Shifting methods, computer-readable storage media, and vehicles

Abstract

This invention discloses a gear shifting method, a computer-readable storage medium, and a vehicle, relating to the field of vehicle gear control technology. The gear shifting method includes controlling an actuator to perform a disengagement operation, and acquiring gear position information in real time during the disengagement operation; determining the current position and rate of change of the gear based on the position information; determining whether the disengagement operation is complete based on the current position and the rate of change of position; and correcting the disengagement parameters of the disengagement operation based on the rate of change of position when the disengagement operation is complete. The gear shifting method provided by this invention improves the accuracy of disengagement judgment and the reliability of gear shifting control without prolonging the gear shifting time, and reduces gear shifting failures or efficiency reductions caused by misjudgments.

Description

Technical Field

[0001] This invention relates to the field of vehicle gear control technology, and particularly to gear shifting methods, computer-readable storage media, and vehicles. Background Technology

[0002] In the field of automatic mechanical transmission (AMT) control, in order to achieve a fast and smooth shifting process, accurately determining whether the disengagement operation (i.e., successfully disengaging from the current gear to neutral) has been completed is a key prerequisite for subsequent speed adjustment and gear engagement.

[0003] Currently, in existing technologies, the determination of whether a gear disengagement operation is complete generally relies on signals fed back by a shift position sensor. Specifically, the control system typically presets a range corresponding to the neutral position, i.e., the "neutral zone." When the detected shift position enters this neutral zone, it is determined that the gear disengagement operation has been completed, and the subsequent control process is then initiated. This static determination method based on position arrival is logically straightforward and easy to implement.

[0004] However, due to the inherent dynamic characteristics of AMT actuators (whether pneumatic, hydraulic, or electric), "overshoot" may occur. This means that after reaching neutral, the kinetic energy is not absorbed in time, causing the actuator to continue moving towards the opposite gear. Current technologies often use delayed disengagement, which increases the overshoot and makes it impossible to predict the actual overshoot. This misjudgment directly leads to incorrect base positions in subsequent speed adjustment stages, potentially causing shift shock, prolonged shift time, or even shift failure. Summary of the Invention

[0005] The main objective of this invention is to propose a shifting method that aims to solve the technical problems in the prior art where the inability to predict overshoot variables leads to shifting shock, prolonged shifting time, or even shifting failure.

[0006] To achieve the above objectives, the present invention proposes a gear shifting method, the gear shifting method comprising: The actuator is controlled to perform a disengagement operation, and the position information of the gear is acquired in real time during the disengagement operation; The current position and rate of change of the gear are determined based on the position information. Based on the current position and the rate of change of position, determine whether the disengagement operation is completed; When the disengagement operation is completed, the disengagement parameters of the disengagement operation are corrected based on the position change rate; The conditions for determining that the gear disengagement operation is complete include: The current position is within the neutral zone, and the rate of change of the position is less than or equal to a preset rate of change.

[0007] In one embodiment, the step of correcting the disengagement parameters of the disengagement operation based on the position change rate when the disengagement operation is completed includes: When the gear disengagement operation is completed, obtain the current gear disengagement parameters corresponding to the gear disengagement operation; The position change rate is associated with the current disengagement parameter and updated in the vehicle's database; The current gear disengagement parameter includes the delay step between the solenoid valves on both sides of the gear position that are opened sequentially.

[0008] In one embodiment, the method further includes: Based on a preset location change rate and multiple historical location change rates, the minimum value is selected and used as the preset change rate; The historical position change rate is determined by searching the vehicle's database for the most recent historical position change rate with a preset number of timestamps; or, it is determined by the calibration value of the vehicle during factory testing.

[0009] In one embodiment, the method further includes: The upper and lower limits of the gear band are determined based on the neutral band range. Compare the current position with the upper limit value of the baffle and the lower limit value of the baffle, respectively; If the current position is less than or equal to the upper limit of the guardrail and greater than or equal to the lower limit of the guardrail, the current position is determined to be within the range of the empty guardrail.

[0010] In one embodiment, the step of determining the current position and rate of change of the gear based on the position information includes: Based on the location information, determine the current moment when the gear first enters the neutral zone and the corresponding current position; and determine the previous moment and the gear position corresponding to the previous moment; The rate of change of position is determined based on the current position, the gear position, and the time difference between the current time and the previous time.

[0011] In one embodiment, after determining whether the disengagement operation is completed based on the current position and the rate of change of position, the method further includes: If the derailment operation fails, the number of failures is accumulated; If the number of failures is less than or equal to the preset number of failures, return to the step of "controlling the actuator to perform a disengagement operation"; If the number of failures exceeds the preset number of failures, a fault notification is uploaded to the vehicle.

[0012] In one embodiment, the step of controlling the actuator to perform a disengagement operation includes: The corresponding offloading parameters are determined based on the number of failures. The gear shifting operation is performed based on the aforementioned gear shifting parameters, wherein the gear shifting parameters include the sequential opening of the solenoid valves on both sides of the gear position after a preset step interval, and the size of the preset step interval is responsive to the value of the number of failures.

[0013] In one embodiment, the preset step size is inversely proportional to the number of failures.

[0014] In addition, to solve the above problems, the present invention also proposes a computer-readable storage medium storing a shifting program, wherein the shifting control program, when executed by a processor, implements the steps of the shifting method as described above.

[0015] Furthermore, to address the aforementioned problems, the present invention also proposes a vehicle comprising: The controller includes a processor and a memory, the memory storing a computer program, and the processor executing the computer program performs the aforementioned gear shifting method.

[0016] The shifting method provided by this invention monitors the position information of the gear in real time and uses dynamic evaluation of the gear position change rate to cope with potential overshoot trends caused by inertia or control overshoot. Therefore, when judging the completion of the disengagement operation, it not only relies on static position information, but also introduces dynamic position change rate for prediction. This effectively avoids the situation where the disengagement operation is mistakenly judged as completed due to the brief entry into the neutral zone due to position overshoot. Without prolonging the shifting time, it improves the accuracy of the disengagement operation judgment and the reliability of the shifting control, and reduces shifting failure or efficiency reduction caused by misjudgment. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of the gear shift mechanism of the vehicle according to the present invention.

[0019] Figure 2 This is a block diagram of the gear shift structure of the vehicle of the present invention.

[0020] Figure 3 This is a timing diagram of gear shifting in the vehicle of the present invention.

[0021] Figure 4 This is a schematic flowchart of a gear shifting method provided in an embodiment of the present invention.

[0022] Figure 5 This is a schematic flowchart of a gear shifting method provided in another embodiment of the present invention.

[0023] Figure 6 This is a schematic flowchart of a gear shifting method provided in another embodiment of the present invention.

[0024] Figure 7 The diagram shown is a structural block diagram of a vehicle provided in an embodiment of this application.

[0025] Attached icon number 10. Vehicle; 101. Processor; 102. Memory; 103. Input device; 104. Output device.

[0026] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0028] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0029] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0030] This invention proposes a gear-shifting method configured in a vehicle's control system. Specifically, the vehicle includes a control unit, a gear-shifting actuator, a displacement sensor, and a transmission body. The control unit is the core decision-making component of the system, internally containing a processor, memory, and input / output interfaces. The actuator is responsible for translating control commands into mechanical actions to drive the axial movement of the shift forks within the transmission. In a common embodiment, the actuator is pneumatic, including an air source, piping, and at least two solenoid valves for controlling air paths in different directions. For example, Figure 1 Solenoid valves E and F, used to control the gear position's vertical movement along the Y-axis, can also be installed on the left and right sides to control the gear position's horizontal movement along the X-axis. For example... Figure 2 A displacement sensor, such as a linear displacement sensor or a rotation angle sensor, is installed on the gear position (shift finger) to detect and provide real-time feedback of the gear's position on the Y-axis. The control unit connects to the displacement sensor and each solenoid valve via signal lines to receive position information and issue valve control commands. For example... Figure 3 The complete gear shifting process, besides the initial disengagement operation, first receives the desired gear, then performs a torque clearing operation, and after the disengagement operation is completed, sequentially performs a speed adjustment operation and then engages the gear according to the desired gear. During the disengagement phase, the control unit drives the gear from the current gear to neutral by controlling the opening and closing of solenoid valves E and F, and executes the control judgment method described in this invention based on the position information fed back by the displacement sensor. During the engagement phase, as... Figure 2 As shown, when the required gear is third gear, the solenoid valve E on the second gear side is opened, controlling the gear to move upward along the Y-axis into the gear range of third gear.

[0031] To clarify the description, some key terms are defined. "Position information" refers to any physical quantity or corresponding electrical signal that characterizes the degree of axial movement of the gear, such as the voltage or current value output by a displacement sensor, or a converted length unit (e.g., millimeters). Its core function is to reflect the mechanical position state during the disengagement operation in real time. "Rate of change" is a physical quantity that describes how quickly the gear's "position information" changes. In the context of this application, it refers to any measure that characterizes the trend of position change over time, such as the amount of position change (velocity) per unit time, the position difference between adjacent sampling points, or the result obtained through differentiation or difference operations. Its function is to reveal the dynamic characteristics of the position and to predict overshoot. "Neutral band" refers to a preset range of position information. When the current position of the gear falls within this range, mechanically, the synchronizer is considered to have disengaged from the original gear and not engaged with the opposing gear. Its specific numerical range can be determined according to the specific model and design of the transmission; for example, it can be a symmetrical interval around the theoretical neutral position.

[0032] Please see Figure 4 , Figure 4 This is a flowchart illustrating the first embodiment of the gear shifting method of the present invention. The gear shifting method specifically includes the following steps: Step S10: Control the actuator to perform a gear disengagement operation, and acquire the gear position information in real time during the gear disengagement operation.

[0033] During the gear shifting operation, the displacement sensor samples and records the gear position once every sampling cycle, that is, it detects and records the current position of the gear. The sampling cycle refers to the time interval for one complete sampling loop, which is usually a fixed time value, such as 10 milliseconds or 20 milliseconds. The recorded current positions are then aggregated to form position information and sent to the control unit.

[0034] Step S20: Determine the current position and rate of change of the gear based on the position information.

[0035] In this embodiment, for clarity, the location information collected at the current moment is referred to as the current position, and the location information collected at the previous moment is referred to as the gear position. The current moment and the previous moment are separated by one sampling period.

[0036] The specific methods for determining the rate of change of position can be divided into determination at the hardware level and determination at the software level. Specifically, step S20 includes the following steps: Step S21: Based on the position information, determine the current moment when the gear first enters the neutral zone and the corresponding current position; and determine the previous moment and the gear position corresponding to the previous moment.

[0037] Step S22: Determine the rate of change of position based on the current position, the gear position, and the time difference between the current time and the previous time.

[0038] Regardless of the method used, the calculation of the rate of change of position is ultimately consistent. For example, it can be calculated as the acceleration when entering the neutral zone, or the slope, which is achieved by subtracting the position information acquired at the current moment from that acquired at the previous moment and dividing by the square of the time difference between the two moments. At the hardware level, analog circuits with differentiating capabilities can be used to process the displacement sensor signal, for example, by directly using sensors with velocity output capabilities (such as certain types of encoders). At the software or logic level, it can be calculated by an electronic control unit executing specific algorithm steps. For example, the rate of change of position can be calculated based on position information acquired at different times. More generally, monitoring or calculating the rate of change can be achieved in various ways, including but not limited to numerical differentiation of the position signal, estimation of position velocity using observers or filters (such as Kalman filters), all of which can capture the dynamic trend of position change.

[0039] Step S30: Based on the current position and the rate of change of position, determine whether the gear disengagement operation is completed.

[0040] In this embodiment, the conditions for determining that the gear shifting operation is complete are that the current position is within the neutral zone and the rate of position change is less than or equal to a preset rate of change. In other words, the determination conditions combine information from both static position and dynamic trend.

[0041] Specifically, two conditions must be met simultaneously to determine if the gear shifting operation is complete: first, the current position is within the neutral zone; second, the rate of change of the current position is less than or equal to a rate of change threshold. Both conditions must be met for the gear shifting operation to be considered complete. If only the position condition is met but the rate of change condition is not (i.e., the position changes too quickly), it indicates that the gear is likely in the process of overshooting, and even if the current position is within the neutral zone, it is not in a stable state; therefore, the gear shifting operation should not be considered complete.

[0042] In a specific example, please refer to Figure 2The limit position for third gear is 11mm, and the limit position for second gear is 34mm. The width of the gear band is 2mm, meaning the gear band range for third gear is (11, 13], and the gear band range for second gear is [32, 34]. The neutral position is 24mm. Based on the range width, the neutral band range is 24mm ± 1mm, where the upper limit of the neutral band is 25mm, and the lower limit is 23mm, i.e., [23, 25]. During the judgment process, the current position is compared with the upper and lower limits of the gear band, i.e., checking whether the current position P satisfies 23mm ≤ P ≤ 25mm; in addition, it is assumed that the rate of change of position is δ. pos The preset rate of change is δ pos0 Determine the rate of change of position δ pos Does it satisfy |δ pos |≤δ pos0 The absolute value of the rate of change of position is taken because the possibility of bidirectional motion needs to be considered.

[0043] The gear disengagement operation is considered complete only when both inequalities are true simultaneously. Subsequently, the solenoid valves on both sides can be closed, and subsequent operations such as speed regulation can commence. Those skilled in the art will understand that the preset rate of change can be adjusted according to system characteristics. The "less than or equal to" relationship in the second condition is intended to ensure that the position change is sufficiently smooth, indicating that the motion has tended to stop. In some variations, only the "less than" relationship may be used, with a similar technical meaning.

[0044] It should be noted that by detecting the rate of change of the gear position when entering the neutral range, a direct input parameter is provided for dynamic condition judgment. The synergy of these two aspects allows the judgment logic to focus not only on "whether the position has been reached" but also on "whether it has been reached in a stable state." This effectively identifies and filters false "arrival" signals caused by inertial overshoot, jointly solving the problem of misjudgment of gear disengagement caused by the dynamic characteristics of the actuator and improving the reliability of gear disengagement.

[0045] Step S40: When the disengagement operation is completed, the disengagement parameters of the disengagement operation are corrected based on the position change rate.

[0046] In this embodiment, the preset rate of change can be obtained through self-learning, that is, by correcting the shifting parameters, thereby achieving non-reliance on fixed calibration values. This limitation aims to enable the system to dynamically obtain the most suitable judgment threshold based on its actual operating performance, thereby improving the software's coverage and adaptability. Specifically, the self-learning process includes two main stages: first, a recording stage, which records the shifting parameters of the actuator control gear and its corresponding current actual rate of change during the shifting process; second, a determination or update stage, which uses the recorded rate of change as the preset rate of change for subsequent judgments.

[0047] This design ensures that the preset rate of change is derived from real, successful, or typical historical operating data, which better reflects the actual dynamic characteristics of the specific system under its current state. Its advantage lies in its ability to automatically compensate for changes in actuator characteristics and friction conditions over long-term use, keeping the judgment conditions consistently at an optimal level.

[0048] Further, please refer to Figure 5 , Figure 5 This is a flowchart illustrating the second embodiment of the gear shifting method of the present invention. Step S40 includes: Step S41: When the gear disengagement operation is completed, obtain the current gear disengagement parameters corresponding to the gear disengagement operation.

[0049] In this embodiment, the preset self-learning process is further described in detail. Each time a gear disengagement operation is performed, the control unit records the rate of position change monitored at the end of the disengagement force application. Specifically, the end of the disengagement force application refers to the moment when the current position of the gear position first enters the neutral zone during this disengagement operation. The monitored rate of position change is associated with and stored in relation to the disengagement parameters used for this disengagement. The disengagement parameters specifically include the solenoid valve opening strategies set on both sides in the Y-axis direction; that is, the current disengagement parameters include the delay step between the sequential opening of the solenoid valves on both sides of the gear position.

[0050] Step S42: Associate the position change rate with the current gear disengagement parameter and update the vehicle's database.

[0051] After confirming the vehicle's gear disengagement operation is completed, the position change rate during this operation and the corresponding disengagement operation are updated in the vehicle's database. This database can be created using the vehicle's onboard storage. The confirmed or updated position change rate is used as a preset change rate for subsequent judgments. Specifically, in actual operation, the minimum value selected from multiple historical position change rates recorded across multiple gear disengagement operations can also be used as the preset change rate.

[0052] For example, the system can maintain a historical rate of change of position recorded in a preset number (e.g., 3) of successful de-positioning operations, denoted as δ. pos1 δ pos2 δ pos3 The minimum value among them is denoted as δ. min δ min =min(δ pos1 ,δ pos2 ,δ pos3 ), δ minThis is used as a preset rate of change. This means that the system sets the judgment threshold based on the smoothest, most successful pick-off operation in history, ensuring that the condition is met as long as the dynamic process of the current pick-off is smoother (smaller or equal to the rate of change) than any successful pick-off in history. This provides a high level of reliability. Those skilled in the art will understand that alternative strategies to achieve the same adaptive purpose can be used by using the average or median of multiple records, or by employing an iterative update algorithm with a forgetting factor.

[0053] In addition, as a preferred embodiment, in order to reduce computing power consumption, a self-learning update with a preset change rate can be set to be triggered after each successful delisting, or periodically, or when the delisting failure rate is detected to be increasing.

[0054] By employing the aforementioned self-learning method to acquire the threshold, this preferred solution enables the preset rate of change, a key parameter, to automatically adapt to the actual characteristics of the current vehicle system, reducing reliance on manual calibration and improving the method's adaptability across different vehicles and the entire lifecycle. This further helps to solve the problem mentioned above where system characteristic drift causes the initial preset rate of change to fail, thereby synergistically enhancing the overall technical effect of the present invention in dynamically and reliably determining gear disengagement operations.

[0055] In addition, the preset rate of change obtained by self-learning can be a globally unified value or multiple independent values ​​associated with different gears, different shift directions (upshifting / downshifting), or different solenoid valve control strategies, in order to adapt to more refined scenarios.

[0056] Further, please refer to Figure 6 , Figure 6 This is a flowchart illustrating the third embodiment of the shifting method of the present invention. The operating parameters include input voltage, input current, motor speed, and motor torque. Step S30 includes: Step S31: If the gear removal operation fails, accumulate the number of failures.

[0057] In some cases, the gear shifting operation may fail. This failure is primarily related to a mismatch in the shifting force. The shifting force is mainly related to the shifting parameters, specifically the delay step between the solenoid valves on both sides of the shift position. In this embodiment, when the gear shifting operation fails, the number of failures is accumulated. The first time the gear shifting operation is performed, the number of failures is accumulated from 0.

[0058] Step S32: If the number of failures is less than or equal to the preset number of failures, return to step S10.

[0059] Specifically, based on the historical results of the disengagement operation, the delay step size, or opening sequence or opening interval, of at least two control valves used to drive the actuator to perform the disengagement operation is adjusted to change the disengagement force. This step aims to optimize the front-end drive strategy through historical feedback, forming a closed loop of "judgment-execution-learning-adjustment," thereby proactively improving the initial conditions for the next disengagement operation attempt. In this embodiment, the adjustment action can be triggered and executed based on the accumulated number of failures. That is, the opening sequence or opening interval of the at least two control valves is adjusted according to the number of failed disengagement operations. For example, before each disengagement operation is initiated, the system reads a counter n that records the number of failed disengagement attempts during this shift. Based on the value of n, different solenoid valve control strategies are selected.

[0060] Specifically, in response to an increase in the number of failed disengagement attempts, the opening interval between the two solenoid valves can be shortened. For example, please refer to... Figure 2 For pneumatic actuators, solenoid valves E and F control air paths in two different directions, up and down, respectively. On the first attempt, n is 0. To obtain a larger disengagement force to overcome static friction or resistance, a strategy of staggered opening of the two solenoid valves with a large interval is adopted. For example, solenoid valve E is opened first, and after waiting for two control steps, solenoid valve F is opened. If this disengagement attempt fails, the failure count n is incremented to 1. On the next disengagement attempt, the system chooses a strategy of smaller staggered intervals. For example, after solenoid valve E is opened, solenoid valve F is opened after only one control step. This causes the forces generated by the two solenoid valves to superimpose earlier, changing the duration or shape of the resultant force pulse, which is equivalent to reducing the disengagement force overall. This helps prevent overshoot caused by excessive force. If it fails again, the failure count n is incremented to 2, and a strategy of opening both solenoid valves simultaneously is adopted, resulting in a smaller initial thrust applied to the gear position. The adjustment unit of the opening interval is the control step of the control unit, which is also the basic time unit of timing control.

[0061] Those skilled in the art will understand that adjusting the opening timing or interval of the valve essentially alters the pressure build-up process at both ends of the pneumatic actuator cylinder, thereby adjusting the relationship between the force and time (i.e., impulse) acting on the gear position. Besides adjusting the opening interval, alternative adjustment methods include, but are not limited to, adjusting the duty cycle of one or more solenoid valves (for PWM-controlled valves), adjusting the drive current, or adjusting the valve's opening duration. The gear shifting actuator is not limited to pneumatic types; for hydraulic or electric actuators, the output force characteristics can also be changed by adjusting the energizing timing, current, or voltage of the drive element.

[0062] In this embodiment, the preset step size is inversely proportional to the number of failures; in fact, the number of failures is inversely proportional to the force applied to the gear. When using other types of actuators, the force applied to the gear can be reduced accordingly as the number of failures increases.

[0063] Step S33: If the number of failures exceeds the preset number of failures, upload a fault notification to the vehicle.

[0064] In this embodiment, there is an upper limit to the number of failures. That is, when the number of failed gear disengagement operations reaches the upper limit, it indicates that the vehicle's hardware may be damaged, preventing the gear disengagement operation from being completed. Specifically, the preset number of failures can be set to 3 or a positive integer greater than 3. In other words, if the gear disengagement operation fails at least 3 times, the vehicle's hardware is considered damaged.

[0065] By employing the aforementioned strategy of adjusting drive parameters based on the number of failures, this preferred solution can intelligently change the force application method after the first failed engagement, rather than simply repeating the same operation. This improves the system's ability to cope with complex operating conditions (such as slight synchronizer jamming or poor lubrication), finding the most suitable drive force through iterative adjustments, thereby increasing the overall engagement success rate. This feature effectively complements the aforementioned rate of change judgment condition. That is, the judgment condition is responsible for avoiding overshoot; the engagement parameter adjustment is responsible for actively optimizing the input to reduce the possibility of overshoot. The combination of the two synergistically enhances the robustness of the engagement operation.

[0066] In addition, to solve the above problems, the present invention also proposes a computer-readable storage medium storing a shifting program, wherein the shifting control program, when executed by a processor, implements the steps of the shifting method as described above.

[0067] Computer-readable storage media may take the form of any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may, for example, include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0068] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program information. When the computer program information is run by a processor, it causes the processor to perform the steps of a shifting method in various embodiments of this application.

[0069] Computer program products can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0070] In addition, to solve the above problems, the present invention also proposes a vehicle, the vehicle including a controller, the controller including a processor and a memory, the memory storing a computer program, and the processor executing the computer program to execute the above-mentioned gear shifting method.

[0071] like Figure 7 As shown, vehicle 10 includes one or more processors 101 and memory 102.

[0072] The processor 101 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the vehicle 10 to perform desired functions.

[0073] The memory 102 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 101 may execute the program instructions to implement a vehicle weight estimation method and / or other desired functions according to the various embodiments of this application described above.

[0074] In one example, vehicle 10 may also include input device 103 and output device 104, which are interconnected via a bus system and / or other forms of connection mechanism (not shown).

[0075] When the vehicle is a standalone device, the input device 103 can be a communication network connector for receiving the collected input signals from the first device and the second device.

[0076] In addition, the input device 103 may also include, for example, a keyboard, a mouse, etc.

[0077] The output device 104 can output various information to the outside, including determined distance information, direction information, etc. The output device 104 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0078] Of course, for the sake of simplicity, Figure 7 Only some of the components of the vehicle 10 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the vehicle 10 may include any other suitable components depending on the specific application.

[0079] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A shift method of a vehicle, characterized by, The gear shifting method includes: The actuator is controlled to perform a disengagement operation, and the position information of the gear is acquired in real time during the disengagement operation; The current position and rate of change of the gear are determined based on the position information. Based on the current position and the rate of change of position, determine whether the disengagement operation is completed; When the disengagement operation is completed, the disengagement parameters of the disengagement operation are corrected based on the position change rate; The conditions for determining that the gear disengagement operation is complete include: The current position is within the neutral zone, and the rate of change of the position is less than or equal to a preset rate of change.

2. The shift method according to claim 1, characterized by, The step of correcting the disengagement parameters of the disengagement operation based on the position change rate when the disengagement operation is completed includes: When the gear disengagement operation is completed, obtain the current gear disengagement parameters corresponding to the gear disengagement operation; The position change rate is associated with the current disengagement parameter and updated in the vehicle's database; The current gear disengagement parameter includes the delay step between the solenoid valves on both sides of the gear position that are opened sequentially.

3. The shift method of claim 1, wherein, The method further includes: Based on a preset location change rate and multiple historical location change rates, the minimum value is selected and used as the preset change rate; The historical position change rate is determined by searching the vehicle's database for the most recent historical position change rate with a preset number of timestamps; or, it is determined by the calibration value of the vehicle during factory testing.

4. The shift method of claim 1, wherein, The method further includes: The upper and lower limits of the gear band are determined based on the neutral band range. Compare the current position with the upper limit value of the baffle and the lower limit value of the baffle, respectively; If the current position is less than or equal to the upper limit of the guardrail and greater than or equal to the lower limit of the guardrail, the current position is determined to be within the range of the empty guardrail.

5. The gear shifting method as described in claim 1, characterized in that, The step of determining the current position and rate of change of the gear based on the position information includes: Based on the location information, determine the current moment when the gear first enters the neutral zone and the corresponding current position; and determine the previous moment and the gear position corresponding to the previous moment; The rate of change of position is determined based on the current position, the gear position, and the time difference between the current time and the previous time.

6. The gear shifting method as described in claim 1, characterized in that, After determining whether the disengagement operation is completed based on the current position and the rate of change of position, the method further includes: If the derailment operation fails, the number of failures is accumulated; If the number of failures is less than or equal to the preset number of failures, return to the step of "controlling the actuator to perform a disengagement operation"; If the number of failures exceeds the preset number of failures, a fault notification is uploaded to the vehicle.

7. The gear shifting method as described in claim 6, characterized in that, The steps for controlling the actuator to perform the disengagement operation include: The corresponding offloading parameters are determined based on the number of failures. The gear shifting operation is performed based on the aforementioned gear shifting parameters, wherein the gear shifting parameters include the sequential opening of the solenoid valves on both sides of the gear position after a preset step interval, and the size of the preset step interval is responsive to the value of the number of failures.

8. The gear shifting method as described in claim 7, characterized in that, The preset step size is inversely proportional to the number of failures.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a shifting program, which, when executed by a processor, implements the steps of the shifting method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicles include: A controller, comprising a processor and a memory, wherein the memory stores a computer program, and the processor executes the computer program to perform the shifting method according to any one of claims 1 to 8.

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