Method and device for safety detection during gear changes, transmission, vehicle and medium

Abstract

The present disclosure relates to a method and a device for safety detection during gear changes, a transmission, a vehicle, and a medium. The method comprises: determining that a shift fork within the vehicle's transmission is moving toward a target gear. The method further comprises: determining a first rotational speed of a shift sleeve controlled by the shift fork within the transmission. The method further comprises: determining a second rotational speed of the target gear. The method also further comprises: switching off the drive power to the shift fork in response to the first and second rotational speeds satisfying a predetermined condition.In this way, the method is able to switch off the drive power of the shift fork before the shift sleeve collides with the gear, reduce the shock between the gear and the shift sleeve, extend the service life of the gear and the shift sleeve, and improve driving safety.

Description

Technical field

[0001] The present disclosure relates to the field of vehicle control and relates in particular to a method and a device for safety detection during gear changes, a transmission, a vehicle and a medium. State of the art

[0002] To achieve smooth gear engagement when a vehicle shifts gears, it is essential to ensure that the circumferential speeds of the two gears involved are equal. This allows the gears to successfully engage and complete the gear change. Forcing a gear change when the two gears are rotating at different speeds will result in shock loads and noise. This can exacerbate gear wear and reduce gear life. Furthermore, it can prevent a proper gear change altogether, leading to driving safety issues.

[0003] A transmission synchronizer can help achieve a matching circumferential speed of the two gears being engaged and prevent gear engagement, thus avoiding shock and wear between the gears before they reach synchronization. However, some electric vehicle transmissions are not equipped with synchronizers, so a scheme is needed that can effectively reduce the gear shocks and safety issues caused by excessive speed differences between the gears being engaged in these electric vehicles without a synchronizer. Brief description of the invention

[0004] Embodiments of the present disclosure provide a method and a device for safety detection during gear changes, a transmission, a vehicle, and a medium. In examples of the present disclosure, a target gear stage to which the shift fork is assigned can be predicted based on a movement trend of the shift fork in the transmission. The scheme can then determine a rotational speed of an actual shift sleeve and a rotational speed of the target gear stage gear before the shift fork drives the shift sleeve to engage with the target gear stage gear.If the rotational speed of the shift sleeve and the rotational speed of the target gear meet a predetermined condition, continued engagement of the shift sleeve with the target gear can cause impact or safety issues with the gear. At this point, the drive power to the shift fork can be cut off, allowing the shift fork and shift sleeve to stop moving. In this way, the system can predict potential impact and safety issues between the gears by monitoring the direction of movement of the shift fork and the rotational speeds of the shift sleeve and target gear. This allows the drive power to be cut off before the shift sleeve collides with the gear, reducing impact between the gear and shift sleeve, extending the service life of the gear and shift sleeve, and improving driving safety.

[0005] In a first aspect of the present disclosure, a method for safety detection during gear changes is provided. The method comprises: determining that a shift fork within the vehicle's transmission is moving toward a target gear gear. The method further comprises: determining a first rotational speed of a shift sleeve controlled by the shift fork within the transmission. The method further comprises: determining a second rotational speed of the target gear gear. The method also further comprises: switching off the drive power to the shift fork in response to the first and second rotational speeds satisfying a predetermined condition.

[0006] In a second aspect of the present disclosure, a device for safety detection during gear changes is provided. The device comprises a motion trend determination unit designed to determine that a shift fork within a vehicle transmission is moving toward a target gear. The device further comprises a unit for determining the rotational speed of the shift sleeve, designed to determine a first rotational speed of the shift sleeve controlled by the shift fork within the transmission. The device also comprises a unit for determining the rotational speed of the gear, designed to determine a second rotational speed of the target gear. The device further comprises a drive power control unit designed to cut off the drive power to the shift fork in response to the first and second rotational speeds meeting the predetermined condition.

[0007] In a third aspect of the present disclosure, a transmission is provided. The transmission comprises one or more processors; and a storage device for storing one or more programs, wherein the one or more programs, when executed by the one or more processors, cause the one or more processors to implement a method for safety detection during gear changes. The method comprises: determining that a shift fork within the transmission of the vehicle moves in the direction of a target gear stage gear. The method further comprises: determining a first rotational speed of a shift sleeve controlled by the shift fork within the transmission. The method further comprises: determining a second rotational speed of the target gear stage gear.Furthermore, the procedure also includes: switching off the drive power of the shift fork in response to the first rotational speed and the second rotational speed fulfilling a predetermined condition.

[0008] According to a fourth aspect of the present disclosure, a vehicle is provided. The vehicle includes the transmission provided according to the third aspect of the present disclosure.

[0009] In a fifth aspect of the present disclosure, a computer-readable storage medium is provided. The computer-readable storage medium contains computer-executable instructions stored thereon, the computer-executable instructions being executed by a processor to implement the method provided according to the first aspect of the present disclosure.

[0010] It is understood that the content described in the summary of the invention is not intended to limit essential or important features of the examples in the present disclosure, nor is it intended to limit the scope of protection of the present disclosure. Further features of the present disclosure will be readily apparent from the following description. Description of the attached drawings

[0011] The foregoing and further features, advantages, and aspects of various examples of the present disclosure will become clearer in conjunction with the accompanying drawings and with reference to the detailed description below. In the accompanying drawings, identical or similar accompanying drawings denote identical or similar elements, wherein: Fig. 1 shows a schematic representation of an example environment in which a plurality of examples of the present disclosure can be implemented; Fig. 2 shows a flowchart of a method for safety detection during gear changes according to some examples of the present disclosure; Fig. 3 shows a schematic representation of an example of controlling the drive power of a shift fork by determining a difference between a rotational speed of a shift sleeve and a rotational speed of a target gear stage according to some examples of the present disclosure; Fig. Figures 4A to 4B show schematic representations of a plurality of examples of a movement trend of the shift fork based on a position and direction of movement of the shift fork according to some examples of the present disclosure; Fig. Figures 5A to 5B show schematic representations of a plurality of examples of a movement trend of the shift fork based on the position and direction of movement of the shift fork, taking into account a safety area according to some examples of the present disclosure; Fig. 6 shows a schematic representation of an example process for determining the rotational speed of a target gear step and the rotational speed of the shift sleeve, as well as for switching off the drive power of the shift fork according to some examples of the present disclosure; Fig. 7 shows a block diagram of a device for safety detection during gear changes according to some examples of the present disclosure; and Fig. Figure 8 shows a block diagram of a gearbox that can implement a plurality of examples of the present disclosure. Specific embodiments

[0012] The examples of this revelation are described in more detail below with reference to the accompanying drawings. While certain examples of this revelation are shown in the accompanying drawings, it is understood that this revelation can be implemented in various forms and is not to be interpreted as being limited to the examples set forth herein; rather, these examples are provided for a broader and more complete understanding of this revelation. It is understood that the accompanying drawings and examples of this revelation are for illustrative purposes only and are not intended to limit the scope of protection of this revelation, and that the examples of this revelation described below with reference to the accompanying drawings are for illustrative purposes only.

[0013] In an electric vehicle, a transmission drives a vehicle wheel to rotate in order to move the vehicle, with the transmission's initial power coming from the vehicle's drive motor. The transmission includes several gear ratios, and gear selection in an electric vehicle with an automatic transmission is accomplished by driving the shift fork via a gear-shifting motor. The vehicle's drive motor can drive gear ratio gears to rotate, while a transmission shaft connected to the vehicle wheel can drive the shift sleeve within the transmission to rotate. When the shift sleeve is disengaged from the gear ratio gears, their rotational speeds are likely to be different; and the shift sleeve engages with the gear ratio gear when the shift fork moves the shift sleeve toward the gear ratio gears.Once the two are engaged, the vehicle's drive motor can drive the gear steps and provide power to the vehicle wheel via the shift sleeve and the transmission shaft.

[0014] In some electric vehicles with automatic transmissions, the transmissions lack synchronizers to synchronize the two gears. In some conventional designs, the safety of this gear engagement process is not ensured before the shift sleeve begins to engage with the target gear. Therefore, if the shift sleeve engages with the target gear under the drive of the shift fork, a significant speed difference between the two gears can cause a strong impact. This impact can lead to excessive wear on the shift sleeve and target gear, and may even damage them, compromising driving safety.

[0015] To this end, examples in the present disclosure provide a scheme for safety detection during gear changes. In this scheme, a target gear stage to which the shift fork is to be moved can be predicted according to a movement trend of the shift fork in the transmission. The scheme can then determine a rotational speed of an incoming shift sleeve and a rotational speed of the target gear stage before the shift fork drives the shift sleeve to engage with the target gear stage. If the rotational speed of the shift sleeve and the rotational speed of the target gear stage satisfy a predetermined condition, the continued engagement of the shift sleeve with the target gear stage can cause shock or safety problems of the gear, at which point the driving power of the shift fork can be cut off, thus allowing the shift fork and shift sleeve to stop moving.In this way, the scheme can predict possible impact and safety problems between the gears by monitoring the direction of movement of the shift fork and the rotational speeds of the shift sleeve and the target gear stage gear, thereby making it possible to cut off the drive power of the shift fork before the shift sleeve collides with the gear, reducing the impact between the gear and the shift sleeve, extending the service life of the gear and the shift sleeve, and improving driving safety.

[0016] Fig. Figure 1 shows a schematic representation of an example environment 100 in which a plurality of examples of the present disclosure can be implemented. As in Fig. As shown in Figure 1, the environment 100 includes a transmission 102, the transmission 102 comprising a gear stage 104, a gear stage 106, a shift fork 108, and a shift sleeve 110. The shift fork 108 can be moved to the left or right by the drive of the gear-shifting motor 112, and the movement of the shift fork 108 can cause a corresponding movement of the shift sleeve 110, thereby engaging the gear stage 104 or 106 to complete the gear engagement. The shift sleeve 110 is rigidly connected to a transmission shaft 116. When the shift sleeve 110 is not engaged with the gear step gear 104 or 106, the vehicle wheel 130 rotates to drive the transmission shaft 116 into rotation, which in turn drives the shift sleeve 110 into rotation. As in Fig. As shown in Figure 1, the environment 100 further comprises a speed governor 118 and a differential 120, wherein the speed governor 118 is used to reduce the vehicle speed and provide a braking effect, and the differential 120 can cause two drive wheels to rotate at different speeds, thus making the vehicle easier to steer. Accordingly, when the shift sleeve 110 is positioned between the gear stages 104 and 106 (i.e., not engaged with the gear stages 104 or 106), the rotational speed is related to the rotational speed of the vehicle wheel 130, a gear ratio of the speed governor 118, and a gear ratio of the differential 120.

[0017] As in Fig. As shown in Figure 1, in the environment 100, the drive motor 114 can supply power to the transmission 102, and the power is transmitted via the transmission shaft 122, the transmission gear 124, and the transmission gear 126 to the gear stages 104 and 106, causing the gear stages 104 and 106 to rotate. The gear stages 104 and 106 have different gear ratios, so they rotate at different speeds. If the shift sleeve 110 is not engaged with the gear stages 104 or 106, the shift sleeve 110, the gear stages 104, and the gear stages 106 each rotate at different speeds.In the vicinity of 100, when the shift fork 108 moves, for example, to the left under the drive of the gear-shifting motor 112, the shift sleeve 110 also moves to the left together with the shift fork 108 and gradually approaches the gear tooth 104 until the shift sleeve 110 is fully engaged with the gear tooth 104. At this point, the shift sleeve 110 is synchronized with the gear tooth 104, and the shift sleeve 110 rotates together with the gear tooth 104. The shift sleeve 110 can then transmit power to the vehicle wheel 130 via the transmission shaft 116, the speed governor 118, and the differential 120, thus completing the gear change.

[0018] However, as noted above, when the shift sleeve 110 engages the gear tooth 104, speed differences between the two can lead to a collision between the gears. This results in excessive wear of the shift sleeve 110 and the gear tooth 104 and can even damage them, thereby compromising driving safety. Accordingly, in some examples of the present disclosure, a control unit 128 of the transmission 102 can monitor the position and direction of movement of the shift fork 108 (or the shift sleeve 110) in real time and predict when the shift fork 108 and the shift sleeve 110 will move towards the gear tooth 104. The control unit 128 can then determine whether, at their current speeds, engagement of the shift sleeve 110 and the gear tooth 104 could cause a collision between the gears.If such an intervention could pose a safety risk, the drive power of the gear-shifting motor 112 is switched off, thereby stopping the movement of the shift fork 108 and the shift sleeve 110 and preventing a shock between the shift sleeve 110 and the gear step gear 104.

[0019] In this way, the movement of the shift fork 108 and the shift sleeve 110 can be stopped before a collision of the shift sleeve 110 with the gear tooth 104, thereby avoiding a collision between the gear tooth 104 and the shift sleeve 110, extending the service life of the gear tooth 104 and the shift sleeve 110 and improving driving safety.

[0020] Fig. Figure 2 shows a flowchart of a method 200 for safety detection during gear changes according to some examples of the present disclosure. The method 200 can, for example, be implemented by a transmission control unit (e.g., the control unit 128 of Fig. 1) of the vehicle. As in Fig. As shown in Figure 2, in block 202, the procedure 200 can determine that a shift fork inside the vehicle's transmission moves towards the target gear stage. For example, in the Fig. In the environment 100 shown, the control unit 128 of the transmission 102 determines whether the shift fork 108 is moving towards the gear stage gear 104 or 106. After the control unit 128 has determined the target gear stage gear based on the movement trend of the shift fork 108, the safety of the gear change for the shift sleeve 110 and the target gear stage gear can be determined.Assuming, for example, that the shift fork 108 moves towards the gear stage 104 (where the gear stage 104 is the target gear stage), there is a risk of impact between the shift sleeve 110 and the gear stage 104 because the shift fork 108 moves towards the gear stage 104 together with the shift fork 108, and there may be a difference between the rotational speed of the shift sleeve 110 and the rotational speed of the gear stage 104. Therefore, the safety of this gear change must be ensured before the shift sleeve 110 engages with the gear stage 104.

[0021] In block 204, method 200 can determine the rotational speed of the shift sleeve controlled by the shift fork within the transmission. For example, in the Fig. In the environment 100 shown, the control unit 128 determines the rotational speed of the shift sleeve 110, which is controlled by the shift fork 108. Since the shift sleeve 110 is not engaged with any gear at this time, the power generated by the vehicle's drive motor 114 cannot be transmitted to the shift sleeve 110, so the current rotational speed of the shift sleeve 110 is not influenced by the drive motor 114. Instead, because the shift sleeve 110 is rigidly connected to the transmission shaft 116, and the transmission shaft 116 is connected to the vehicle wheel via components such as the speed controller 118 and the differential 120, the shift sleeve 110 can rotate under the drive of the vehicle wheel (e.g., the vehicle wheel 130). In this case, the control unit 128 can, for example, use various sensors to collect data from different components of the vehicle in order to determine the speed of the shift sleeve 110.

[0022] In block 206, method 200 can determine the rotational speed of the target gear stage. For example, in the Fig. Assuming, for example, that the shift fork 108 is moving towards the gear 104 in the environment 100 shown in Figure 1, the control unit 128 can determine the rotational speed of the gear 104. For example, the vehicle's drive motor 114 can transmit power to the gears 104 and 106 via the transmission shaft 122 and the transmission gears 124 and 126, so that the rotational speed of the gear 104 is linked to the rotational speed of the drive motor 114, and the control unit 128 can determine the rotational speed of the gear 104 based on the rotational speed of the drive motor 114.

[0023] In block 208, method 200 can switch off the drive power of the shift fork in response to the rotational speed of the shift sleeve and the rotational speed of the target gear meeting the predetermined condition. For example, in the Fig. In the environment 100 shown in Figure 1, the control unit 128 assesses whether the rotational speed of the shift sleeve 110 and the rotational speed of the gear 104 meet the predetermined condition, which may indicate that engagement of the shift sleeve 110 with the gear 104 at the current rotational speed could lead to impact or safety problems with the gear. If the predetermined condition is met, the control unit 128 can switch off the drive power to the shift fork 108 (e.g., by switching off the drive power of the gear-shifting motor 112 to switch off the drive power to the shift fork 108), thereby stopping the movement of the shift fork 108 and the shift sleeve 110.

[0024] In this way, by monitoring the direction of movement of the shift fork and the rotational speed of the shift sleeve and the target gear, the method 200 can predict the target gear with which the shift sleeve is to engage, as well as shock and safety problems between the gears, thereby making it possible to shut off the drive power of the shift fork before the shift sleeve collides with the gear, thus reducing the shock between the gear and the shift sleeve, extending the service life of the gear and the shift sleeve, and improving driving safety.

[0025] In some examples, when determining whether the shift sleeve speed and the target gear speed satisfy the predetermined condition, the predetermined condition may be that the difference between the shift sleeve speed and the target gear speed is greater than a predetermined threshold. In these examples, the difference between the shift sleeve speed and the target gear speed may be determined; the determined difference is then compared to the predetermined threshold, and the shift fork drive power may be cut off in response to the determined difference being greater than the predetermined threshold. In some examples, the predetermined condition may be that the shift sleeve speed is less than a lower predetermined threshold or greater than an upper predetermined threshold.In these examples, the drive power to the shift fork can be cut off in response to the shift sleeve speed being less than the lower predetermined threshold or greater than the upper predetermined threshold. In some examples, the predetermined condition can be that the target gear speed is less than a lower predetermined threshold or greater than an upper predetermined threshold. In these examples, the drive power to the shift fork can be cut off in response to the target gear speed being less than the lower predetermined threshold or greater than the upper predetermined threshold.

[0026] Fig. Figure 3 shows a schematic representation of an example 300 for controlling the drive power of the shift fork by determining the difference between the rotational speed of the shift sleeve and the rotational speed of the target gear stage according to some examples of the present disclosure. As in Fig. As shown in Figure 300, the shift sleeve 302 moves towards the gear stage gear 304, so that the gear stage gear 304 is the target gear stage gear. The control unit of the transmission (e.g., the control unit 128 of the transmission 102 in Fig. 1) The control unit can determine the rotational speed 306 of the shift sleeve 302 and the rotational speed 308 of the gear 304. It can then determine the difference 310 between the rotational speeds 306 and 308 and compare it to a predetermined threshold. If the difference 310 exceeds the predetermined threshold, it indicates that a larger shock may occur when the shift sleeve 302 engages the gear 304, potentially compromising driving safety. This improves detection accuracy and thus enhances driving safety.

[0027] However, in some cases the rotational speed of the shift sleeve 302 or the gear 304 cannot be accurately determined. For example, a sensor responsible for detecting and determining the rotational speed 306 or 308 may fail, the accuracy of these sensors may be insufficient, or some sensors may have been omitted for cost reasons, etc. Furthermore, the data acquired by some sensors must be transmitted to the transmission control unit via a communication mechanism such as a bus, and this process can lead to delays or an additional expenditure of processing resources. Accordingly, in some examples, the control unit may determine the rotational speed 306 of the shift sleeve 302 and cut off the drive power to the shift fork if the rotational speed 306 is less than the lower predetermined threshold or greater than the upper predetermined threshold.In some examples, the control unit can determine the rotational speed 308 of the gear 304 and switch off the drive power of the shift fork if the rotational speed 308 is less than the lower predetermined threshold or greater than the upper predetermined threshold. This makes it possible to increase the overall usability of the safety detection, reduce communication delays, and save processing resources.

[0028] In some examples, to determine that the shift fork is moving towards the target gear, the position of the shift fork between two gears and the direction of its movement can be considered. Based on the position and direction of movement of the shift fork, it can be determined that the shift fork is moving towards one of the two gears. In some examples, a central position between the two gears can be determined, and based on the determination that the position of the shift fork is between this central position and one of the gears, and that the direction of movement of the shift fork is towards the gear, it is determined that the shift fork is moving towards the gear.

[0029] Fig. Figures 4A to 4B show schematic representations of Examples 400 and 420 of a movement trend of the shift fork based on the position and direction of movement of the shift fork according to some examples of the present disclosure. Fig. Figure 4A shows a schematic representation of example 400, in which the shift fork is located between the central position and the gear tooth and moves towards the gear tooth. As in Fig. As shown in Figure 4A, example 400 comprises a shift fork 402, a shift sleeve 404 moving together with the shift fork 402, a gear step 406 arranged to the left of the shift fork 402, and a gear step 408 arranged to the right of the shift fork 402. As shown in Fig. As shown in Figure 4A, the gear step 406 corresponds to position 416, the gear step 408 corresponds to position 418, and a central position between the gear step 406 and the gear step 408 corresponds to the central position 410. In Example 400, the shift fork 402 and the shift sleeve 404 are located to the left of the central position 410, and they move to the left. Accordingly, based on the fact that the shift fork 402 and the shift sleeve 404 are located to the left of the central position 410 (i.e., between the central position 410 and the position 416 of the gear stage 406) and that the direction of movement of the shift fork 402 and the shift sleeve 404 is directed towards the gear stage 406, the control unit can determine that the shift fork 402 and the shift sleeve 404 move towards the gear stage 406.

[0030] Fig. Figure 4B shows a schematic representation of example 420, in which the shift fork is located between the central position and one of the two gear teeth and is moving towards the other gear tooth. As in Fig. As shown in Figure 4B, gear 426 corresponds to position 436, gear 428 corresponds to position 438, and a central position between gear 426 and gear 428 corresponds to central position 430. In Example 420, the shift fork 422 and shift sleeve 424 are located to the right of central position 430 (i.e., on the opposite side from the position where gear 426 is located), and they move to the left. Although the shift fork 422 and shift sleeve 424 move to the left, the control unit, because they are currently on the opposite side of central position 430 from the side where gear 426 is located, can determine that the shift fork 422 and shift sleeve 424 do not move towards gear 426 (i.e.,, that the gear stage gear 426 is not the target gear stage gear) and that the shift sleeve 424 will not collide with the gear stage gear 426.

[0031] In this way, the gear is only identified as the target gear if the shift fork and shift sleeve are on the side closest to one of the two gears and are moving towards it, thus continuously determining the rotational speeds of the shift sleeve and the target gear. However, if the shift fork and shift sleeve are on the opposite side from the gear and are moving towards it, it can be considered safe to continue determining the rotational speed of the shift sleeve 424 and the rotational speed of the gear 426 or 428, which not only improves the accuracy of the safety detection but also saves communication and processing resources.

[0032] In some examples, to further improve the accuracy of safety detection, a safety zone can be defined between two gear teeth, and if the shift fork is within the safety zone, it can be determined that the shift fork is not moving towards either gear. In some examples, in response to a determination that the shift fork's position is between the center position and the gear tooth, the distance between the shift fork's position and the center position is greater than a predetermined threshold, and the shift fork's direction of movement is towards the gear tooth, it is determined that the shift fork is moving towards the gear tooth.In some examples, in response to the determination that the shift fork position is between the center position and the gear, and that the distance between the shift fork position and the center position is not greater than a predetermined threshold, it is determined that the shift fork does not move towards the gear. In some examples, in response to the determination that the shift fork position is not between the center position and the gear, it is determined that the shift fork does not move towards the gear.

[0033] Fig. Figures 5A to 5B show schematic representations of Examples 500, 530, and 560 of a movement trend of the shift fork based on the position and direction of movement of the shift fork, taking into account the safety margin according to some examples of the present disclosure. As in Fig. As shown in Figure 5A, the example 500 comprises a shift fork 502, a shift sleeve 504 moving together with the shift fork 502, a gear step 506 arranged to the left of the shift fork 502, and a gear step 408 arranged to the right of the shift fork 502. As shown in Fig. As shown in Figure 5A, the gear 506 corresponds to position 516, the gear 508 corresponds to position 518, and a central position between the gear 506 and the gear 508 corresponds to the central position 510. Furthermore, in Example 500, a safety zone 520 is provided from position 522 to position 524, where the distance of positions 522 and 524 from the central position 510 is a predetermined threshold distance. For example, if the central position 510 is the origin of a coordinate axis, position 516 of the gear 506 is minus 1 cm, and position 518 of the gear 508 is plus 1 cm, the safety zone 520 can, for example, range from minus 0.2 cm (corresponding to position 522) to plus 0.2 cm (corresponding to position 524).If the shift fork 502 and the shift sleeve 504 are within the safety area 520, it can be assumed that the shift sleeve 504 will not collide with the gear step gear 506 or 508.

[0034] As in Fig. As shown in Figure 5A, in example 500, the shift fork 502 and the shift sleeve 504 are located between position 522 and position 516 (e.g., at minus 0.5 cm) and move to the left. Accordingly, the control unit can determine that the shift fork 502 and the shift sleeve 504 are not within the safety area 520 and are located between the central position 510 and position 516 of the gear 506 and move to the left, so that the shift fork 502 and the shift sleeve 504 move towards the gear 506, i.e., the gear 506 is the target gear. At this point, the control unit must determine the speed of the shift sleeve 504 and the speed of the gear stage 506 and switch off the drive power of the shift fork 502 if the two speeds meet the predetermined condition.

[0035] Fig. Figure 5B shows another example 530 for determining whether the shift fork moves towards the gear step, taking the safety margin into account. As in Fig. As shown in Figure 5B, in example 530 the switching fork 532 and the switching sleeve 534 are arranged to the left of the central position 540 (e.g. at minus 0.1 cm) and are located within the safety area 550 as they move to the left. In this example, although the shift fork 532 and the shift sleeve 534 are located on the left side of the central position 540 (i.e., on the side near the gear stage 536) and move to the left because they are within the safety area 550, the control unit can determine that the shift fork 532 and the shift sleeve 534 will not move towards the gear stage 536 (i.e., the gear stage 536 is not the target gear stage), so it can be determined that the shift sleeve 534 cannot collide with the gear stage 536 and it is not necessary to determine the rotational speeds of the shift sleeve 534 and the gear stage 536.

[0036] Fig. 5C shows another example 560 for determining whether the shift fork moves towards the gear step, taking the safety margin into account. As in Fig. As shown in Figure 5C, in example 560 the shift fork 562 and the shift sleeve 564 are located to the right of the central position 570 (e.g., at minus 0.3 cm) and move to the left. Although the shift fork 562 and the shift sleeve 564 move to the left, the control unit, because they are outside the safety area 580 but currently on the other side of the central position 570 opposite the side on which the gear stage gear 566 is located, can determine that the shift fork 562 and the shift sleeve 564 will not move towards the gear stage gear 566 (i.e., the gear stage gear 566 is not the target gear stage gear) and that the shift sleeve 564 will not collide with the gear stage gear 566. In this example, the control unit also does not need to determine the rotational speeds of the shift sleeve 564 and the gear stage gear 566.

[0037] In this way, even if the difference in rotational speeds between the shift fork and the shift sleeve is large, the possibility of the shift sleeve colliding with the gear is eliminated because both the shift fork and the shift sleeve remain within the safety zone. This reduces the drive power of the shift fork without unintentionally shutting it off, further improving the accuracy of the safety detection. Moreover, the communication and processing resources required to determine the rotational speeds of the shift sleeve and the gear can be further reduced.

[0038] In some examples, to determine the rotational speed of the shift sleeve, the rotational speed of the vehicle's wheel can be determined, and furthermore, the rotational speed ratio of the vehicle's wheel to the shift sleeve can be determined. The rotational speed of the shift sleeve can then be determined based on the rotational speed of the vehicle's wheel and the rotational speed ratio. In some examples, to determine the rotational speed ratio of the vehicle's wheel to the shift sleeve, the gear ratio of the vehicle's cruise control and the gear ratio of the vehicle's differential can be determined. The rotational speed ratio of the vehicle's wheel to the shift sleeve can then be determined based on the rotational speed of the vehicle's wheel, the gear ratio of the cruise control, and the gear ratio of the differential.In some examples, the rotational speed of the target gear can be determined by ascertaining the rotational speed of the vehicle's drive motor and the gear ratio of the target gear. The rotational speed of the target gear can then be calculated based on the rotational speed of the drive motor and the gear ratio of the target gear. In some examples, a warning indicator may appear on a vehicle display device in response to the disengagement of drive power to the shift fork, indicating that the transmission is abnormal.

[0039] Fig. Figure 6 shows a schematic representation of an example process 600 for determining the rotational speed of the target gear stage and the rotational speed of the shift sleeve, as well as for switching off the drive power of the shift fork according to some examples of the present disclosure. As in Fig. As shown in Figure 6, process 600 can determine a position 602 and a direction of movement 604 of the shift fork and then determine the target gear 606 based on the position 602 and the direction of movement 604. For example, process 600 can determine that the left-hand gear is the target gear 606 if the position 602 of the shift fork is to the left of the central position between the two gears and outside the safety zone, and the direction of movement 604 is a movement to the left. After determining that the shift fork is moving toward the target gear 606, process 600 can determine the gear ratio 608 of the target gear 606. Since the power to the target gear 606 comes from the vehicle's drive motor (e.g., the drive motor 114 in Figure 6), the process 600 can determine the gear ratio 608 of the target gear 606. Fig. 1) Process 600 can further determine a speed 610 of the drive motor and the speed 612 of the target gear stage 606 based on the gear ratio 608 of the target gear stage 606 and the speed 610 of the drive motor. Furthermore, when the shift sleeve is not engaged with the gear stage 606, it is driven into rotation by the vehicle wheel via the transmission shaft, the speed governor, and the differential. Accordingly, process 600 can further determine the speed 620 of the shift sleeve based on the speed 614, the gear ratio 616, and the gear ratio 618.

[0040] After determining the rotational speed 612 of the target gear 606 and the rotational speed 620 of the shift sleeve, process 600 can input these values ​​into a speed comparison module 622. The speed comparison module 622 can determine the difference between the rotational speed 612 of the target gear 606 and the rotational speed 620 of the shift sleeve. If the difference is greater than the predetermined threshold, the speed comparison module 622 can generate a request to shut off the drive power to the shift fork and send the shutdown request to a shutdown module 624. Upon receiving the request to shut off the drive power to the shift fork, the shutdown module 624 can shut off the drive power of the gear-shifting motor that supplies power to the shift fork, thereby preventing the shift fork and the shift sleeve from moving and thus preventing the shift sleeve from colliding with the target gear 606.After the drive power of the gearshift motor is switched off, Process 600 can furthermore display a warning indicating that the transmission or the vehicle is abnormal on a display device (e.g., a dashboard, media center, etc.) in the vehicle, to enable the user to be informed of the vehicle anomaly in a timely manner and to take safety precautions. The warning can be in the form of symbols, images, text, voice, etc., or any combination thereof.

[0041] In this way, process 600, when determining the rotational speed 612 of the target gear 606, takes into account the gear ratio of the target gear 606 and the rotational speed 610 of the target drive motor, so that the rotational speed 612 of the target gear 606 can be determined without the addition of components such as sensors, thereby saving additional costs and increasing the accuracy of the determination of the rotational speed 612. Furthermore, when determining the rotational speed 620 of the shift sleeve, process 600 takes into account the rotational speed 614 of the vehicle wheel, the gear ratio 616 of the speed controller, and the gear ratio 618 of the differential, so that the rotational speed 620 of the shift sleeve is determined without the addition of components such as sensors, thereby saving additional costs and increasing the accuracy of the determination of the rotational speed 620.Furthermore, the markings indicating vehicle or transmission anomalies allow the user to be aware of the vehicle's driving condition and to take appropriate emergency measures, thereby improving driving safety and the user experience.

[0042] Fig. Figure 7 shows a block diagram of a device 700 for safety detection during gear changes according to some examples of the present disclosure. As in Fig. As shown in Figure 7, the device 700 comprises a motion trend determination unit 702, which is designed to determine that a shift fork within a vehicle transmission is moving towards a target gear stage. The device 700 further comprises a speed determination unit 704 of the shift sleeve, which is designed to determine a first speed of the shift sleeve controlled by the shift fork within the transmission. The device 700 further comprises a speed determination unit 706 of the gear, which is designed to determine a second speed of the target gear stage. The device 700 also further comprises a drive power control unit 708, which is designed to switch off the drive power of the shift fork in response to the first speed and the second speed satisfying a predetermined condition.

[0043] It is understood that by using the device 700 of the present disclosure, at least one of a plurality of advantages can be implemented that are implementable by the method or process described above. For example, the device 700 is able to switch off the drive power of the shift fork before the shift sleeve collides with the gear, reduce the impact between the gear and the shift sleeve, extend the service life of the gear and the shift sleeve, and improve driving safety.

[0044] Fig. Figure 8 shows a block diagram of a gear unit 800, which can implement a plurality of examples of the present disclosure. The gear unit 800 can, for example, implement the one described in Fig.The gearbox 800 is shown in Figure 1. As depicted in the figure, the gearbox 800 comprises a processor 801, which can execute various suitable actions and processes according to computer program instructions stored in a read-only memory (ROM) 802 and loaded into a random-access memory (RAM) 803. Various programs and data required for the operation of the gearbox 800 can also be stored in the RAM 803. The processor 801, the ROM 802, and the RAM 803 are interconnected via a bus 804. An input / output (I / O) interface 805 is also connected to the bus 804.

[0045] The 801 processor can include various general-purpose and / or specialized processing components with processing and computing capabilities. Examples of the 801 processor include central processing units (CPUs), graphics processing units (GPUs), various dedicated artificial intelligence (AI) computation chips, various computation units for running machine learning algorithms, digital signal processors (DSPs), and any suitable processors, controllers, microcontrollers, etc. The 801 processor executes various procedures and processes described above, such as Procedure 200. For example, in some examples, Procedure 200 may be implemented as a computer software program physically contained on a machine-readable medium. In some examples, some or all of the computer programs may be loaded and / or installed into the 800 processor via the ROM 802.When the computer program is loaded into RAM 803 and executed by processor 801, one or more steps of the procedure 200 described above can be performed. Alternatively, in other examples, processor 801 may be configured to execute procedure 200 in any other suitable way (e.g., by means of firmware).

[0046] The functions described above can be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that can be used include: field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip (SoC) circuits, complex programmable logic devices (CPLDs), and the like.

[0047] The program code for implementing the methods of this disclosure can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, a specialized computer, or other programmable data processing equipment, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partly on the machine and partly on a remote machine, or entirely on a remote machine or server.

[0048] In the context of this disclosure, a machine-readable medium can be a tangible medium capable of containing or storing programs for use by or in conjunction with an instruction execution system, device, or apparatus. A machine-readable medium can be a machine-readable signaling medium or a machine-readable storage medium. The machine-readable medium may comprise, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or apparatuses, or any suitable combination thereof.More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer hard disks, hard disks, random-access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disc read-only storage (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing. Although operations have been presented in a particular order, it is further understood that such operations need not necessarily be performed in the specific order presented or in sequential order, nor do all of the presented operations need to be performed to achieve the desired results. In certain contexts, multitasking and parallel processing may be advantageous.Similarly, although the preceding discussion contains several specific implementation details, these are not to be interpreted as limiting the scope of this disclosure. Certain features described in the context of separate examples may also be implemented in combination within a single implementation. Conversely, various features described in the context of a single implementation may also be implemented separately or in any suitable subcombination within multiple implementations.

[0049] Even if the subject matter is described in a language specific to structural features and / or methodological actions, it is understood that the subject matter defined in the accompanying claims is not necessarily limited to the specific features or actions described above. Rather, the specific features and processes described above are merely exemplary forms of implementing the claims.

Claims

[1] Methods for safety detection during gear changes, comprising: Determine that a shift fork (108) within a transmission (102) of a vehicle moves towards a target gear stage gear; Determining a first rotational speed of a shift sleeve (110) controlled by the shift fork (108) within the transmission (102); Determining a second speed of the target gear stage; and switching off the drive power of the shift fork (108) in response to the first speed and the second speed satisfying a predetermined condition. [2] Method according to claim 1, wherein switching off the drive power of the shift fork (108) in response to the first rotational speed and the second rotational speed satisfying the predetermined condition comprises: Determining the difference between the first rotational speed and the second rotational speed; Comparing the difference with a predetermined threshold; and switching off the drive power of the shift fork (108) in response to the difference being greater than the predetermined threshold. [3] Method according to claim 1, wherein the target gear stage is a first gear stage, and wherein determining that the shift fork (108) moves towards the target gear stage inside the transmission (102) of the vehicle comprises: Determining a position of the shift fork (108) between the first gear stage gear (104) and a second gear stage gear (106); Determining the direction of movement of the shift fork (108); and Determine, based on the position and direction of movement of the shift fork (108), that the shift fork (108) moves towards the first gear tooth (104). [4] Method according to claim 3, wherein determining, based on the position and direction of movement of the shift fork (108), that the shift fork (108) moves towards the first gear step gear (104), comprises: Determining a central position between the first gear (104) and the second gear (106); and In response to the determination that the position of the shift fork (108) is between the central position and the first gear (104) and that the direction of movement of the shift fork (108) is directed towards the first gear (104), determine that the shift fork (108) moves towards the first gear (104). [5] Method according to claim 4, wherein, in response to determining that the position of the shift fork (108) is between the central position and the first gear (104) and that the direction of movement of the shift fork (108) is directed towards the first gear (104), determining that the shift fork (108) moves towards the first gear (104) comprises: In response to the determination that the position of the shift fork (108) is between the central position and the first gear (104), that the distance between the position and the central position is greater than a predetermined threshold, and that the direction of movement of the shift fork (108) is directed towards the first gear (104), determine that the shift fork (108) moves towards the first gear (104). [6] The method of claim 5, further comprising: In response to the determination that the position of the shift fork (108) is between the central position and the first gear (104) and that the distance between the position and the central position is not greater than the predetermined threshold, determine that the shift fork (108) does not move towards the first gear (104). [7] Method according to claim 4, further comprising: In response to the determination that the position of the shift fork (108) is not between the central position and the first gear (104), determine that the shift fork (108) is not moving towards the first gear (104). [8] Method according to claim 1, wherein determining the first rotational speed of the shift sleeve (110) connected to the shift fork (108) within the transmission (102) comprises: Determining the rotational speed of a vehicle wheel (130) of the vehicle; Determining a rotational speed ratio of the vehicle wheel to the shift sleeve (110) of the transmission (102); and Determining the first speed of the shift sleeve (110) based on the speed of the vehicle wheel (130) and the speed ratio. [9] Method according to claim 8, wherein determining the rotational speed ratio of the vehicle wheel (130) to the shift sleeve (110) of the transmission (102) comprises the following: Determining a gear ratio of a speed governor (118) of the vehicle; Determining a gear ratio of a differential gear (120) of the vehicle; and Determining the speed ratio of the vehicle wheel (130) to the shift sleeve (110) of the transmission (102) based on the speed of the vehicle wheel (130), the gear ratio of the speed governor (118) and the gear ratio of the differential transmission (120). [10] Method according to claim 1, wherein determining the second rotational speed of the target gear stage comprises: Determining the rotational speed of a drive motor (112) of the vehicle; Determining a transmission ratio for the target gear stage; and Determining the second speed of the target gear stage gear based on the speed of the drive motor (112) and the gear ratio of the target gear stage gear. [11] Method according to claim 1, further comprising: In response to the switching fork's (108) power being cut off, a marking indicating that the transmission (102) is abnormal is displayed on a vehicle display device. [12] Device (700) for safety detection during gear changes, comprising: a motion trend determination unit (702) designed to determine that a shift fork (108) within a transmission (102) of a vehicle is moving towards a target gear stage gear; a speed determination unit of the shift sleeve (704) designed to determine a first speed of a shift sleeve (110) controlled by the shift fork (108) within the transmission (102); a speed determination unit of the gear (706) designed to determine a second speed of the target gear stage gear; and a drive power control unit (708) designed to cut off the drive power of the shift fork (108) in response to the first speed and the second speed meeting a predetermined condition. [13] Gearbox (800), comprising: at least one processor (801), and a memory (802) coupled to the at least one processor (801) and with instructions stored thereon, wherein the instructions, when executed by the at least one processor (801), cause the transmission (800) to execute the method according to any one of claims 1-11. [14] Computer-readable storage medium with computer-executable instructions stored thereon, wherein the computer-executable instructions are executed by a processor to implement the method according to any one of claims 1-11.

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