A safety protection method, device and equipment for vehicle gear shifting process and medium

Abstract

This application provides a safety protection method, device, equipment, and medium for vehicle gear shifting, belonging to the field of vehicle safety control technology. The method includes: during the speed adjustment phase of vehicle gear shifting, acquiring the operating state parameters of the drive motor, the changes of which are related to the equivalent moment of inertia connected to the motor output; calculating a dynamic inertia parameter based on the operating state parameters to represent the current equivalent moment of inertia in real time; comparing the dynamic inertia parameter with a reference inertia threshold to determine whether the transmission has mechanically disengaged from the current gear; and triggering a preset vehicle safety protection control action when it is determined that the transmission has not disengaged. This solution determines the actual mechanical disengagement state of the transmission by calculating the equivalent moment of inertia in real time and comparing it with a reference threshold, providing a safety redundancy criterion independent of the gear position sensor for gear shifting control. It can quickly identify abnormal speed adjustment in gear and trigger safety protection in a timely manner, avoiding unexpected acceleration and deceleration, and ensuring vehicle driving safety and smoothness.

Description

Technical Field

[0001] This application relates to the field of vehicle safety control technology, specifically to a safety protection method, device, equipment, and medium for the vehicle gear shifting process. Background Technology

[0002] In vehicles equipped with AMT (Automated Mechanical Transmission), the gear shifting process typically includes four stages: torque reduction, disengagement, speed adjustment, and gear engagement. The speed adjustment stage refers to the process where, after the transmission enters neutral, the vehicle controller adjusts the drive motor speed to synchronize it with the input shaft speed of the target gear, ensuring smooth gear engagement. This process is highly dependent on the transmission actually being in neutral. Therefore, reliably confirming that the transmission is in true neutral during the speed adjustment stage is a core requirement for ensuring smooth gear engagement and safe driving.

[0003] The technology relies on gear position sensor signals, which may lead to speed adjustments when the gear is not actually disengaged, causing unexpected acceleration and deceleration. This phenomenon of speed adjustment while in gear seriously undermines vehicle smoothness and driving safety. Summary of the Invention

[0004] In view of this, this application aims to provide a safety protection method, device, equipment and medium for the vehicle gear shifting process, so as to solve the safety risk caused by the failure to actually disengage the gear during AMT gear shifting, resulting in speed adjustment in gear.

[0005] A first aspect of this application provides a safety protection method for a vehicle gear shifting process, comprising: during the speed adjustment phase of a vehicle gear shift, acquiring operating state parameters of a drive motor, wherein changes in the operating state parameters are related to the equivalent moment of inertia connected to the output terminal of the motor; calculating, based on the operating state parameters, a dynamic inertia representation parameter that represents the current equivalent moment of inertia in real time; comparing the dynamic inertia representation parameter with a reference inertia threshold to determine whether the transmission has mechanically disengaged from the current gear; and triggering a preset vehicle safety protection control action when it is determined that the transmission has not disengaged.

[0006] In one embodiment, the reference inertia threshold is the product of the reference equivalent rotational inertia and the preset safety factor; wherein, the reference equivalent rotational inertia is obtained by self-learning the neutral inertia of the drive motor. The self-learning process includes: under the condition that the transmission is in a real neutral state, the drive motor executes a preset test condition; the motor response parameters under the preset test condition are collected, and the reference equivalent rotational inertia and no-load resistance torque are automatically identified and stored.

[0007] In one embodiment, the neutral inertia self-learning is performed under the condition that the vehicle is stationary and the transmission is confirmed to be in true neutral; the preset test conditions include applying a step test torque to the drive motor and using a system identification algorithm to calculate the reference equivalent moment of inertia and no-load resistance torque.

[0008] In one embodiment, the operating state parameters include the actual output torque of the drive motor, the no-load resistance torque, the real-time speed, and the angular acceleration calculated from the speed; the calculation of the dynamic inertia parameter representing the current equivalent moment of inertia based on the operating state parameters includes: calculating the current equivalent moment of inertia J according to the motor's motion equation. est The calculation formula is: J est =(T m -T N-load ) / α Among them, T m T represents the actual output torque of the motor. N-load α is the no-load resistance torque, and α is the motor angular acceleration.

[0009] In one embodiment, the angular acceleration is obtained by filtering the real-time rotational speed and calculating it by differentiation based on the filtered rotational speed; when the absolute value of the angular acceleration is less than a preset calibration value, the update of the current equivalent moment of inertia is paused.

[0010] In one embodiment, comparing the dynamic inertia representation parameter with a reference inertia threshold to determine whether the transmission has mechanically disengaged from the current gear includes: when the dynamic inertia representation parameter exceeds the reference inertia threshold and the duration of the exceeded state reaches a preset confirmation time, it is determined that the transmission has not disengaged.

[0011] In one embodiment, the preset vehicle safety protection control action includes at least one of the following actions: suspending the current gear shift control sequence and prohibiting subsequent gear shifting actions; sending a zero torque command to the motor controller to interrupt power output; triggering a fault alarm signal and recording the corresponding fault code.

[0012] In one embodiment, the method further includes: restoring normal shifting function when the vehicle meets preset reset conditions; the preset reset conditions include: the vehicle is completely stationary or a reset command is received.

[0013] A second aspect of this application provides a safety protection device for a vehicle gear shifting process, comprising: an operating state parameter acquisition module, used to acquire operating state parameters of a drive motor during the speed adjustment phase of a vehicle gear shift, wherein the change in the operating state parameters is related to the equivalent moment of inertia connected to the output terminal of the motor; a dynamic index acquisition module, used to calculate a dynamic inertia representation parameter that represents the current equivalent moment of inertia in real time based on the operating state parameters; a gear determination module, used to compare the dynamic inertia representation parameter with a reference inertia threshold to determine whether the transmission has mechanically disengaged from the current gear; and a safety protection module, used to trigger a preset vehicle safety protection control action when it is determined that the transmission has not disengaged.

[0014] A third aspect of this application provides a vehicle, including: a drive motor; a transmission connected to the drive motor; and a controller for executing a safety protection method for the vehicle gear shifting process provided in any implementation of the first aspect.

[0015] A fourth aspect of this application provides an electronic device, including: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to cause the at least one processor to perform the vehicle gear shifting safety protection method provided in any implementation of the first aspect.

[0016] A fifth aspect of this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the vehicle gear shifting process safety protection method provided in any implementation of the first aspect described above.

[0017] A sixth aspect of this application provides a computer program product, comprising: a computer program that, when executed by a processor, implements the vehicle gear shifting process safety protection method provided in any implementation of the first aspect described above.

[0018] During the speed adjustment phase of vehicle gear shifting, it is difficult to directly determine the actual gear disengagement state of the transmission from a physical perspective. Over-reliance on gear position sensor signals may lead to speed adjustment when the gear is not actually disengaged, causing unexpected acceleration or deceleration. The safety protection method for the vehicle gear shifting process provided in this application obtains operating state parameters associated with the equivalent moment of inertia connected to the motor output during the speed adjustment phase, calculates inertia dynamic characterization parameters representing the current equivalent moment of inertia in real time, and compares them with a reference inertia threshold to directly determine whether the transmission has mechanically disengaged from a physical characteristic perspective. This provides a safety redundancy criterion for gear shifting control independent of the gear position sensor, enabling rapid and reliable identification of abnormal in-gear speed adjustment states and timely triggering of safety protection control actions. This effectively avoids vehicle ride smoothness disruption and driving safety hazards caused by unexpected acceleration or deceleration, while achieving real-time in-gear detection without the need for additional hardware. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of this application, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the architecture of the vehicle shifting safety protection system provided in the embodiments of this application.

[0021] Figure 2 This is a flowchart illustrating a safety protection method for the vehicle gear shifting process provided in an embodiment of this application.

[0022] Figure 3 A flowchart illustrating the idle inertia self-learning process provided in this application embodiment.

[0023] Figure 4 This is a schematic diagram of the structure of a safety protection device for the vehicle gear shifting process provided in an embodiment of this application.

[0024] Figure 5 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0025] 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, and 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.

[0026] In the shift control of automatic mechanical transmissions in vehicles, a common technical solution to achieve speed synchronization during shifting is to rely on gear position sensor signals to confirm whether the transmission has entered neutral before initiating speed regulation. Specifically, after issuing a disengagement command, the transmission controller receives a switching signal or position signal from the gear position sensor. When this signal indicates a neutral state, it is considered that the mechanical disengagement has been completed, allowing entry into the speed regulation phase. This solution can quickly provide feedback on the disengagement completion status using a simple sensor structure, thereby coordinating with subsequent closed-loop speed regulation to maintain the basic continuity of the shifting process.

[0027] However, the limitations of this solution become apparent under conditions such as synchronizer jamming, delayed response of the shift actuator, or deviation of the gear position sensor signal. When the sensor feedback indicates neutral but the gear sleeve is not actually disengaged, the controller will still initiate speed regulation, causing the speed regulation torque output by the motor to directly act on the vehicle's transmission system. For example, during upshifting, if the gear sleeve is not actually disengaged, the motor will reduce its speed to match the target gear speed, and the deceleration torque will generate an unexpected braking torque through the transmission system, causing abnormal deceleration of the vehicle; during downshifting, an unexpected driving torque will be generated, causing abnormal acceleration of the vehicle. At this time, the speed regulation loses the safety boundary of only adjusting the inertia of the motor rotor and constant mesh gears in true neutral, directly changing the vehicle's motion state, disrupting ride smoothness, and creating safety hazards.

[0028] The reason for the above contradiction is that the gear position sensor essentially measures the position or state of the shift actuator, rather than the physical engagement of the gear pair. There is no necessary correspondence between the sensor signal and the actual disengagement state of the transmission. When the end action of the actuator and the sensor feedback are disconnected, a misalignment occurs where the signal indicates neutral but the mechanism is still in gear. This results in the safety confirmation process before speed adjustment lacking a direct physical means of determining the actual gear disengagement state.

[0029] To overcome the aforementioned contradictions, this application proposes a different technical approach. Its core concept lies in utilizing the physical relationship between changes in the driving motor's operating state parameters and the equivalent moment of inertia connected to the motor's output terminal. This allows for the real-time calculation of a dynamic inertia parameter characterizing the current equivalent moment of inertia, which is then used as the basis for determining whether the transmission has mechanically disengaged. Since the equivalent inertia of the vehicle's mass transferred to the motor via the transmission system in gear is significantly greater than the neutral reference inertia, comparing the dynamic inertia parameter with the reference inertia threshold allows for independent determination of the actual disengagement state from a physical characteristics perspective. Therefore, this application provides a safe and redundant method for determining mechanical disengagement using motor motion signals. This solves the problem in related technologies where over-reliance on gear position sensors prevents reliable identification of speed adjustment anomalies in gear, achieving the technical effect of rapidly detecting and responding to mechanically engaged conditions during speed adjustment.

[0030] Exemplary Implementation Environment Figure 1 This is a schematic diagram of the architecture of a vehicle shifting safety protection system according to an embodiment of this application. The exemplary system includes a drive motor, a transmission, a transmission control unit (TCU), a vehicle control unit (VCU), a motor control unit (MCU), and a CAN bus network connecting these control units. The output shaft of the drive motor is drive-connected to the input shaft of the transmission. The motor control unit (MCU) is electrically connected to the drive motor and controls the motor output torque according to received torque commands, and provides feedback on the actual output torque and rotor speed of the motor. The transmission control unit (TCU) is communicatively connected to both the vehicle control unit (VCU) and the motor control unit (MCU) via the CAN bus. The TCU is also connected to a gear position sensor on the transmission to obtain the current gear position status signal. The vehicle control unit (VCU) is further connected to the vehicle's instrument panel and fault indication device.

[0031] During normal vehicle operation and gear shifting, the TCU, as the core of gear shift control, receives gear shift requests from the driver or upper-level control strategies and issues shifting commands to the gear shift actuator. During the speed adjustment phase of gear shifting, the TCU obtains real-time torque and speed information of the drive motor from the MCU via the CAN bus for subsequent detection and protection actions. When the TCU detects an abnormal speed adjustment based on the motor's operating status, it reports the fault status to the VCU via the CAN bus. The VCU then sends a zero-torque command to the MCU to interrupt the motor's power output and illuminates the fault indicator on the instrument panel to warn the driver.

[0032] Exemplary methods Figure 2 This is a schematic flowchart illustrating a safety protection method for a vehicle gear shifting process according to one embodiment. The method can be executed by a control device such as a transmission control unit (TCU) or a vehicle control unit (VCU), and includes the following steps: S110: During the speed adjustment phase of vehicle gear shifting, the operating state parameters of the drive motor are acquired, wherein the change of the operating state parameters is related to the equivalent moment of inertia connected to the motor output terminal.

[0033] Specifically, during the gear shifting process, after the TCU controls the disengagement operation and receives the neutral signal from the gear position sensor, it enters the active speed regulation stage. This stage, part of the vehicle's AMT gear shifting and disengagement process, involves the TCU controlling the MCU to adjust the drive motor speed to match the drive motor's output speed with the transmission input shaft speed, eliminating the speed difference between the gear meshing tooth surfaces. This stage occurs after the gear shift command is issued and before the transmission mechanically disengages. At this time, the TCU does not completely rely on the gear position sensor signal but simultaneously initiates a detection based on equivalent rotational inertia as an independent safety redundancy. During this stage, the TCU obtains the drive motor's operating status parameters from the motor controller MCU via the CAN bus.

[0034] Operating state parameters refer to any one or more measurable physical quantities that can reflect the change in the moment of inertia of the motor shaft. As a specific implementation, these parameters may include the actual output torque T of the drive motor. m The parameters include real-time rotational speed ω and angular acceleration α derived from the rotational speed. For example, the TCU can collect these parameters at a fixed period of 1 millisecond. In the context of this application, the equivalent moment of inertia refers to the sum of the moments of inertia of all rotating parts driven and connected by the motor output shaft, referred to the motor shaft. When the transmission is actually in neutral (i.e., the gear mechanism is disengaged), the equivalent moment of inertia connected to the motor output mainly includes the inertia of the motor rotor itself and a small number of gear pairs in constant mesh, which is relatively small and basically constant. However, when the transmission is not actually disengaged, the translational mass of the entire vehicle and other rotating parts of the transmission system are referred to the motor shaft according to the transmission ratio, causing the equivalent moment of inertia to increase sharply. Therefore, changes in operating state parameters can be physically correlated with and reflect changes in the equivalent moment of inertia. Using these parameters, which can be directly obtained from existing motor controllers, without adding additional sensors or hardware, a data foundation can be provided for realizing in-gear detection based on physical characteristics.

[0035] S120: Based on the operating state parameters, calculate the dynamic inertia parameters that represent the current equivalent rotational inertia in real time.

[0036] Specifically, the acquired operating state parameters are used to estimate in real time a computational quantity that can dynamically reflect the magnitude of the equivalent moment of inertia, namely, the dynamic inertia characterization parameter. The dynamic inertia characterization parameter refers to any physical quantity or computational index that can reflect the change in the equivalent moment of inertia connected to the output of the drive motor in real time. For example, it may include, but is not limited to: the original value of the current equivalent moment of inertia calculated in real time according to the motor's motion equations, a smoothed value after processing such as first-order low-pass filtering of the original value, or other mathematical transformations based on the ratio of torque to angular acceleration, or combinations thereof.

[0037] A more direct and computationally efficient approach is to calculate the current equivalent moment of inertia J based on the motor's equations of motion. est Specifically, according to formula J est =(T m -T N-load ) / α, to perform the calculation, where T m T represents the actual output torque of the motor. N-load α is the pre-obtained no-load resistance torque (referring to the resistance torque required by the drive motor to overcome all no-load losses such as motor losses, reducer bearing / gear oil churning, and oil seal friction after the transmission is shifted to neutral and the power is disconnected from the drive wheels), and α is the angular acceleration of the motor.

[0038] In one embodiment, the angular acceleration α can be obtained by performing a second-order low-pass filter on the real-time rotational speed ω and then differentiating the filtered speed. To suppress the noise amplification effect of the differentiation operation and avoid division singularity when the absolute value of the angular acceleration is too small, a lower limit threshold for angular acceleration can be set. For example, when |α| is less than a certain calibrated value (e.g., 1 rad / s²), the update of J is paused. est The value of J is retained from the previous valid value. Furthermore, the calculated J... est A first-order low-pass filter is performed to obtain smoothed dynamic inertia parameters. This filtering process helps to eliminate instantaneous disturbances caused by sensor noise, torque fluctuations, etc.

[0039] More generally, the dynamic inertia characterization parameters can also be obtained through other estimation algorithms based on motor kinematics or dynamics, such as online identification techniques using extended Kalman filtering, recursive least squares, or sliding mode observers. These schemes can all achieve the function of "real-time characterization of the current equivalent moment of inertia," while the direct calculation method of the motion equations exemplified in this application, with its advantages of low computational cost and completion within milliseconds, is particularly suitable for in-grid anomaly protection scenarios with extremely high real-time requirements, fully meeting real-time protection needs.

[0040] S130: Compare the dynamic inertia characterization parameters with the reference inertia threshold to determine whether the transmission has mechanically disengaged from the current gear.

[0041] This step aims to directly determine the mechanical disengagement state from a physical characteristic perspective. The reference inertia threshold is a preset value used to distinguish between "low inertia in neutral" and "high inertia in gear." As a preferred method, this reference inertia threshold can be set as the product of the reference equivalent rotational inertia J0 and a safety factor k greater than 1, i.e., k·J0. Here, J0 can be obtained through the neutral inertia self-learning process described later, and the safety factor k can be selected within the range of 1.2 to 1.5, for example, 1.3. During speed regulation, the TCU will receive the real-time J0 value. est The moment of inertia is continuously compared with a reference threshold. When the threshold is exceeded, it indicates that the equivalent moment of inertia has deviated significantly from the reference value in neutral, which suggests that the transmission may not have mechanically disengaged.

[0042] To further prevent misjudgments caused by transient electromagnetic interference or sudden torque changes, this application optionally introduces a preset confirmation time. When J est The TCU determines that the transmission has not mechanically disengaged from the current gear and that the current operating condition is a dangerous "in-gear speed adjustment" state only when the time exceeding the reference inertia threshold reaches the preset confirmation time (e.g., 30 milliseconds). This determination mechanism with time confirmation can effectively improve the robustness of the judgment while ensuring rapid response.

[0043] S140: When it is determined that the transmission has not disengaged, a preset vehicle safety protection control action is triggered.

[0044] Once the system determines that it is in gear and adjusting speed, it immediately triggers a preset safety protection control action to avoid affecting vehicle smoothness and driving safety due to unexpected acceleration or deceleration. These protective actions may include at least one of the following operations: 1. Abort the current shift control sequence and prohibit any subsequent gear shifting actions; specifically, the TCU can abort the current shift process and report the in-gear speed regulation fault level to the vehicle controller VCU via the CAN bus.

[0045] 2. Send a zero torque command to the motor controller MCU to interrupt the motor power output; specifically, the VCU then sends a zero torque command to the motor controller MCU, directly switching the torque limiting path to zero torque, ensuring that the motor no longer generates any driving or braking torque.

[0046] 3. Trigger a fault alarm signal and record the corresponding fault code. Specifically, the VCU control instrument illuminates the powertrain fault light, records the diagnostic fault code, and reminds the driver to stop the vehicle safely.

[0047] The system can only resume normal shifting function after preset reset conditions are met, such as the vehicle being completely stationary, the driver re-energizing the vehicle, or the fault codes being cleared during maintenance. This avoids the risks of gear grinding, shifting mechanism jamming or breakage, and drive motor overload and burnout caused by continuing to drive with a fault and forcibly performing shifting. This application locks shifting authority through tiered reset conditions of vehicle stationary, power-on, or fault code clearing. This not only protects the transmission and drive motor from secondary damage at the source and ensures driving safety, but also enables fault traceability by retaining fault codes, balancing vehicle reliability and ease of later maintenance. Thus, through real-time monitoring of equivalent rotational inertia and rapid safety protection response, it can provide physical-level safety redundancy for the shifting process, independent of the gear position sensor, effectively preventing abnormal deceleration or acceleration caused by in-gear speed adjustment.

[0048] In one application scenario, taking the upshifting process as an example, if disengaging fails and the vehicle enters the speed regulation stage, the normal no-load inertia J0 of the motor is approximately 0.045 kg·m², while after engaging a gear, the inertia of the entire vehicle's mass, equivalent to the motor shaft, will increase dramatically to approximately 0.8 kg·m². The real-time estimated J... est It can exceed the threshold in a very short time, immediately triggering protection and instantly reducing the motor torque to zero, preventing strong electric braking deceleration shocks. The same principle applies when downshifting to avoid unexpected acceleration.

[0049] To further optimize the accuracy and adaptability of the reference inertia threshold, this application also provides a preferred scheme for obtaining the reference equivalent rotational inertia. As mentioned above, the reference inertia threshold can be the product of the reference equivalent rotational inertia J0 and a preset safety factor. The reference equivalent rotational inertia J0 is obtained through self-learning of the drive motor's neutral inertia. This self-learning process can be performed under the premise that the vehicle is stationary, braking is applied, and safety is ensured. The TCU confirms that the transmission is currently in a true neutral state through highly reliable means, which may include the fusion judgment of multiple gear position sensors, manual confirmation, or a combination of both. After confirming the true neutral state, the system enters the learning mode, and the drive motor executes preset test conditions. See also... Figure 3 The diagram illustrates a schematic process of neutral inertia self-learning, including: S210: Under the condition that the transmission is confirmed to be in true neutral, the drive motor performs the preset test conditions; S220: Collect motor response parameters under the preset test conditions, automatically identify and store the benchmark equivalent moment of inertia and no-load resistance torque.

[0050] A representative preset test condition is as follows: The TCU requests the MCU to output a known step test torque curve from the drive motor, for example, a step positive torque from 0 to 20 Nm, lasting approximately 0.5 seconds. During this process, the MCU feeds back the real-time motor speed ω and the actual torque T. m_test The TCU filters ω and calculates the angular acceleration α = dω / dt. Based on the equation of motion T... m_test =J0·α+T N-load A system identification algorithm, such as the recursive least squares method with a forgetting factor, can be used to automatically calculate the baseline equivalent moment of inertia and no-load drag torque, and store them in non-volatile memory.

[0051] In a specific instance, the learned J0 is approximately 0.045 kg·m², T N-load Approximately 0.5 Nm. By acquiring a baseline value through neutral self-learning and setting a dynamic threshold in conjunction with a safety factor, the detection criteria can not only adapt to the differences between individual motors, but also compensate for the slow changes in system parameters caused by temperature variations, long-term wear, etc., thereby ensuring the reliability and accuracy of in-gear detection throughout the vehicle's entire life cycle.

[0052] In the aforementioned self-learning scheme, to ensure the safety and accuracy of the learning process, the neutral inertia self-learning is further strictly limited to the condition that the vehicle is stationary and the transmission is confirmed to be in true neutral. This static condition avoids interference from uncertainties such as road surface excitation and transmission system vibration during dynamic vehicle operation. Simultaneously, the preset test conditions include applying a step test torque to the drive motor and using the system identification algorithm to calculate the baseline equivalent moment of inertia and no-load resistance torque. The step-type excitation can fully stimulate the dynamic characteristics of the system, helping the identification algorithm to simultaneously separate the inertia term and resistance torque term, thus improving the identification accuracy of the baseline parameters. Similarly, the angular acceleration calculation in the above learning process can be performed by filtering and differentiating the speed signal to obtain a stable α value.

[0053] In the real-time calculation of dynamic inertia parameters, the operating state parameters can specifically include the actual output torque of the drive motor, the no-load resistance torque, the real-time speed, and the angular acceleration calculated from the speed. The current equivalent moment of inertia J is directly calculated using the motor's motion equations. est =(T m -T N-load The method of α / α allows for a real-time, effective estimate of the equivalent moment of inertia with extremely low computational overhead. Furthermore, the angular acceleration α can be obtained by filtering the real-time rotational speed and calculating it through differentiation based on the filtered speed. When the absolute value of the angular acceleration is less than a preset calibration value, to avoid amplifying differential noise and causing a surge in calculation errors, the system pauses updating the current estimated value of the equivalent moment of inertia, maintaining the previous effective value. Applying a first-order low-pass filter to the preliminary estimation result effectively removes high-frequency glitches, making the J value used for subsequent threshold comparisons more accurate. est The signal is smoother and more stable, thus improving the accuracy of gear detection.

[0054] In the specific implementation of comparing the dynamic inertia characterization parameters with the reference inertia threshold, a time-dimensional confirmation mechanism can be introduced. That is, the transmission is determined to be not disengaged only when the dynamic inertia characterization parameters exceed the reference inertia threshold and the duration of this exceeding state reaches a preset confirmation time. This preset confirmation time can be calibrated according to the dynamic characteristics and electromagnetic interference requirements of the transmission system, for example, 30 milliseconds. This short-duration continuous confirmation strategy further reduces the probability of false triggering caused by occasional signal spikes or instantaneous operating condition fluctuations, making the safety protection behavior more reliable and composed.

[0055] The triggered preset vehicle safety protection control actions can include at least one measure such as suspending the current shift control sequence and prohibiting subsequent gear engagement, sending a zero-torque command to the motor controller to interrupt power output, triggering a fault alarm signal and recording the corresponding fault code. Through these multi-layered responses, the system can simultaneously act on three dimensions: torque path, shift logic, and driver warning, maximizing driving safety. When the vehicle meets preset reset conditions, such as when the vehicle is completely stationary or when a reset command is received from a diagnostic tool or manual operation, the system can restore normal shifting functionality. This reset condition setting ensures that shifting is only allowed again after the fault has been fully confirmed and the vehicle is in a safe state, avoiding repeated attempts under fault conditions.

[0056] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0057] Exemplary device Based on the same inventive concept, this application also provides a schematic diagram of a safety protection device for the vehicle gear shifting process. The solution provided by this system is similar to the solution described in the above method. Therefore, the specific limitations of one or more vehicle gear shifting process safety protection system embodiments provided below can be found in the limitations of the vehicle gear shifting process safety protection method described above, and will not be repeated here. Figure 4 As shown, the device includes an operating status parameter acquisition module 410, a dynamic index acquisition module 420, an in-gear judgment module 430, and a safety protection module 440.

[0058] The operating status parameter acquisition module 410 is used to acquire the operating status parameters of the drive motor during the speed adjustment phase of vehicle gear shifting. The change of the operating status parameters is related to the equivalent moment of inertia connected to the motor output terminal.

[0059] The dynamic index acquisition module 420 is used to calculate the dynamic inertia representation parameters that represent the current equivalent rotational inertia in real time based on the running state parameters.

[0060] The in-gear determination module 430 is used to compare the dynamic inertia characterization parameters with the reference inertia threshold to determine whether the transmission has mechanically disengaged from the current gear.

[0061] The safety protection module 440 is used to trigger preset vehicle safety protection control actions when it is determined that the transmission has not disengaged.

[0062] The above modules can be integrated into the transmission controller TCU or the vehicle controller VCU, and their corresponding functions can be implemented through software and / or hardware. The specific implementation process is consistent with the description in the aforementioned method embodiments, and will not be repeated here.

[0063] This application also provides a vehicle, including a drive motor, a transmission connected to the drive motor, and a controller. The controller is used to execute the safety protection method for the vehicle shifting process described in any of the foregoing embodiments. The controller can interact with the motor controller, gear position sensor, etc., via an in-vehicle network, without requiring additional hardware such as inertia sensors or torque detection sensors. It reuses original vehicle components and in-vehicle communication lines, reducing the overall vehicle hardware modification cost and minimizing component placement space, facilitating mass production and vehicle installation. Relying on mature in-vehicle network data exchange, signal transmission is stable, adaptable to the electronic control architecture of mass-produced vehicles, and has strong compatibility, allowing for rapid integration into multiple hybrid / pure electric AMT models with the same architecture.

[0064] By reusing the aforementioned shifting safety protection logic and relying on the driving motor operating parameters to inversely deduce the equivalent inertia of the transmission chain, the system can determine whether the transmission can reliably disengage from the current gear by using the inertia threshold. This allows for rapid and reliable identification of abnormal speed regulation in gear. It can also quickly identify faults in abnormal operating conditions such as transmission jamming or gear disengagement mechanism failure that prevents normal gear disengagement, effectively preventing unexpected acceleration and deceleration. This avoids the motor forcibly adjusting speed with the vehicle load, which could cause impact, gear grinding, and power system overload damage. From the perspective of vehicle control, this strengthens the AMT shifting safety defense line and improves the reliability of vehicle shifting and driving safety.

[0065] Exemplary device Figure 5 This is a schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application. Figure 5 As shown, the electronic device of this embodiment includes a processor 501 and a memory 502.

[0066] The memory 502 stores computer-executed instructions; the processor 501 executes the computer-executed instructions stored in the memory to implement the various steps performed by the electronic device in the above embodiments. For details, please refer to the relevant descriptions in the foregoing method embodiments.

[0067] Optionally, the memory 502 can be either standalone or integrated with the processor 501. When the memory 502 is set up independently, the electronic device also includes a bus 503 for connecting the memory 502 and the processor 501.

[0068] Exemplary media and products This application also provides a computer storage medium storing computer execution instructions. When the processor executes the computer execution instructions, the above-described safety protection method for the vehicle gear shifting process is implemented.

[0069] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described safety protection method for the vehicle gear shifting process.

[0070] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0071] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to implement the solution of this embodiment according to actual needs.

[0072] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.

[0073] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods of the various embodiments of this application.

[0074] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor.

[0075] The memory may include high-speed RAM, and may also include non-volatile memory (NVM), such as at least one disk drive, and may also be a USB flash drive, external hard drive, read-only memory, disk, or optical disc, etc. The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0076] The aforementioned storage medium can be implemented using any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The storage medium can be any available medium accessible to a general-purpose or special-purpose computer. An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and storage medium can reside in application-specific integrated circuits (ASICs). Alternatively, the processor and storage medium can exist as discrete components in an electronic device or host device.

[0077] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A safety protection method for the vehicle gear shifting process, characterized in that, include: During the speed adjustment phase of vehicle gear shifting, the operating state parameters of the drive motor are acquired, wherein the change of the operating state parameters is related to the equivalent moment of inertia connected to the motor output terminal. Based on the aforementioned operating state parameters, calculate the dynamic inertia parameters that represent the current equivalent rotational inertia in real time. The inertia dynamic characterization parameters are compared with the reference inertia threshold to determine whether the transmission has mechanically disengaged from the current gear. If it is determined that the transmission has not disengaged, a preset vehicle safety protection control action is triggered.

2. The method according to claim 1, characterized in that, The reference inertia threshold is the product of the reference equivalent rotational inertia and the preset safety factor; wherein, the reference equivalent rotational inertia is obtained by performing a self-learning process on the drive motor's neutral inertia, and the self-learning process includes: Under the condition that the transmission is confirmed to be in true neutral, the drive motor performs preset test conditions; The motor response parameters under the preset test conditions are collected, and the reference equivalent moment of inertia and no-load resistance torque are automatically identified and stored.

3. The method according to claim 2, characterized in that, The neutral inertia self-learning is performed under the condition that the vehicle is stationary and the transmission is confirmed to be in true neutral. The preset test conditions include applying a step test torque to the drive motor and using a system identification algorithm to calculate the benchmark equivalent moment of inertia and no-load resistance torque.

4. The method according to any one of claims 1-3, characterized in that, The operating status parameters include the actual output torque of the drive motor, the no-load resistance torque, the real-time speed, and the angular acceleration calculated from the speed. The calculation of the dynamic inertia parameter, which represents the current equivalent moment of inertia in real time, based on the operating state parameters includes: calculating the current equivalent moment of inertia J according to the motor motion equation. est The calculation formula is: J est =(T m -T N-load ) / α Among them, T m T represents the actual output torque of the motor. N-load α is the no-load resistance torque, and α is the motor angular acceleration.

5. The method according to claim 4, characterized in that, The angular acceleration is based on filtering the real-time rotational speed and calculated by differentiation according to the filtered rotational speed; when the absolute value of the angular acceleration is less than the preset calibration value, the update of the current equivalent moment of inertia is paused.

6. The method according to claim 1, characterized in that, The step of comparing the dynamic inertia characterization parameters with a reference inertia threshold to determine whether the transmission has mechanically disengaged from the current gear includes: When the inertia dynamic characterization parameter exceeds the reference inertia threshold and the duration of the excess state reaches a preset confirmation time, it is determined that the transmission has not disengaged.

7. The method according to claim 1, characterized in that, The preset vehicle safety protection control actions include at least one of the following actions: Abort the current shift control sequence and prohibit subsequent gear engagement. Send a zero-torque command to the motor controller to interrupt power output; Trigger a fault alarm signal and record the corresponding fault code.

8. The method according to claim 7, characterized in that, Also includes: When the vehicle meets the preset reset conditions, the normal shifting function is restored; the preset reset conditions include: the vehicle is completely stationary or a reset command is received.

9. A safety protection device for the vehicle gear shifting process, characterized in that, include: The operating status parameter acquisition module is used to acquire the operating status parameters of the drive motor during the speed adjustment phase of vehicle gear shifting, wherein the change of the operating status parameters is related to the equivalent moment of inertia connected to the output terminal of the motor. The dynamic index acquisition module is used to calculate the dynamic inertia representation parameters that represent the current equivalent rotational inertia in real time based on the operating state parameters. The in-gear determination module is used to compare the inertia dynamic characterization parameters with the reference inertia threshold to determine whether the transmission has mechanically disengaged from the current gear. The safety protection module is used to trigger preset vehicle safety protection control actions when it is determined that the transmission has not disengaged.

10. A vehicle, characterized in that, include: Drive motor; The transmission is connected to the drive motor in a transmission manner; A controller for performing a safety protection method for the vehicle gear shifting process as described in any one of claims 1 to 8.

11. An electronic device, characterized in that, include: At least one processor; The system also includes a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to cause the at least one processor to perform the safety protection method for the vehicle gear shifting process according to any one of claims 1 to 8.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the safety protection method for the vehicle gear shifting process as described in any one of claims 1 to 8.

13. A computer program product, characterized in that, include: A computer program that, when executed by a processor, implements a safety protection method for the vehicle gear shifting process as described in any one of claims 1 to 8.

Images