the second angle data; and a determination module, configured to determine that the self-learning of the hub angle has failed when the absolute value of the difference between the actual distance value and the preset distance value is greater than a preset threshold.

[0024] The above technical solution allows for the calculation of the actual distance between the first and second limit points based on the first position and first angle data of the first limit point and the second position and second angle data of the second limit point in the shift hub's center groove before the shift hub's self-learning of the rotation angle fails. Furthermore, if the absolute value of the difference between the actual distance and the preset distance is greater than a preset threshold, the self-learning of the rotation angle is determined to have failed. By detecting whether the actual distance between the two limit points of the shift hub's center groove exceeds the limit, the hardware cause of the self-learning failure of the rotation angle can be accurately located, providing a reliable basis for subsequent fault diagnosis and emergency control.

[0025] In conjunction with the second aspect, in some possible implementations, the switching module includes: a first acquisition unit, configured to acquire the gear target value, and acquire the actual hub angle value corresponding to the actual gear value and the target hub angle value corresponding to the gear target value; a first calculation unit, configured to calculate an initial target angle change value based on the actual hub angle value and the target hub angle value; a second calculation unit, configured to calculate the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal based on the initial target angle change value, the actual gear value, and the gear target value; and a determination unit, configured to determine the target angle change value based on the duty cycle target value and the counter target value.

[0026] The above technical solution allows for the acquisition of the actual hub angle value corresponding to the actual gear position and the target hub angle value corresponding to the target gear position. This enables the calculation of the initial target angle change value, thereby obtaining the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal. The target angle change value is then determined by calculating the initial angle change value using the actual hub angle value and the target hub angle value. Combining this with the duty cycle target value and the counter target value allows for precise control of the shift hub angle change, ensuring the reliability and stability of neutral shifting after self-learning failure.

[0027] In conjunction with the second aspect, in some possible implementations, the second calculation unit includes: a data acquisition subunit for acquiring environmental data of the current environment of the shift hub; and a first calculation subunit for calculating the duty cycle target value and the counter target value based on the environmental data and the initial target angle change value.

[0028] The above technical solution can calculate the corresponding duty cycle target value and counter target value based on the environmental data of the current environment of the shift hub and the initial target angle change value. The duty cycle target value and counter target value can be corrected by combining the environmental data, so that the shift hub angle control parameters can be adapted to the real-time environmental conditions, and the accuracy and stability of neutral shifting after self-learning failure can be further improved.

[0029] In conjunction with the second aspect, in some possible implementations, the second calculation unit includes: a determining subunit, configured to determine the initial duty cycle value of the duty cycle signal and the initial counter value of the counter signal based on the initial target angle change value; an acquiring subunit, configured to acquire the duty cycle correction value of the duty cycle signal and the counter correction value of the counter signal based on the environmental data, the actual gear value, and the target gear value; and a second calculation subunit, configured to calculate the target duty cycle value based on the initial duty cycle value and the duty cycle correction value, and calculate the target counter value based on the initial counter value and the counter correction value.

[0030] The above technical solution allows for the determination of the initial duty cycle and counter values ​​based on the initial target angle change. Then, based on environmental data, actual gear values, and target gear values, the duty cycle correction and counter correction values ​​are obtained. Subsequently, the target duty cycle and counter values ​​are calculated. By combining the initial target angle change, environmental data, actual gear values, and target gear values ​​to correct the control parameters, the accurate matching of the target duty cycle and counter values ​​is achieved, improving the reliability and environmental adaptability of neutral shifting after self-learning failure.

[0031] In conjunction with the second aspect, in some possible implementations, the switching module includes: an adjustment unit, configured to control the initial duty cycle value to be adjusted to the target duty cycle value according to a preset adjustment strategy to drive the shift hub to rotate, and to identify the actual angle change value of the shift hub based on the target counter value; a detection unit, configured to detect whether a first difference between the actual angle change value and the target angle change value is less than a first preset threshold; a third calculation unit, configured to calculate the actual speed ratio between the actual first rotational speed value of the input shaft and the actual second rotational speed value of the output shaft when the first difference is less than the first preset threshold; and a first determination unit, configured to determine that the gear has been switched to neutral in response to the actual speed ratio value satisfying a preset speed ratio condition.

[0032] Through the above technical solution, the initial duty cycle value can be adjusted to the target duty cycle value according to the preset adjustment strategy to drive the shift hub to rotate and obtain the actual angle change value of the shift hub. Then, when the first difference between the actual angle change value and the target angle change value is less than the first preset threshold, the actual speed ratio value between the input shaft and the output shaft is recalculated. In response to the actual speed ratio value meeting the preset speed ratio condition, the gear is determined to switch to neutral. Through multiple judgment logics of duty cycle closed-loop adjustment, angle difference verification and speed ratio value secondary verification, it is ensured that the shift hub accurately and reliably switches to neutral after the self-learning of the hub angle fails.

[0033] In conjunction with the second aspect, some possible implementations further include: a second acquisition module, configured to acquire state data of the vehicle in its current state before controlling the initial duty cycle value to be adjusted to the target duty cycle value according to a preset adjustment strategy; and an adjustment module, configured to allow the control of the initial duty cycle value to be adjusted to the target duty cycle value according to the preset adjustment strategy in response to the state data satisfying preset data conditions.

[0034] The above technical solution can determine whether the vehicle's current state data meets the preset data conditions before the initial duty cycle value is adjusted to the target duty cycle value according to the preset adjustment strategy. If the conditions are met, the initial duty cycle value is allowed to be adjusted to the target duty cycle value according to the preset adjustment strategy. By verifying the vehicle's current state data in advance, it is ensured that the duty cycle adjustment is only performed under safe operating conditions that meet the preset conditions, thus avoiding neutral shift failure or driving risks caused by abnormal vehicle state.

[0035] In conjunction with the second aspect, in some possible implementations, the switching module includes: a second acquisition unit, used to acquire the actual value of the hub angle corresponding to the neutral position; and a second determination unit, used to determine that the switching is successful when the second difference between the actual value of the hub angle and the expected value of the hub angle corresponding to the neutral position is less than a second preset threshold.

[0036] The above technical solution can first obtain the actual value of the hub angle corresponding to neutral, and when the second difference between the actual value of the hub angle and the expected value of the hub angle corresponding to neutral is less than the second preset threshold, the switch is determined to be successful. By directly calculating the difference between the actual value of the hub angle and the expected value of the hub angle, the neutral switching status can be quickly verified with a simple angle judgment logic, thereby improving the efficiency and accuracy of neutral switching judgment after self-learning failure.

[0037] Thirdly, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the method for returning a vehicle transmission gear to neutral as described in the above embodiments.

[0038] Fourthly, a computer-readable storage medium is provided that stores a computer program, which, when executed by a processor, implements the above-described method for returning a vehicle transmission to neutral.

[0039] Fifthly, a computer program product is provided, including a computer program that, when executed, implements the above-described method for returning a vehicle transmission to neutral.

[0040] This application embodiment can respond to the failure of the vehicle's shift hub angle self-learning, calculate the current gear ratio between the current first speed value of the input shaft and the current second speed value of the output shaft of the front axle transmission, and identify the actual gear value of the vehicle in the target vehicle state based on the current gear ratio value. This allows for the determination of the target angle change value of the shift hub angle, thereby shifting the gear to neutral. By identifying the actual gear through the gear ratio value and accurately calculating the shift hub angle change value, reliable shifting to neutral is achieved, avoiding shifting failures and driving safety risks caused by gear position judgment failure, ensuring driving safety, and significantly improving vehicle robustness and driving safety. Therefore, it solves the problems in related technologies where failure of shift hub angle self-learning easily leads to inaccurate shift hub angles and loss of gear information, causing the front axle transmission to be unable to shift gears, forcing the vehicle to rely on the rear axle for pure electric driving, and completely paralyzing after the battery is depleted, seriously affecting range and driving reliability.

[0041] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0042] Figure 1 This is a schematic flowchart illustrating a method for returning a vehicle transmission gear to neutral, as provided in an embodiment of this application. Figure 2 This is a logical schematic diagram of a method for returning a vehicle transmission gear to neutral according to an embodiment of this application; Figure 3 This is a schematic diagram showing the angle change of the rotating hub caused by the rotation of the shift motor according to one embodiment of this application; Figure 4 This is a flowchart illustrating the working principle of a method for returning a vehicle transmission gear to neutral according to an embodiment of this application; Figure 5 This is a schematic diagram of a device for returning a vehicle transmission gear to neutral, provided in an embodiment of this application. Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0043] Figure label: Among them, 10-vehicle transmission gear return device; 100-first calculation module, 200-identification module, 300-switching module; 601-memory, 602-processor, 603-communication interface. Detailed Implementation

[0044] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0046] Figure 1 This is a schematic flowchart illustrating a method for returning a vehicle transmission gear to neutral, as provided in an embodiment of this application.

[0047] For example, such as Figure 1 As shown, the method for returning the vehicle's transmission to neutral includes: In step S101, in response to the failure of the self-learning of the rotation angle of the vehicle's shift hub, the current speed ratio between the current first speed value of the input shaft and the current second speed value of the output shaft of the front axle transmission is calculated.

[0048] It is understandable that, in this embodiment, hub angle self-learning can be understood as the electronic control system establishing a "hub angle-gear" mapping through self-learning, directly determining the gear by the angle. However, if self-learning fails, the mapping relationship becomes invalid, and the gear cannot be directly identified. Since the gear ratio of each gear in the transmission is fixed, and the gear and gear ratio correspond one-to-one, this embodiment can match the current gear value of the vehicle by calculating the speed ratio between the input shaft and the output shaft in real time, thereby ensuring the continuity of shift control.

[0049] In some embodiments of this application, if the self-learning of the shift hub angle fails, the current speed ratio between the current first speed value of the input shaft and the current second speed value of the output shaft can be calculated firstly. The formula for calculating the speed ratio can be, but is not limited to, expressed as: , For example, in this application embodiment, the vehicle's overall status is first checked, such as self-learning status (failure of hub angle self-learning, gear loss), vehicle speed status (normal vehicle driving), etc. Then, when hub angle self-learning fails and the vehicle speed is greater than a certain value (such as 3km / h, this application does not make a specific limitation), the current first speed value of the input shaft is collected by the input shaft speed sensor, the current second speed value of the output shaft is collected by the output shaft speed sensor, and the current speed ratio between the current first speed value and the current second speed value is calculated.

[0050] Optionally, in some possible implementations, before responding to the failure of self-learning of the rotation angle of the vehicle's shift hub, the method further includes: acquiring first position data and first angle data of the first limit point of the profile groove in the shift hub, and second position data and second angle data of the second limit point of the profile groove; calculating the actual distance value between the first limit point and the second limit point based on the first position data, the first angle data, the second position data, and the second angle data; and determining that the self-learning of the rotation angle has failed when the absolute value of the difference between the actual distance value and the preset distance value is greater than a preset threshold.

[0051] It is understood that in the embodiments of this application, the profile groove can be understood as a groove of a specific shape opened on the surface of the shift hub, such as a straight groove, an arc groove or a stepped groove, etc. This application does not make specific limitations, and it is a motion guide structure for the shift fork; while the first limit point and the second limit point can be understood as the two ends or inflection points of the profile groove, that is, the reference mark points for the self-learning of the hub angle.

[0052] In this application, the embodiments can not only obtain the position data of the limiting point, such as the X and Y values ​​of the two-dimensional coordinate system and the X, Y, and Z values ​​of the three-dimensional coordinate system, but also obtain the angle data of the limiting point, such as the rotation angle parameter when the shift hub rotates to the limiting point. The specific settings can be made by those skilled in the art according to the actual situation, and this application does not impose any specific limitations.

[0053] In some embodiments, this application can first acquire the first position data and first angle data of the first limiting point of the profile groove in the shift hub, and the second position data and second angle data of the second limiting point of the profile groove. Then, the actual distance between the first limiting point and the second limiting point is calculated using the first position data, the first angle data, the second position data, and the second angle data. If the absolute value of the difference between the actual distance value and a preset distance value is greater than a preset threshold, the hub angle self-learning is deemed to have failed. The preset distance value and the preset threshold can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0054] For example, in the self-learning of the hub angle in this embodiment, the rotation of the motor can be achieved by controlling the duty cycle of the BLDC motor, which drives the rotation of the shift hub to the limit points on both sides of the shift hub, namely the first limit point and the second limit point (after the motor can no longer rotate after reaching the limit point, it is equivalent to the boundary position). The first position data of the first limit point and the second position data of the second limit point are obtained. At the same time, the first angle data of the first limit point and the second angle data of the second limit point are obtained. Then, the actual distance between the first limit point and the second limit point is calculated by the angle difference between the first angle data and the second angle data. It is determined whether the absolute value of the difference between the actual distance value and the preset distance value is greater than the preset threshold (wherein, the preset distance value can be the distance value between the two limit points input by the hardware). If the tooth is hit or other abnormal working conditions occur, it is determined that the absolute value of the difference between the actual distance value and the preset distance value is greater than the preset threshold, which causes the self-learning of the hub angle to fail, the hub angle to be unknown, the gear to be lost, and the self-learning return function of the hub angle is triggered.

[0055] In step S102, the actual gear value of the vehicle in the target vehicle state is identified based on the current speed ratio value.

[0056] In some embodiments, the present application can identify the actual gear value of the vehicle in the target vehicle state based on the current speed ratio value.

[0057] It should be noted that the vehicle state may include, but is not limited to, clutch engagement, power transmission, and vehicle speed. Only when the clutch is fully engaged and power is rigidly transmitted does the gear ratio correspond one-to-one with the gear position; otherwise, the gear ratio has no significance in determining the gear position. Therefore, the target vehicle state can be understood as the state of fully engaged clutch and rigid power transmission. The specific settings can be determined by those skilled in the art based on actual circumstances, and this application does not impose any specific limitations.

[0058] For example, in embodiments of this application, the actual gear position of the shift hub can be identified by the current speed ratio between the input and output shafts of the front axle transmission.

[0059] In step S103, the target angle change value of the shift drum is determined based on the actual value of the gear position, so as to switch the gear to neutral based on the target angle change value.

[0060] It is understood that the actual gear position value in this application embodiment is the core input parameter for calculating the target angle change value, used to replace the missing angle-gear mapping data after self-learning failure; the change in hub angle can be understood as the difference in rotation angle between the current actual angle and the target angle of the shift hub, which may include, but is not limited to, two dimensions such as angle direction (clockwise / counterclockwise) and angle magnitude, etc., and this application does not impose specific limitations; while the target angle change value can be understood as the theoretical angle value of the hub angle change when the shift hub switches to neutral, determined based on the actual gear position value and combined with a preset angle-gear standard mapping table. The preset angle-gear standard mapping table can be obtained experimentally or through simulation, and can be set by those skilled in the art according to the actual situation, and this application does not impose specific limitations.

[0061] In some embodiments, the present application can calculate the target angle change value of the required change in the rotation angle of the shift drum based on the actual value of the current gear, and realize the precise shift from gear to neutral based on the target angle change value.

[0062] For example, in this embodiment of the application, the rotation of the shift motor can be controlled to change the hub angle and gradually return the gear to the neutral position. At this time, a message indicating that neutral is available is displayed, and the vehicle normally enters the series mode to prevent the power-depleted vehicle from stalling. The logic diagram is as follows. Figure 2 As shown, it may include, but is not limited to, the relationship between vehicle speed, driving mode, self-learning of hub angle, speed ratio, and counter signals.

[0063] Optionally, in some possible implementations, determining the target angle change value of the shift drum's rotation angle based on the actual gear value includes: obtaining the gear target value, and obtaining the actual rotation angle value corresponding to the actual gear value and the target rotation angle value corresponding to the gear target value; calculating the initial target angle change value based on the actual rotation angle value and the target rotation angle value; calculating the duty cycle target value of the shift drum's duty cycle signal and the counter target value of the counter signal based on the initial target angle change value, the actual gear value, and the gear target value; and determining the target angle change value based on the duty cycle target value and the counter target value.

[0064] It is understood that, in the embodiments of this application, the duty cycle signal and the calculator signal can be understood as the control signals of the motor. The duty cycle signal controls the rotation state of the motor by adjusting the duty cycle value, thereby driving the shift hub to rotate accordingly. The calculator signal focuses on real-time calculation and monitoring of the angle changes generated by the shift hub during rotation.

[0065] Furthermore, in the embodiments of this application, the duty cycle target value controls the output torque and speed of the actuator, which can determine the rotation speed of the shift drum; the counter target value controls the rotation angle of the actuator, which can determine the final position of the shift drum.

[0066] In some embodiments, the present application can obtain the gear target value, such as the gear being neutral, and then calculate the initial target angle change value based on the actual hub angle value corresponding to the actual gear value and the target hub angle value corresponding to the gear target value. Based on the initial target angle change value, the duty cycle target value of the duty cycle signal and the counter target value of the counter signal are calculated to determine the target angle change value.

[0067] For example, in this application embodiment, the actual hub angle value corresponding to the actual gear position value and the target hub angle value corresponding to the target gear position value can be obtained. Then, based on the difference between the actual hub angle value and the target hub angle value, the corresponding initial target angle change value can be calculated. The duty cycle target value of the duty cycle signal and the counter target value of the counter signal can be calculated using the initial target angle change value. The motor rotation is controlled by the duty cycle target value to drive the shift hub to rotate, and the hub angle of the shift hub is calculated by the counter target value, thereby determining the target angle change value.

[0068] Optionally, in some possible implementations, the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal are calculated based on the initial target angle change value, the actual gear value, and the gear target value. This includes: collecting environmental data of the current environment of the shift hub; and calculating the duty cycle target value and the counter target value based on the environmental data and the initial target angle change value.

[0069] It is understood that, in the embodiments of this application, environmental data may include, but is not limited to, temperature, such as motor winding temperature, gearbox oil temperature, etc., which are not specifically limited in this application; humidity, such as air humidity, etc., which are not specifically limited in this application; motor status, such as current, voltage, speed, etc., which are not specifically limited in this application; mechanical status, such as shift hub vibration, friction coefficient, etc., which are not specifically limited in this application; and external interference, such as road bumps, electromagnetic interference, etc., which are not specifically limited in this application.

[0070] It should be noted that environmental data may change mechanical transmission resistance and actuator efficiency. For example, low temperature may increase resistance, thereby increasing the duty cycle to improve motor torque. This application does not impose specific limitations.

[0071] In some embodiments, the present application can first collect environmental data of the current environment of the shift hub, and then calculate the duty cycle target value and the counter target value based on the environmental data and the initial target angle change value.

[0072] For example, embodiments of this application can calculate the duty cycle target value and the counter target value based on a preset compensation algorithm, combined with environmental data and the initial target angle change value.

[0073] Optionally, in some possible implementations, the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal are calculated based on the initial target angle change value, the actual gear value, and the target gear value. This includes: determining the initial duty cycle value of the duty cycle signal and the initial counter value of the counter signal based on the initial target angle change value; obtaining the duty cycle correction value of the duty cycle signal and the counter correction value of the counter signal based on environmental data, the actual gear value, and the target gear value; calculating the duty cycle target value based on the initial duty cycle value and the duty cycle correction value; and calculating the counter target value based on the initial counter value and the counter correction value.

[0074] In some embodiments, the present application embodiments may determine the initial duty cycle value of the duty cycle signal and the initial counter value of the counter signal based on the initial target angle change value.

[0075] For example, embodiments of this application can estimate the initial duty cycle value of the duty cycle signal based on the initial target angle change value using the motor characteristic curve, and estimate the initial counter value of the counter signal based on the theoretical angle change data table. The motor characteristic curve and the theoretical angle change data table can be obtained experimentally, and can be specifically set by those skilled in the art according to actual conditions; this application does not impose specific limitations.

[0076] In some embodiments, the present application embodiments can obtain the duty cycle correction value of the duty cycle signal and the counter correction value of the counter signal based on environmental data, actual gear value, and target gear value.

[0077] For example, in the embodiments of this application, environmental data, actual gear value and gear target value can be used as inputs, and the duty cycle correction value of the duty cycle signal can be calculated by using PID (Proportional Integral Derivative) control algorithm or fuzzy logic, and the counter correction value of the counter signal can be obtained.

[0078] In some embodiments, the present application embodiments can calculate the sum between the initial duty cycle value and the duty cycle correction value to obtain the corresponding duty cycle target value, and calculate the sum between the initial counter value and the counter correction value to obtain the corresponding counter target value.

[0079] Optionally, in some possible implementations, before adjusting the initial value of the control duty cycle to the target value of the duty cycle according to a preset adjustment strategy, the method further includes: acquiring the vehicle's status data in the current state; and in response to the status data satisfying a preset data condition, allowing the initial value of the control duty cycle to be adjusted to the target value of the duty cycle according to the preset adjustment strategy.

[0080] It is understood that, in the embodiments of this application, the state data may include, but is not limited to, the vehicle speed, engine speed, throttle opening, shift hub temperature, motor current, etc. in the current state, and this application does not impose specific limitations.

[0081] In some embodiments of this application, before adjusting the initial duty cycle value to the target duty cycle value according to a preset adjustment strategy, the state data of the vehicle in its current state can be acquired first. If the state data meets preset data conditions, the initial duty cycle value can be adjusted to the target duty cycle value according to the preset adjustment strategy. The preset adjustment strategy and preset data conditions can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0082] For example, in this embodiment of the application, before adjusting the initial value of the duty cycle to the target value according to the preset adjustment strategy, it can first determine whether the vehicle speed, engine speed, throttle opening, shift hub temperature, motor current, etc. meet the preset data conditions. If they are met, the initial value of the duty cycle is allowed to be adjusted to the target value according to the preset adjustment strategy; otherwise, adjustment is prohibited to protect the vehicle's hardware.

[0083] Optionally, in some possible implementations, shifting the gear to neutral based on the target angle change value includes: controlling the initial duty cycle value to be adjusted to the target duty cycle value according to a preset adjustment strategy to drive the shift drum to rotate, and identifying the actual angle change value of the shift drum based on the target value of the counter; detecting whether a first difference between the actual angle change value and the target angle change value is less than a first preset threshold; when the first difference is less than the first preset threshold, calculating the actual speed ratio between the actual first speed value of the input shaft and the actual second speed value of the output shaft; and determining that the gear has shifted to neutral in response to the actual speed ratio value satisfying the preset speed ratio condition.

[0084] It is understood that, in the embodiments of this application, the preset adjustment strategy can be understood as adjusting along a certain gradient, and the specific settings can be made by those skilled in the art according to the actual situation. This application does not impose any specific restrictions.

[0085] In some embodiments, this application can control the initial duty cycle value to be adjusted to a target duty cycle value according to a preset adjustment strategy, thereby driving the shift drum to rotate. While identifying the actual angle change value of the shift drum using a counter target value, it calculates a first difference between the actual angle change value and the target angle change value, detects whether the first difference is less than a first preset threshold, and if it is, re-acquires the actual first rotational speed value of the input shaft and the actual second rotational speed value of the output shaft, calculates the actual speed ratio between the actual first rotational speed value and the actual second rotational speed value, and determines that the gear has been shifted to neutral if the actual speed ratio meets a preset speed ratio condition. The first preset threshold and the preset speed ratio condition can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0086] For example, embodiments of this application can be based on the actual gear position and the shift hub profile, such as... Figure 3 As shown, if the current gear is second gear, it returns to neutral to the left of second gear; if the current gear is first gear, it returns to neutral to the right of first gear. At this time, the embodiment of this application can control the initial value of the duty cycle of the BLDC motor to rise to the target value of the duty cycle at a certain gradient, drive the shift hub to rotate, monitor the counter signal of the BLDC motor Hall sensor to the target value of the counter, update the rotation angle of the shift hub, and calculate the first difference between the actual angle change value and the target angle change value. If the first difference is less than the first preset threshold, the actual speed ratio between the actual first speed value of the input shaft and the actual second speed value of the output shaft is recalculated. If the actual speed ratio is 0 and continues for a period of time, that is, if the preset speed ratio condition is met, it is determined that the gear has been switched to neutral. At this time, neutral is available, the vehicle controller sends a request to enter series, and successfully enters series power generation.

[0087] Optionally, in some possible implementations, shifting the gear to neutral based on the target angle change value includes: obtaining the actual value of the hub angle corresponding to neutral; and determining that the shift is successful when the second difference between the actual value of the hub angle and the expected value of the hub angle corresponding to neutral is less than a second preset threshold.

[0088] It is understood that, in this embodiment, a second difference between the actual value of the hub angle corresponding to neutral and the expected value of the hub angle can be calculated first, and the switching is determined to be successful when the second difference is less than a second preset threshold. The second preset threshold can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0089] The working principle of the vehicle transmission gear return method proposed in this application will be described below with reference to a specific embodiment.

[0090] in, Figure 4This is a flowchart illustrating the working principle of a method for returning a vehicle transmission gear to neutral, provided in one embodiment of this application.

[0091] Step S401: Pre-check phase, in response to the self-learning of the hub angle.

[0092] Step S402: Calculate the current speed ratio between the current first speed value of the input shaft and the current second speed value of the output shaft of the front axle transmission.

[0093] Step S403: Identify the actual gear value of the vehicle in the target vehicle state based on the current speed ratio value.

[0094] Step S404: Calculate the target duty cycle value of the shift hub's duty cycle signal and the target counter value of the counter signal.

[0095] In this embodiment, the motor rotation can be controlled by the duty cycle target value to drive the shift hub rotation, and the hub angle of the shift hub can be calculated by the counter target value.

[0096] Step S405: Determine whether the actual speed ratio value meets the preset speed ratio condition.

[0097] If the condition is met, proceed to step S406; otherwise, proceed to step S403.

[0098] Step S406: Determine if the gear has been switched to neutral.

[0099] The method for returning a vehicle transmission to neutral according to the embodiments of this application can, in response to the failure of the self-learning of the shift drum angle, calculate the current gear ratio between the current first speed value of the input shaft and the current second speed value of the output shaft of the front axle transmission, and identify the actual gear value of the vehicle in the target vehicle state based on the current gear ratio value. This allows for the determination of the target angle change value of the shift drum angle, thereby shifting the gear to neutral. By identifying the actual gear through the gear ratio value and accurately calculating the shift drum angle change value, reliable shifting to neutral is achieved, avoiding shifting failures and driving safety risks caused by gear position judgment failure, ensuring driving safety, and significantly improving vehicle robustness and driving safety. This solves the problems in related technologies where failure of the shift drum angle self-learning easily leads to inaccurate shift drum angles and loss of gear information, causing the front axle transmission to be unable to shift gears, forcing the vehicle to rely on the rear axle for pure electric driving, and ultimately resulting in complete paralysis after the battery is depleted, severely affecting range and driving reliability.

[0100] Figure 5 This is a schematic diagram of a device for returning a vehicle transmission gear to neutral, provided in an embodiment of this application.

[0101] like Figure 5As shown, the device 10 for returning the vehicle's transmission to neutral includes: a first calculation module 100, an identification module 200, and a switching module 300.

[0102] The first calculation module 100 is used to calculate the current speed ratio between the current first speed value of the input shaft and the current second speed value of the output shaft of the front axle transmission in response to the failure of the self-learning of the rotation angle of the vehicle's shift hub.

[0103] The identification module 200 is used to identify the actual gear value of the vehicle in the target vehicle state based on the current speed ratio value.

[0104] The switching module 300 is used to determine the target angle change value of the shift drum's rotation angle based on the actual value of the gear position, so as to switch the gear to neutral based on the target angle change value.

[0105] Optionally, in some possible implementations, it may also include: a first acquisition module, a second calculation module, and a determination module.

[0106] The first acquisition module is used to acquire, before the failure of the self-learning of the rotation angle of the shift hub in response to the failure of the shift hub, the first position data and the first angle data of the first limit point of the profile groove in the shift hub, and the second position data and the second angle data of the second limit point of the profile groove.

[0107] The second calculation module is used to calculate the actual distance between the first limiting point and the second limiting point based on the first position data, the first angle data, the second position data, and the second angle data.

[0108] The judgment module is used to determine that the hub angle self-learning has failed when the absolute value of the difference between the actual distance value and the preset distance value is greater than a preset threshold.

[0109] Optionally, in some possible implementations, the switching module 300 includes: a first acquisition unit, a first calculation unit, a second calculation unit, and a determination unit.

[0110] The first acquisition unit is used to acquire the gear target value, and to acquire the actual hub angle value corresponding to the actual gear value and the target hub angle value corresponding to the gear target value.

[0111] The first calculation unit is used to calculate the initial target angle change value based on the actual hub angle value and the target hub angle value.

[0112] The second calculation unit is used to calculate the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal based on the initial target angle change value, the actual gear value, and the gear target value.

[0113] The determination unit is used to determine the target angle change value based on the duty cycle target value and the counter target value.

[0114] Optionally, in some possible implementations, the second computing unit includes: a data acquisition subunit and a first computing subunit.

[0115] The acquisition subunit is used to collect environmental data about the current environment of the shift hub.

[0116] The first calculation subunit is used to calculate the duty cycle target value and the counter target value based on environmental data and the initial target angle change value.

[0117] Optionally, in some possible implementations, the second computation unit includes: a determination subunit, an acquisition subunit, and a second computation subunit.

[0118] The determination subunit is used to determine the initial duty cycle value of the duty cycle signal and the initial counter value of the counter signal based on the initial target angle change value.

[0119] The acquisition subunit is used to acquire the duty cycle correction value of the duty cycle signal and the counter correction value of the counter signal based on environmental data, actual gear value, and target gear value.

[0120] The second calculation subunit is used to calculate the target value of the duty cycle based on the initial value and the correction value of the duty cycle, and to calculate the target value of the counter based on the initial value and the correction value of the counter.

[0121] Optionally, in some possible implementations, the switching module 300 includes: an adjustment unit, a detection unit, a third calculation unit, and a first determination unit.

[0122] The adjustment unit is used to control the initial duty cycle value to be adjusted to the target duty cycle value according to the preset adjustment strategy, so as to drive the shift drum to rotate, and to identify the actual angle change value of the shift drum based on the target value of the counter.

[0123] The detection unit is used to detect whether the first difference between the actual angle change value and the target angle change value is less than a first preset threshold.

[0124] The third calculation unit is used to calculate the actual speed ratio between the actual first rotational speed of the input shaft and the actual second rotational speed of the output shaft when the first difference is less than the first preset threshold. The first determination unit is used to determine the gear shift to neutral in response to the actual speed ratio value meeting the preset speed ratio condition.

[0125] Optionally, in some possible implementations, a second acquisition module and an adjustment module may also be included.

[0126] The second acquisition module is used to acquire the vehicle's status data in the current state before the initial value of the control duty cycle is adjusted to the target value of the duty cycle according to a preset adjustment strategy.

[0127] The adjustment module is used to respond to the status data meeting the preset data conditions, so as to allow the initial value of the control duty cycle to be adjusted to the target value of the duty cycle according to the preset adjustment strategy.

[0128] Optionally, in some possible implementations, the switching module 300 includes: a second acquisition unit and a second determination unit.

[0129] The second acquisition unit is used to acquire the actual value of the hub angle corresponding to neutral gear.

[0130] The second determination unit is used to determine that the switch is successful when the second difference between the actual value of the hub angle and the expected value of the hub angle corresponding to neutral is less than the second preset threshold.

[0131] The vehicle transmission gear shifting device proposed in this application can, in response to a failure of the vehicle's shift hub angle self-learning, calculate the current gear ratio between the current first speed value of the input shaft and the current second speed value of the output shaft of the front axle transmission. Based on the current gear ratio, it identifies the actual gear position of the vehicle in the target vehicle state, and then determines the target angle change value of the shift hub angle change, thereby shifting the gear to neutral. By identifying the actual gear position through the gear ratio value and accurately calculating the shift hub angle change value, reliable shifting to neutral is achieved, avoiding shifting failures and driving safety risks caused by gear position judgment failure, ensuring driving safety, and significantly improving vehicle robustness and driving safety. This solves the problems in related technologies where failure of shift hub angle self-learning easily leads to inaccurate shift hub angles and loss of gear information, causing the front axle transmission to be unable to shift gears, forcing the vehicle to rely on the rear axle for pure electric driving, and completely paralyzing after the battery is depleted, seriously affecting range and driving reliability.

[0132] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0133] It should be understood that the methods described above can be applied to... Figure 6 The vehicle with the structure shown may include: The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0134] When the processor 602 executes the program, it implements the method for returning the vehicle transmission gear to neutral provided in the above embodiments.

[0135] Furthermore, the vehicle also includes: Communication interface 603 is used for communication between memory 601 and processor 602.

[0136] The memory 601 is used to store computer programs that can run on the processor 602.

[0137] The memory 601 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0138] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. 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. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0139] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0140] The processor 602 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0141] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform the method for returning a vehicle transmission to neutral provided in embodiments of this application.

[0142] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0143] When the functional modules are divided according to their respective functions, the device may further include: a first calculation module, an identification module, and a switching module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0144] It should be understood that the device provided in this embodiment is used to execute the above-described method for returning a vehicle transmission to neutral, and therefore can achieve the same effect as the above-described implementation method.

[0145] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0146] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0147] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the method of returning the vehicle transmission to neutral provided in the above embodiments.

[0148] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a method for returning a vehicle transmission gear to neutral provided in the above embodiment.

[0149] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a method for returning a vehicle transmission gear to neutral provided in the above embodiment.

[0150] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0151] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0152] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0153] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for returning a vehicle transmission to neutral, characterized in that, Includes the following steps: In response to the failure of the vehicle's shift hub rotation angle self-learning, the current speed ratio between the current first speed value of the input shaft and the current second speed value of the output shaft of the front axle transmission is calculated. The actual gear value of the vehicle in the target vehicle state is identified based on the current speed ratio value; The target angle change value of the shift hub is determined based on the actual value of the gear position, so as to switch the gear to neutral based on the target angle change value.

2. The method according to claim 1, characterized in that, Prior to the failure of self-learning the rotation angle of the vehicle's shift hub, the following is also included: Acquire the first position data and first angle data of the first limiting point of the groove in the shift hub, and the second position data and second angle data of the second limiting point of the groove; Based on the first position data, the first angle data, the second position data, and the second angle data, calculate the actual distance between the first limiting point and the second limiting point; When the absolute value of the difference between the actual distance value and the preset distance value is greater than a preset threshold, the self-learning of the hub angle is determined to have failed.

3. The method according to claim 1, characterized in that, Determining the target angle change value of the shift hub's rotation angle based on the actual gear position includes: Obtain the target value of the gear position, and obtain the actual hub angle value corresponding to the actual value of the gear position and the target hub angle value corresponding to the target value of the gear position; Based on the actual hub angle value and the target hub angle value, calculate the initial target angle change value; Based on the initial target angle change value, the actual gear value, and the gear target value, calculate the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal; The target angle change value is determined based on the duty cycle target value and the counter target value.

4. The method according to claim 3, characterized in that, The step of calculating the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal based on the initial target angle change value, the actual gear value, and the target gear value includes: Collect environmental data of the current environment of the shift hub; Based on the environmental data and the initial target angle change value, the duty cycle target value and the counter target value are calculated.

5. The method according to claim 4, characterized in that, The step of calculating the duty cycle target value of the shift hub's duty cycle signal and the counter target value of the counter signal based on the initial target angle change value, the actual gear value, and the target gear value includes: Based on the initial target angle change value, determine the initial duty cycle value of the duty cycle signal and the initial counter value of the counter signal; Based on the environmental data, the actual gear value, and the target gear value, obtain the duty cycle correction value of the duty cycle signal and the counter correction value of the counter signal; The duty cycle target value is calculated based on the initial duty cycle value and the duty cycle correction value, and the counter target value is calculated based on the initial counter value and the counter correction value.

6. The method according to claim 5, characterized in that, The step of switching the gear to neutral based on the target angle change value includes: The initial duty cycle value is adjusted to the target duty cycle value according to a preset adjustment strategy to drive the shift hub to rotate, and the actual angle change value of the shift hub is identified based on the target value of the counter. Detect whether the first difference between the actual angle change value and the target angle change value is less than a first preset threshold; When the first difference is less than the first preset threshold, calculate the actual speed ratio between the actual first rotational speed of the input shaft and the actual second rotational speed of the output shaft. In response to the actual speed ratio value satisfying the preset speed ratio condition, it is determined that the gear has been switched to neutral.

7. The method according to claim 6, characterized in that, Before adjusting the initial duty cycle value to the target duty cycle value according to a preset adjustment strategy, the method further includes: Obtain the status data of the vehicle in its current state; In response to the state data satisfying preset data conditions, the initial value of the duty cycle is adjusted to the target value of the duty cycle according to the preset adjustment strategy.

8. The method according to claim 1, characterized in that, The step of switching the gear to neutral based on the target angle change value includes: Obtain the actual value of the hub angle corresponding to the neutral position; When the second difference between the actual value of the hub angle and the expected value of the hub angle corresponding to the neutral position is less than the second preset threshold, the switch is determined to be successful.

9. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the method for returning a vehicle transmission to neutral as described in any one of claims 1-8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the method for returning a vehicle transmission to neutral as described in any one of claims 1-8.

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