Vehicle gear determination method and device, electronic equipment and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a vehicle gear determining method and device, electronic equipment and a vehicle. The method comprises the steps that when a controller of a transmission is powered on and restarted in the vehicle running process, the motor rotating speed of a first motor associated with the input end of the transmission and the running speed of the vehicle are obtained; when the motor rotating speed is greater than the motor rotating speed threshold value and the driving speed is greater than the driving speed threshold value, acquiring slip frequency corresponding to each gear of the transmission; when the first gear with the slip frequency being the preset value exists and is the same as a second gear stored in the vehicle, the first gear is determined as the target gear of the vehicle, and the second gear is determined when the vehicle executes gear shifting operation last time before the controller is powered on and restarted. According to the method, the gear of the vehicle can be rapidly determined under the condition that the controller of the transmission is powered on and restarted in the vehicle driving process, and the driving safety is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a method, device, electronic equipment, and vehicle for determining vehicle gear positions. Background Technology

[0002] With the development of electronic control technology for automotive power systems, the transmission, as the core component of vehicle power transmission, directly determines the vehicle's driving safety and power transmission efficiency through the accuracy and real-time performance of its gear position recognition. Relative position sensors, due to their high detection accuracy and fast response speed, are widely used in transmission gear position recognition systems and have become the mainstream configuration in the current field of vehicle transmission electronic control.

[0003] Currently, the method of identifying gears using relative position sensors involves the controller collecting the detection signals from the relative position sensors in real time to determine the current engaged gear of the transmission and use this information for vehicle power control. When the transmission controller restarts, the vehicle's current gear data is lost. In this case, gear relearning is required to allow the controller to re-collect sensor signals and complete gear calibration in order to achieve accurate gear identification again.

[0004] However, the relearning process for the gears takes time, and there may be instances where the gears cannot be recognized in a timely manner, affecting vehicle driving safety. Summary of the Invention

[0005] This application provides a method, device, electronic device, and vehicle for determining vehicle gear position, in order to solve the problem that when the transmission controller restarts, the gear position cannot be recognized in a timely manner, which affects the driving safety of the vehicle.

[0006] In a first aspect, this application provides a method for determining the gear position of a vehicle, the method comprising:

[0007] When the transmission controller is powered on and restarted during vehicle operation, the motor speed of the first motor associated with the input terminal of the transmission and the vehicle speed are obtained. When the motor speed is greater than the motor speed threshold and the driving speed is greater than the driving speed threshold, the slip of each gear of the transmission is obtained; When there is a first gear with a slip of a preset value, and the first gear is the same as the second gear stored in the vehicle, the first gear is determined as the target gear of the vehicle, wherein the second gear is determined when the vehicle last performed a gear shift operation before the controller was powered on and restarted.

[0008] The method provided in this embodiment acquires the first motor speed and vehicle speed associated with the transmission input when the transmission controller is powered on and restarted while the vehicle is in motion. This is to determine the vehicle's operating status through dual speed parameters, eliminate invalid detections caused by insufficient sensor accuracy, and provide a valid data foundation for subsequent gear position recognition. The slip difference for each gear is acquired only when both speeds exceed their corresponding threshold values. Because the slip difference under this condition is identifiable, it avoids misjudgments caused by no change in slip difference at low speeds. The first gear is selected by using a preset slip value, and consistency verification is performed by combining it with the second gear stored from the most recent gear shift operation before the controller restarts. This dual verification accurately locks the matching gear and identifies it as the target gear, effectively solving the problem of gear loss and inability to be recognized in a timely manner after the controller restarts during driving. It eliminates the need to stop and relearn the gears, ensuring both the accuracy and timeliness of gear position recognition while avoiding gear position recognition issues affecting driving safety.

[0009] In one possible implementation, the method further includes: When the first gear position is different from the second gear position stored in the vehicle, the target gear position of the vehicle is determined to be an unknown gear position. The clutch of the vehicle is disengaged, and the vehicle is driven by a second motor associated with the output of the transmission.

[0010] In this embodiment, the discrepancy between the first gear position and the second gear position stored in the vehicle indicates that the gear position selected by slip filtering is inconsistent with the latest gear position stored in the non-volatile memory. Determining the target gear position as unknown avoids power matching errors caused by misjudged gears, thus mitigating potential driving safety hazards at their source. Controlling the clutch to open cuts off the power transmission path between the engine and wheels, preventing transmission system malfunctions caused by abnormal power transmission due to an unknown gear position, and also avoiding engine stalling or excessive RPM. Finally, the vehicle is driven by a second motor connected to the transmission output. This motor independently supplies power to the vehicle, ensuring normal driving even when the gear position is unknown. It maintains driving status without stopping, solving the problem of unconfirmed gear position after controller restart, and balancing driving safety and driving continuity even without an accurate gear position.

[0011] In one possible implementation, after determining the first gear as the target gear of the vehicle, the method further includes: Controlling the clutch engagement of the vehicle, and driving the vehicle by controlling the third motor associated with the engine and the engine.

[0012] The method provided in this embodiment accurately determines the target gear as the first gear after slip filtering and historical gear verification. At this point, closing the clutch establishes a power transmission path between the engine, the third motor, and the wheels, providing a foundation for multi-power source coordinated drive and avoiding power waste caused by power transmission interruption. Controlling the third motor associated with the engine to jointly drive the vehicle is possible because the target gear is clearly defined, enabling precise matching between the power source and the gear. This fully leverages the synergistic power advantages of the engine and the third motor, providing stronger power output compared to single-motor drive, meeting the vehicle's power requirements, and making power transmission more efficient and smooth. This solves the core problem of gear confirmation after controller restart and ensures vehicle power performance based on accurate gear identification, balancing driving safety and driving dynamics, and improving the overall stability of vehicle operation.

[0013] In one possible implementation, the method further includes: When the motor speed is less than or equal to the motor speed threshold, or the driving speed is less than or equal to the driving speed threshold, it is determined whether the vehicle should perform a gear shifting operation. When it is determined that the vehicle should perform a gear shifting operation, the gear after the gear shifting operation is stored and the gear after the gear shifting operation is determined as the target gear of the vehicle.

[0014] In this embodiment, the method addresses the issue of slip detection failure when the motor speed is less than or equal to a motor speed threshold, or when the driving speed is less than or equal to a driving speed threshold. In such cases, the slip difference remains unchanged, making gear identification impossible. However, the shifting operation directly correlates with gear changes, thus compensating for the slip difference detection failure. After determining the shifting operation, the shifted gear is stored, ensuring timely updates to the vehicle's stored gears and providing the latest valid gear data for subsequent controller restarts. By identifying the shifted gear as the target gear, the actual vehicle gear can be accurately locked even in low-speed or low-RPM sensor detection scenarios, eliminating the need for slip difference detection. This fills the gap in gear identification under low-speed and low-RPM conditions, ensuring a corresponding gear identification method for all driving speeds after controller restart. This improves the comprehensiveness and applicability of the gear determination method, further guaranteeing the effectiveness of gear identification during driving.

[0015] In one possible implementation, the method further includes: When there is no first gear with a slip difference of the preset value, the target gear of the vehicle is determined to be neutral.

[0016] The method provided in this embodiment does not have a first gear with a preset slip value, indicating that the current transmission has no effectively engaged gear and the power transmission is disconnected. Based on this, defining neutral can accurately match the actual working conditions of the transmission and avoid misjudging other gears due to the lack of an effective slip gear.

[0017] In one possible implementation, the method further includes: A mapping relationship between the motor speed of the first motor and the driving speed of the vehicle is established based on the gear ratio of the transmission. The initial motor speed threshold and the initial driving speed threshold are determined based on the mapping relationship. The initial motor speed threshold and the initial driving speed threshold are adjusted according to the road conditions and the real-time operating conditions of the transmission to obtain the motor speed threshold and the driving speed threshold.

[0018] The method provided in this embodiment establishes a mapping relationship between the first motor speed and the vehicle speed based on the gear ratio of the transmission, providing a theoretical basis for threshold setting. The initial motor speed and speed threshold values ​​are determined according to this mapping relationship. This precise numerical correspondence ensures that the initial threshold values ​​match the basic transmission characteristics of the transmission, avoiding detection errors caused by setting threshold values ​​without a basis. Finally, the initial threshold values ​​are adjusted based on the vehicle's road conditions and the transmission's real-time operating conditions to obtain the final threshold value. This allows the threshold value to adapt to the vehicle's dynamic operating state, compensating for the adaptation deficiencies of fixed threshold values ​​under different road and operating conditions. This ensures that the threshold value always matches the sensor's recognition accuracy and the vehicle's actual driving needs, significantly improving the accuracy of subsequent slip detection and gear identification.

[0019] In one possible implementation, adjusting the initial motor speed threshold and the initial driving speed threshold based on the road conditions and the real-time operating conditions of the transmission to obtain the motor speed threshold and the driving speed threshold includes: The basic adjustment parameters are determined based on the road conditions of the vehicle and the real-time operating conditions of the transmission. The rotational speed correction coefficient and the speed correction coefficient corresponding to the basic adjustment parameters are determined according to the preset correction coefficient table; The motor speed threshold value is determined based on the speed correction coefficient and the initial motor speed threshold value; The driving speed threshold is determined based on the speed correction factor and the initial driving speed threshold value.

[0020] The method provided in this embodiment determines basic adjustment parameters based on vehicle driving conditions and real-time transmission operating conditions, enabling threshold adjustments to closely match the actual vehicle operating state and providing a basis for precise correction. By matching corresponding speed and rotational speed correction coefficients according to a preset correction coefficient table, the basic adjustment parameters can be transformed into quantified correction indicators, avoiding the subjectivity and errors of manual adjustments and ensuring the standardization of correction rules. The initial motor speed threshold is adjusted using the speed correction coefficient, and the initial driving speed threshold is adjusted using the speed correction coefficient. Precise calibration of the initial threshold values ​​through quantified coefficients ensures that the final motor speed and driving speed threshold values ​​can adapt to changes in different road conditions and transmission operating conditions, effectively improving the adaptability and accuracy of the threshold values. This ensures that subsequent slip detection and gear identification can be effectively performed under various operating conditions, further guaranteeing the reliability of gear confirmation.

[0021] Secondly, embodiments of this application provide a vehicle gear selection device, the device comprising: The first processing module is used to obtain the motor speed of the first motor associated with the input terminal of the transmission and the vehicle speed when the transmission controller is powered on and restarted during vehicle operation. The second processing module is used to obtain the slip of each gear of the transmission when the motor speed is greater than the motor speed threshold and the driving speed is greater than the driving speed threshold. The third processing module is used to determine the first gear as the target gear of the vehicle when there is a first gear with a preset slip value and the first gear is the same as the second gear stored in the vehicle. The second gear is determined when the vehicle last performed a gear shifting operation before the controller was powered on and restarted.

[0022] Thirdly, this application provides an electronic device, including: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to perform the vehicle gear determination method of the first aspect or any corresponding embodiment described above.

[0023] Fourthly, this application provides a vehicle that includes the device described in the second aspect or the electronic device described in the third aspect, so that the vehicle can implement the vehicle gear determination method of the first aspect or any corresponding embodiment thereof. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram illustrating an application scenario according to an embodiment of this application; Figure 2 This is a flowchart of a vehicle gear determination method according to an embodiment of this application; Figure 3 This is a schematic diagram of the vehicle architecture according to an embodiment of this application; Figure 4 This is a structural block diagram of a vehicle gear determining device according to an embodiment of this application; Figure 5 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] It is understood that before using the technical solutions disclosed in the various embodiments of this application, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this application in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0028] As one optional application scenario in the embodiments of this application, such as Figure 1 As shown, the vehicle gear selection system may include at least one terminal device and at least one server. Figure 1 The system is illustrated in the example, which includes a computer 101, a mobile terminal 102, and a server 103, and the terminal devices such as the computer 101 and the mobile terminal 102 are connected to the server 103 through a network 110.

[0029] Specifically, the terminal device can be a vehicle-mounted terminal. Server 103 can be a standalone physical server, a server cluster, a distributed system, or a cloud server providing cloud services. Network 110 can be a wired or wireless network, examples of which include, but are not limited to, the Internet, corporate intranets, local area networks, wide area networks, mobile communication networks, and combinations thereof.

[0030] According to an embodiment of this application, a method for determining the gear position of a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] This embodiment provides a method for determining the gear position of a vehicle, which can be used in the aforementioned mobile terminal, such as an in-vehicle terminal. Figure 2 This is a flowchart of a vehicle gear determination method according to an embodiment of this application, such as... Figure 2 As shown, the process includes the following steps: S201: When the transmission controller is powered on and restarted during vehicle operation, the motor speed of the first motor associated with the input terminal of the transmission and the vehicle speed are obtained.

[0032] In this embodiment, situations such as occasional power loss of the transmission controller, instantaneous fluctuations in the vehicle's power system, controller fault self-reset, and restart of the vehicle's electronic control system during vehicle operation can cause the transmission controller to power on and restart during vehicle operation. The first motor associated with the input end of the transmission is the P2 motor, which is a hybrid drive / speed detection integrated motor directly connected to the transmission input shaft and arranged on the power transmission path between the engine and the transmission. The motor speed of the first motor is the real-time speed of the P2 motor, reflecting the instantaneous speed of the transmission input shaft. As an example, it can be obtained through the P2 motor's built-in rotary transformer, speed sensor, or the CAN bus data acquisition module of the motor controller. The motor speed of the first motor associated with the transmission input end directly reflects the hardware operating status of the transmission input end. The motor speed of the first motor is strongly correlated with the transmission gear engagement state, avoiding judgment errors caused by non-correlated parameters.

[0033] In this embodiment, the vehicle speed is the real-time speed during vehicle operation, reflecting the power transmission speed at the output of the transmission. As an example, it can be obtained through the vehicle navigation module, vehicle wheel speed sensor, and the vehicle controller's speed acquisition interface.

[0034] S202: When the motor speed is greater than the motor speed threshold and the driving speed is greater than the driving speed threshold, obtain the slip corresponding to each gear of the transmission.

[0035] In this application embodiment, as an example, the vehicle gears typically include: 1st gear, 2nd gear, and 3rd gear.

[0036] In this embodiment, slip refers to the difference between the input shaft speed and the output shaft speed in each gear of the transmission. In this application, the transmission is designed with 3 gears, and the slip is specifically the difference between the real-time input shaft speed and the real-time output shaft speed corresponding to gears 1, 2, and 3. When the slip of a certain gear is a preset value of 0, it means that the input shaft and output shaft speeds of that gear are completely synchronized, indicating that the transmission is actually stably engaged in that gear.

[0037] After obtaining the motor speed of the first motor and the vehicle speed, it is determined whether the motor speed exceeds the motor speed threshold and whether the vehicle speed exceeds the vehicle speed threshold. Considering that the transmission controller is powered on and restarted during vehicle operation, and that the first motor speed and vehicle speed are prone to significant fluctuations under low-speed / idle conditions, the transmission gear slip calculated based on this data would be severely distorted and unable to accurately reflect the actual gear engagement state. Therefore, it is also necessary to determine whether the motor speed exceeds the motor speed threshold and whether the vehicle speed exceeds the vehicle speed threshold.

[0038] In this embodiment, a motor speed greater than a motor speed threshold indicates that the first motor is in a stable and effective operating speed range, the speed of the transmission input shaft does not fluctuate significantly, and the collected motor speed can be used for accurate slip calculation.

[0039] A driving speed greater than the driving speed threshold indicates that the vehicle is in a medium-to-high speed driving condition, the driving speed is stable without significant fluctuations, the power transmission at the transmission output is smooth, and the collected driving speed can be used for accurate slip calculation.

[0040] In this embodiment, considering that the calculated slip of each gear in the transmission can only truly reflect the actual engagement state of the gear when both the motor speed of the first motor and the vehicle speed are within a stable and effective range, any data point in a fluctuating low-speed range will lead to deviations in the slip calculation results, thereby causing gear misjudgment, the slip of each gear in the transmission can be obtained when both the motor speed and the vehicle speed are greater than a threshold value. Obtaining the slip of each gear in the transmission only when both the motor speed and the vehicle speed are greater than the threshold value reduces the computational load and improves the accuracy of slip calculation.

[0041] S203: When there is a first gear with a slip difference of a preset value, and the first gear is the same as the second gear stored in the vehicle, the first gear is determined as the target gear of the vehicle.

[0042] In this embodiment, the second gear is determined during the most recent gear shift operation performed before the controller is powered on and restarted. In this embodiment, the gear position stored in the vehicle's non-volatile memory is determined as the second gear position. The second gear position stored in the non-volatile memory is the gear position after the most recent gear shift operation performed before the controller is powered on and restarted. After performing a gear shift operation, the gear position after the shift operation is stored in the non-volatile memory. After the controller is powered on and restarted, the current gear position data (target gear) stored in the running memory will be lost, but the gear position data stored in the non-volatile memory will not be lost. Therefore, this application determines the gear position stored in the vehicle's non-volatile memory as the second gear. By comparing the first gear and the second gear with a preset slip value, it can be determined whether the actual engaged gear of the transmission is the same as the gear position most recently recorded before the controller is powered off, thereby accurately determining the vehicle's target gear position.

[0043] In this embodiment of the application, as an example, the preset value can be 0. The gear with a slip of the preset value can be determined as the first gear. It is then determined whether the first gear and the second gear are the same.

[0044] Considering that the first gear is determined in real time based on the engagement state of the transmission hardware, reflecting the actual working gear of the transmission, but is susceptible to occasional misjudgments due to instantaneous fluctuations in driving speed / RPM, and the second gear is the historical valid shift gear before the controller restarts, the data is stable and highly reliable, but it cannot reflect real-time gear changes after restarting, the combination of the two can achieve dual verification of real-time hardware status and historical valid storage. Only when the two are the same can the accuracy and reliability of gear determination be guaranteed to the greatest extent. Therefore, when there is a first gear with a slip of the preset value, and the first gear is the same as the second gear stored in the vehicle, the first gear is determined as the target gear of the vehicle.

[0045] The target gear is the actual stable gear engaged by the transmission after the transmission controller is powered on and restarted during vehicle operation, and is determined through double verification. It serves as the basis for the controller to subsequently perform power control and shift management.

[0046] This application embodiment determines the vehicle gear without stopping or performing a gear learning process. It can quickly determine the target gear while the vehicle is in motion, solving the industry pain point that transmissions using relative position sensors cannot learn the gear in real time after the controller restarts, thus ensuring the continuity and safety of the driving process.

[0047] The method provided in this embodiment acquires the first motor speed and vehicle speed associated with the transmission input when the transmission controller is powered on and restarted while the vehicle is in motion. This is to determine the vehicle's operating status through dual speed parameters, eliminate invalid detections caused by insufficient sensor accuracy, and provide a valid data foundation for subsequent gear position recognition. The slip difference for each gear is acquired only when both speeds exceed their corresponding threshold values. Because the slip difference under this condition is identifiable, it avoids misjudgments caused by no change in slip difference at low speeds. The first gear is selected by using a preset slip value, and consistency verification is performed by combining it with the second gear stored from the most recent gear shift operation before the controller restarts. This dual verification accurately locks the matching gear and identifies it as the target gear, effectively solving the problem of gear loss and inability to be recognized in a timely manner after the controller restarts during driving. It eliminates the need to stop and relearn the gears, ensuring both the accuracy and timeliness of gear position recognition while avoiding gear position recognition issues affecting driving safety.

[0048] Figure 3 This is a schematic diagram of the vehicle architecture according to an embodiment of this application, such as... Figure 3 As shown, the P1 motor is directly connected to the engine crankshaft and located at the front of the engine, enabling engine start / stop, power assistance, and power generation. The engine is connected to the transmission input shaft via a clutch, and its power is transmitted to the wheels after the clutch and transmission gears are engaged. The P2 motor is directly connected to the transmission input shaft and located on the power transmission path between the engine and the transmission. It serves as both the hybrid drive motor and the core speed sensing element for gear selection. The 3-speed transmission includes three forward gears: 1st, 2nd, and 3rd. Gear switching is achieved through a shift motor and shift controller. Its input shaft is connected to the P2 motor, and its output shaft is connected to the final drive and the wheels. The P3 motor is connected to the transmission output / final drive side. Its power transmission path is independent of the transmission gear engagement state and can directly drive the wheels, serving as a safety backup drive source when the gear position is unknown. The transmission controller is responsible for collecting data from various sensors, executing gear selection logic, controlling clutch engagement and disengagement, and controlling the torque output of each power source. It is the core control unit of the entire hybrid system.

[0049] In one possible implementation, the vehicle gear determination method further includes: If the first gear is different from the second gear stored in the vehicle, the target gear of the vehicle is determined to be an unknown gear.

[0050] The vehicle's clutch is engaged, and the vehicle is driven by a second motor connected to the output of the transmission.

[0051] In this embodiment, the second motor associated with the output end of the transmission is a P3 motor. The P3 motor is a hybrid drive motor that is directly connected to the output end of the transmission and is independent of the gear engagement state of the transmission. It is a motor that can directly output torque to the wheel side.

[0052] When the first gear is different from the second gear stored in the vehicle, and the target gear of the vehicle is determined to be an unknown gear, in addition to controlling the clutch to open and driving the vehicle by controlling the second motor associated with the output end of the transmission, the engine and P1 motor can also be subjected to closed-loop speed control to maintain them in a stable idling state, avoiding abnormal conditions such as engine stalling or excessive speed of P1 motor and engine. At the same time, the motor speed of P2 motor and the vehicle speed are continuously collected, and the threshold conditions for slip calculation are detected in real time (motor speed is greater than the motor speed threshold and the vehicle speed is greater than the vehicle speed threshold) so as to re-trigger the gear determination process.

[0053] In this embodiment, considering that the target gear of the vehicle is unknown, the actual engagement state of the transmission cannot be confirmed. If the clutch remains closed, the torque transmission of the engine, P1 motor, and P2 motor will not match the transmission gear, which can easily lead to safety hazards such as transmission gear grinding, power shock, and vehicle jerking. Therefore, by controlling the clutch of the vehicle to open and driving the vehicle by controlling the second motor associated with the output end of the transmission, the power connection between the engine, P1 motor and the transmission and wheels can be physically cut off, completely avoiding the risk of power transmission when the gear is unknown. At the same time, the continuous and stable driving of the vehicle is achieved by relying on the P3 motor, ensuring driving continuity and safety.

[0054] In this embodiment, the clutch of the vehicle can be opened by sending a clutch disengagement command to the clutch actuator through the transmission controller. After the clutch is opened, the power transmission path between the engine, P1 motor, P2 motor and transmission input shaft is cut off. At this time, the engine, P1 motor and P2 motor are in an unloaded idling state, and there will be no hardware damage caused by power matching problems due to unknown transmission gear position. In addition, the power transmission path of P3 motor is not affected by the clutch state and can drive the wheels independently.

[0055] Specifically, driving a vehicle by controlling a second motor associated with the output of the transmission means that the transmission controller sends torque / speed control commands to the P3 motor controller based on the vehicle's real-time driving needs (such as driving speed and throttle opening). The P3 motor directly outputs power to the transmission output and the wheel side, driving the vehicle. The entire driving process does not require the engagement of the transmission gears and is not affected by the actual gear position of the transmission, enabling the vehicle to achieve conventional driving control such as constant speed, acceleration, and deceleration.

[0056] In this embodiment, the discrepancy between the first gear and the second gear stored in the vehicle's memory indicates an inconsistency between the gear selected by slip differential and the latest historically stored gear. Determining the target gear as an unknown gear avoids power matching errors caused by misjudgment, thus mitigating potential driving safety hazards at their source. Controlling the clutch disengagement cuts off the power transmission path between the engine and wheels, preventing transmission system malfunctions caused by abnormal power transmission due to an unknown gear, and also preventing engine stalling or excessive RPM. Finally, the vehicle is driven by a second motor connected to the transmission output. This motor independently supplies power to the vehicle, ensuring normal driving even when the gear is unknown, maintaining a driving state without stopping. This solves the problem of unconfirmed gears after controller restarts and balances driving safety and continuity even without an accurate gear.

[0057] In one possible implementation, after determining the first gear as the target gear for the vehicle, the vehicle gear determination method further includes: Controlling the clutch engagement of the vehicle drives the vehicle by controlling the third motor associated with the engine and the engine itself.

[0058] In this embodiment, the third motor associated with the engine is motor P1. Motor P1 is directly connected to the engine crankshaft and is a hybrid motor that enables engine start-stop, power assistance, and power generation. After the first gear is determined as the target gear for the vehicle, in addition to controlling the clutch engagement and driving the vehicle by controlling the third motor associated with the engine and the engine, the output torque of motor P2 can also be controlled to participate in power coordination. At the same time, combined with the auxiliary drive of motor P3, a multi-source power joint drive of motors P1, engine, P2, and P3 can be achieved. The slip state of the transmission in the current target gear can also be monitored in real time to ensure the stability of gear engagement.

[0059] In this embodiment, considering that the target gear of the vehicle has been determined, the actual engagement gear of the transmission is known, and the matching and safety of power transmission have been double-verified and guaranteed. There are no risks such as gear grinding or power shock caused by unknown gear position. Therefore, by controlling the clutch engagement of the vehicle and controlling the third motor associated with the engine and the engine to drive the vehicle, the power transmission path between the engine, P1 motor and transmission can be opened up. This fully utilizes the main power output advantage of the engine and the hybrid synergy of the P1 motor, replacing the backup drive of the single P3 motor when the gear position is unknown, providing sufficient and stable power output for the vehicle and meeting the power requirements for normal driving.

[0060] In this embodiment, the clutch of the vehicle can be closed by sending a clutch engagement command to the clutch actuator through the transmission controller. After the clutch is closed, the power transmission path between the engine, P1 motor and transmission input shaft is fully opened. At this time, the torque of the engine and P1 motor can be smoothly transmitted to the output end and wheel side through the currently engaged target gear of the transmission. At the same time, the P2 motor can synchronously contribute torque to the transmission input shaft to achieve power coordination on the input side.

[0061] The control of the third motor associated with the engine and the engine to drive the vehicle specifically refers to the transmission controller sending coordinated control commands to the engine ECU and the P1 motor controller in combination with the real-time driving conditions of the vehicle (such as throttle opening, driving speed, and driving slope). The engine outputs the main drive torque according to the command, and the P1 motor outputs the auxiliary torque according to the working conditions. After the two torques are combined, they are transmitted to the transmission input shaft through the closed clutch, and then transmitted to the transmission output end through the determined target gear engagement, ultimately driving the wheels to move, realizing the hybrid coordinated drive of the engine and the P1 motor.

[0062] The method provided in this embodiment accurately determines the target gear as the first gear after slip filtering and historical gear verification. At this point, closing the clutch establishes a power transmission path between the engine, the third motor, and the wheels, providing a foundation for multi-power source coordinated drive and avoiding power waste caused by power transmission interruption. Controlling the third motor associated with the engine to jointly drive the vehicle is possible because the target gear is clearly defined, enabling precise matching between the power source and the gear. This fully leverages the synergistic power advantages of the engine and the third motor, providing stronger power output compared to single-motor drive, meeting the vehicle's power requirements, and making power transmission more efficient and smooth. This solves the core problem of gear confirmation after controller restart and ensures vehicle power performance based on accurate gear identification, balancing driving safety and driving dynamics, and improving the overall stability of vehicle operation.

[0063] In one possible implementation, the vehicle gear determination method further includes: When the motor speed is less than or equal to the motor speed threshold, or the driving speed is less than or equal to the driving speed threshold, it is determined whether the vehicle should perform a gear shift. When it is determined that the vehicle should perform a gear shift, the gear after the gear shift is stored and the gear after the gear shift is determined as the vehicle's target gear.

[0064] In this embodiment, gear shifting refers to the gear switching action completed by the transmission between 1st, 2nd, and 3rd gears during vehicle operation. This includes upshifting (e.g., from 1st to 2nd, or from 2nd to 3rd) and downshifting (e.g., from 3rd to 2nd, or from 2nd to 1st). This gear shifting operation is performed by the transmission driven by the shift motor, controlled by the shift controller. The transmission controller can determine whether a gear shifting operation is being performed by collecting shift commands from the shift controller, the operating status of the shift motor, and the transmission gear engagement position signal. When the transmission controller receives a shift command from the shift controller, the shift motor is operating, and the transmission detects a change in gear engagement position, a gear shifting operation is determined to be performed. When the transmission controller does not receive a shift command from the shift controller, the shift motor is in standby mode, and the transmission gear engagement position remains unchanged, a gear shifting operation is determined to be performed. In cases where a gear shifting operation is determined not to be performed, a gear learning operation is performed after the vehicle stops. This gear learning accurately identifies the actual gear of the transmission and stores the learned gear as the target gear.

[0065] As an example, specifically, when the transmission completes the gear shift operation and the gear slip after the shift stabilizes within a preset threshold and remains within a preset time, the gear after the shift operation can be stored in the vehicle's non-volatile memory.

[0066] In this embodiment, the method addresses the issue of slip detection failure when the motor speed is less than or equal to a motor speed threshold, or when the driving speed is less than or equal to a driving speed threshold. In such cases, the slip difference shows no effective change, making gear identification impossible. However, the shifting operation directly correlates with gear changes, thus compensating for the slip difference detection failure. After determining to perform a shifting operation, the shifted gear is stored, allowing for timely updates to the vehicle's stored gears and preserving the latest valid gear data for subsequent controller restarts. By identifying the shifted gear as the target gear, the actual vehicle gear can be accurately locked even in low-speed or low-RPM sensor detection scenarios, eliminating the need for slip difference detection. This fills the gap in gear identification under low-speed and low-RPM conditions, ensuring a corresponding gear identification method for all driving speeds after controller restart. This improves the comprehensiveness and applicability of the gear determination method, further guaranteeing the effectiveness of gear identification during driving.

[0067] In one possible implementation, the vehicle gear determination method further includes: When there is no first gear with a slip difference of the preset value, the target gear of the vehicle is determined to be neutral.

[0068] In this embodiment, the absence of a first gear with a preset slip value indicates that no gear in the transmission is currently in a stable engagement state. The input and output shaft speeds of each gear are not synchronized, and the actual operating state of the transmission is neutral. Therefore, the target gear for the vehicle is determined to be neutral. After determining that the target gear is neutral, the vehicle's clutch can be kept disengaged while maintaining stable idling of the P1 motor and engine. The P3 motor independently drives the vehicle according to its driving needs until the vehicle stops. After this, a gear learning operation is performed to re-identify the actual gear of the transmission. Simultaneously, the P2 motor speed and the vehicle's speed are continuously collected to detect in real time whether a gear with a preset slip value is present, so as to update the target gear in a timely manner.

[0069] The method provided in this embodiment does not have a first gear with a preset slip value, indicating that the current transmission has no effectively engaged gear and the power transmission is disconnected. Based on this, defining neutral can accurately match the actual working conditions of the transmission and avoid misjudging other gears due to the lack of an effective slip gear.

[0070] In one possible implementation, the vehicle gear determination method also includes Sa1 to Sa3.

[0071] Sa1: Establish the mapping relationship between the motor speed of the first motor and the vehicle speed based on the gear ratio of the transmission.

[0072] In the embodiments of this application, the gear ratio of the transmission refers to the fixed ratio between the input shaft speed and the output shaft speed of the transmission in 1st, 2nd and 3rd gears. It is an inherent hardware parameter of the transmission and reflects the deceleration / increase characteristics of power transmission in each gear.

[0073] In this embodiment, a mapping relationship between the motor speed of the first motor and the vehicle speed is established based on the gear ratios of the transmission. Specifically, the inherent gear ratios of the transmission's 1st, 2nd, and 3rd gears can be obtained. Combined with vehicle hardware parameters such as the connection ratio between the first motor (P2 motor) and the transmission input shaft, the vehicle's tire rolling radius, and the overall wheel transmission efficiency, a mathematical conversion formula between the P2 motor speed and the vehicle speed is derived based on the physical principles of automotive power transmission. Based on this mathematical conversion formula, the vehicle speed corresponding to different P2 motor speeds at each gear is calculated, generating a mapping table containing a one-to-one correspondence between the P2 motor speed and the vehicle speed for each of the 1st, 2nd, and 3rd gears, thus completing the establishment of the mapping relationship.

[0074] Sa2: Determine the initial motor speed threshold and initial travel speed threshold based on the mapping relationship.

[0075] In this embodiment, the initial threshold values ​​(initial motor speed threshold value and initial driving speed threshold value) are determined based on the sensor detection accuracy and the effectiveness of slip calculation.

[0076] In this embodiment, the initial motor speed threshold and the initial driving speed threshold are determined based on the mapping relationship. Specifically, the stable detection accuracy thresholds of the P2 motor speed sensor and the vehicle speed acquisition sensor are determined, and the lowest P2 motor speed that the sensor can stably identify without data distortion is selected as the basic reference speed. Using the mapping table established by Sa1, the driving speeds corresponding to this basic reference speed in gears 1, 2, and 3 of the transmission are found, and the maximum value is extracted as the initial driving speed threshold. Finally, the P2 motor speed corresponding to this initial driving speed threshold is derived by reverse mapping, and this is determined as the initial motor speed threshold, ensuring that the initial threshold value is compatible with the effective slip calculation conditions for all gears of the transmission.

[0077] Sa3: Adjust the initial motor speed threshold and initial driving speed threshold based on the road conditions and real-time operating conditions of the transmission to obtain the motor speed threshold and driving speed threshold.

[0078] In this embodiment of the application, as an example, the road conditions during vehicle travel may include: road surface smoothness, vehicle driving gradient, vehicle speed fluctuation range, etc. As an example, the real-time operating conditions of the transmission may include: transmission oil temperature, gear engagement status, shift execution status, transmission load, slip data fluctuation status, etc.

[0079] The road conditions and real-time operating conditions of the transmission are classified and quantified. The road conditions are divided into three levels: stable operating conditions, slightly fluctuating operating conditions, and severely fluctuating operating conditions. The real-time operating conditions of the transmission are divided into three levels: stable operating conditions, transitional operating conditions, and unstable operating conditions.

[0080] When a vehicle is traveling on a flat road surface with no obvious slope, and the speed fluctuation is less than a preset speed fluctuation threshold within a continuous preset time period, the road condition level corresponding to the vehicle's travel is determined to be a stable operating condition.

[0081] When a vehicle is traveling on a slightly bumpy road or a gently sloping road, and the speed fluctuation range is between a preset speed fluctuation threshold and a preset large speed fluctuation threshold within a continuous preset time period, the road condition level corresponding to the vehicle's travel is determined to be a slightly fluctuating condition.

[0082] When a vehicle is traveling on a severely bumpy road / slope, or when the vehicle speed fluctuates within a preset time period with a range greater than or equal to a preset threshold for large speed fluctuations, or when there is frequent acceleration or deceleration, the road condition level corresponding to the vehicle's travel is determined to be a severely fluctuating condition.

[0083] When the transmission oil temperature is within the preset normal operating range, the gears are stably engaged without slip fluctuations, there are no shift commands, and the transmission load is within the light load range, the transmission operating condition level corresponding to the real-time operating condition of the transmission is determined to be a stable operating condition.

[0084] When the transmission is shifting gears, or the transmission oil temperature approaches the preset normal operating range boundary, the slip fluctuates slightly after gear engagement, or the transmission load is in the transition range between light and heavy load, the transmission operating condition level corresponding to the real-time operating condition of the transmission is determined as the transition operating condition.

[0085] When the transmission oil temperature exceeds the preset normal operating range, the gear engagement slip fluctuates significantly, the transmission load is in the heavy load range, or the shifting execution is abnormal, the transmission condition level corresponding to the real-time operating condition of the transmission is determined to be an unstable operating condition.

[0086] The method provided in this embodiment establishes a mapping relationship between the first motor speed and the vehicle speed based on the gear ratio of the transmission, providing a theoretical basis for threshold setting. The initial motor speed and speed threshold values ​​are determined according to this mapping relationship. This precise numerical correspondence ensures that the initial threshold values ​​match the basic transmission characteristics of the transmission, avoiding detection errors caused by setting threshold values ​​without a basis. Finally, the initial threshold values ​​are adjusted based on the vehicle's road conditions and the transmission's real-time operating conditions to obtain the final threshold value. This allows the threshold value to adapt to the vehicle's dynamic operating state, compensating for the adaptation deficiencies of fixed threshold values ​​under different road and operating conditions. This ensures that the threshold value always matches the sensor's recognition accuracy and the vehicle's actual driving needs, significantly improving the accuracy of subsequent slip detection and gear identification.

[0087] In one possible implementation, Sa3 adjusts the initial motor speed threshold and the initial driving speed threshold based on the road conditions and the real-time operating conditions of the transmission to obtain the motor speed threshold and driving speed threshold, including Sb1 to Sb4.

[0088] Sb1: Determine the basic adjustment parameters based on the road conditions and the real-time operating conditions of the transmission.

[0089] In this embodiment of the application, as an example, the basic adjustment parameters are determined based on the road conditions and the real-time operating conditions of the transmission. This includes determining the corresponding basic adjustment parameters based on the combination of road condition level and transmission operating condition level. As an example, numerical values ​​can be assigned to the graded road condition level and the real-time transmission operating condition level. In the road condition level, a stable operating condition is assigned a value of 1, a slightly fluctuating operating condition is assigned a value of 2, and a severely fluctuating operating condition is assigned a value of 3. In the transmission operating condition level, a stable operating condition is assigned a value of 1, a transitional operating condition is assigned a value of 2, and an unstable operating condition is assigned a value of 3. The numerical combination directly reflects the degree of operating condition fluctuation. Combining the road condition level assignment with the transmission operating condition level assignment yields nine combined operating condition results: (1,1), (1,2), (1,3), (2,1), (2,2), (2,3), (3,1), (3,2), and (3,3). The larger the combined value, the higher the degree of fluctuation and instability of the overall operating condition. Basic adjustment parameters can be preset to correspond one-to-one with the combined working conditions. The basic adjustment parameters are represented in the form of numerical ranges. According to the overall working condition stability from high to low, the values ​​of the corresponding basic adjustment parameters are from low to high. For example, the basic adjustment parameters corresponding to the combined working condition (1,1) are [0,0.2].

[0090] As an example, basic adjustment parameters can be used to quantify the degree of adjustment required for threshold values. The correspondence between the values ​​of basic adjustment parameters and adjustment requirements is as follows: the closer the value of the basic adjustment parameter is to 0, the higher the overall stability of the current road conditions and the real-time operating conditions of the transmission, and the threshold value does not need to be adjusted or only needs a very small adjustment. The closer the value of the basic adjustment parameter is to 1, the higher the overall fluctuation / instability of the current road conditions and the real-time operating conditions of the transmission, and the threshold value needs to be significantly increased to avoid slip calculation distortion caused by fluctuations in engine speed / vehicle speed data.

[0091] Sb2: Determine the speed correction coefficient and velocity correction coefficient corresponding to the basic adjustment parameters according to the preset correction coefficient table.

[0092] In this embodiment of the application, as an example, determining the speed correction coefficient and velocity correction coefficient corresponding to the basic adjustment parameter according to a preset correction coefficient table includes: matching the determined basic adjustment parameter with the preset correction coefficient table; searching for the speed correction coefficient and velocity correction coefficient corresponding to the basic adjustment parameter in the correction coefficient table; where the correction coefficient is a value greater than 0; a correction coefficient greater than 1 indicates that the threshold value is adjusted upwards; a correction coefficient between 0 and 1 indicates that the threshold value is adjusted downwards; and a correction coefficient equal to 1 indicates that the threshold value is not adjusted. The preset correction coefficient table is determined based on real vehicle road test and transmission bench test data, the validity verification results of slip calculation under various operating conditions, and the sensor detection accuracy characteristics, and includes the basic adjustment parameter, speed correction coefficient, and velocity correction coefficient stored in a correspondence relationship.

[0093] Sb3: Determine the motor speed threshold value based on the speed correction coefficient and the initial motor speed threshold value.

[0094] In this embodiment of the application, as an example, determining the motor speed threshold value based on the speed correction coefficient and the initial motor speed threshold value includes: the motor speed threshold value is the product of the initial motor speed threshold value and the speed correction coefficient. It is then determined whether the motor speed threshold value is within the effective detection speed range of the sensor of the first motor. If it exceeds the speed range, the boundary value of the speed range is taken as the final motor speed threshold value. If it does not exceed the speed range, the motor speed threshold value remains unchanged.

[0095] Sb4: Determine the driving speed threshold based on the speed correction factor and the initial driving speed threshold value.

[0096] In this embodiment of the application, as an example, determining the driving speed threshold based on the speed correction coefficient and the initial driving speed threshold value includes: the driving speed threshold is the product of the speed correction coefficient and the initial driving speed threshold value. It is then determined whether the driving speed threshold value is within the vehicle speed range effectively detected by the vehicle speed sensor. If it exceeds the vehicle speed range, the boundary value of the vehicle speed range is taken as the final driving speed threshold value. If it does not exceed the vehicle speed range, the driving speed threshold value remains unchanged.

[0097] The method provided in this embodiment determines basic adjustment parameters based on vehicle driving conditions and real-time transmission operating conditions, enabling threshold adjustments to closely match the actual vehicle operating state and providing a basis for precise correction. By matching corresponding speed and rotational speed correction coefficients according to a preset correction coefficient table, the basic adjustment parameters can be transformed into quantified correction indicators, avoiding the subjectivity and errors of manual adjustments and ensuring the standardization of correction rules. The initial motor speed threshold is adjusted using the speed correction coefficient, and the initial driving speed threshold is adjusted using the speed correction coefficient. Precise calibration of the initial threshold values ​​through quantified coefficients ensures that the final motor speed and driving speed threshold values ​​can adapt to changes in different road conditions and transmission operating conditions, effectively improving the adaptability and accuracy of the threshold values. This ensures that subsequent slip detection and gear identification can be effectively performed under various operating conditions, further guaranteeing the reliability of gear confirmation.

[0098] This embodiment also provides a vehicle gear selection device, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0099] This embodiment provides a vehicle gear selection device, such as... Figure 4As shown, the vehicle gear selection device includes: The first processing module 401 is used to obtain the motor speed of the first motor associated with the input terminal of the transmission and the vehicle speed when the transmission controller is powered on and restarted during vehicle operation.

[0100] The second processing module 402 is used to obtain the slip difference corresponding to each gear of the transmission when the motor speed is greater than the motor speed threshold and the driving speed is greater than the driving speed threshold.

[0101] The third processing module 403 is used to determine the first gear as the target gear of the vehicle when there is a first gear with a slip of a preset value and the first gear is the same as the second gear stored in the vehicle. The second gear is determined when the vehicle last performed a gear shifting operation before the controller was powered on and restarted.

[0102] In one possible implementation, the vehicle gear determination device further includes a fourth processing module, used to determine that the target gear of the vehicle is an unknown gear when the first gear is different from the second gear stored in the vehicle.

[0103] The vehicle's clutch is engaged, and the vehicle is driven by a second motor connected to the output of the transmission.

[0104] In one possible implementation, the vehicle gear determination device further includes a fifth processing module, which, after determining the first gear as the target gear of the vehicle, controls the vehicle's clutch to engage and drives the vehicle by controlling a third motor associated with the engine and the engine.

[0105] In one possible implementation, the vehicle gear determination device further includes: a sixth processing module, used to determine whether the vehicle is performing a gear shift operation when the motor speed is less than or equal to a motor speed threshold or the driving speed is less than or equal to a driving speed threshold; when it is determined that the vehicle is performing a gear shift operation, the gear after the gear shift operation is stored and the gear after the gear shift operation is determined as the target gear of the vehicle.

[0106] In one possible implementation, the vehicle gear determination device further includes a seventh processing module, used to determine that the target gear of the vehicle is neutral when there is no first gear with a slip of a preset value.

[0107] In one possible implementation, the vehicle gear determination device further includes an eighth processing module for establishing a mapping relationship between the motor speed of the first motor and the vehicle speed based on the gear ratio of the transmission.

[0108] The initial motor speed threshold and initial travel speed threshold are determined based on the mapping relationship.

[0109] The initial motor speed threshold and initial driving speed threshold are adjusted according to the road conditions and the real-time operating conditions of the transmission to obtain the motor speed threshold and driving speed threshold.

[0110] In one possible implementation, the eighth processing module is specifically used to determine the basic adjustment parameters based on the road conditions of the vehicle and the real-time operating conditions of the transmission.

[0111] Determine the speed correction coefficient and velocity correction coefficient corresponding to the basic adjustment parameters based on the preset correction coefficient table.

[0112] The motor speed threshold is determined based on the speed correction factor and the initial motor speed threshold.

[0113] The driving speed threshold is determined based on the speed correction factor and the initial driving speed threshold value.

[0114] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0115] The following is a detailed reference. Figure 5 The diagram illustrates a structural schematic suitable for implementing the electronic device described in the embodiments of this application. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 501, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 502 or a program loaded from memory 508 into random access memory (RAM) 503. The RAM 503 also stores various programs and data required for the operation of the electronic device. The processor 501, ROM 502, and RAM 503 are interconnected via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0116] Typically, the following devices can be connected to I / O interface 505: input devices 506 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 507 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 508 including, for example, magnetic tapes, hard disks, etc.; and communication devices 509. Communication device 509 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although... Figure 5 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0117] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 509, or installed from a memory 508, or installed from a ROM 502. When the computer program is executed by the processor 501, it performs the functions defined in the vehicle gear determination method of embodiments of this application.

[0118] Figure 5 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0119] This application also provides a vehicle that includes the above-described vehicle gear position determination device or electronic device, so that the vehicle can implement the vehicle gear position determination method of the above example.

[0120] This application also provides a computer-readable storage medium. The methods described above according to this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc. Further, the storage medium may also include combinations of the above types of memory. It is understood that computers, processors, microprocessors, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the vehicle gear determination method shown in the above embodiments is implemented.

[0121] A portion of this application can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to this application through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0122] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A method for determining the gear position of a vehicle, characterized in that, The method includes: When the transmission controller is powered on and restarted during vehicle operation, the motor speed of the first motor associated with the input terminal of the transmission and the vehicle speed are obtained. When the motor speed is greater than the motor speed threshold and the driving speed is greater than the driving speed threshold, the slip of each gear of the transmission is obtained; When there is a first gear with a slip of a preset value, and the first gear is the same as the second gear stored in the vehicle, the first gear is determined as the target gear of the vehicle, wherein the second gear is determined when the vehicle last performed a gear shift operation before the controller was powered on and restarted.

2. The method according to claim 1, characterized in that, The method further includes: When the first gear position is different from the second gear position stored in the vehicle, the target gear position of the vehicle is determined to be an unknown gear position. The clutch of the vehicle is disengaged, and the vehicle is driven by a second motor associated with the output of the transmission.

3. The method according to claim 1, characterized in that, After determining the first gear as the target gear of the vehicle, the method further includes: Controlling the clutch engagement of the vehicle, and driving the vehicle by controlling the third motor associated with the engine and the engine.

4. The method according to claim 1, characterized in that, The method further includes: When the motor speed is less than or equal to the motor speed threshold, or the driving speed is less than or equal to the driving speed threshold, it is determined whether the vehicle should perform a gear shifting operation. When it is determined that the vehicle should perform a gear shifting operation, the gear after the gear shifting operation is stored and the gear after the gear shifting operation is determined as the target gear of the vehicle.

5. The method according to claim 1, characterized in that, The method further includes: When there is no first gear with a slip difference of the preset value, the target gear of the vehicle is determined to be neutral.

6. The method according to claim 1, characterized in that, The method further includes: A mapping relationship between the motor speed of the first motor and the driving speed of the vehicle is established based on the gear ratio of the transmission. The initial motor speed threshold and the initial driving speed threshold are determined based on the mapping relationship. The initial motor speed threshold and the initial driving speed threshold are adjusted according to the road conditions and the real-time operating conditions of the transmission to obtain the motor speed threshold and the driving speed threshold.

7. The method according to claim 6, characterized in that, The step of adjusting the initial motor speed threshold and the initial driving speed threshold based on the road conditions of the vehicle and the real-time operating conditions of the transmission to obtain the motor speed threshold and the driving speed threshold includes: The basic adjustment parameters are determined based on the road conditions of the vehicle and the real-time operating conditions of the transmission. The rotational speed correction coefficient and the speed correction coefficient corresponding to the basic adjustment parameters are determined according to the preset correction coefficient table; The motor speed threshold value is determined based on the speed correction coefficient and the initial motor speed threshold value; The driving speed threshold is determined based on the speed correction factor and the initial driving speed threshold value.

8. A vehicle gear selection device, characterized in that, The device includes: The first processing module is used to obtain the motor speed of the first motor associated with the input terminal of the transmission and the vehicle speed when the transmission controller is powered on and restarted during vehicle operation. The second processing module is used to obtain the slip of each gear of the transmission when the motor speed is greater than the motor speed threshold and the driving speed is greater than the driving speed threshold. The third processing module is used to determine the first gear as the target gear of the vehicle when there is a first gear with a preset slip value and the first gear is the same as the second gear stored in the vehicle. The second gear is determined when the vehicle last performed a gear shifting operation before the controller was powered on and restarted.

9. An electronic device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 7.

10. A vehicle, characterized in that, Includes the vehicle gear position determination device as described in claim 8 or the electronic device as described in claim 9, to enable the vehicle to perform the method of any one of claims 1 to 7.

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