Gear disengagement handling mechanism activation method, apparatus and system, vehicle, and storage medium

Abstract

The present application discloses a gear disengagement handling mechanism activation method, apparatus and system, a vehicle, and a storage medium. The gear disengagement handling mechanism activation method is applied to a hybrid transmission control unit (HTCU). The method comprises: when a vehicle completes gear shifting, determining whether the vehicle satisfies a diagnosis condition; if the vehicle satisfies the diagnosis condition, determining a rotating speed difference between two ends of a synchronizer on the basis of a current gear of the vehicle, the current gear being one of gears under different driving modes; when the rotating speed difference is greater than or equal to a first threshold, determining that the vehicle is in a gear disengagement state, and determining a first accumulated duration of the gear disengagement state; and when the first accumulated duration is greater than or equal to a second threshold, sending a handling request to a vehicle electronic control unit (VECU), the handling request being used for requesting the VECU to activate a corresponding handling mechanism for the current gear.

Description

Activation method, device, system, vehicle and storage medium for gear shift processing mechanism Technical Field

[0001] The present application relates to the field of automobile control, and in particular to an activation method, device, system, vehicle and storage medium for a gear shift processing mechanism. Background Art

[0002] If a vehicle shifts out of gear while driving, it's crucial to promptly diagnose the fault and enter safety mode. Failure to do so could damage the transmission or lead to unexpected vehicle deceleration, potentially causing an accident. However, current methods for determining shift out of gear while driving primarily rely on directly determining shift out of gear in parallel mode. These methods lack enabling conditions for determining shift out of gear, and their single, parallel-mode shift outage detection method is unsuitable for complex hybrid transmissions. This results in unreliable shift outage detection, prone to missed or false alarms, and further compromises driving safety.

[0003] Summary of the Invention

[0004] In view of this, embodiments of the present application provide a method, device, system, vehicle, and storage medium for activating a gear shift processing mechanism.

[0005] The technical solution of the embodiment of the present application is implemented as follows:

[0006] In a first aspect, an embodiment of the present application provides a method for activating a gear disengagement processing mechanism, which is applied to a hybrid transmission control unit HTCU, the method comprising: when the vehicle completes a gear shift, determining whether the vehicle meets a diagnostic condition; when the vehicle meets the diagnostic condition, determining the speed difference at both ends of the synchronizer based on the current gear position of the vehicle; the current gear position includes a gear position under different driving modes; when the speed difference is greater than or equal to a first threshold, determining that the vehicle is in a gear disengagement state; and determining a first accumulated duration of the gear disengagement state; when the first accumulated duration is greater than or equal to a second threshold, sending a processing request to the vehicle electronic control unit VECU; the processing request is used to request the VECU to activate the corresponding processing mechanism for the current gear position.

[0007] In a second aspect, an embodiment of the present application provides a method for activating a gear shifting processing mechanism, which is applied to a vehicle electronic control unit (VECU), and the method includes: receiving a processing request sent by a hybrid transmission control unit (HTCU); the processing request is sent by the HTCU when a first accumulated time is greater than or equal to a second threshold; the first accumulated time is determined by the HTCU when a speed difference is greater than or equal to a first threshold; the speed difference is the speed difference between the two ends of the synchronizer determined by the HTCU based on the current gear position of the vehicle; judging the current gear position of the vehicle; the current gear position includes one of the gear positions under different driving modes; and activating the processing mechanism corresponding to the current gear position.

[0008] In a third aspect, an embodiment of the present application provides an activation device for a gear disengagement processing mechanism, the device comprising: a diagnostic module, configured to determine whether the vehicle meets a diagnostic condition when the vehicle completes a gear shift; a first determination module, configured to determine the speed difference at both ends of the synchronizer based on the current gear of the vehicle when the vehicle meets the diagnostic condition; the current gear includes one of the gears under different driving modes; a second determination module, configured to determine that the vehicle is in a gear disengagement state when the speed difference is greater than or equal to a first threshold; and determine a first accumulated duration of the gear disengagement state; a first sending module, configured to send a processing request to a vehicle electronic control unit VECU when the first accumulated duration is greater than or equal to a second threshold; the processing request is used to request the VECU to activate the corresponding processing mechanism for the current gear.

[0009] In a fourth aspect, an embodiment of the present application provides an activation device for a gear shifting processing mechanism, the device comprising: a receiving module configured to receive a processing request sent by a hybrid transmission control unit HTCU; the processing request is sent by the HTCU when a first accumulated time is greater than or equal to a second threshold; the first accumulated time is determined by the HTCU when a speed difference is greater than or equal to a first threshold; the speed difference is the speed difference between the two ends of the synchronizer determined by the HTCU based on the current gear position of the vehicle; a judgment module configured to judge the current gear position of the vehicle; the current gear position includes one of the gear positions under different driving modes; and an activation module configured to activate the processing mechanism corresponding to the current gear position.

[0010] In a fifth aspect, an embodiment of the present application provides an activation system for a gear disengagement processing mechanism, comprising a hybrid transmission control unit HTCU and a vehicle electronic control unit VECU, wherein: the HTCU is configured to determine whether the vehicle meets a diagnostic condition when the vehicle completes a gear shift; when the vehicle meets the diagnostic condition, determine the speed difference at both ends of the synchronizer based on the current gear position of the vehicle; the current gear position includes one of the gear positions under different driving modes; when the speed difference is greater than or equal to a first threshold, determine that the vehicle is in a gear disengagement state; and determine a first accumulated time length of the gear disengagement state; when the first accumulated time length is greater than or equal to a second threshold, send a notification to the vehicle electronic control unit VECU. The control unit VECU sends a processing request; the processing request is used to request the VECU to activate the corresponding processing mechanism for the current gear; the vehicle electronic control unit VECU is configured to receive the processing request sent by the HTCU; the processing request is sent by the HTCU when the first accumulated time is greater than or equal to the second threshold; the first accumulated time is determined by the HTCU when the speed difference is greater than or equal to the first threshold; the speed difference is the speed difference between the two ends of the synchronizer determined by the HTCU based on the current gear of the vehicle; the current gear of the vehicle is determined; the current gear includes one of the gears under different driving modes; and the processing mechanism corresponding to the current gear is activated.

[0011] In a sixth aspect, an embodiment of the present application provides a vehicle comprising a memory and a controller, wherein the memory stores a computer program that can be run on the controller, and the controller implements the steps in the above method when executing the program.

[0012] In a seventh aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which implements the steps in the above method when executed by a processor.

[0013] In an embodiment of the present application, when a vehicle completes a gear shift, it is pre-determined whether the vehicle meets the diagnostic conditions; then, based on the current gear position, the speed difference at both ends of the synchronizer is determined, wherein the current gear position includes a gear position under different drive modes; then, based on the speed difference, the vehicle is in a disengaged state and the cumulative duration of the disengaged state is determined, and when the cumulative duration exceeds a threshold, a processing request is sent to the vehicle electronic control unit so that the vehicle electronic control unit activates the processing mechanism corresponding to the current gear position. In this way, on the one hand, the vehicle's disengagement fault is avoided from being missed or falsely reported, thereby improving the reliability of disengagement diagnosis; on the other hand, when the vehicle is in a disengaged state, the processing request enables the vehicle electronic control unit to activate the corresponding processing mechanism according to the gear position under different drive modes, thereby increasing the diversity of the processing mechanism, thereby protecting the shift mechanism, avoiding safety accidents caused by unexpected deceleration of the vehicle, and improving driving safety.

[0014] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit the technical solutions of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In the accompanying drawings (which are not necessarily drawn to scale), like reference numerals may describe similar components in different views. Like reference numerals with different letter suffixes may represent different examples of similar components. The accompanying drawings generally illustrate various embodiments discussed herein by way of example and not limitation.

[0016] FIG1 is a schematic diagram of a vehicle shifting structure provided by an embodiment of the present application;

[0017] FIG2 is a flowchart of a method for activating a gear shift processing mechanism according to an embodiment of the present application;

[0018] FIG3 is a second flow chart of a method for activating a gear shift processing mechanism according to an embodiment of the present application;

[0019] FIG4 is a flowchart of a method for activating a shift-out processing mechanism according to an embodiment of the present application;

[0020] FIG5 is a schematic diagram of a gear holding failure processing mechanism provided by an embodiment of the present application;

[0021] FIG6 is a first schematic diagram of the structure of an activation device for a gear shifting processing mechanism according to an embodiment of the present application;

[0022] FIG7 is a second schematic diagram of the structure of an activation device for a gear shift processing mechanism provided in an embodiment of the present application;

[0023] FIG8 is a schematic diagram of a hardware entity of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0024] The exemplary embodiments disclosed herein will be described in more detail below with reference to the accompanying drawings. Although the accompanying drawings illustrate exemplary embodiments of the present application, it should be understood that the present application can be implemented in various forms and should not be limited by the specific embodiments described herein. Rather, these embodiments are provided to facilitate a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0025] In the following description, numerous specific details are provided to provide a more thorough understanding of the present application. However, it will be apparent to those skilled in the art that the present application can be practiced without one or more of these details. In other instances, certain technical features known in the art are not described to avoid confusion with the present application; that is, all features of actual embodiments are not described herein, nor are well-known functions and structures described in detail.

[0026] It should be understood that although the terms first, second, third, etc. can be used to describe various elements, components, areas, layers and / or parts, these elements, components, areas, layers and / or parts should not be limited by these terms. These terms are only used to distinguish one element, component, area, layer or part from another element, component, area, layer or part. Therefore, without departing from the teachings of this application, the first element, component, area, layer or part discussed below can be expressed as a second element, component, area, layer or part. When the second element, component, area, layer or part is discussed, it does not mean that the first element, component, area, layer or part necessarily exists in this application.

[0027] The purpose of the terms used herein is only to describe specific embodiments and is not intended to limit the present application. When used herein, the singular forms "a", "an", and "the" are intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the terms "comprising" and / or "including", when used in this specification, determine the presence of the features, integers, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, parts and / or groups. When used herein, the term "and / or" includes any and all combinations of the relevant listed items.

[0028] The present invention provides a vehicle shift mechanism 100, as shown in FIG1 . The vehicle shift mechanism 100 includes a vehicle electronic control unit (VECU) 110 for transmitting a target gear position; an engine 120 for providing power to the vehicle; wheels 130 for driving the vehicle; and a hybrid multi-speed transmission 140 for shifting vehicle gears. The hybrid multi-speed transmission 140 includes a hybrid transmission control unit (HTCU) 141 for controlling gear shifting; a drive motor 142 for driving the vehicle; a generator 143 for providing power; a gear transmission mechanism 144 (including a planetary carrier, fixed axis gears, ring gear, differential assembly, sun gear, and bearings) for transmitting motion and power; a shift actuator 145 (including a shift motor, shift hub, shift fork, and synchronizer) for implementing the shift operation; and synchronizers 146 (S1L, S1R, S2L, and S2R) for shortening shift times.

[0029] The power transmission routes include series mode, parallel (direct drive) mode, electronic continuously variable transmission (ECVT) mode, and pure electric vehicle (EV) mode. Among them, the ECVT mode includes EV operating conditions. The EV mode does not output power through the synchronizer and does not require gear shifting judgment.

[0030] Series mode: Synchronizer S2L is engaged, the engine is connected to the generator through synchronizer S2L, and the drive motor is connected to the output shaft through the speed gear and differential.

[0031] Parallel (direct drive) mode: There are four gears: (1) Parallel 1st gear: Synchronizers S1R and S2L are combined, the engine is connected to the output shaft through synchronizer S1R, speed gear, differential, the generator is connected to the output shaft through synchronizer S1R, speed gear, differential, the engine is connected to the generator through synchronizer S2L, and the drive motor is connected to the output shaft through speed gear, differential; (2) Parallel 2nd gear: Synchronizers S1R and S2R are combined, the engine is connected to the output shaft through synchronizer S1R, speed gear, differential, the drive motor is connected to the output shaft through speed gear, differential The synchronizer S1L and S2L are combined, the engine is connected to the output shaft through the synchronizer S1L, the speed gear, and the differential, the generator is connected to the output shaft through the synchronizer S1L, the speed gear, and the differential, the engine is connected to the generator through the synchronizer S2L, and the drive motor is connected to the output shaft through the speed gear and the differential; (4) Parallel 4 gears: The synchronizer S1L and S2R are combined, the engine is connected to the output shaft through the synchronizer S1L, the speed gear, and the differential, and the drive motor is connected to the output shaft through the speed gear and the differential.

[0032] ECVT mode: There are four gears in total; (1) ECVT1-1 gear or ECVT1-2 gear: synchronizer S1R is engaged, the engine is connected to the output shaft through synchronizer S1R, speed gear, differential, the generator is connected to the output shaft through synchronizer S1R, speed gear, differential, the engine is connected to the generator, and the drive motor is connected to the output shaft through speed gear, differential; (2) ECVT2-2 gear or ECVT2-1 gear: synchronizer S1L is engaged, the engine is connected to the output shaft through synchronizer S1L, speed gear, differential, the generator is connected to the output shaft through synchronizer S1L, speed gear, differential, and the drive motor is connected to the output shaft through speed gear, differential.

[0033] Currently, there are complex hybrid multi-speed transmissions, but the parallel mode gear disengagement judgment lacks enabling conditions, which is prone to missed reports and false alarms and poor reliability. When the vehicle is diagnosed as being in a gear disengagement state, the processing mechanism is to maintain the current gear, which has no protection against incorrect gear positions. The speed difference calculation method is simple and is not applicable to complex hybrid transmissions.

[0034] Based on the above-mentioned related issues, an embodiment of the present application provides a method for activating a gear disengagement processing mechanism. On the one hand, by pre-determining whether the vehicle meets the diagnostic conditions, the missed reporting or false reporting of the vehicle's gear disengagement fault is avoided, thereby improving the reliability of the gear disengagement diagnosis; on the other hand, when the vehicle is in the gear disengagement state, the electronic control unit of the entire vehicle is activated by processing the request according to the gear position under different driving modes, thereby increasing the diversity of the processing mechanism, which is beneficial to protecting the gear shifting mechanism, avoiding safety accidents caused by unexpected deceleration of the vehicle, and improving driving safety.

[0035] An embodiment of the present application provides a method for activating a gear shifting mechanism, as shown in FIG2 , which is applied to a hybrid transmission control unit (HTCU). The method includes the following steps S210 to S240 :

[0036] Step S210: When the vehicle completes the gear shift, determine whether the vehicle meets the diagnostic conditions.

[0037] Here, the vehicle completing the gear shift can be understood as the vehicle's current gear being in the target gear.

[0038] In an embodiment of the present application, the diagnostic conditions are used to determine whether the vehicle meets the requirements for out-of-gear diagnosis. If the vehicle meets the diagnostic conditions, it is determined whether the vehicle is out of gear; if the diagnostic conditions are not met, no determination is made.

[0039] It should be noted that, in the process of determining whether the vehicle is out of gear, if the vehicle does not meet the diagnostic conditions, the out of gear determination may be stopped.

[0040] Step S220: When the vehicle satisfies the diagnostic condition, the speed difference between both ends of the synchronizer is determined based on the current gear position of the vehicle; the current gear position includes a gear position under different driving modes.

[0041] Here, the different driving modes include series mode, parallel mode and ECVT mode.

[0042] It should be noted that the gears under different driving modes need to be implemented in combination with different synchronizers. Therefore, the HTCU needs to calculate the speed difference between the two ends of the synchronizer corresponding to the current gear.

[0043] Step S230: When the speed difference is greater than or equal to a first threshold, determining that the vehicle is in a disengagement state; and determining a first accumulated duration of the disengagement state.

[0044] In the embodiment of the present application, the first threshold value can be given based on a vehicle test, for example, 500 revolutions per minute (rpm).

[0045] It should be noted that if the speed difference between the two ends of the synchronizer is 0, it means that the vehicle is in the normal gear. However, in actual situations, there may be certain errors in the components, and the speed difference may not be 0.

[0046] Step S240: When the first accumulated time is greater than or equal to a second threshold, a processing request is sent to the vehicle electronic control unit VECU; the processing request is used to request the VECU to activate a corresponding processing mechanism for the current gear.

[0047] In the embodiment of the present application, the second threshold value may be given based on a vehicle test, for example, 2000ms. The processing mechanism may be understood as a safety mechanism or a degradation mode.

[0048] In the embodiment of the present application, the first cumulative duration can be calculated using the following formula (1):

[0049] t=T*N (1)

[0050] Wherein, t represents the first cumulative duration, T represents the period for determining the gear disengagement, N represents the number of times the gear disengagement state occurs, and * represents the multiplication symbol.

[0051] It should be noted that N can be calculated in a continuously increasing manner. For example, if the number of first error locations at the current moment is N, then the number of first error locations at the next moment is N+1. In a specific embodiment, within 500 milliseconds (ms), an error occurring every 100 ms is considered continuously increasing. If the first error occurs at the 100th ms and the second error occurs at the 300th ms, then it is not continuously increasing. If N does not continuously increase, then N restarts from zero.

[0052] In an embodiment of the present application, when the first accumulated time is greater than or equal to a first threshold, the HTCU may report a fault code and send a processing request to the VECU.

[0053] In the embodiment of the present application, on the one hand, by pre-determining whether the vehicle meets the diagnostic conditions, the underreporting or false reporting of the vehicle's gear shifting failure is avoided, thereby improving the reliability of the gear shifting diagnosis; on the other hand, when the vehicle is in the gear shifting state, the vehicle's electronic control unit is activated by processing the request according to the gear position under different driving modes, thereby increasing the diversity of the processing mechanism, which is beneficial to protecting the gear shifting mechanism, avoiding safety accidents caused by unexpected deceleration of the vehicle, and improving driving safety.

[0054] In some embodiments, the implementation of step S220 may include the following steps S221 to S227:

[0055] Step S221: When the current gear is in the series mode, the speed difference between the two ends of the first synchronizer is calculated.

[0056] Here, the first synchronizer may be the above-mentioned S1L.

[0057] Step S222: When the current gear is the first gear in the parallel mode, respectively calculating the speed difference between the first synchronizer and the second synchronizer.

[0058] Here, the first gear in the parallel mode may be the aforementioned parallel gear 1; and the second synchronizer may be the aforementioned S1R.

[0059] Step S223: When the current gear is the second gear in the parallel mode, respectively calculating the speed difference between the second synchronizer and the third synchronizer.

[0060] Here, the second gear in parallel mode may be the aforementioned parallel 2nd gear; and the third synchronizer may be the aforementioned S2R.

[0061] Step S224: when the current gear is the third gear in the parallel mode, respectively calculating the speed difference between the two ends of the first synchronizer and the speed difference between the two ends of the fourth synchronizer.

[0062] Here, the third gear in parallel mode may be the aforementioned parallel 3rd gear; and the fourth synchronizer may be the aforementioned S1L.

[0063] Step S225: When the current gear is the fourth gear in the parallel mode, respectively calculating the speed difference between the two ends of the third synchronizer and the speed difference between the two ends of the fourth synchronizer.

[0064] Here, the fourth gear in parallel mode may be the aforementioned parallel 4th gear.

[0065] Step S226: When the current gear is the first gear or the second gear of the electronic continuously variable transmission (ECVT) mode, calculate the speed difference between the two ends of the second synchronizer.

[0066] Here, the first gear position in the ECVT mode may be the above-mentioned ECVT1-1 gear position; the second gear position in the ECVT mode may be the above-mentioned ECVT1-2 gear position.

[0067] Step S227: When the current gear is the third gear or the fourth gear in the electronic continuously variable transmission (ECVT) mode, the speed difference between the two ends of the fourth synchronizer is calculated.

[0068] Here, the third gear in ECVT mode can be the above-mentioned ECVT2-2 gear; the fourth gear in ECVT mode can be the above-mentioned ECVT2-1 gear.

[0069] In an embodiment of the present application, for different driving modes of a complex hybrid transmission, the speed difference between the two ends of different synchronizers corresponding to the current gear is calculated. In this way, the diversity of calculating the speed difference is increased, making the speed difference calculation method suitable for complex hybrid transmissions, further improving the accuracy of gear disengagement judgment, and thus improving driving safety.

[0070] In some embodiments, calculating the speed difference between the first synchronizer, the second synchronizer, the third synchronizer, or the fourth synchronizer includes the following steps S2201 to S2204:

[0071] Step S2201: Acquire the generator speed of the vehicle and the engine speed of the vehicle.

[0072] In the embodiment of the present application, the generator speed and the engine speed can be obtained by: a sensor; a tachometer; or a calculation using the motor power supply frequency. This embodiment of the present application does not specifically limit this.

[0073] Step S2202: Determine the ring gear speed of the vehicle based on the generator speed and / or the engine speed.

[0074] In the embodiment of the present application, the calculation of the ring gear speed can be as follows:

[0075] V tooth = [V motion * (1 + i1) - V electric] ÷ i1 (2)

[0076] Among them, V tooth represents the ring gear speed, V dynamic represents the engine speed, V electric represents the generator speed, i1 represents the ratio of the ring gear speed to the sun gear speed, i1 is predetermined during the hardware design phase, and ÷ represents the division symbol.

[0077] For different gears in different driving modes, the ring gear speed can be equal to the engine speed.

[0078] Step S2203: Based on the ring gear speed, determine the speed of the first end and the speed of the second end corresponding to each synchronizer.

[0079] In an embodiment of the present application, the speed of the first end represents the actual speed of the synchronizer, and the speed of the second end represents the target speed of the synchronizer; or, the speed of the first end represents the target speed of the synchronizer, and the speed of the second end represents the actual speed of the synchronizer.

[0080] Step S2204: Calculate the difference between the rotational speed of the first end and the rotational speed of the second end to obtain the corresponding rotational speed difference between the two ends of each synchronizer.

[0081] In the embodiment of the present application, each synchronizer refers to a first synchronizer, a second synchronizer, a third synchronizer, or a fourth synchronizer.

[0082] It should be noted that the rotational speed difference is the absolute value of the difference.

[0083] In the embodiments of the present application, the ring gear speed is calculated using the generator speed and / or engine speed. The ring gear speed is then used to determine the speeds of the first and second ends of each synchronizer, ultimately determining the speed difference between the two ends of the synchronizer. This increases the diversity of speed difference calculations, making the speed difference calculation method applicable to complex hybrid transmissions, further improving the accuracy of gear shift detection, and thus enhancing driving safety.

[0084] In some embodiments, the implementation of step S2203 may include the following steps S22031 to S22035:

[0085] Step S22031: Obtain the output shaft speed of the vehicle and the gear train speed ratio corresponding to the synchronizer.

[0086] In this embodiment of the present application, the speed ratio i2 between the drive motor speed and the output shaft speed is pre-set during the hardware design phase. The output shaft speed can be calculated based on the drive motor speed and i2. The gear ratios corresponding to the synchronizer can be determined during the hardware design phase. For example, the S1R gear ratio is i3, and the S1L gear ratio is i4.

[0087] Step S22032: When the current gear is in series mode, the generator speed is used as the speed of the first end of the first synchronizer; and the ring gear speed is used as the speed of the second end of the first synchronizer.

[0088] In the embodiment of the present application, the current gear is in series mode. The speed of the first end of the first synchronizer is the generator speed, and the speed of the second end is the ring gear speed. For example, if the first synchronizer is S2L, the speed of the first end of S2L is the generator speed, and the speed of the second end of S2L is the ring gear speed. The ring gear speed is calculated by referring to the above formula (2).

[0089] Step S22033: When the current gear is in parallel mode, the ring gear speed is used as the speed of the first end of the second synchronizer or the fourth synchronizer; and the output shaft speed is multiplied by the gear system speed ratio corresponding to the synchronizer to obtain the speed of the second end of the second synchronizer or the fourth synchronizer.

[0090] In the embodiment of the present application, the current gear is in parallel mode, the second synchronizer may be S1R, and the fourth synchronizer may be S1L.

[0091] It should be noted that in the first gear of the parallel mode, the speed of the first end of the second synchronizer (e.g., S1R) is the ring gear speed, which is the engine speed. In the second gear of the parallel mode, the speed of the first end of the second synchronizer is the ring gear speed, which is the above formula (2). In the first or second gear of the parallel mode, the speed of the second end of the second synchronizer is the output shaft speed multiplied by the gear ratio of the synchronizer. For example, the gear ratio of the second synchronizer S1R is i3.

[0092] In addition, in the third gear of the parallel mode, the speed of the first end of the fourth synchronizer (e.g., S1L) is the ring gear speed, which is the engine speed. In the fourth gear of the parallel mode, the speed of the first end of the fourth synchronizer is the ring gear speed, which is the above formula (2). In the third or fourth gear of the parallel mode, the speed of the second end of the fourth synchronizer is the output shaft speed multiplied by the gear ratio of the synchronizer. For example, the gear ratio of the fourth synchronizer S1L is i4.

[0093] Step S22034: When the current gear is in parallel mode, the generator speed is used as the speed of the first end of the first synchronizer or the third synchronizer; and the output shaft speed is multiplied by the gear system speed ratio corresponding to the synchronizer to obtain the speed of the second end of the first synchronizer; the speed of the second end of the third synchronizer is 0.

[0094] In the embodiment of the present application, the current gear is in parallel mode, the first synchronizer may be S2L, and the gear ratio corresponding to S2L is i5, wherein i3, i4, and i5 may be the same or different. The third synchronizer may be S2R.

[0095] Step S22035: When the current gear is in ECVT mode, the ring gear speed is used as the speed of the first end of the second synchronizer or the fourth synchronizer; and the output shaft speed of the vehicle is multiplied by the gear system speed ratio corresponding to the synchronizer to obtain the speed of the second end of the second synchronizer or the fourth synchronizer.

[0096] Here, the ring gear speed can be calculated using the above formula (2).

[0097] In the embodiment of the present application, different calculation methods are used to determine the speeds at both ends of the synchronizer for different gear positions in different driving modes. This increases the diversity of speed difference calculations, improves the accuracy of speed difference, and further improves the accuracy of gear shift judgment, thereby improving driving safety.

[0098] In some embodiments, the implementation of step S210 may include the following steps S211 to S212:

[0099] Step S211: obtaining the vehicle speed and the engine torque of the vehicle;

[0100] Step S212: determining that the vehicle meets the diagnostic condition when the vehicle speed is less than or equal to a third threshold and the engine torque is greater than or equal to a fourth threshold; or

[0101] When the vehicle speed is less than or equal to the third threshold and the generator speed is greater than or equal to a fifth threshold, it is determined that the vehicle meets the diagnosis condition.

[0102] In the embodiment of the present application, the third threshold, the fourth threshold, and the fifth threshold may be determined by calibration. For example, the third threshold may be 1.5 kilometers per hour (km / h), the fourth threshold may be 35 Newton meters (Nm), and the fifth threshold may be 250 rpm.

[0103] In the embodiment of the present application, whether the vehicle is in a disengaged state can be diagnosed only after the vehicle meets the diagnostic conditions.

[0104] For example, when the vehicle speed is less than or equal to 1.5 km / h and the engine torque is greater than or equal to 35 Nm, the vehicle is considered to meet the diagnostic conditions; or, when the vehicle speed is less than or equal to 1.5 km / h and the generator speed is greater than or equal to 250 rpm, the vehicle is considered to meet the diagnostic conditions.

[0105] In another embodiment of the present application, if the vehicle speed is greater than 12 km / h, it can be considered that the vehicle meets the diagnostic conditions.

[0106] It should be noted that, during the process of diagnosing whether the vehicle is in a disengaged state, if the vehicle does not meet the diagnostic conditions, it is necessary to exit the diagnosis, that is, stop determining whether the vehicle is out of gear.

[0107] In the embodiment of the present application, before diagnosing whether the vehicle is out of gear, a diagnostic condition is set. In this way, the diagnostic condition effectively avoids the occurrence of missed faults and reduces the number of missed fault conditions, thereby improving the reliability of the diagnostic result.

[0108] In some embodiments, the method further includes step S310:

[0109] Step S310: Sending a lighting request to the VECU; the lighting request is used to request the VECU to light up the motor fault light and / or the fault indicator light.

[0110] In an embodiment of the present application, the HTCU sends a lighting request to the VECU. If the VECU receives the lighting request in the first driving cycle, the VECU sends a fault light lighting request to the vehicle's instrument, and the instrument lights up the motor fault light; if the VECU receives the lighting request in two consecutive driving cycles, the VECU sends a request to light up the motor fault light and the malfunction indicator lamp (MIL) to the instrument, and the instrument lights up the motor fault light and the MIL light.

[0111] The driving cycle can be customized. For new energy vehicles, the driving cycle can be defined as the first power-on to the second power-on, or the first power-on to the first power-off. The first and second driving cycles are defined as two consecutive power-ons.

[0112] In the embodiment of the present application, by requesting to light up the vehicle, the user is promptly reminded that the vehicle has a gear shift failure, so that the user can prepare countermeasures for the failure in advance and ensure the user's safety.

[0113] In some embodiments, the method further comprises:

[0114] Step S410: When the vehicle satisfies a first preset condition, the HTCU determines that the vehicle has completed a gear shift;

[0115] The first preset condition includes one or more of the following:

[0116] The target gear position sent by the VECU is consistent with the current gear position;

[0117] a deviation between the target shift hub position corresponding to the target gear position and the current shift hub position corresponding to the current gear position is less than or equal to a sixth threshold;

[0118] The shift motor speed of the vehicle is less than or equal to a seventh threshold;

[0119] The vehicle has no gear shift failure fault;

[0120] The HTCU self-test is successful;

[0121] The HTCU self-test fails and self-learning is completed;

[0122] The received driving status signal of the vehicle is valid, and the driving status signal includes one or more of the following: a vehicle speed signal, an engine speed signal, an engine torque signal, a generator speed signal, and a drive motor speed signal.

[0123] After the vehicle is powered on or started, the shift status is generally divided into "Shifting in Progress", "Shifting Failed", and "Shifting Failed". When the shift status shows "Shifting Completed", it is considered to be in gear.

[0124] In the embodiment of the present application, the self-test is used to verify whether the current position of the shift motor acquired by the sensor is consistent with the position of the shift motor stored after the vehicle was last powered off.

[0125] In an embodiment of the present application, when the vehicle detects that the current position of the shift motor obtained by the sensor is inconsistent with the position of the shift motor stored after the vehicle was last powered off, the position of the shift motor is adjusted through self-learning.

[0126] In the implementation of the present application, the driving status signal may be obtained by the HTCU from different sensors.

[0127] In the embodiment of the present application, whether the vehicle has completed the gear shift is determined by the first preset condition, thereby ensuring the effectiveness of the vehicle's determination of the gear shift failure and avoiding waste of resources.

[0128] The present application provides an activation method for a gear shifting mechanism, as shown in FIG3 , which is applied to a vehicle electronic control unit (VECU). The method includes the following steps S510 to S530 :

[0129] Step S510: receiving a processing request sent by a hybrid transmission control unit HTCU; the processing request is sent by the HTCU when the first accumulated time is greater than or equal to a second threshold; the first accumulated time is determined by the HTCU when the speed difference is greater than or equal to the first threshold; the speed difference is the speed difference between the two ends of the synchronizer determined by the HTCU based on the current gear position of the vehicle.

[0130] Step S520: Determine the current gear position of the vehicle; the current gear position includes a gear position under different driving modes.

[0131] In an embodiment of the present application, an embodiment of the VECU determining the current gear position may include: first, the HTCU sends the current gear position to the VECU in the form of a signal, and the VECU obtains the current gear position by parsing the signal.

[0132] Step S530: activating the processing mechanism corresponding to the current gear.

[0133] In the embodiment of the present application, different gears correspond to different processing mechanisms (ie, degradation modes).

[0134] In an embodiment of the present application, after receiving a processing request, the VECU activates the corresponding processing mechanism according to the current gear position. In this way, when the vehicle is in a disengaged state, the processing mechanism is optimized, a reliable safety mechanism is provided, the shifting mechanism is protected, maintenance costs are reduced, and driving safety is improved.

[0135] In some embodiments, the implementation of step S530 may include the following steps S531 to S532:

[0136] Step S531: When the driving mode of the current gear is the series mode or the electronic continuously variable transmission ECVT mode, activate the first processing mechanism; the first processing mechanism is configured to keep the target gear in the VECU unchanged, keep the current gear unchanged, and limit the vehicle speed to a first preset speed.

[0137] In the embodiment of the present application, the target gear is the desired gear set by the VECU. When performing a gear shift, the VECU sends the target gear to the HTCU, and the HTCU switches the current gear to the target gear.

[0138] In an embodiment of the present application, both the series mode and the ECVT mode are combined with only one synchronizer. When the current gear is the series mode or the ECVT mode, the VECU maintains the target gear unchanged, the HTCU maintains the current gear unchanged, and the VECU limits the vehicle speed to the first preset speed (for example, 6 km / h).

[0139] Step S532: When the driving mode of the current gear is the parallel mode or the pure electric vehicle mode, activate the second processing mechanism; the second processing mechanism is configured to switch the current gear to the gear under the electronic continuously variable transmission mode, and limit the vehicle speed to a second preset speed.

[0140] In the embodiment of the present application, the second preset vehicle speed may be the same as or different from the first preset vehicle speed.

[0141] In the embodiment of the present application, the parallel mode combines two synchronizers. Therefore, if a gear is out of gear in the parallel mode, one synchronizer needs to be abandoned, and the EVCU switches the current gear to the gear in the ECVT mode and limits the vehicle speed to the second preset speed.

[0142] Exemplarily, the specific implementation method of the second processing mechanism includes: if the current gear is parallel 1, the VECU switches the target gear to ECVT1-1 (i.e., the first gear in the above-mentioned ECVT mode), and the HTCU switches the current gear to ECVT1-1. After the gear shift is completed, it remains in the current ECVT gear, and the vehicle speed is limited to the second preset speed; if the current gear is parallel 2 or EV mode 1, the VECU switches the target gear to ECVT1-2 (i.e., the second gear in the above-mentioned ECVT mode), and the HTCU switches the current gear to ECVT1-2. After the gear shift is completed, it remains in the current ECVT gear, and the vehicle speed is limited to the second preset speed; if the current gear is parallel 2 or EV mode 1, the VECU switches the target gear to ECVT1-2 (i.e., the second gear in the above-mentioned ECVT mode), and the HTCU switches the current gear to ECVT1-2. After the gear shift is completed, it remains in the current ECVT gear, and the vehicle speed is limited to the second preset speed; When the 3rd gear is engaged, the VECU switches the target gear to ECVT2-1 (i.e. the third gear in the above-mentioned ECVT mode), and the HTCU switches the current gear to ECVT2-1. After the gear shift is completed, it maintains the current ECVT gear and limits the vehicle speed to the second preset speed. If the current gear is the 4th gear in parallel or the 2nd gear in EV mode, the VECU switches the target gear to ECVT2-2 (i.e. the fourth gear in the above-mentioned ECVT mode), and the HTCU switches the current gear to ECVT2-2. After the gear shift is completed, it maintains the current ECVT gear and limits the vehicle speed to the second preset speed.

[0143] In the embodiment of the present application, by providing processing mechanisms corresponding to different driving modes, the reliability of the safety mechanism is improved, the shifting mechanism is protected, the maintenance cost is reduced, and the driving safety is improved.

[0144] The following describes in detail the activation method of the out-of-gear processing mechanism provided in the embodiment of the present application in combination with specific application scenarios.

[0145] An embodiment of the present application relates to another method for activating a gear disengagement processing mechanism. Through a reliable and practical hybrid multi-speed transmission gear holding failure diagnosis and processing mechanism, it can meet the needs of diagnosing gear holding failure faults in various driving modes. At the same time, it is a reliable safety mechanism to protect the shifting mechanism, reduce maintenance costs, and improve driving safety.

[0146] Another method for activating the gear shifting mechanism will be described in detail below. As shown in FIG4 , the method includes the following steps S1 to S9:

[0147] Step S1: The vehicle is powered on or started.

[0148] Step S2: The HTCU determines whether the vehicle has completed the gear shift. If the gear shift is completed, the process proceeds to step S3; otherwise, the process stops.

[0149] In the embodiment of the present application, the main conditions for judging whether the vehicle has completed the gear shift include the following conditions: (1) the target gear position in the VECU is consistent with the current gear position fed back by the HTCU; (2) the deviation between the target shift hub position and the actual shift hub position is less than or equal to threshold 1 (i.e., the sixth threshold mentioned above), generally, threshold 1 is 2 degrees; (3) the shift motor speed is less than or equal to threshold 2 (i.e., the seventh threshold mentioned above), generally, threshold 2 is 5 rpm; (4) there is no gear shift failure fault; (5) self-test is successful or self-learning is completed; (6) the vehicle speed signal, engine speed signal, engine torque signal, generator speed and drive motor speed signal are valid.

[0150] It should be noted that if the vehicle meets the six main conditions at the same time, it is determined that the vehicle has completed the gear shift.

[0151] Step S3: The HTCU determines whether the diagnostic conditions are met. If so, the process proceeds to step 4; otherwise, the process stops.

[0152] In the embodiment of the present application, the diagnostic condition can be understood as an enabling condition. When the vehicle meets the diagnostic condition, the HTCU automatically enters the diagnosis of the vehicle's out-of-gear state.

[0153] In the embodiments of the present application, it is determined that the vehicle meets the diagnostic conditions and enters the diagnosis of the out-of-gear state. The embodiments include: Embodiment 1: When the vehicle speed is greater than or equal to 12 km / h, the HTCU automatically enters the diagnosis of the vehicle out-of-gear state; after entering the diagnosis, if the vehicle speed is less than or equal to 10 km / h, the diagnosis is exited; Embodiment 2: When the vehicle speed is less than or equal to 1.5 km / h and the engine torque is greater than or equal to 35 Nm, the diagnosis is entered; after entering the diagnosis, if the vehicle speed is greater than or equal to 1.2 km / h or the vehicle speed is less than or equal to 1.2 km / h but the engine torque is less than or equal to 5 Nm, the diagnosis is exited; Embodiment 3: When the vehicle speed is less than or equal to 1.5 km / h and the generator speed is greater than or equal to 250 rpm, the diagnosis is entered; after entering the diagnosis, if the vehicle speed is greater than or equal to 1.2 km / h or the vehicle speed is less than or equal to 1.2 km / h but the engine torque is less than or equal to 5 Nm or the vehicle speed is less than or equal to 1.2 km / h but the generator speed is less than or equal to 50 rpm, the diagnosis is exited.

[0154] Step S4: The HTCU calculates the speed difference between the two ends of the synchronizer.

[0155] In the embodiment of the present application, the speed ratio between the ring gear and the sun gear is i1 (this value is determined during the hardware design stage), the speed ratio between the drive motor and the output shaft is i2 (this value is determined during the hardware design stage), the speed ratio of the S1R gear system is i3 (this value is determined during the hardware design stage), and the speed ratio of the S1L gear system is i4 (this value is determined during the hardware design stage). The speed difference between different gears is calculated as follows:

[0156] Series mode: Synchronizer S2L is engaged. The speed difference between the two ends of S2L is equal to the absolute value of the difference between the speed of the first end of S2L and the speed of the second end of S2L. The speed of the first end of S2L is equal to the generator speed. The speed of the second end of S2L is calculated using the above formula (2).

[0157] Parallel Gear 1 (i.e., the first gear in the parallel mode described above): Synchronizers S1R and S2L engage. 1) The speed difference between S1R and S1R equals the absolute value of the difference between the speeds of the first and second ends of S1R, where the speed of the first end of S1R is equal to the engine speed, and the speed of the second end of S1R is equal to the output shaft speed multiplied by i3. 2) The speed difference between S2L and S2L equals the absolute value of the difference between the speeds of the first and second ends of S2L, where the speed of the first end of S2L is equal to the generator speed, and the speed of the second end of S2L is equal to the output shaft speed multiplied by i3.

[0158] Parallel 2nd gear (i.e., the second gear in the parallel mode described above): Synchronizers S1R and S2R are engaged. 1) The speed difference between the two ends of S1R is equal to the absolute value of the difference between the speed of the first end of S1R and the speed of the second end of S1R, where the speed of the first end of S1R is calculated using the above formula (2), the speed of the second end of S1R is equal to the output shaft speed multiplied by i3, and the speed of the second end of S1R is also equal to the speed of the drive motor multiplied by i3 divided by i2; 2) The speed difference between the two ends of S2R is equal to the absolute value of the difference between the speed of the first end of S2R and the speed of the second end of S2R, the speed of the first end of S2R is equal to the generator speed, and the target speed of S2R is 0.

[0159] Parallel 3rd gear (i.e., the third gear in the parallel mode described above): Synchronizers S1L and S2L are engaged. 1) The speed difference between the two ends of S1L is equal to the absolute value of the difference between the speed of the first end of S1L and the speed of the second end of S1R, wherein the speed of the first end of S1L is equal to the engine speed, the speed of the second end of S1L is equal to the output shaft speed multiplied by i4, and the speed of the second end of S1L is also equal to the drive motor speed multiplied by i4 divided by i2; 2) The speed difference between the two ends of S2L is equal to the absolute value of the difference between the speed of the first end of S2L and the speed of the second end of S2L, wherein the speed of the first end of S2L is equal to the generator speed, the speed of the second end of S2L is equal to the output shaft speed multiplied by i4, and the speed of the second end of S2L is also equal to the drive motor speed multiplied by i4 divided by i2.

[0160] Parallel 4th gear (i.e., the fourth gear in the aforementioned parallel mode): Synchronizers S1L and S2R are engaged. 1) The speed difference between S1L and S2R is equal to the absolute value of the difference between the speed at the first end of S1L and the speed at the second end of S1L, where the speed at the first end of S1L is calculated using the aforementioned formula (2), and the speed at the second end of S1L is equal to the output shaft speed multiplied by i4. The speed at the second end of S1L is also equal to the drive motor speed multiplied by i4 divided by i2. 2) The speed difference between S2R and S2R is equal to the absolute value of the difference between the speed at the first end of S2R and the speed at the second end of S2R, where the speed at the first end of S2R is equal to the generator speed, and the speed at the second end of S2R is zero.

[0161] ECVT1-1 (i.e., the first gear position in the ECVT mode described above) / ECVT1-2 (i.e., the second gear position in the ECVT mode described above): Synchronizer S1R is engaged. The speed difference between the two ends of S1R is equal to the absolute value of the difference between the speed at the first end of S1R and the speed at the second end of S1R. The speed at the first end of S1R is calculated using the above formula (2). The speed at the second end of S1R is equal to the output shaft speed multiplied by i3. The speed at the second end of S1R is also equal to the drive motor speed multiplied by i3 divided by i2.

[0162] ECVT2-1 (i.e., the third gear in the aforementioned ECVT mode) / ECVT2-2 (i.e., the fourth gear in the aforementioned ECVT mode): Synchronizer S1L engages. The speed difference between the two ends of S1L is equal to the absolute value of the difference between the speed at the first end of S1L and the speed at the second end of S1L. The speed at the first end of S1L is calculated using the aforementioned formula (2). The speed at the second end of S1L is equal to the output shaft speed multiplied by i4. The speed at the second end of S1L is also equal to the drive motor speed multiplied by i4 divided by i2.

[0163] Step S5: The HTCU determines whether the speed difference is greater than or equal to a first threshold; if so, execute step S6; otherwise, stop.

[0164] In an embodiment of the present application, in series mode: if the calculated speed difference at both ends of the S2L synchronizer is greater than or equal to threshold 3 (i.e., the above-mentioned first threshold); in parallel mode, first gear: if the calculated speed difference at both ends of the S1R or S2L synchronizer is greater than or equal to the first threshold; in parallel mode, second gear: if the calculated speed difference at both ends of the S1R or S2R synchronizer is greater than or equal to the first threshold; in parallel mode, third gear: if the calculated speed difference at both ends of the S1L or S2L synchronizer is greater than or equal to the first threshold; in parallel mode, fourth gear: if the calculated speed difference at both ends of the S1L or S2R synchronizer is greater than or equal to the first threshold; in ECVT mode, first gear or second gear: if the calculated speed difference at both ends of the S1R synchronizer is greater than or equal to the first threshold; in ECVT mode, third gear or fourth gear: if the calculated speed difference at both ends of the S1L synchronizer is greater than or equal to the first threshold; then it indicates that the vehicle is in a disengaged state.

[0165] Step S6: The HTCU calculates a first accumulated time duration during which the rotation speed difference is greater than or equal to a first threshold.

[0166] In the embodiment of the present application, the first accumulation can be calculated using the above formula (1).

[0167] Step S7: Determine whether the first accumulated duration is greater than or equal to the second threshold; if so, execute step S8; otherwise, stop.

[0168] In the embodiment of the present application, the first accumulated time is the accumulated time that the vehicle is in the out-of-gear state. If the first accumulated time is greater than or equal to the second threshold, it indicates that the time that the vehicle is in the out-of-gear state exceeds the second threshold, that is, the HTCU fails to maintain the current gear.

[0169] Step S8: The HTCU reports a fault code and sends a lighting request and a processing request to the VECU.

[0170] In the embodiment of the present application, when the HTCU fails to maintain the current gear, the HTCU reports a fault code and sends a lighting request and a processing request to the VECU to remind the user that the vehicle has a fault.

[0171] Step S9: The VECU turns on the fault light and activates the processing mechanism.

[0172] In an embodiment of the present application, after receiving the lighting request and the processing request, the VECU lights up the fault light and activates the processing mechanism corresponding to the current gear position.

[0173] For example, the embodiment of the present application provides a gear holding failure processing mechanism, as shown in FIG5 , if the current gear of the vehicle is parallel 3rd gear (i.e., the third gear in the above-mentioned parallel mode), the HTCU shift status display is completed; the current shift hub angle is 250°; when the vehicle speed is greater than or equal to 15km / h, for example, the vehicle speed is 25km / h to 60km / h, the corresponding HTCU diagnosis enable flag in FIG5 is 1, then the vehicle enters the gear disengagement state diagnosis; the speed difference between the two ends of the S1L synchronizer and the speed difference between the two ends of the S2L synchronizer corresponding to the parallel 3rd gear are calculated respectively. When the speed difference between the two ends of the synchronizer S2L is 1900r pm, is greater than 1rpm, and lasts for 2000ms, it means that the HTCU gear holding has failed, and the HTCU issues a downgrade request HTCU_Fault (i.e., the above-mentioned processing mechanism); the VECU switches the target gear from parallel 3rd gear to ECVT2-1 gear (i.e., the third gear in the above-mentioned ECVT mode), and the HTCU starts shifting. The HTCU shifting state is in the process of shifting. After the shift hub angle changes from 250° to 160°, the HTCU shifting state changes to completed; the engine target torque limit reaches about 35Nm, and the vehicle can only limp at a maximum speed of 2km / h (i.e., the above-mentioned second preset speed).

[0174] The advantages of the activation method of the gear disengagement processing mechanism provided in the embodiment of the present application include: from the perspective of hardware protection and functional safety, it provides a gear holding failure diagnosis and degradation processing that meets different driving modes such as series, direct drive / parallel, and ECVT / EV; by optimizing the diagnostic conditions, it effectively avoids false faults and reduces missed fault conditions; from the perspective of failure mode (for example, taking into account the situation where the shift hub is incorrectly positioned), it optimizes the degradation processing, provides a reliable safety mechanism, protects the shift mechanism, reduces maintenance costs, and improves driving safety.

[0175] The embodiment of the present application provides an activation device for a gear shift processing mechanism. As shown in FIG6 , the activation device 600 for the gear shift processing mechanism includes:

[0176] The diagnostic module 601 is configured to determine whether the vehicle meets a diagnostic condition when the vehicle completes a gear shift;

[0177] A first determining module 602 is configured to determine a speed difference between two ends of a synchronizer based on a current gear position of the vehicle when the vehicle satisfies the diagnostic condition; the current gear position includes a gear position under different driving modes;

[0178] The second determining module 603 is configured to determine that the vehicle is in a disengaged state when the speed difference is greater than or equal to a first threshold; and determine a first accumulated duration of the disengaged state;

[0179] The first sending module 604 is configured to send a processing request to the vehicle electronic control unit VECU when the first accumulated time is greater than or equal to a second threshold; the processing request is used to request the VECU to activate the corresponding processing mechanism for the current gear.

[0180] In some embodiments, the first determination module 602 includes a calculation submodule, which is configured to calculate the speed difference across the first synchronizer when the current gear position is in the series mode; calculate the speed difference across the first synchronizer and the speed difference across the second synchronizer when the current gear position is in the first gear position in the parallel mode; calculate the speed difference across the second synchronizer and the speed difference across the third synchronizer when the current gear position is in the second gear position in the parallel mode; calculate the speed difference across the first synchronizer and the speed difference across the fourth synchronizer when the current gear position is in the third gear position in the parallel mode; calculate the speed difference across the third synchronizer and the speed difference across the fourth synchronizer when the current gear position is in the fourth gear position in the parallel mode; calculate the speed difference across the second synchronizer when the current gear position is in the first gear position or the second gear position in the electronic continuously variable transmission (ECVT) mode; and calculate the speed difference across the fourth synchronizer when the current gear position is in the third gear position or the fourth gear position in the electronic continuously variable transmission (ECVT) mode.

[0181] In some embodiments, the calculation submodule includes a first acquisition unit, configured to obtain the generator speed of the vehicle and the engine speed of the vehicle; a first determination unit, configured to determine the ring gear speed of the vehicle based on the generator speed and / or the engine speed; a second determination unit, configured to determine the speed of the first end and the speed of the second end corresponding to each synchronizer based on the ring gear speed; a first calculation unit, configured to calculate the difference between the speed of the first end and the speed of the second end, and obtain the speed difference corresponding to the two ends of each synchronizer.

[0182] In some embodiments, the second determination unit includes an acquisition subunit, which is configured to acquire the output shaft speed of the vehicle and the gear system speed ratio corresponding to the synchronizer; the first determination subunit is configured to, when the current gear is in series mode, use the generator speed as the speed of the first end of the first synchronizer; and use the ring gear speed as the speed of the second end of the first synchronizer; the second determination subunit is configured to, when the current gear is in parallel mode, use the ring gear speed as the speed of the first end of the second synchronizer or the fourth synchronizer; and multiply the output shaft speed by the gear system speed ratio corresponding to the synchronizer to obtain the speed of the second end of the second synchronizer or the fourth synchronizer. speed; a third determining subunit is configured to, when the current gear is in parallel mode, use the generator speed as the speed of the first end of the first synchronizer or the third synchronizer; and multiply the output shaft speed by the gear system speed ratio corresponding to the synchronizer to obtain the speed of the second end of the first synchronizer; the speed of the second end of the third synchronizer is 0; a fourth determining subunit is configured to, when the current gear is in ECVT mode, use the ring gear speed as the speed of the first end of the second synchronizer or the fourth synchronizer; and multiply the output shaft speed of the vehicle by the gear system speed ratio corresponding to the synchronizer to obtain the speed of the second end of the second synchronizer or the fourth synchronizer.

[0183] In some embodiments, the diagnostic module 601 includes: an acquisition submodule, configured to acquire the vehicle speed and the engine torque of the vehicle; a first determination submodule, configured to determine that the vehicle meets the diagnostic condition when the vehicle speed is less than or equal to a third threshold and the engine torque is greater than or equal to a fourth threshold; or, to determine that the vehicle meets the diagnostic condition when the vehicle speed is less than or equal to the third threshold and the generator speed is greater than or equal to a fifth threshold.

[0184] In some embodiments, the activation device 600 of the gear shift processing mechanism further includes: a second sending module configured to send a lighting request to the VECU; the lighting request is used to request the VECU to light up the motor fault light and / or the fault indicator light.

[0185] In some embodiments, the activation device 600 of the gear shift processing mechanism also includes: a third determination module, configured to determine that the HTCU determines that the vehicle has completed the gear shift when the vehicle meets a first preset condition; wherein the first preset condition includes one or more of the following: the target gear sent by the VECU is consistent with the current gear; the deviation between the target shift hub position corresponding to the target gear and the current shift hub position corresponding to the current gear is less than or equal to the sixth threshold; the shift motor speed of the vehicle is less than or equal to the seventh threshold; the vehicle has no gear shift failure fault; the HTCU self-test is successful; the HTCU self-test fails and self-learning is completed; the received driving status signal of the vehicle is valid, and the driving status signal includes one or more of the following: vehicle speed signal, engine speed signal, engine torque signal, generator speed signal, drive motor speed signal.

[0186] The embodiment of the present application provides an activation device for a gear shift processing mechanism. As shown in FIG7 , the activation device 700 for the gear shift processing mechanism includes:

[0187] a receiving module 701 configured to receive a processing request sent by a hybrid transmission control unit (HTCU); the processing request is sent by the HTCU when a first accumulated time is greater than or equal to a second threshold; the first accumulated time is determined by the HTCU when a speed difference is greater than or equal to a first threshold; the speed difference is a speed difference between both ends of the synchronizer determined by the HTCU based on a current gear position of the vehicle;

[0188] The determination module 702 is configured to determine a current gear position of the vehicle; the current gear position includes a gear position under different driving modes;

[0189] The activation module 703 is configured to activate the processing mechanism corresponding to the current gear.

[0190] In some embodiments, the activation module 703 also includes: a first activation submodule, configured to activate a first processing mechanism when the driving mode of the current gear is a series mode or an electronic continuously variable transmission ECVT mode; the first processing mechanism is configured to keep the target gear in the VECU unchanged, keep the current gear unchanged, and limit the vehicle speed to a first preset speed; a second activation submodule, configured to activate a second processing mechanism when the driving mode of the current gear is a parallel mode or a pure electric vehicle mode; the second processing mechanism is configured to switch the current gear to a gear under the electronic continuously variable transmission mode, and limit the vehicle speed to a second preset speed.

[0191] The description of the embodiment of the activation device of the disengagement processing mechanism is similar to the description of the embodiment of the activation method of the disengagement processing mechanism, and has similar beneficial effects as the embodiment of the method. In some embodiments, the functions or modules included in the activation device of the disengagement processing mechanism provided in the embodiment of the present application can be used to execute the method described in the embodiment of the activation method of the disengagement processing mechanism. For technical details not disclosed in the embodiment of the device of the present application, please refer to the description of the embodiment of the activation method of the disengagement processing mechanism of the present application for understanding.

[0192] The embodiment of the present application provides an activation system for a gear shifting mechanism, including a hybrid transmission control unit (HTCU) and a vehicle electronic control unit (VECU), wherein:

[0193] The HTCU is configured to, when a vehicle completes a gear shift, determine whether the vehicle satisfies a diagnostic condition; if the vehicle satisfies the diagnostic condition, determine a speed difference between two ends of a synchronizer based on a current gear position of the vehicle; the current gear position includes a gear position under different driving modes; if the speed difference is greater than or equal to a first threshold, determine that the vehicle is in a disengaged state; and determine a first accumulated duration of the disengaged state; if the first accumulated duration is greater than or equal to a second threshold, send a processing request to a vehicle electronic control unit (VECU); the processing request is used to request the VECU to activate a corresponding processing mechanism for the current gear position;

[0194] The vehicle electronic control unit (VECU) is configured to receive a processing request sent by the HTCU; the processing request is sent by the HTCU when a first accumulated time is greater than or equal to a second threshold; the first accumulated time is determined by the HTCU when a speed difference is greater than or equal to a first threshold; the speed difference is the speed difference between the two ends of the synchronizer determined by the HTCU based on the current gear position of the vehicle; determine the current gear position of the vehicle; the current gear position includes a gear position under different driving modes; and activate a processing mechanism corresponding to the current gear position.

[0195] It can be seen that the activation system of the disengagement processing mechanism provided by the embodiment of the present application, when the vehicle completes the gear shift, pre-determines whether the vehicle meets the diagnostic conditions; then determines the speed difference at both ends of the synchronizer based on the current gear position, wherein the current gear position includes a gear position under different driving modes; then determines the cumulative time the vehicle is in the disengagement state and the disengagement state based on the speed difference, and sends a processing request to the vehicle electronic control unit when the cumulative time exceeds the threshold; after receiving the processing request, the vehicle electronic control unit activates the corresponding processing mechanism based on the current gear position. In this way, the vehicle's disengagement fault is avoided from being missed or falsely reported, the reliability of the disengagement diagnosis is improved, and a reliable safety mechanism is provided, which is conducive to protecting the shift mechanism, avoiding safety accidents caused by unexpected deceleration of the vehicle, and improving driving safety.

[0196] It should be noted that, in the embodiment of the present application, if the activation method of the above-mentioned disengagement processing mechanism is implemented in the form of a software function module and is sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application can be embodied in the form of a software product in essence or in other words, the part that contributes to the relevant technology can be stored in the form of a software product. The software product is stored in a storage medium, including a number of instructions for enabling a vehicle to execute all or part of the activation method of the disengagement processing mechanism described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a U disk, a mobile hard disk, a read-only memory (ROM), a magnetic disk or an optical disk. In this way, the embodiment of the present application is not limited to any specific hardware, software or firmware, or any combination of hardware, software and firmware.

[0197] An embodiment of the present application provides an activation device for a gear shift processing mechanism, including a memory and a controller, wherein the memory stores a computer program that can be run on the controller, and when the controller executes the program, it implements some or all of the steps in the activation method of the above-mentioned gear shift processing mechanism.

[0198] The present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a controller, implements some or all of the steps in the method for activating the above-mentioned de-staging mechanism. The computer-readable storage medium may be transient or non-transient.

[0199] An embodiment of the present application provides a computer program comprising a computer-readable code. When the computer-readable code runs in a vehicle, a controller in the vehicle executes some or all of the steps in the activation method for implementing the above-mentioned gear shifting processing mechanism.

[0200] An embodiment of the present application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program, and when the computer program is read and executed by a computer, implements some or all of the steps in the activation method of the above-mentioned de-archiving processing mechanism. The computer program product can be implemented specifically by hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium. In other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0201] It should be pointed out here that the description of the various embodiments above tends to emphasize the differences between the various embodiments, and the same or similar aspects can be referenced to each other. The description of the above device, storage medium, computer program and computer program product embodiments is similar to the description of the above-mentioned de-archiving processing mechanism activation method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the embodiments of the present application's device, storage medium, computer program and computer program product, please refer to the description of the embodiment of the activation method of the de-archiving processing mechanism of the present application for understanding.

[0202] It should be noted that an embodiment of the present application provides a hardware entity of a vehicle, as shown in Figure 8, the hardware entity of the vehicle 800 includes: a controller 801, a communication interface 802 and a memory 803, wherein: the controller 801 generally controls the overall operation of the vehicle 800. The communication interface 802 enables the activation device of the gear shift processing mechanism to communicate with other terminals or servers through the network. The memory 803 is configured to store instructions and applications executable by the controller 801, and can also cache data to be processed or processed by the controller 801 and each module in the vehicle 800 (for example, image data, audio data, voice communication data and video communication data), which can be implemented by flash memory (FLASH) or random access memory (Random Access Memory, RAM). Data transmission between the controller 801, the communication interface 802 and the memory 803 can be carried out through the bus 804.

[0203] It should be understood that "one embodiment" or "an embodiment" mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned steps / processes does not mean the order of execution, and the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application. The above-mentioned serial numbers of the embodiments of the present application are for description only and do not represent the advantages and disadvantages of the embodiments.

[0204] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0205] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0206] The units described above as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units; they may be located in one place or distributed across multiple network units; some or all of the units may be selected according to actual needs to achieve the purpose of the scheme of this embodiment.

[0207] In addition, all functional units in the embodiments of the present application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the above-mentioned integrated units can be implemented in the form of hardware or in the form of hardware plus software functional units.

[0208] Those skilled in the art will understand that all or part of the steps of implementing the above-mentioned method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above-mentioned method embodiment; and the aforementioned storage medium includes: mobile storage devices, read-only memories (ROM), magnetic disks or optical disks, and other media that can store program codes.

[0209] Alternatively, if the above-mentioned integrated unit of the present application is implemented in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the relevant technology, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for enabling a vehicle to execute all or part of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks or optical disks.

[0210] The above is only an implementation method of the present application, but the scope of protection of the present application is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be covered by the scope of protection of the present application.

Claims

1. A method for activating a gear disengagement processing mechanism, characterized in that, Applied to the hybrid transmission control unit HTCU, the method includes: When the vehicle completes a gear shift, determine whether the vehicle meets the diagnostic conditions; When the vehicle meets the diagnostic conditions, based on the current gear of the vehicle, determine the rotational speed difference between both ends of the synchronizer; the current gear includes one of the gears in different driving modes; When the rotational speed difference is greater than or equal to the first threshold, determine that the vehicle is in a gear disengaged state; and determine the first cumulative duration of the gear disengaged state; When the first cumulative duration is greater than or equal to the second threshold, send a processing request to the vehicle electronic control unit VECU; the processing request is used to request the VECU to activate the corresponding processing mechanism for the current gear.

2. The method according to claim 1, wherein The determining the rotational speed difference between both ends of the synchronizer based on the current gear of the vehicle includes: When the current gear is in the series mode, calculate the rotational speed difference between both ends of the first synchronizer; When the current gear is in the first gear of the parallel mode, calculate the rotational speed difference between both ends of the first synchronizer and the rotational speed difference between both ends of the second synchronizer respectively; When the current gear is in the second gear of the parallel mode, calculate the rotational speed difference between both ends of the second synchronizer and the rotational speed difference between both ends of the third synchronizer respectively; When the current gear is in the third gear of the parallel mode, calculate the rotational speed difference between both ends of the first synchronizer and the rotational speed difference between both ends of the fourth synchronizer respectively; When the current gear is in the fourth gear of the parallel mode, calculate the rotational speed difference between both ends of the third synchronizer and the rotational speed difference between both ends of the fourth synchronizer respectively; When the current gear is in the first gear or the second gear of the electronic continuously variable transmission (ECVT) mode, calculate the rotational speed difference between both ends of the second synchronizer; When the current gear is in the third gear or the fourth gear of the electronic continuously variable transmission (ECVT) mode, calculate the rotational speed difference between both ends of the fourth synchronizer.

3. The method according to claim 2, wherein Calculating the rotational speed difference between both ends of the first synchronizer or the second synchronizer or the third synchronizer or the fourth synchronizer includes: Obtain the rotational speed of the vehicle's generator and the rotational speed of the vehicle's engine; Based on the rotational speed of the generator and / or the rotational speed of the engine, determine the rotational speed of the ring gear of the vehicle; Based on the rotational speed of the ring gear, determine the rotational speed of the first end and the rotational speed of the second end corresponding to each synchronizer; Calculate the difference between the rotational speed of the first end and the rotational speed of the second end to obtain the rotational speed difference corresponding to both ends of each synchronizer.

4. The method according to claim 3, wherein The determining the rotational speed of the first end and the rotational speed of the second end corresponding to each synchronizer based on the rotational speed of the ring gear includes: Obtain the rotational speed of the output shaft of the vehicle and the gear train speed ratio corresponding to the synchronizer; When the current gear is in the series mode, use the rotational speed of the generator as the rotational speed of the first end of the first synchronizer; and use the rotational speed of the ring gear as the rotational speed of the second end of the first synchronizer; When the current gear is in the parallel mode, use the rotational speed of the ring gear as the second synchron the rotational speed of the first end of the device or the fourth synchronizer; and multiplying the rotational speed of the output shaft by the gear train speed ratio corresponding to the synchronizer to obtain the rotational speed of the second end of the second synchronizer or the fourth synchronizer; When the current gear is in the parallel mode, taking the rotational speed of the generator as the rotational speed of the first end of the first synchronizer or the third synchronizer; and multiplying the rotational speed of the output shaft by the gear train speed ratio corresponding to the synchronizer to obtain the rotational speed of the second end of the first synchronizer; the rotational speed of the second end of the third synchronizer is 0; When the current gear is in the ECVT mode, taking the rotational speed of the ring gear as the rotational speed of the first end of the second synchronizer or the fourth synchronizer; and multiplying the rotational speed of the output shaft of the vehicle by the gear train speed ratio corresponding to the synchronizer to obtain the rotational speed of the second end of the second synchronizer or the fourth synchronizer.

5. The method according to claim 4, characterized in that Said determining whether the vehicle meets the diagnostic conditions includes: obtaining the vehicle speed and the engine torque of the vehicle; when the vehicle speed is less than or equal to a third threshold and the engine torque is greater than or equal to a fourth threshold, determining that the vehicle meets the diagnostic conditions; or, when the vehicle speed is less than or equal to the third threshold and the rotational speed of the generator is greater than or equal to a fifth threshold, determining that the vehicle meets the diagnostic conditions.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: sending a lighting request to the VECU; the lighting request is used to request the VECU to turn on the motor fault lamp and / or the fault indicator lamp.

7. The method according to any one of claims 1 to 4, characterized in that, The method further includes: when the vehicle meets a first preset condition, the HTCU determines that the vehicle has completed gear shifting; wherein, the first preset condition includes one or more of the following: the target gear sent by the VECU is the same as the current gear; the deviation between the target shift hub position corresponding to the target gear and the current shift hub position corresponding to the current gear is less than or equal to a sixth threshold; the rotational speed of the shift motor of the vehicle is less than or equal to a seventh threshold; the vehicle has no gear shifting failure fault; the self-check of the HTCU is successful; the self-check of the HTCU fails and the self-learning is completed; the received driving state signal of the vehicle is valid, and the driving state signal includes one or more of the following: vehicle speed signal, engine rotational speed signal, engine torque signal, generator rotational speed signal, drive motor rotational speed signal.

8. A method for activating a neutral gear processing mechanism, characterized in that, Applied to the vehicle electronic control unit VECU, the method includes: receiving a processing request sent by the hybrid transmission control unit HTCU; the processing request is sent by the HTCU when a first cumulative duration is greater than or equal to a second threshold; the first cumulative duration is determined by the HTCU when a rotational speed difference is greater than or equal to a first threshold; the rotational speed difference is the rotational speed difference between the two ends of the synchronizer determined by the HTCU based on the current gear of the vehicle; judging the current gear of the vehicle; the current gear includes one gear among the gears in different driving modes; activating the processing mechanism corresponding to the current gear.

9. The method according to claim 8, wherein Said activating the processing mechanism corresponding to the current gear includes: When the driving mode of the current gear is in series mode or electronic continuously variable transmission (ECVT) mode, activate the first processing mechanism; the first processing mechanism is configured to keep the target gear in the VECU unchanged, keep the current gear unchanged, and limit the vehicle speed to a first preset vehicle speed; When the driving mode of the current gear is in parallel mode or pure electric vehicle mode, activate the second processing mechanism; the second processing mechanism is configured to switch the current gear to the gear in the electronic continuously variable transmission mode, and limit the vehicle speed to a second preset vehicle speed.

10. An activation device for a neutral gear processing mechanism, characterized in that, The device includes: A diagnosis module, configured to determine whether the vehicle meets the diagnosis conditions when the vehicle completes gear shifting; A first determination module, configured to, when the vehicle meets the diagnosis conditions, determine the rotational speed difference between both ends of the synchronizer based on the current gear of the vehicle; the current gear includes one of the gears in different driving modes; A second determination module, configured to, when the rotational speed difference is greater than or equal to a first threshold, determine that the vehicle is in a gear disengaged state; and determine the first cumulative duration of the gear disengaged state; A first sending module, configured to, when the first cumulative duration is greater than or equal to a second threshold, send a processing request to the vehicle electronic control unit (VECU); the processing request is used to request the VECU to activate the corresponding processing mechanism for the current gear.

11. An activation device for a gear disengagement processing mechanism, characterized in that, The device includes: A receiving module, configured to receive a processing request sent by a hybrid transmission control unit (HTCU); the processing request is sent by the HTCU when the first cumulative duration is greater than or equal to a second threshold; the first cumulative duration is determined by the HTCU when the rotational speed difference is greater than or equal to a first threshold; the rotational speed difference is the rotational speed difference between both ends of the synchronizer determined by the HTCU based on the current gear of the vehicle; A judgment module, configured to judge the current gear of the vehicle; the current gear includes one of the gears in different driving modes; An activation module, configured to activate the corresponding processing mechanism for the current gear.

12. An activation system for a gear disengaged processing mechanism, including a hybrid transmission control unit (HTCU) and a vehicle electronic control unit (VECU), wherein: The HTCU is configured to determine whether the vehicle meets the diagnosis conditions when the vehicle completes gear shifting; when the vehicle meets the diagnosis conditions, determine the rotational speed difference between both ends of the synchronizer based on the current gear of the vehicle; the current gear includes one of the gears in different driving modes; when the rotational speed difference is greater than or equal to a first threshold, determine that the vehicle is in a gear disengaged state; and determine the first cumulative duration of the gear disengaged state; when the first cumulative duration is greater than or equal to a second threshold, send a processing request to the vehicle electronic control unit (VECU); the processing request is used to request the VECU to activate the corresponding processing mechanism for the current gear; The vehicle electronic control unit VECU is configured to receive a processing request sent by the HTCU; the processing request is sent by the HTCU when a first cumulative duration is greater than or equal to a second threshold; the first cumulative duration is determined by the HTCU when a rotational speed difference is greater than or equal to a first threshold; the rotational speed difference is the rotational speed difference between both ends of a synchronizer determined by the HTCU based on the current gear of the vehicle; determine the current gear of the vehicle; the current gear includes one gear among gears in different driving modes; activate a processing mechanism corresponding to the current gear.

13. A vehicle, comprising a memory and a controller, the memory storing a computer program executable on the controller, characterized in that, When the controller executes the program, it implements the steps in the method according to any one of claims 1 to 7 or 8 to 9.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps in the method according to any one of claims 1 to 7 or 8 to 9.

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