Gear shifting protection mechanism activation method, apparatus, and device, and storage medium

Abstract

A gear shifting protection mechanism activation method, apparatus, and device, and a storage medium. The gear shifting protection mechanism activation method comprises: acquiring a pulse width modulation signal of a gear shifting motor, and a Hall signal of the gear shifting motor; separately determining whether the pulse width modulation signal and the Hall signal are valid; when both the pulse width modulation signal and the Hall signal are valid, then, based on the pulse width modulation signal, determining a first change value of the angular stroke of a gear shifting hub, and based on the Hall signal, determining a second change value of the angular stroke of the gear shifting hub; based on the first change value and the second change value, performing first verification on the position of the gear shifting hub, to obtain a first verification result; and if the first verification result does not pass, activating a first protection mechanism, the first protection mechanism being used to turn off the gear shifting motor of a vehicle and cut off the power output of the vehicle.

Description

Activation method, device, equipment and storage medium of gear shift protection mechanism CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The embodiments of this application are based on and claim the priority of Chinese patent application with application number 202410029326.0 and application date January 8, 2024. The entire contents of the Chinese patent application are hereby introduced into the embodiments of this application as a reference. Technical Field

[0002] The present invention relates to the field of automobile control, and in particular to a method, device, equipment and storage medium for activating a gear shift protection mechanism. Background Art

[0003] Existing shifting technology involves the vehicle's shift mechanism performing shift operations based on the difference between the acquired Hall signal electrical angle information and the Pulse Width Modulation (PWM) signal electrical angle information, compared with a threshold. However, the shift motor operates in both forward and reverse directions. After rapid speed switching, the Hall signal's direction determination is delayed. This significant lag in the Hall signal electrical angle leads to erroneous cumulative angle deviations, causing the deviation between the Hall signal electrical angle information and the PWM signal electrical angle information to exceed the threshold. Furthermore, if the Hall signal electrical angle information or the PWM signal electrical angle information is incorrect, it will be verified using an erroneous signal, resulting in unreliable component positions in the shift mechanism, further leading to shift failures or errors, damage to the transmission hardware, and unintended acceleration or deceleration. Summary of the Invention

[0004] In view of this, the present invention provides a method, device, equipment and storage medium for activating a gear shift protection mechanism.

[0005] The technical solution of the present invention is achieved as follows:

[0006] In a first aspect, the present invention provides a method for activating a shift protection mechanism, the method comprising: obtaining a pulse width modulation signal of a shift motor and a Hall signal of the shift motor; respectively determining whether the pulse width modulation signal and the Hall signal are valid; when both the pulse width modulation signal and the Hall signal are valid, determining a first change value of the shift hub angular stroke based on the pulse width modulation signal; and determining a second change value of the shift hub angular stroke based on the Hall signal; performing a first verification on the shift hub position based on the first change value and the second change value to obtain a first verification result; activating a first protection mechanism if the first verification result is unqualified; the first protection mechanism is used for the vehicle to turn off the shift motor and cut off the power output of the vehicle.

[0007] In a second aspect, the present invention provides a device for activating a shift protection mechanism, the device comprising:

[0008] A first acquisition module is used to acquire a pulse width modulation signal of the shift motor and a Hall signal of the shift motor;

[0009] A first judging module, configured to respectively judge whether the pulse width modulation signal and the Hall signal are valid;

[0010] a first determining module, configured to determine, when both the pulse width modulation signal and the Hall signal are valid, a first change value of the shift hub angular stroke based on the pulse width modulation signal; and determine a second change value of the shift hub angular stroke based on the Hall signal;

[0011] a first verification module, configured to first verify the position of the shift hub based on the first change value and the second change value to obtain a first verification result;

[0012] The first activation module is used to activate a first protection mechanism when the first verification result fails; the first protection mechanism is used to turn off the vehicle's shift motor and cut off the vehicle's power output.

[0013] In a third aspect, the present invention provides an activation device for a gear shift protection mechanism, 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.

[0014] In a fourth aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the steps in the above method when executed by a processor.

[0015] In the present invention, on the one hand, by judging whether the pulse width modulation signal of the shift motor and the Hall signal of the shift motor are valid, the shift operation is performed when both signals are valid. In this way, the use of incorrect signals to perform the shift operation, which may lead to failure, is avoided, and the reliability of the shift is increased. On the other hand, during the shifting process, the position of the shift hub is verified using the first change value and the second change value, and timely intervention protection is provided when a verification error occurs, thereby effectively protecting the shift mechanism and improving driving safety.

[0016] 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

[0017] 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 instances of similar components. The accompanying drawings generally illustrate various embodiments discussed herein by way of example and not limitation.

[0018] FIG1 is a flow chart 1 of a method for activating a shift protection mechanism provided in an embodiment of the present application;

[0019] FIG2 is a second flow chart of a method for activating a shift protection mechanism provided in an embodiment of the present application;

[0020] FIG3 is a flowchart of a method for activating a shift protection mechanism according to an embodiment of the present application;

[0021] FIG4 is a schematic diagram showing the relationship between a Hall signal and a PWM signal provided in an embodiment of the present application;

[0022] FIG5 is a schematic diagram of the structure of an activation device for a shift protection mechanism provided in an embodiment of the present application;

[0023] FIG6 is a schematic diagram of a hardware entity of an activation device for a gear shift protection mechanism 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 exemplary embodiments of the present application are shown in the accompanying drawings, 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 enable 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 vehicle's shift mechanism includes a shift mechanism and a shift hub. Among them, the shift motor and the shift hub are two important components of the mechanical system. The shift motor transmits the rotational motion to the shift hub through the reducer and the drive shaft, driving the shift hub to rotate, thereby completing the shift operation.

[0029] The shift motor includes a pulse width modulation (PWM) signal and a Hall effect (HALL) signal. The PWM signal is a pulse signal with a variable duty cycle. Its average voltage can be adjusted by controlling the pulse width. It should be noted that the PWM signal is a high-precision position signal in the embodiments of this application; the HALL signal is a position signal from a Hall effect sensor. The Hall effect signal electrical angle information is derived from the HALL signal, while the PWM signal electrical angle information is derived from the PWM signal.

[0030] However, in the related art, after the shift motor speed switches rapidly between forward and reverse, there is a delay in the Hall direction judgment, and the electrical angle calculated by the Hall has a large lag, which will lead to the erroneous accumulation of angle deviations, causing the deviation between the Hall signal electrical angle information and the PWM signal electrical angle information to exceed the threshold; and, under erroneous circumstances, the Hall signal electrical angle information or the PWM signal electrical angle information is verified with an erroneous signal, resulting in the position of the shift motor being unreliable, further leading to shift failure or error, thereby damaging the gearbox hardware and causing unexpected acceleration or deceleration.

[0031] Based on this, an embodiment of the present application provides a method for activating a gear shift protection mechanism. On the one hand, by judging whether the pulse width modulation signal of the gear shift motor and the Hall signal of the gear shift motor are valid, the gear shift operation is performed when both signals are valid. In this way, the use of incorrect signals for gear shift operations, which may lead to failure, is avoided, thereby increasing the reliability of gear shifting. On the other hand, during the gear shifting process, the position of the gear shift hub is verified using the first change value and the second change value, and timely intervention protection is performed when a verification error occurs, thereby effectively protecting the gear shift mechanism and improving driving safety.

[0032] An embodiment of the present application provides a method for activating a shift protection mechanism, as shown in FIG1 . The method includes the following steps S110 to S150 , wherein:

[0033] Step S110: Acquire a pulse width modulation signal of a shift motor and a Hall signal of the shift motor.

[0034] Here, the pulse width modulation signal can be generated by comparing an analog control signal with a fixed voltage, or it can be directly output by integrating a PWM module within the chip. The Hall effect signal is generated by the Hall effect sensor on the shift motor.

[0035] Step S120: respectively determining whether the pulse width modulation signal and the Hall signal are valid.

[0036] In some embodiments, determining whether a signal is valid essentially involves determining whether the signal has an error. If the signal has no error, it indicates that the signal is valid; if the signal has an error, it indicates that the signal is invalid. Determining whether a PWM signal is valid can be determined by diagnosing whether a carrier frequency signal has an error; it can also be determined by diagnosing whether a duty cycle signal has an error; or it can be determined by combining the diagnosis of the carrier frequency signal and the duty cycle signal. This embodiment of the present application does not specifically limit this.

[0037] In some implementations, determining whether a Hall signal is valid can be determined by the phase sequence of the Hall signal, or by the coding sequence of the Hall signal, or by combining the phase sequence and the coding sequence. This embodiment of the present application does not specifically limit this.

[0038] Step S130: When both the pulse width modulation signal and the Hall signal are valid, determining a first change value of the shift hub angular stroke based on the pulse width modulation signal; and determining a second change value of the shift hub angular stroke based on the Hall signal.

[0039] In some embodiments, the shift hub angular stroke change value is essentially the shift hub position change value. For example, the difference between the shift hub angle value at time t and the shift hub angle value at time t+1 is used as the first change value of the shift hub angular stroke, that is, the change value of the shift hub position.

[0040] In some embodiments, a specific implementation method for determining the first change value of the shift hub angular stroke based on the PWM signal may be to first use the PWM signal at the Hall edge to determine the PWM signal; and then calculate the accumulated first change value of the shift hub angular stroke based on the PWM signal. The accumulated first change value of the shift hub angular stroke calculated from the PWM signal is as follows:

[0041] (1);

[0042] in, Indicates the first change value, c 下 is the shift hub angle corresponding to the lower edge of the Hall signal, c 上 is the shift hub angle corresponding to the upper edge of the Hall signal, where the lower edge refers to the falling edge of the Hall signal, that is, the transition from high level to low level; the upper edge refers to the rising edge of the Hall signal, that is, the transition from low level to high level; || represents the absolute value sign.

[0043] In another embodiment, the first change value may also be expressed as the following formula (2):

[0044] (2);

[0045] Among them, c t is the shift hub angle corresponding to the Hall signal at time t, c t+1 is the shift hub angle corresponding to the Hall signal at time t+1.

[0046] In some embodiments, the shift hub angle in equations (1) and (2) is calculated as follows:

[0047] (3);

[0048] Among them, c represents the shift hub angle, p0 represents the initial shift motor position, * is the multiplication symbol, ÷ is the division symbol, N represents the number of shift motor rotations, and the angle of one 360° shift motor rotation, r is the shift hub speed ratio, and q is the shift motor zero point. It should be noted that p0, N, and q can all be obtained by reading the stored signals from the non-volatile memory (NVM). q can also be determined by bench calibration, for example, q can be set to 0.025 degrees. r can be determined by the structure between the shift motor and the shift hub, for example, r can be set to 61.

[0049] In some embodiments, a specific implementation method for determining the second change value of the shift hub angular stroke based on the Hall signal may be to use the Hall signal accumulated stroke value at the Hall edge, and the second change value of the accumulated shift hub angular stroke calculated by the Hall signal is as follows:

[0050] (4);

[0051] in, Indicates the second change value, e 下 Indicates the electrical angle of the Hall signal corresponding to the lower edge of the Hall signal, e 上 It represents the electrical angle of the Hall signal corresponding to the upper edge of the Hall signal, where the lower edge refers to the falling edge of the Hall signal, i.e., from high level to low level, and the upper edge refers to the rising edge of the Hall signal, i.e., from low level to high level. i represents the number of pole pairs in the shift motor, for example, the N pole and the S pole in the shift motor are a pair of pole pairs, and r is the shift hub speed ratio.

[0052] It should be noted that the Hall signal electrical angle can be calculated based on the mechanical angle of the shift motor, and the mechanical angle can be understood as the PWM signal electrical angle. The Hall signal electrical angle is calculated as shown in the following formula (5):

[0053] Hall signal electrical angle = i*360 o (5);

[0054] Where i represents the number of pole pairs, 360 o It is the mechanical angle of one rotation of the shift motor, and can be preset according to actual needs.

[0055] In another embodiment, the second change value can also be calculated as follows:

[0056] (6);

[0057] Among them, e t Indicates the electrical angle of the Hall signal corresponding to the Hall signal at time t, e t+1 Indicates the electrical angle of the Hall signal corresponding to the Hall signal at time t+1.

[0058] Step S140: Based on the first change value and the second change value, a first verification is performed on the shift hub position to obtain a first verification result.

[0059] In some embodiments, the first verification result may be a result of a dynamic verification, in which the verification result is qualified if the shift hub position meets the shifting requirements, and unqualified if the shift hub position does not meet the shifting requirements.

[0060] Step S150: If the first verification result is unqualified, activate a first protection mechanism; the first protection mechanism is used to turn off the vehicle's shift motor and cut off the vehicle's power output.

[0061] In some embodiments, when the shift hub position does not meet the shifting requirements, the shifting needs to be stopped immediately. Therefore, the shift motor needs to be shut down immediately, and the power of the entire vehicle needs to be cut off to effectively protect the shift mechanism.

[0062] In the embodiment of the present application, on the one hand, by judging whether the pulse width modulation signal of the shift motor and the Hall signal of the shift motor are valid, the shift operation is performed when both signals are valid. In this way, the use of wrong signals for shifting operations, which may lead to failure, is avoided, thereby increasing the reliability of the shifting. On the other hand, during the shifting process, the position of the shift hub is verified using the first change value and the second change value, and timely intervention protection is provided when a verification error occurs, thereby effectively protecting the shift mechanism and improving driving safety.

[0063] In some embodiments, as shown in FIG2 , the implementation of step S140 may include the following steps S141 to S144 :

[0064] Step S141: Calculate the difference between the first change value and the second change value to obtain a stroke deviation value.

[0065] Step S142: When the stroke deviation value is greater than or equal to a first threshold, determining that the shift hub position is a first erroneous position.

[0066] Here, the first threshold value may be given according to a vehicle test, for example, the first threshold value may be 0.2 degrees, wherein the first threshold value is calculated as shown in the following formula (7):

[0067] First threshold = PWM signal electrical angle ÷ r (7);

[0068] Among them, according to the vehicle test, the PWM signal electrical angle is 13 degrees, and the shift hub speed ratio is 61, so the first threshold is 0.2 degrees.

[0069] It should be understood that the first change value and the second change value are angle changes of the shift hub calculated based on two different signals. Under normal circumstances, the stroke deviation value should be as small as possible to meet the shifting requirements, otherwise, the shift hub position is determined to be an incorrect position.

[0070] Step S143: Determine the number of times the first error position occurs, and determine a first accumulated time duration corresponding to the number of times the first error position occurs.

[0071] In some embodiments, each time the stroke deviation value is greater than or equal to a first threshold, it indicates that an error has occurred in the shift hub position. The number of first error positions can be calculated in a continuously increasing manner. For example, if the number of first error positions at the current moment is n, then the number of first error positions 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, it is not continuously increasing, and the number of first error positions is reset to zero. Of course, this is just one implementation method in the embodiments of the present application, and the embodiments of the present application do not impose specific limitations.

[0072] In some embodiments, the first accumulated duration is determined as follows:

[0073] (8);

[0074] in, is an integral formula, Indicates the integral sign, S1 indicates the first cumulative time, n indicates the number of first error positions, m indicates the speed of the shift motor, 15 o is the mechanical angle of the shift motor, and the first cumulative duration is obtained by integrating the time when the first error position appears n times. Of course, this is only one implementation method for calculating the cumulative duration, and the embodiment of the present application does not limit it.

[0075] Step S144: when the first accumulated time is greater than or equal to a second threshold, determining that the first verification result is unqualified.

[0076] In some embodiments, the second threshold may be given based on a full vehicle test, for example, 200 ms.

[0077] In this embodiment, the travel deviation value is used to determine if a shift hub position error has occurred, and the number of errors and their cumulative duration are used to determine if the verification result is unqualified. This allows accurate judgment of whether current conditions meet shift requirements, improving the accuracy of the judgment and avoiding misjudgments that could lead to the erroneous activation of the first protection mechanism.

[0078] In an embodiment of the present application, the shift hub angle change value calculated by the Hall signal and the shift hub angle change value calculated by the PWM signal are verified against each other, thereby increasing the reliability of the shifting, avoiding verification errors caused by the accumulation of position errors or the unchanged upper and lower edges of the Hall signal when the shift motor changes direction, and increasing the reliability of the verification.

[0079] In some embodiments, the method further includes the following steps S310 to S330:

[0080] Step S310: When the pulse width modulation signal and / or the Hall signal are invalid, determining a difference between a first angle value of the shift hub at a first moment and a second angle value of the shift hub at a second moment; the difference between the first moment and the second moment is one cycle;

[0081] Here, the first moment may be moment t, and the second moment may be moment t+T; the first angle value is the angle value of the shift hub at moment t, and the second angle value is the angle value of the shift hub at moment t+T.

[0082] It should be understood that when an error signal exists in the pulse width modulation signal and / or the Hall signal, gear shifting will not be performed, and the angle value of the shift hub will basically not change.

[0083] Step S320: performing a second verification on the shift hub position based on the difference to obtain a second verification result;

[0084] In some embodiments, the second verification may be a static verification, and the second verification result may be a result of the static verification. In the static verification, if the shift hub position does not meet the preset conditions, the second verification result is unqualified; if the shift hub position meets the preset conditions, the second verification result is qualified.

[0085] Step S330: If the second verification result is unqualified, activate a second protection mechanism; the second protection mechanism is used for the vehicle to turn off the shift motor and no longer send a shift request.

[0086] In some embodiments, when an error occurs in the PWM signal and / or the Hall signal, it indicates that the gear has not been shifted. By verifying the change value of the shift hub angle, intervention is performed in advance when the shift hub position error is identified in advance, and the second protection mechanism is activated. The shift motor is immediately shut down, shifting is prohibited, and the VECU no longer sends a shift request to protect the shift mechanism.

[0087] In some embodiments, the method further includes the following steps S410 to S430:

[0088] Step S410: receiving a shift instruction sent by the vehicle electronic control unit; the shift instruction includes a target gear position and a target shift hub angle value;

[0089] In some embodiments, a vehicle electronic control unit (VECU) of the vehicle sends a shift instruction to a hybrid transmission control unit (HTCU) of the vehicle, ie, the shift mechanism described above.

[0090] Step S420: determining whether the target gear position is the same as the current gear position of the vehicle, and whether the target shift hub angle value is the same as the current shift hub angle value in the hybrid transmission control unit;

[0091] Step S430: When the target gear position is the same as the current gear position, and the target shift hub angle value is the same as the current shift hub angle value, the first angle value and the second angle value are acquired.

[0092] It should be understood that if the pulse width modulation signal and / or the Hall signal are invalid, a second verification will be triggered. However, before the second verification is performed, the shift command sent by the vehicle's electronic control unit needs to be verified, and the second verification is performed when the verification conditions are met. The verification conditions are that the target gear position in the shift command is the same as the vehicle's current gear position, and the target shift hub angle value is the same as the current shift hub angle value. In other words, when the target gear position in the shift command is the same as the vehicle's current gear position, and the target shift hub angle value is the same as the current shift hub angle value, the first angle value and the second angle value are obtained; then, the difference between the first angle value and the second angle value is calculated to perform a second verification, obtaining a second verification result. If the second verification result fails, the second protection mechanism is activated.

[0093] In some embodiments, after the second verification is triggered, the shift command received by the shift system is verified. Only when it is determined that the target gear position is the same as the current gear position and the target shift hub angle value is the same as the current shift hub angle value, the static verification is continued. In this way, it is avoided that the static verification is performed under incorrect conditions, resulting in inaccurate verification results, thereby damaging the transmission hardware and causing unexpected acceleration or deceleration.

[0094] In some embodiments, the implementation of step S320 may include the following steps S321 to S323:

[0095] Step S321: if the difference is greater than or equal to a third threshold, determining that the shift hub position is a second erroneous position;

[0096] In some embodiments, the third threshold can be set according to actual needs, such as 1.8 degrees.

[0097] It should be understood that when no gear shift is being performed, under normal circumstances, the difference must be as small as possible to meet the requirement; otherwise, the position of the shift hub is determined to be an incorrect position.

[0098] Step S322: determining the number of times the second error position occurs, and determining a second accumulated time duration corresponding to the number of times the second error position occurs;

[0099] In some embodiments, each time the difference is greater than or equal to the third threshold, it indicates that the shift hub position has an error. The method for calculating the number of second error positions can refer to the method for calculating the number of first error positions in step S143 above, and will not be repeated here.

[0100] In some embodiments, the second cumulative duration may be determined by period calculation, for example, by multiplying the number of second error positions by the period T to obtain the second cumulative duration.

[0101] Step S323: When the second accumulated time is greater than or equal to a fourth threshold, determine that the second verification result is unqualified.

[0102] In some embodiments, the fourth threshold may be given based on a full vehicle test, for example, 500 ms.

[0103] In this embodiment, the difference is used to determine if a shift hub position error has occurred, and the number of errors and their cumulative duration are used to determine if the verification result is unqualified. This allows accurate judgment of whether the current conditions meet the requirements, improving the accuracy of the judgment and avoiding misjudgments that could lead to the erroneous activation of the second protection mechanism.

[0104] In some embodiments, the implementation of step S120 “determining whether the pulse width modulation signal is valid” may include the following steps S121 to S124:

[0105] Step S121: determining a parameter value of a characteristic signal in the pulse width modulation signal; the characteristic signal includes: a carrier frequency signal and / or a duty cycle signal;

[0106] In some embodiments, the parameter value of the carrier frequency signal is the carrier frequency. An embodiment of determining the carrier frequency may include: the diagnostic module reads the PWM signal period value once at a time interval of 25 microseconds (μs). The reason for using 25 μs is to avoid reading a zero value as much as possible and causing a false alarm. When the read PWM period value is zero, the carrier frequency is a default value of 1, which may be 1555 Hz. When the read PWM period value is non-zero, the carrier frequency is the reciprocal of the PWM period value. It should be noted that the vehicle uses a 5 volt (V) power supply voltage to enable normal diagnosis. Of course, this is only one implementation method for determining the carrier frequency and is not a limitation.

[0107] In another embodiment, the parameter value of the duty cycle signal is a duty cycle.

[0108] In some embodiments, when the carrier frequency in the PWM signal is abnormal, it indicates that the PWM signal is invalid; when the duty cycle of the PWM signal is abnormal, it indicates that the PWM signal is invalid.

[0109] Step S122: determining an erroneous pulse width modulation signal based on a relationship between the parameter value and a corresponding preset threshold;

[0110] In some embodiments, when the parameter value is the carrier frequency, the corresponding preset threshold can be determined based on the signal frequency characteristics and vehicle testing. For example, the first preset threshold is 1400 Hz and the second preset threshold is 1700 Hz. If the carrier frequency is less than the first preset threshold or greater than the second preset threshold, it is determined that the carrier frequency is abnormal, and further determined that the PWM signal is wrong.

[0111] In another embodiment, when the parameter value is the duty cycle, the corresponding preset threshold value can be determined based on the signal range and vehicle testing. It should be noted that since there is a random installation relationship between the initial position of the shift hub and the angle of the shift motor, if a certain initial position is exactly at the maximum duty cycle position, it will cause a false alarm fault. Therefore, it is necessary to perform diagnosis when the shift motor has a rotation speed. The diagnosis is enabled when the 5V power supply is normal and the shift motor speed is greater than 0 revolutions per minute (rpm). For example, the third preset threshold value is 99.9%, and the fourth preset threshold value is 6.5%. If the duty cycle is greater than the third preset threshold value, or less than the fourth preset threshold value, it is determined that the duty cycle is abnormal, and further determined that the PWM signal is wrong.

[0112] Step S123: determining the number of times the erroneous pulse width modulation signal occurs, and determining a third accumulated time duration corresponding to the number of times the erroneous pulse width modulation signal occurs;

[0113] In some embodiments, each time the carrier frequency is less than a first preset threshold or greater than a second preset threshold, the PWM signal is determined to be a primary error signal. In other embodiments, each time the duty cycle is greater than a third preset threshold or less than a fourth preset threshold, the PWM signal is determined to be a primary error signal. The method for calculating the number of erroneous pulse width modulation signals can refer to the method for calculating the number of first error positions in step S143 above, and is not further described here.

[0114] Step S124: determining whether the pulse width modulation signal is valid based on the relationship between the third accumulated time length and a fifth threshold.

[0115] In some embodiments, the fifth threshold may be given by a vehicle test, such as 500 ms.

[0116] In the embodiment of the present application, the carrier frequency signal and the duty cycle signal are used to determine the validity of the PWM signal, thereby avoiding PWM signal errors caused by line faults and ensuring that the verified signal input is correct.

[0117] In some embodiments, the implementation of step S120 “determining whether the Hall signal is valid” may include the following steps S125 to S128:

[0118] Step S125: obtaining the phase and / or coding sequence of the Hall signal;

[0119] Phase refers to the high and low voltage levels in a signal. For example, a Hall effect signal has a high voltage of 1 and a low voltage of 0. Generally, three Hall effect sensors are used to detect the position of a shift motor. The phases of Hall effect signals include, but are not limited to, 000, 111, 011, etc. Generally, the encoding sequence is 123 or 321.

[0120] Step S126: determining an erroneous Hall signal based on the phase and / or the encoding sequence;

[0121] In some embodiments, a phase of 000 indicates that the signals output by all three Hall sensors have not changed, while a phase of 111 indicates that the signals output by all three Hall sensors have changed, indicating that the Hall signal is an incorrect Hall signal. An incorrect encoding sequence also indicates that the Hall signal is an incorrect Hall signal. It should be noted that when determining the validity of the Hall signal, the vehicle uses a 5V power supply voltage.

[0122] Step S127: determining the number of times the erroneous Hall signal occurs, and determining a fourth accumulated time duration corresponding to the number of times the erroneous Hall signal occurs;

[0123] In some embodiments, each time a phase of 000 or 111 occurs, or each time an incorrect coding sequence occurs, the number of incorrect Hall signals is 1. The method for calculating the number of incorrect Hall signals can refer to the method for calculating the number of first error positions in step S143 above, and will not be described in detail here.

[0124] Step S128: determining whether the Hall signal is valid based on the relationship between the fourth accumulated time and the sixth threshold.

[0125] In some embodiments, the sixth threshold may be given by a vehicle test, such as 300 ms.

[0126] In an embodiment of the present application, the phase and coding sequence of the Hall signal are used to determine the validity of the Hall signal. In this way, Hall signal errors caused by line failures are avoided, the validity of the Hall signal is determined, and the correctness of the verification signal input is ensured.

[0127] The following describes in detail the method for activating the gear shift protection mechanism provided in the embodiment of the present application in combination with specific application scenarios.

[0128] An embodiment of the present application relates to another method for activating a shift protection mechanism, which performs dynamic verification (i.e., the first verification mentioned above) and static verification (i.e., the second verification mentioned above) of the position of the shift hub, timely intervention protection is implemented when a verification error occurs, effectively shifting the mechanism and improving driving safety.

[0129] Another method for activating the shift protection mechanism will be described in detail below. As shown in FIG3 , the method includes the following steps S1 to S17:

[0130] Step S1: Power on the vehicle.

[0131] It should be understood that in this application, according to the hardware characteristics of the vehicle's shift mechanism, when the shift motor rotates one circle, the corresponding PWM signal electrical angle is 359°, and the angle accuracy is 1°. The relationship between the shift hub angle and the PWM signal electrical angle is as shown in the following formula (9):

[0132] Shift hub angle = PWM signal electrical angle ÷ shift hub speed ratio (9);

[0133] In addition, the PWM signal electrical angle is as follows (10):

[0134] PWM signal electrical angle = Hall signal electrical angle ÷ i (10);

[0135] Where i is the number of pole pairs in the shift motor. Generally, the number of pole pairs is set to 4, then the Hall signal corresponds to 24 upper and lower edges, and the angle accuracy is 15°.

[0136] Step S2: Determine whether the vehicle meets all the diagnostic enabling conditions a, b, c, and d. If so, execute step S3; otherwise, execute step S11.

[0137] It should be understood that enabling condition a is a change in the HTCU target shift hub angle; enabling condition b is a valid PWM signal; enabling condition c is a valid Hall effect signal; and enabling condition d is a normal 5V power supply. The method for determining 5V power supply diagnosis may include: reading the 5V voltage value. If the detected voltage value is less than a voltage threshold (determined by the sensor operating range, e.g., 4V), counting the number of voltage errors p = p + 1 times (if p does not continuously increase, the error count is reset to zero). If the cumulative duration p * T (T is the diagnostic period) corresponding to the number of voltage errors ≥ a preset duration (which can be determined through vehicle testing, e.g., 300ms), a 5V power supply fault is output. Furthermore, enabling conditions b and c must be determined when the vehicle is powered by 5V. The methods for determining enabling conditions b and c can be referenced to the descriptions of steps S121 to S124 and S125 to S128 above and are not further elaborated here.

[0138] Step S3: trigger dynamic verification.

[0139] It should be understood that the dynamic verification (ie the first verification mentioned above) is to verify the position of the shift hub during the gear shifting process of the vehicle.

[0140] Step S4: Calculate a first change value of the shift hub angular stroke according to the PWM signal.

[0141] The embodiment of the present application provides a correspondence between a PWM signal and a Hall signal. As shown in FIG4 , the shift motor includes three Hall signals, namely H1, H2, and H3. The duty cycle of the PWM signal is 4%-98%, and the electrical angle of the PWM signal is 0-359 degrees. The PWM signal is used to accumulate the stroke value (i.e., the electrical angle of the PWM signal in FIG4 is 15 degrees) at two Hall edges (i.e., the electrical angle of the Hall signal in FIG4 is 60 degrees). The horizontal axis in FIG4 is 24 edges of the Hall signal. The calculation formula of the first change value of the accumulated shift hub angle stroke calculated by the PWM signal refers to the above formula (1).

[0142] Step S5: Calculate the second change value of the shift hub angular stroke according to the Hall signal.

[0143] The Hall signal is used to accumulate the stroke value at two Hall edges, wherein the second change value of the accumulated shift hub angle stroke calculated by the Hall signal refers to the above formula (4).

[0144] Step S6: Calculate the difference between the first change value and the second change value to obtain a stroke deviation value.

[0145] By using the first change value and the second change value for verification, errors between the first change value and the second change value of two edges are calculated within a monotonic interval.

[0146] Step S7: Determine whether the stroke deviation value is greater than or equal to a first threshold value. If so, execute step S8; otherwise, execute step S2.

[0147] Step S8: Calculate the first error counting duration (ie, the first accumulated duration corresponding to the number of the first error position).

[0148] Step S9: Determine whether the first error counting duration is greater than or equal to the second threshold. If so, execute step S10; otherwise, execute step S2.

[0149] Step S10: Activate the first protection mechanism.

[0150] During the shifting process, if the shift hub position is continuously incorrect within a continuous period of time, and the cumulative duration of the errors is greater than or equal to the preset duration (for example, 200ms), it means that the shift hub position is unreliable, and the first protection mechanism is activated. The shift motor is immediately shut down and the entire vehicle is requested to cut off power.

[0151] Step S11: trigger static verification.

[0152] It should be understood that the static verification (ie the second verification mentioned above) is when the shift mechanism verifies the position of the shift hub when the vehicle is not shifting gears.

[0153] Step S12: Determine whether the target gear position issued by the VECU has not changed and whether the target shift hub angle of the HTCU has not changed (i.e., determine whether the target gear position is the same as the current gear position and whether the target shift hub angle is the same as the current shift hub angle). If so, execute step S13; otherwise, execute step S2.

[0154] Step S13: Calculate the absolute value of the difference between the shift hub angles corresponding to the first moment and the second moment to obtain the difference.

[0155] Here, the first moment and the second moment differ by one cycle. For example, the difference may be the absolute value of the difference between the shift hub angle calculated by the PWM signal at moment t and the shift hub angle calculated by the PWM signal at moment (t+T).

[0156] Step S14: Determine whether the difference is greater than or equal to a third threshold; if so, execute step S15; otherwise, execute step S2.

[0157] Step S15: Calculate the second error counting duration (ie, the second accumulated duration corresponding to the number of the second error positions).

[0158] Step S16: Determine whether the second error counting time is greater than or equal to a fourth threshold. If so, execute step S17; otherwise, execute step S2.

[0159] Step S17: Activate the second protection mechanism.

[0160] Before shifting gears, if the shift hub position continuously shows errors within a continuous time period, and the cumulative duration of the errors is greater than or equal to the preset duration (for example, 500ms), it means that the shift hub position is unreliable, and the second protection mechanism is activated. The shift motor is immediately shut down, shifting is prohibited, and the VECU no longer sends shift requests.

[0161] Compared with the prior art, the embodiments of the present application have the following advantages:

[0162] 1. During the gear shifting process, according to the period of Hall signal calculation, the first change value of the shift hub angular stroke calculated by the Hall signal and the second change value of the shift hub and shift hub angular stroke calculated by the PWM signal are cross-checked to increase the reliability of the gear shifting, avoid verification errors caused by accumulated position errors or the unchanged upper and lower edges of the Hall signal when the shift motor switches direction, and increase the reliability of the verification.

[0163] 2. Before shifting, position verification is performed based on the target gear position, the shift hub angle change value, and the shift hub position change value. This allows for early identification of shift hub position errors, early intervention, and protection of the shift mechanism.

[0164] 3. According to the PWM pulse width modulation sensor carrier frequency signal and PWM duty cycle signal, judge the validity of the PWM signal to avoid PWM signal errors caused by line faults and ensure that the verification signal input is correct.

[0165] 4. According to the Hall signal of the Hall sensor, avoid Hall signal errors caused by line failure, judge the validity of the Hall signal, and ensure that the verification signal input is correct.

[0166] 5. Monitor the 5V power supply signal to avoid PWM signal or Hall signal errors caused by unstable power supply voltage, and ensure that the calibration signal input is correct.

[0167] The embodiment of the present application provides a device for activating a gear shift protection mechanism. As shown in FIG5 , the device 500 for activating a gear shift protection mechanism includes:

[0168] A first acquisition module 501 is configured to acquire a pulse width modulation signal of a shift motor and a Hall signal of the shift motor;

[0169] A first judging module 502 is configured to judge whether the pulse width modulation signal and the Hall signal are valid respectively;

[0170] a first determining module 503 configured to determine, when both the pulse width modulation signal and the Hall signal are valid, a first change value of the shift hub angular stroke based on the pulse width modulation signal; and a second change value of the shift hub angular stroke based on the Hall signal;

[0171] A first verification module 504 is configured to perform a first verification on the shift hub position based on the first change value and the second change value to obtain a first verification result;

[0172] The first activation module 505 is used to activate a first protection mechanism when the first verification result fails; the first protection mechanism is used to turn off the vehicle's shift motor and cut off the vehicle's power output.

[0173] In some embodiments, the first verification module 504 includes: a first calculation submodule, used to calculate the difference between the first change value and the second change value to obtain a stroke deviation value; a first determination submodule, used to determine that the shift hub position is a first error position when the stroke deviation value is greater than or equal to a first threshold; a second determination submodule, used to determine the number of times the first error position occurs, and determine the first cumulative time corresponding to the number of times the first error position occurs; a third determination submodule, used to determine that the first verification result is unqualified when the first cumulative time is greater than or equal to a second threshold.

[0174] In some embodiments, the activation device 500 of the shift protection mechanism also includes: a second determination module, used to determine the difference between the first angle value of the shift hub at the first moment and the second angle value of the shift hub at the second moment when the pulse width modulation signal and / or the Hall signal are invalid; the difference between the first moment and the second moment is one cycle; a second verification module: based on the difference, a second verification is performed on the shift hub position to obtain a second verification result; a second activation module: if the second verification result is unqualified, the second protection mechanism is activated; the second protection mechanism is used for the vehicle to turn off the shift motor and no longer send a shift request.

[0175] In some embodiments, the second determination module also includes: a receiving submodule: receiving a shift instruction sent by the vehicle's electronic control unit; the shift instruction includes a target gear position and a target shift hub angle value; a judgment submodule, used to respectively judge whether the target gear position is the same as the current gear position of the vehicle, and whether the target shift hub angle value is the same as the current shift hub angle value in the hybrid transmission control unit; a first acquisition submodule, used to obtain the first angle value and the second angle value when the target gear position is the same as the current gear position and the target shift hub angle value is the same as the current shift hub angle value.

[0176] In some embodiments, the second verification module includes: a fourth determination submodule, used to determine that the shift hub position is a second error position when the difference is greater than a third threshold; a fifth determination submodule, used to determine the number of times the second error position occurs, and determine the second cumulative time corresponding to the number of times the second error position occurs; a sixth determination submodule, used to determine that the second verification result is unqualified when the second cumulative time is greater than or equal to a fourth threshold.

[0177] In some embodiments, the first judgment module includes: a seventh determination submodule, used to determine the parameter value of the characteristic signal in the pulse width modulation signal; the characteristic signal includes: a carrier frequency signal and / or a duty cycle signal; an eighth determination submodule, used to determine the erroneous pulse width modulation signal based on the relationship between the parameter value and the corresponding preset threshold; a ninth determination submodule, used to determine the number of times the erroneous pulse width modulation signal occurs, and determine the third cumulative time corresponding to the number of times the erroneous pulse width modulation signal occurs; and a tenth determination submodule, used to determine whether the pulse width modulation signal is valid based on the relationship between the third cumulative time and a fifth threshold.

[0178] In some embodiments, the first judgment module also includes: a second acquisition submodule, used to obtain the phase and / or coding sequence of the Hall signal; an eleventh determination submodule, used to determine the erroneous Hall signal based on the phase and / or the coding sequence; a twelfth determination submodule, used to determine the number of times the erroneous Hall signal occurs, and determine the fourth cumulative time corresponding to the number of times the erroneous Hall signal occurs; a thirteenth determination submodule, used to determine whether the Hall signal is valid based on the relationship between the fourth cumulative time and the sixth threshold.

[0179] The description of the above embodiment of the device for activating the gear shift protection mechanism is similar to the description of the above embodiment of the method for activating the gear shift protection mechanism, and has similar beneficial effects as the method embodiment. In some embodiments, the functions or modules included in the device for activating the gear shift protection mechanism provided in the embodiments of the present application can be used to execute the method described in the above embodiment of the method for activating the gear shift protection mechanism. For technical details not disclosed in the device embodiments of the present application, please refer to the description of the embodiment of the method for activating the gear shift protection mechanism of the present application for understanding.

[0180] It should be noted that, in the embodiment of the present application, if the activation method of the above-mentioned gear shift protection 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, or the part that contributes to the relevant technology, can be embodied in the form of a software product. The 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 activation method of the gear shift protection mechanism described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), magnetic disk or optical disk, etc. Various media that can store program codes. 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.

[0181] An embodiment of the present application provides an activation device for a gear shift protection mechanism, comprising 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 above-mentioned method for activating the gear shift protection mechanism.

[0182] An embodiment of 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 above-mentioned method for activating the shift protection mechanism. The computer-readable storage medium may be transient or non-transient.

[0183] 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 shift protection mechanism.

[0184] An embodiment of the present application provides a computer program product comprising a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, the computer program implements some or all of the steps in the aforementioned method for activating the shift protection mechanism. The computer program product may be implemented through hardware, software, or a combination thereof. In some embodiments, the computer program product is embodied as a computer storage medium. In other embodiments, the computer program product is embodied as a software product, such as a software development kit (SDK).

[0185] It should be noted that the description of the various embodiments above tends to emphasize the differences between the various embodiments, and the similarities or similarities between them 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 method for activating the shift protection mechanism, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the description of the method for activating the shift protection mechanism of this application for understanding.

[0186] It should be noted that an embodiment of the present application provides a hardware entity for a device activating a gear shift protection mechanism. As shown in Figure 6, the hardware entity of the device activating a gear shift protection mechanism 600 includes a controller 601, a communication interface 602, and a memory 603. The controller 601 generally controls the overall operation of the device activating a gear shift protection mechanism 600. The communication interface 602 enables the device activating a gear shift protection mechanism to communicate with other terminals or servers via a network. The memory 603 is configured to store instructions and applications executable by the controller 601 and can also cache data to be processed or processed by the controller 601 and various modules in the device activating a gear shift protection mechanism 600 (e.g., image data, audio data, voice communication data, and video communication data). This can be implemented using flash memory (FLASH) or random access memory (RAM). Data transmission between the controller 601, communication interface 602, and memory 603 can be carried out via a bus 604.

[0187] 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.

[0188] 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.

[0189] 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.

[0190] 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.

[0191] 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.

[0192] Those skilled in the art will understand that all or part of the steps of 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.

[0193] 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.

[0194] 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 shift protection mechanism, which is applied to an electronic device of a vehicle. The method includes: Obtaining a pulse width modulation signal of a shift motor and a Hall signal of the shift motor; Respectively determining whether the pulse width modulation signal and the Hall signal are valid; When both the pulse width modulation signal and the Hall signal are valid, based on the pulse width modulation signal, determining a first change value of the shift hub angle travel; and, based on the Hall signal, determining a second change value of the shift hub angle travel; Based on the first change value and the second change value, performing a first verification on the shift hub position to obtain a first verification result; When the first verification result is unqualified, activating a first protection mechanism; the first protection mechanism is used for the vehicle to turn off the shift motor and cut off the power output of the vehicle.

2. The method according to claim 1, wherein, The performing a first verification on the shift hub position based on the first change value and the second change value to obtain a first verification result includes: Calculating a difference between the first change value and the second change value to obtain a travel deviation value; When the travel deviation value is greater than or equal to a first threshold, determining that the shift hub position is a first error position; Determining the number of occurrences of the first error position and determining a first cumulative duration corresponding to the number of occurrences of the first error position; When the first cumulative duration is greater than or equal to a second threshold, determining that the first verification result is unqualified.

3. The method according to claim 1, wherein, The method further includes: When the pulse width modulation signal and / or the Hall signal is invalid, determining a difference between a first angle value of the shift hub at a first moment and a second angle value of the shift hub at a second moment; there is a period between the first moment and the second moment; Based on the difference, performing a second verification on the shift hub position to obtain a second verification result; When the second verification result is unqualified, activating a second protection mechanism; the second protection mechanism is used for the vehicle to turn off the shift motor and no longer send a shift request.

4. The method according to claim 3, wherein The method further includes: Receiving a shift instruction sent by a vehicle's vehicle electronic control unit; the shift instruction includes a target gear and a target shift hub angle value; Respectively determining whether the target gear is the same as the current gear of the vehicle and whether the target shift hub angle value is the same as the current shift hub angle value in the hybrid transmission control unit; When the target gear is the same as the current gear and the target shift hub angle value is the same as the current shift hub angle value, obtaining the first angle value and the second angle value.

5. The method according to claim 3, wherein The performing a second verification on the shift hub position based on the difference to obtain a second verification result includes: When the difference is greater than or equal to a third threshold, determining that the shift hub position is a second error position; Determining the number of occurrences of the second error position and determining a second cumulative duration corresponding to the number of occurrences of the second error position; When the second cumulative duration is greater than or equal to a fourth threshold, determining that the second verification result is unqualified.

6. The method according to any one of claims 1 to 5, wherein The determining whether the pulse width modulation signal is valid includes: Determine the parameter values of the characteristic signals in the pulse width modulation signal; the characteristic signals include: carrier frequency signal and / or duty cycle signal; Based on the relationship between the parameter values and the corresponding preset thresholds, determine the incorrect pulse width modulation signal; Determine the number of occurrences of the incorrect pulse width modulation signal, and determine the third cumulative duration corresponding to the number of occurrences of the incorrect pulse width modulation signal; Based on the relationship between the third cumulative duration and the fifth threshold, determine whether the pulse width modulation signal is valid.

7. The method according to any one of claims 1 to 5, wherein The determination of whether the Hall signal is valid includes: Obtain the phase and / or coding sequence of the Hall signal; Based on the phase and / or the coding sequence, determine the incorrect Hall signal; Determine the number of occurrences of the incorrect Hall signal, and determine the fourth cumulative duration corresponding to the number of occurrences of the incorrect Hall signal; Based on the relationship between the fourth cumulative duration and the sixth threshold, determine whether the Hall signal is valid.

8. An activation device for a shift protection mechanism, the device includes: A first acquisition module, configured to acquire the pulse width modulation signal of the shift motor and the Hall signal of the shift motor; A first judgment module, configured to respectively judge whether the pulse width modulation signal and the Hall signal are valid; A first determination module, configured to, when both the pulse width modulation signal and the Hall signal are valid, based on the pulse width modulation signal, determine a first change value of the shift hub angle stroke; And, based on the Hall signal, determine a second change value of the shift hub angle stroke; A first verification module, configured to perform a first verification on the shift hub position based on the first change value and the second change value, and obtain a first verification result; A first activation module, configured to activate a first protection mechanism when the first verification result is unqualified; the first protection mechanism is used to turn off the shift motor of the vehicle and cut off the power output of the vehicle.

9. An activation device for a shift protection mechanism, including a memory and a controller, the memory stores a computer program that can run on the controller, and when the controller executes the program, it implements the steps in the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, on which a computer program is stored, and 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.

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