Safety control method for gear shifting, electronic device, and vehicle

Abstract

A safety control method for gear shifting, an electronic device, and a vehicle. The method comprises: upon detecting a continuous gear-shifting signal across neutral, determining a corresponding continuous gear-shifting type; in the case of inter-category gear shifting, determining whether there is a hazard from unintended reverse travel by means of determining whether the continuous gear-shifting signal is legitimate, and reducing the hazard from unintended reverse travel by means of torque reduction control; and in the case of intra-category gear shifting, first, on the basis of a change in the operating state of a vehicle before and after continuous gear shifting, determining whether there is a state switching risk, thereby improving the risk monitoring efficiency, and subsequently, when there is a state switching risk, eliminating the influence of a user's active braking control by means of determining whether there is an unintended deceleration risk, and upon determining the presence of a real unintended deceleration risk, avoiding the occurrence of unintended deceleration by means of risk elimination control. In this way, the safety of the user and the vehicle is ensured.

Description

Safety control method for gear shifting, electronic device and vehicle

[0001] The present application claims priority to the application with the application number 202411381662.8, the title of "Safety control method for gear shifting, electronic device and vehicle" filed with the China Patent Office on September 30, 2024, the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, in particular to a safety control method for gear shifting, an electronic device and a vehicle. BACKGROUND

[0003] The current traditional automatic transmission vehicle has four gears of N / P / R / D, among which the main function of the neutral gear (also known as N gear) is that all clutches and brakes in the transmission are separated, the gears in the transmission are in an idle state, and no power is output from the transmission. New energy vehicles also inherit the traditional vehicle's method of dividing gears into N / P / R / D four gears, but due to the differences between the power output system based on the motor of new energy vehicles and the power system of traditional oil vehicles, the control during continuous gear shifting is different. SUMMARY

[0004] Therefore, the purpose of the present application is to provide a safety control method for gear shifting, an electronic device and a vehicle for protecting the safety of the vehicle and the user during cross-neutral continuous gear shifting.

[0005] To achieve the above purpose, the present application provides a safety control method for gear shifting, which comprises:

[0006] The safety control method for gear shifting comprises:

[0007] In response to monitoring the continuous gear shifting signal across the neutral gear, the type of continuous gear shifting is determined according to the continuous gear shifting signal;

[0008] In response to the type of continuous gear shifting being different gear shifting, the current vehicle state is determined according to the wheel state information, and whether the continuous gear shifting signal is legal is determined according to the current vehicle state and / or the current speed, and the torque reduction control is performed after it is determined that the continuous gear shifting signal is illegal;

[0009] In response to the type of continuous gear shifting being same gear shifting, whether there is a state switching risk is determined according to the initial running state before the continuous gear shifting and the target running state after the continuous gear shifting;

[0010] In response to the existence of the state switching risk, whether there is an unintended deceleration risk is determined according to the current request torque and / or the brake pedal state, and the risk exclusion control is performed when there is an unintended deceleration risk.

[0011] Optionally, determining the current vehicle state according to the wheel state information comprises:

[0012] determining the wheel state according to the wheel state information;

[0013] in response to the wheel state being the stationary state and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining the current vehicle state as the stationary state;

[0014] in response to the wheel state being the moving state, determining a first number of wheels rotating in a forward direction and a second number of wheels rotating in a reverse direction;

[0015] in response to the first number being greater than the second number, determining the current vehicle state as the forward state;

[0016] in response to the first number being less than the second number, determining the current vehicle state as the reverse state;

[0017] in response to the first number being equal to the second number and the current vehicle speed being less than or equal to the preset state vehicle speed threshold, determining the current vehicle state as the stationary state.

[0018] Optionally, determining whether the continuous shifting signal is legal according to the current vehicle state and / or the current vehicle speed comprises:

[0019] determining a target gear corresponding to the continuous shifting signal, and determining an expected vehicle state corresponding to the target gear;

[0020] in response to the expected vehicle state being the same as the current vehicle state, determining that the continuous shifting signal is legal;

[0021] in response to the target vehicle state being different from the current vehicle state, determining whether the target gear is legal according to the current vehicle speed;

[0022] in response to the target gear being legal, determining that the continuous shifting signal is legal;

[0023] in response to the target gear being illegal, determining that the continuous shifting signal is illegal.

[0024] Optionally, determining whether the target gear is legal according to the current vehicle speed comprises:

[0025] in response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining that the target gear is illegal;

[0026] in response to the current vehicle speed being less than the preset vehicle speed threshold, determining that the target gear is legal.

[0027] Optionally, determining whether there is a state switching risk according to an initial operating state before the continuous shifting and a target operating state after the continuous shifting comprises:

[0028] in response to the target operating state being the same as the initial operating state, determining that there is no state switching risk;

[0029] in response to the target operating state being different from the initial operating state and the target operating state being the driving state, determining that there is no state switching risk;

[0030] in response to the target operating state being different from the initial operating state and the target operating state being the recovery state, determining that there is a state switching risk.

[0031] Optionally, determining whether there is an unintended deceleration risk according to the current requested torque and / or the brake pedal state comprises:

[0032] in response to the brake pedal state being the depressed state, determining that there is no unintended deceleration risk;

[0033] in response to the current requested torque being greater than zero, determining that there is no unintended deceleration risk;

[0034] in response to the brake pedal state being the default state and the current requested torque being less than or equal to zero, determining a default recovery intensity level;

[0035] in response to the default recovery intensity level being less than or equal to a preset safety level, determining that there is no unintended deceleration risk;

[0036] in response to the default recovery intensity level being greater than the preset safety level, determining that there is an unintended deceleration risk.

[0037] Optionally, performing risk exclusion control comprises:

[0038] determining a limit recovery torque according to the current vehicle speed and a preset vehicle speed-torque relationship;

[0039] determining a maximum value between the requested torque and the limit recovery torque as an actual requested torque, and controlling the motor to perform energy recovery according to the actual requested torque.

[0040] Optionally, performing risk exclusion control comprises:

[0041] replacing the default recovery intensity level with a minimum recovery intensity level, and controlling the motor to perform energy recovery according to the minimum recovery intensity level.

[0042] Based on the same inventive concept, the disclosure also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0043] Based on the same inventive concept, the disclosure also provides a vehicle comprising the electronic device as described above.

[0044] As can be seen from the above, the shifting safety control method, electronic equipment, and vehicle provided in this application, in response to monitoring a continuous shifting signal across neutral, determine the continuous shifting type based on the continuous shifting signal; in response to the continuous shifting type being an out-of-type shift, determine the current vehicle state based on wheel state information, and determine whether the continuous shifting signal is legal based on the current vehicle state and / or current vehicle speed, and perform torque reduction control after determining that the continuous shifting signal is illegal; in response to the continuous shifting type being a similar shift, determine whether there is a state switching risk based on the initial operating state before the continuous shift and the target operating state after the continuous shift; in response to the existence of a state switching risk, determine whether there is an unexpected deceleration risk based on the current requested torque and / or brake pedal state, and perform risk elimination control when there is an unexpected deceleration risk. In the case of out-of-type shifting, the existence of an unexpected reverse driving danger is determined by determining whether the continuous shifting signal is legal, and the danger of unexpected reverse driving is reduced through torque reduction control. In the case of similar shifting, the change in the vehicle's operating state before and after continuous shifting is first used to determine whether it will lead to a state switching risk, improving the effectiveness of risk monitoring. Then, when there is a risk of state switching, the impact of the user's active braking control is eliminated by determining whether there is an unexpected deceleration risk. When a real unexpected deceleration risk is determined, the occurrence of unexpected deceleration is avoided through risk elimination control, thus ensuring the safety of the user and the vehicle. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 is a flowchart of the safety control method for gear shifting according to an embodiment of this application;

[0047] Figure 2 is a flowchart of risk elimination control in an embodiment of this application;

[0048] Figure 3 is a flowchart illustrating the process of determining whether a continuous gear shift signal is valid according to an embodiment of this application.

[0049] Figure 4 is a structural schematic diagram of the safety control device for gear shifting according to an embodiment of this application;

[0050] Figure 5 is a schematic diagram of the structure of the electronic device according to an embodiment of this application. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0052] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application shall have the common meaning understood by one of ordinary skill in the art to which the embodiments of the present application belong. The terms "first", "second" and similar terms used in the embodiments of the present application do not represent any order, number or importance, but are only used to distinguish different components. The terms "include" or "contain" and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, without excluding other elements or objects. The terms "connect" or "connected" and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like are only used to represent relative positional relationships, and when the absolute positions of the described objects are changed, the relative positional relationships can also be changed accordingly.

[0053] In this document, it should be understood that any number of elements in the drawings is used for illustration and not limitation, and any naming is only used for differentiation and does not have any limiting meaning.

[0054] Based on the description of the above background art, there are also the following cases in the related art:

[0055] New energy vehicles inherit the gear division method of traditional vehicles, which is divided into N / P / R / D four gears, but due to the difference between the power output system based on the motor of new energy vehicles and the power system of traditional oil vehicles, the control during continuous gear shifting is different.

[0056] The power output system based on the motor of new energy vehicles and the power output system (engine + gearbox) of traditional vehicles are different, resulting in that the function of N gear of new energy vehicles is different from that of traditional oil vehicles. Because the motor of new energy vehicles is directly connected to the transmission system, it does not need to separate the transmission and the engine as in traditional oil vehicles. When the gear of new energy vehicles is in N gear, the motor stops power output (neither drives the vehicle nor recovers energy), but the motor hardware still maintains the connection state with the transmission system, and the vehicle is in the state of idling with the whole vehicle internal friction resistance, without additional brake power output. The main function of N gear of new energy vehicles is:

[0057] 1. When the motor of the vehicle fails and needs to be towed to a repair station, N gear needs to be engaged to avoid the motor being dragged under the forward gear (also called D gear), resulting in damage to the motor controller and the motor body.

[0058] 2. When new energy vehicles are waiting for a red light, N gear can be engaged to save energy. If the brake is pressed at the same time and D gear is engaged, the motor will have a small torque output, which means that the battery power is consumed, causing waste of power.

[0059] 3. Because the motor itself specifically drives and recovers two functions, N gear can be understood as neutral coasting, and the motor is in 0 torque control state (the whole vehicle controller requests the request torque of the motor controller to be 0), which is equivalent to driving state and recovery state, and a driving mode of neutral coasting is added, and user driving selection experience is increased.

[0060] Due to the characteristics of the new energy vehicle N gear in the above content, the switching of other gears to the N gear and the switching of the N gear to other gears needs to be monitored for safety to avoid the occurrence of non-driver expected situations after the N gear is switched to other gears, causing vehicle and personal safety hazards.

[0061] The gear shifting safety control method, electronic device and vehicle provided by the embodiments of the present application respond to the continuous gear shifting signal across the neutral gear, determine the continuous gear shifting type according to the continuous gear shifting signal, determine the current vehicle state according to the wheel state information in response to the continuous gear shifting type being different gear shifting, and determine whether the continuous gear shifting signal is legal according to the current vehicle state and / or current speed, and perform torque reduction control after determining that the continuous gear shifting signal is illegal, determine whether there is a state switching risk according to the initial running state before the continuous gear shifting and the target running state after the continuous gear shifting in response to the continuous gear shifting type being same gear shifting, determine whether there is an unexpected deceleration risk according to the current request torque and / or brake pedal state in response to the existence of the state switching risk, and perform risk exclusion control when there is an unexpected deceleration risk. In different gear shifting, whether there is a danger of unexpected reverse driving is determined by determining whether the continuous gear shifting signal is legal, and the danger of unexpected reverse driving is reduced by torque reduction control. In same gear shifting, whether it will cause a state switching risk is determined by the change of the running state of the vehicle before and after the continuous gear shifting, and the risk monitoring efficiency is improved. Then, when there is a state switching risk, the influence of user active brake control is excluded by determining whether there is an unexpected deceleration risk, and when it is determined that there is a real unexpected deceleration risk, the occurrence of unexpected deceleration is avoided by risk exclusion control, and the safety of the user and the vehicle is ensured.

[0062] The gear shifting safety control method provided by the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0063] In some embodiments, as shown in FIG. 1, a gear shifting safety control method includes:

[0064] Step 101: In response to monitoring the continuous gear shifting signal across the neutral gear, the continuous gear shifting type is determined according to the continuous gear shifting signal.

[0065] In specific implementation, the gear positions of the vehicle include four gear positions of neutral position / parking position / reverse position / forward position (N / P / R / D), and the continuous gear shifting is continuous switching among the three gear positions of N / R / D, because the three gear positions of N / R / D can be continuously switched during vehicle running or in a stationary state of the vehicle. However, the P gear position is a gear position for stopping the vehicle, and after switching to the P gear position, the vehicle is stationary, and when switching to other gear positions, the vehicle speed is almost 0, which belongs to switching of gear positions in a stationary state, so there is almost no safety problem when switching from the P gear position to other gear positions. After switching to the P gear position, there is a corresponding mechanical means to help the vehicle enter a stationary state, so there is also no corresponding safety hazard in the process of switching from other gear positions to the P gear position, so the continuous gear shifting is continuous switching among the three gear positions of N / R / D. The process of determining the continuous gear shifting type is shown in the following embodiments.

[0066] In some embodiments, determining the continuous gear shifting type according to the continuous gear shifting signal comprises:

[0067] determining an initial gear position before gear shifting and a target gear position after gear shifting according to the continuous gear shifting signal;

[0068] determining the continuous gear shifting type according to the initial gear position and the target gear position.

[0069] In some embodiments, determining the continuous gear shifting type according to the initial gear position and the target gear position comprises:

[0070] in response to the initial gear position and the target gear position being the same, determining that the continuous gear shifting type is same-type gear shifting;

[0071] in response to the initial gear position and the target gear position being different, determining that the continuous gear shifting type is different-type gear shifting.

[0072] In specific implementation, the continuous gear shifting across the neutral position is a gear shifting mode that needs to pass through the neutral position during continuous gear shifting, including four continuous gear shifting modes of R-N-D, R-N-R, D-N-R and D-N-D, wherein the switching process of R-N-R is switching from the initial gear position R to the neutral position N and then returning to the initial gear position R, and the switching process of D-N-D is switching from the initial gear position D to the neutral position N and then returning to the initial gear position D. It can be seen that the initial gear position and the target gear position of the continuous gear shifting processes of D-N-D and R-N-R are the same, so the continuous gear shifting types of R-N-R and D-N-D are same-type gear shifting, that is, the continuous gear shifting type in which the initial gear position before the continuous gear shifting across the neutral position and the target gear position after the continuous gear shifting across the neutral position are the same gear position is same-type gear shifting.

[0073] The switching process of R-N-D is switching from the initial gear R to the neutral gear N and then to the target gear D which is different from the initial gear. The switching process of D-N-R is switching from the initial gear D to the neutral gear N and then to the target gear R which is different from the initial gear. It can be seen that the initial gear and the target gear of the continuous gear shifting process of R-N-D and D-N-R are different, so the continuous gear shifting type of R-N-D and D-N-R is different type gear shifting, that is, the initial gear before the continuous gear shifting across the neutral gear and the target gear after the continuous gear shifting across the neutral gear are different gears.

[0074] The continuous gear shifting types of the continuous gear shifting across the neutral gear are different, and the potential safety hazards are also different, so it is necessary to determine the continuous gear shifting type in advance according to the continuous gear shifting signal, and to make targeted safety judgment according to the gear shifting type, so as to make safety control when there is danger.

[0075] Step 102: In response to the continuous gear shifting type being different type gear shifting, determining the current vehicle state according to the wheel state information, and determining whether the continuous gear shifting signal is legal according to the current vehicle state and / or the current vehicle speed, and performing torque reduction control after determining that the continuous gear shifting signal is illegal.

[0076] In specific implementation, in the continuous gear shifting across the neutral gear, after switching from the initial gear to the neutral gear N, the gear of the vehicle becomes the neutral gear N. For safety consideration, the function layer of the vehicle controller limits the subsequent gear shifting process of switching from the neutral gear N to the target gear.

[0077] Taking the different type gear shifting of R-N-D as an example, the limitation includes the following contents:

[0078] When the function layer of the vehicle controller determines that the current actual gear is the neutral gear N, and the vehicle driving direction is forward when the vehicle is in the neutral gear N, the N-D gear shifting action of the driver can be responded at this time, and the process of N-D will not be limited.

[0079] When the function layer determines that the current actual gear is the neutral gear N, and the vehicle driving direction is backward when the vehicle is in the neutral gear N, if the vehicle speed is less than the preset state speed threshold at this time, the vehicle controller considers that the vehicle is in the dynamic gear shifting function activation state, and can respond to the N-D gear shifting operation of the driver, and the process of N-D will not be limited.

[0080] When the function layer determines that the current actual gear is the neutral gear N, and the vehicle driving direction is backward when the vehicle is in the neutral gear N, if the vehicle speed is greater than or equal to the preset state speed threshold at this time, the vehicle controller considers that the vehicle is in the process of medium and high speed backward driving at this time, and the N-D operation of the driver is prohibited for the safety of vehicle driving, and the process of gear shifting is limited.

[0081] Similarly, the restriction of the heterogeneous shift of D-N-R includes the following contents:

[0082] When the function layer determines that the current actual gear is N, and the vehicle driving direction is backward or forward when the vehicle is in N, at this time, the N-R shift operation of the driver can be responded to, and the process of N-D is not restricted.

[0083] When the function layer determines that the current actual gear is N, and the vehicle driving direction is forward when the vehicle is in N, if the vehicle speed at this time is less than the preset state vehicle speed threshold, the vehicle controller considers that the vehicle is in a dynamic shift function activation state, and can respond to the N-R shift operation of the driver, and the process of N-R is not restricted.

[0084] When the function layer determines that the current actual gear is N, and the vehicle driving direction is forward when the vehicle is in N, if the vehicle speed at this time is greater than or equal to the preset state vehicle speed threshold, the vehicle controller considers that the vehicle is in a process of medium and high speed forward driving at this time, and the N-R operation of the driver is prohibited for the purpose of vehicle driving safety, and the process of shift is restricted.

[0085] Therefore, when detecting the heterogeneous shift of D-N-R and R-N-D, it is necessary to determine whether the function layer responds to the shift operation of the user incorrectly, and it is necessary to determine whether the continuous shift signal is legal according to the current vehicle state and / or current vehicle speed, and then determine whether the function layer executes the illegal shift operation which is restricted.

[0086] The vehicle speed and vehicle state before and after the shift do not change immediately, so when detecting the heterogeneous shift, although the shift operation has been executed, the state of the vehicle has not changed, and the risk of non-intended reverse driving caused by responding to the illegal continuous shift signal can be reduced by reducing the risk of the torque control.

[0087] And in the process of determining whether the continuous shift signal is legal, the current vehicle state information is needed, so after determining that the continuous shift type is heterogeneous shift, the current vehicle state needs to be determined according to the wheel state information.

[0088] In some embodiments, the current vehicle state is determined according to the wheel state information, including:

[0089] Step 1021: determining the wheel state according to the wheel state information.

[0090] In specific implementation, the wheel state information is a collection of data representing various states of the wheels, for example, including the tire pressure, rotation speed, steering, wear condition, etc. of each wheel. Since there is a risk of unintended reverse driving during the heterogeneous gear shifting, only the rotation speed and steering in the wheel state information are needed to determine the corresponding wheel state, which includes a stationary state and a moving state. If the rotation speed of a wheel is less than or equal to a preset wheel rotation speed threshold, the single wheel is determined to be in a stationary state, and if all the wheels are in a stationary state, the wheel state is determined to be in a stationary state. If the rotation speed of a wheel is greater than the preset wheel rotation speed threshold, the single wheel is determined to be in a moving state. As long as there is a wheel in a moving state, the wheel state is determined to be in a moving state.

[0091] The wheel rotation speed threshold is a very small value, for example, 0.5 r / s. If 0 rotation speed is used as the distinction between the stationary state and the moving state, the wheel may always be in a moving state due to sensor errors or slight movement of the vehicle, so the wheel rotation speed threshold is used to distinguish the stationary state and the moving state of the single wheel.

[0092] Step 1022: In response to the wheel state being in a stationary state and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, the current vehicle state is determined to be in a stationary state.

[0093] In specific implementation, a vehicle with four wheels is taken as an example for illustration. If the wheel state is in a stationary state, it means that the four wheels are in a stationary state, but there may be a situation of wheel slip, i.e., the wheel does not rotate but the vehicle moves, for example, when driving on ice, if slip occurs during braking, the vehicle will move relative to the ice, but the wheel may not rotate at this time. Therefore, it is further needed to determine whether the vehicle is really in a stationary state according to the current vehicle speed.

[0094] If the current vehicle speed is less than or equal to a preset state vehicle speed threshold (for example, 2 km / h), it means that the vehicle is in a completely stationary or slightly moving state, and the current vehicle state of the vehicle can be determined to be in a stationary state, and there is no risk of unintended reverse driving. If the current vehicle speed is greater than the preset state vehicle speed threshold, it means that the vehicle is driving at a certain speed, and the determination of the current vehicle state according to the wheel state may have errors, so the current vehicle state is determined to be in a moving state, or a state fault alarm is performed.

[0095] Step 1023: In response to the wheel state being in a moving state, the first number of wheels rotating in a forward direction and the second number of wheels rotating in a reverse direction are determined.

[0096] In specific implementation, taking a vehicle with four wheels as an example, if the wheel state is the moving state, it indicates that there is at least one wheel rotating, and the current vehicle state needs to be determined according to the steering of the moving wheel. The steering of the wheel includes the forward rotation of the driving vehicle forward driving and the reverse rotation of the driving vehicle backward driving. Therefore, after determining that the wheel state is the moving state, the first wheel quantity of the forward rotating wheel and the second quantity of the reverse rotating wheel need to be determined, which are used to determine the specific type of the current vehicle running state. The first quantity and the second quantity can both be 0.

[0097] Step 1024: in response to the first quantity being greater than the second quantity, determining that the current vehicle state is the forward driving state.

[0098] In specific implementation, if the first wheel quantity of the forward rotating wheel is greater than the second quantity of the reverse rotating wheel, it indicates that the forward rotating wheel is the majority, and the vehicle as a whole drives forward, and the current vehicle state of the vehicle is determined to be the forward driving state.

[0099] Step 1025: in response to the first quantity being less than the second quantity, determining that the current vehicle state is the backward driving state.

[0100] In specific implementation, if the first wheel quantity of the forward rotating wheel is less than the second quantity of the reverse rotating wheel, it indicates that the reverse rotating wheel is the majority, and the vehicle as a whole drives backward, and the current vehicle state of the vehicle is determined to be the backward driving state.

[0101] Step 1026: in response to the first quantity being equal to the second quantity, and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is the static state.

[0102] In specific implementation, assuming that the force provided by each wheel is the same, when the first wheel quantity of the forward rotating wheel is equal to the second quantity of the reverse rotating wheel, the forward force and the backward force provided by the wheel are the same in size and cancel each other out, at this time the vehicle can be in a static state, and it is further needed to determine whether it is really in the static state according to the current vehicle speed.

[0103] If the current vehicle speed is less than or equal to the preset state vehicle speed threshold (for example, 2 km / h), it indicates that the vehicle is in a completely static or slightly moving state, and the current vehicle state of the vehicle can be determined to be the static state, and there is no risk of unintended reverse driving. If the current vehicle speed is greater than the preset state vehicle speed threshold, it indicates that the vehicle is driving at a certain speed, and the current vehicle state determination according to the wheel state can have an error, and the current vehicle state is determined to be the moving state, or a state fault alarm is performed, because at this time the vehicle can be in a slipping state, and the fault alarm is performed to prompt the user that there is a certain safety risk.

[0104] After determining the current vehicle state, it is determined whether the continuous shifting signal is legal according to the current vehicle state and / or the current vehicle speed. Preferably, the target gear corresponding to the continuous shifting signal is determined, and the expected vehicle state corresponding to the target gear is determined. For D-N-R continuous shifting, the target gear is R gear, and the expected vehicle state corresponding to the target gear is the reverse state. For R-N-D continuous shifting, the target gear is D gear, and the expected vehicle state corresponding to the target gear is the forward state.

[0105] If the expected vehicle state is the same as the current vehicle state, it indicates that the function layer does not limit the process of shifting to the target gear, and it is determined that the continuous shifting signal is legal. If the expected vehicle state is different from the current vehicle state, it is determined whether it is a short-term difference allowed by the dynamic shifting function according to the vehicle speed. If the current vehicle speed is less than a preset vehicle speed threshold (for example, 3 km / h, which can also be the same as the state speed threshold, for example, 2 km / h), it indicates that dynamic shifting is allowed at this time, and it is determined that the continuous shifting signal is legal. If the current vehicle speed is greater than or equal to the preset vehicle speed threshold, it indicates that neither ordinary shifting nor dynamic shifting is allowed at this time, and it is determined that the function layer has made an incorrect judgment. It is determined that the continuous shifting signal is illegal, and torque reduction control needs to be performed after it is determined that the continuous shifting signal is illegal.

[0106] Because the request torque instruction is just sent to the motor controller at this time, it can not have caused a large change in the state of the vehicle such as the vehicle speed. At this time, the torque is reduced, the request torque is reduced, and the modified request torque is sent to the motor controller to replace the original request torque, so that the motor controller controls the torque with the modified request torque as the target, reduces the risk of safety hazards caused by unexpected reverse driving, and protects the safety of the vehicle and the user.

[0107] The torque reduction control includes:

[0108] First torque reduction control: modified request torque=request torque x correction coefficient, wherein 0<correction coefficient<1. The correction coefficient can be determined according to the request torque and the current vehicle speed. When the current vehicle speed is constant, the correction coefficient and the request torque are in a proportional relationship. The greater the request torque, the greater the correction coefficient, and the greater the torque reduction amplitude, so as to ensure the safety of the vehicle. When the request torque is constant, the correction coefficient and the current vehicle speed are in a proportional relationship. The greater the current vehicle speed, the greater the correction coefficient, and the greater the torque reduction amplitude, so as to ensure the safety of the vehicle.

[0109] Second torque reduction control: the current risk level of the vehicle is first evaluated, and different risk levels correspond to different torque reductions. The higher the current risk level, the greater the torque reduction, so as to ensure the safety of the vehicle.

[0110] Step 103: in response to the continuous shifting type being the same type of shifting, determining whether there is a state switching risk according to the initial running state before the continuous shifting and the target running state after the continuous shifting.

[0111] In specific implementation, if the continuous shifting type is the same type of shifting, it means that the continuous shifting is D-N-D or R-N-R. Since the gear positions before and after the continuous shifting are the same, there is no risk of reverse driving. At this time, it is necessary to determine whether there is any other risk. Because both D and R gears have two running states of recovery and driving, different running states will have different effects on the continuous shifting process.

[0112] For the D-N-D and R-N-R continuous shifting processes, there are the following four cases:

[0113] The first state switching type is that the initial running state before the continuous shifting is the driving state, and the target running state after the continuous shifting is also the driving state;

[0114] The second state switching type is that the initial running state before the continuous shifting is the driving state, and the target running state after the continuous shifting is the recovery state;

[0115] The third state switching type is that the initial running state before the continuous shifting is the recovery state, and the target running state after the continuous shifting is the driving state;

[0116] The fourth state switching type is that the initial running state before the continuous shifting is the recovery state, and the target running state after the continuous shifting is also the recovery state.

[0117] In some embodiments, determining whether there is a state switching risk according to the initial running state before the continuous shifting and the target running state after the continuous shifting includes:

[0118] Step 1031: in response to the target running state being the same as the initial running state, determining that there is no state switching risk.

[0119] In specific implementation, if the target running state is the same as the initial running state, corresponding to the first state switching type and the fourth state switching type, the running states before and after the continuous shifting are the same, and the driving state of the vehicle will not change before and after the shifting. The user clearly knows the possible state of the vehicle after switching to the original gear, and the user has sufficient expectation of the driving state after the continuous gear switching, so there is no unintended shifting risk, and it is determined that there is no state switching risk.

[0120] Step 1032: in response to the target running state being different from the initial running state, and the target running state being the driving state, determining that there is no state switching risk.

[0121] In specific implementation, if the target running state is different from the initial running state, and the target running state is the driving state, corresponding to the third state switching type, the target running state after continuous gear shifting is the driving state, and only when the user steps on the accelerator pedal can the driving state be entered, so the change of the driving state at this time is caused by the user's active control, the user has the expectation that the vehicle will accelerate (the acceleration directions of the two continuous gear shifting are different), and there is no unexpected shifting risk, and it is determined that there is no state switching risk.

[0122] Step 1033: In response to the target running state being different from the initial running state, and the target running state being the recovery state, it is determined that there is a state switching risk.

[0123] In specific implementation, if the target running state is different from the initial running state, and the target running state is the recovery state, corresponding to the second state switching type, the initial running state is the driving state, which indicates that the driving torque stepped on by the user before continuous gear shifting is the positive torque for driving the vehicle, and if the target running state after continuous gear shifting is the recovery state, it indicates that the vehicle enters the recovery state after continuous gear shifting, and the requested torque of the vehicle is the braking torque for braking the vehicle, that is, the actual output torque of the vehicle before and after continuous gear shifting changes in direction, resulting in a large deceleration of the vehicle (the deceleration directions of the two continuous gear shifting processes are different), which can cause unexpected deceleration, can affect the user's control of the vehicle, and can cause safety hazards of the vehicle and the user, and it is determined that there is a state switching risk.

[0124] Step 104: In response to the existence of the state switching risk, it is determined whether there is an unexpected deceleration risk according to the current requested torque and / or the brake pedal state, and risk exclusion control is performed when there is an unexpected deceleration risk.

[0125] In specific implementation, when there is a state switching risk, it indicates that the vehicle will decelerate, but it is further determined whether the user has an expectation for the deceleration and whether the deceleration has a certain safety hazard, that is, it is further determined whether the state switching risk will cause an unexpected deceleration risk.

[0126] In some embodiments, whether there is an unexpected deceleration risk is determined according to the current requested torque and / or the brake pedal state, including:

[0127] Step 1041: In response to the brake pedal state being stepped, it is determined that there is no unexpected deceleration risk.

[0128] In specific implementation, if the brake pedal state is stepped, it indicates that the user steps on the brake pedal, the user has an expectation for deceleration, and the normal control of the user will not be affected by sudden deceleration, and it is determined that there is no unexpected deceleration risk.

[0129] Step 1042: In response to the current requested torque being greater than the zero value, it is determined that there is no unintended deceleration risk.

[0130] In specific implementation, if the current requested torque is greater than the zero value, it indicates that the user steps on the accelerator pedal, the vehicle does not enter the recovery state, continues to maintain the driving state before shifting, and no corresponding unintended deceleration risk is generated.

[0131] Step 1043: In response to the brake pedal state being the default state and the current requested torque being less than or equal to the zero value, a default recovery intensity level is determined.

[0132] In specific implementation, if the brake pedal state is the default state, it indicates that the user does not step on the brake pedal, and the deceleration of the vehicle is not the result of user active control, but is unintended. Meanwhile, if the current requested torque is less than or equal to the zero value, it indicates that there is a corresponding recovery requested torque, and it is determined that the recovery state is really entered. At this time, it is necessary to further determine the recovery intensity level at this time. The default recovery intensity level is shown in the following embodiment.

[0133] In some embodiments, the default recovery intensity level is determined, including:

[0134] In response to the existence of the historical recovery state, a historical recovery level corresponding to the historical recovery state is determined, and the historical recovery level is determined as the default recovery intensity level;

[0135] In response to the non-existence of the historical recovery state, a recovery intensity level corresponding to the standard recovery state is determined as the default recovery intensity level.

[0136] In some embodiments, the historical recovery level corresponding to the historical recovery state is determined, including:

[0137] In response to the historical recovery state being the strong recovery state, a first recovery intensity level is determined as the historical recovery level;

[0138] In response to the historical recovery state being the standard recovery state, a second recovery intensity level is determined as the historical recovery level;

[0139] In response to the historical recovery state being the weak recovery state, a third recovery intensity level is determined as the historical recovery level;

[0140] In some embodiments, the first recovery intensity level is greater than the second recovery intensity level, and the second recovery intensity level is greater than the third recovery intensity level.

[0141] In specific implementation, the coasting recovery state in the D gear or the R gear is divided into three types, which are a strong recovery state with the largest brake torque, a weak recovery state with the smallest brake torque, and a standard recovery state with the brake torque between the strong recovery torque and the weak recovery torque. That is, the absolute value of the strong recovery torque in the strong recovery state > the absolute value of the standard recovery torque in the standard recovery state > the absolute value of the weak recovery torque in the weak recovery state > the absolute value of the neutral coasting recovery torque in the neutral coasting recovery state. It should be noted that the strong recovery torque, the standard recovery torque, the weak recovery torque, and the neutral coasting recovery torque in the embodiments of the present application all represent the absolute value of the torque. Exemplarily, the first recovery intensity level of the strong recovery state is level 3, the second recovery intensity level of the standard recovery state is level 2, and the third recovery intensity level of the weak recovery state is level 1. If there is a historical recovery state, the default recovery intensity level is the historical recovery level used when the vehicle last performed recovery. If it is the first time to enter the recovery state, it is determined that there is no historical recovery state, and the standard recovery state is used as the default recovery state, and the corresponding default recovery intensity level is level 2.

[0142] Step 1044: In response to the default recovery intensity level being less than or equal to the preset safety level, it is determined that there is no unintended deceleration risk.

[0143] In specific implementation, in order to ensure that there is no large deceleration feeling, a small recovery torque is needed for energy recovery in the recovery state, so the level 1 recovery intensity level corresponding to the weak recovery state is used as the preset safety level.

[0144] If the default recovery intensity level is less than or equal to the preset safety level, it indicates that there is no unintended deceleration, and energy recovery in the weak recovery state will only produce a small weak recovery torque, which will not cause the vehicle to have a large deceleration and will not affect the normal driving of the vehicle, and it is determined that there is no unintended deceleration risk.

[0145] Step 1045: In response to the default recovery intensity level being greater than the preset safety level, it is determined that there is an unintended deceleration risk.

[0146] In specific implementation, if the default recovery intensity level is greater than the preset safety level, it indicates that there is an unintended deceleration, and there will be a large recovery torque (standard recovery torque or strong recovery torque) when energy recovery is performed, which will cause the vehicle to perform energy recovery with a large recovery torque, and in turn cause the vehicle to have a large deceleration, which will affect the normal driving of the vehicle, and it is determined that there is an unintended deceleration risk.

[0147] For the unintended deceleration risk, risk exclusion control can be performed to avoid the risk when there is an unintended deceleration risk. The risk exclusion control at least includes the following two ways:

[0148] In some embodiments, as shown in FIG. 2, risk exclusion control is performed, including:

[0149] Step 201: determining a limit recovery torque according to the current vehicle speed and a preset vehicle speed-torque relationship.

[0150] In specific implementation, the first risk exclusion control belongs to the category of torque limit control. When it is determined that there is an unintended deceleration risk, a limit recovery torque is determined according to the current vehicle speed and a preset vehicle speed-torque relationship. The vehicle speed-torque relationship is a two-dimensional relationship between vehicle speed and torque, such as a two-dimensional function relationship or a two-dimensional table relationship. The current vehicle speed is taken as input data, and the corresponding limit recovery torque is output according to the vehicle speed-torque relationship. The limit recovery torque represents the maximum recovery torque allowed at the current vehicle speed, so that energy recovery is performed at the limit recovery torque without causing strong deceleration. Therefore, the greater the current vehicle speed, the smaller the limit recovery torque, so that only a small torque recovery is performed in the case of high-speed driving and continuous gear shifting, thereby ensuring the safety of the vehicle and the user.

[0151] Step 202: determining the maximum value between the request torque and the limit recovery torque as the actual request torque, and controlling the motor to perform energy recovery according to the actual request torque.

[0152] In specific implementation, the request torque is the torque required when the vehicle performs energy recovery at a default recovery intensity level, and the limit recovery torque is the maximum recovery torque allowed when the vehicle performs energy recovery at the default recovery intensity level. The maximum value between the request torque and the preset limit recovery torque is determined as the actual request torque, so that the recovery efficiency is ensured while avoiding unintended deceleration risk. It should be noted that the request torque and the limit recovery torque in the recovery state are both negative values. If the influence of the sign is not considered, the minimum value between the absolute value of the request torque and the absolute value of the limit recovery torque is taken as the torque value of the actual request torque. That is, the torque with the smaller absolute value is taken for torque recovery, so that a smaller deceleration is generated, thereby avoiding unintended deceleration.

[0153] If there is no unintended deceleration risk, energy recovery is directly performed at the request torque. If the vehicle changes from having an unintended deceleration risk to having no unintended deceleration risk during driving, the corresponding torque limit is cancelled. If the actual request torque is the request torque, no torque control is needed. If the actual request torque is the limit recovery torque, a torque change rate is determined according to the absolute value between the limit recovery torque and the request torque and a preset difference rate two-dimensional relationship, and the limit recovery torque is adjusted to the request torque according to the torque change rate, so that the smoothness of torque change in the entire control process is ensured, thereby providing a better driving experience for the user.

[0154] In some embodiments, as shown in FIG. 2, the risk exclusion control is performed, including:

[0155] Step 201': replacing the default recovery intensity level with the minimum recovery intensity level, and controlling the motor to recover energy according to the minimum recovery intensity level.

[0156] In specific implementation, the second risk exclusion control belongs to the category of recovery state limitation control. When it is determined that there is an unintended deceleration risk, the default recovery intensity level is directly replaced with the minimum recovery intensity level, and the motor is controlled to recover energy according to the minimum recovery intensity level, so that the vehicle recovers energy at the minimum recovery intensity level. That is, when it is monitored that there is an unintended deceleration risk, the vehicle directly recovers energy in a weak recovery state, and recovering energy with weak recovery torque does not cause the unintended deceleration risk, thereby protecting the safety of the vehicle and the user.

[0157] In summary, the safety control method for gear shifting provided in the present application determines whether there is a risk of unintended reverse driving by determining whether the continuous gear shifting signal is legal when the gear is shifted between different types, and reduces the risk of unintended reverse driving by torque reduction control. When the gear is shifted between the same type, it is first determined whether the change in the running state of the vehicle before and after continuous gear shifting will cause a state switching risk, thereby improving the risk monitoring efficiency. Then, when there is a state switching risk, the influence of the user's active brake control is excluded by determining whether there is an unintended deceleration risk. When it is determined that there is a real unintended deceleration risk, the risk exclusion control is used to avoid the occurrence of unintended deceleration, thereby ensuring the safety of the user and the vehicle.

[0158] In some embodiments, as shown in FIG. 3, it is determined whether the continuous gear shifting signal is legal according to the current vehicle state and / or the current vehicle speed, including:

[0159] Step 301: determining a target gear corresponding to the continuous gear shifting signal, and determining an expected vehicle state corresponding to the target gear.

[0160] In specific implementation, for D-N-R continuous gear shifting, the target gear is R gear, and the expected vehicle state corresponding to the target gear is the backward state. For R-N-D continuous gear shifting, the target gear is D gear, and the expected vehicle state corresponding to the target gear is the forward state.

[0161] Step 302: in response to the expected vehicle state being the same as the current vehicle state, determining that the continuous gear shifting signal is legal.

[0162] In specific implementation, if the expected vehicle state is the same as the current vehicle state, it indicates that the function layer will not limit the process of gear shifting to the target gear, and it is determined that the continuous gear shifting signal is legal.

[0163] Step 303: in response to the target vehicle state being different from the current vehicle state, determining whether the target gear is legal according to the current vehicle speed.

[0164] In a specific implementation, if the target vehicle state is different from the current vehicle state, it is necessary to determine whether the difference is allowed by the dynamic gear shifting function according to the vehicle speed.

[0165] In some embodiments, determining whether the target gear is legal according to the current vehicle speed comprises:

[0166] Step 3031: in response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining that the target gear is illegal.

[0167] In a specific implementation, if the current vehicle speed is greater than or equal to the preset vehicle speed threshold, it means that neither ordinary gear shifting nor dynamic gear shifting is allowed at this time, and it is determined that the function layer has made an incorrect judgment, and it is determined that the target gear is illegal, and then it is determined that the continuous gear shifting signal is illegal, and then the torque reduction control needs to be performed after it is determined that the continuous gear shifting signal is illegal.

[0168] Step 3032: in response to the current vehicle speed being less than the preset vehicle speed threshold, determining that the target gear is legal.

[0169] In a specific implementation, if the current vehicle speed is less than or equal to the preset vehicle speed threshold, it means that dynamic gear shifting is allowed at this time, and it is determined that the target gear is legal, and then it is determined that the continuous gear shifting signal is legal.

[0170] Step 304: in response to the target gear being legal, determining that the continuous gear shifting signal is legal.

[0171] In a specific implementation, if the target gear is legal, the switching to the target gear is allowed, and the function layer does not have an incorrect judgment, and it is determined that the continuous gear shifting signal is legal.

[0172] Step 305: in response to the target gear being illegal, determining that the continuous gear shifting signal is illegal.

[0173] In a specific implementation, if the target gear is illegal, the switching to the target gear is not allowed, but the function layer has performed the switching of the target gear, which means that the function layer has an incorrect judgment, and it is determined that the continuous gear shifting signal is illegal.

[0174] It should be noted that the method of the embodiments of the present application can be executed by a single device, such as a computer or a server, etc. The method of the embodiments of the present application can also be applied to a distributed scenario, and completed by multiple devices cooperating with each other. In this distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0175] It is to be understood that the foregoing description is directed to embodiments of the application. Various embodiments are described herein, including the best mode embodiments. However, various embodiments can be directed to other embodiments than the embodiments depicted and described, for example, as they will occur to those skilled in the art upon reading the preceding description. As such, all embodiments present in this application and their equivalents are intended to be covered by the appended claims. In addition, various modifications and changes can be aimed to the embodiments described herein, and it is intended to claim all such modifications and changes as fall within the scope of the application. Although the method operations were described in a certain order, this should not be used to interpret a certain order of the operations, as some operations can be performed in other orders or concurrently, as the description discloses implicit parallelism. Furthermore, certain operations can be optional depending on the circumstances.

[0176] Based on the same inventive concept, the application also provides a shift safety control device corresponding to any of the above-mentioned embodiments.

[0177] Referring to FIG. 4, the shift safety control device comprises a processor, wherein the processor is configured to execute the following program modules stored in the memory:

[0178] The continuous shift switching module 10 is configured to determine the continuous shift type according to the continuous shift signal in response to monitoring the continuous shift signal across the neutral gear;

[0179] The heterogeneous shift safety control module 20 is configured to determine the current vehicle state according to the wheel state information and determine whether the continuous shift signal is legal according to the current vehicle state and / or the current vehicle speed in response to the continuous shift type being heterogeneous shift, and perform the torque reduction control after determining that the continuous shift signal is illegal;

[0180] The switching risk assessment module 30 is configured to determine whether there is a state switching risk according to the initial operating state before the continuous shift and the target operating state after the continuous shift in response to the continuous shift type being homogeneous shift;

[0181] The homogeneous shift safety control module 40 is configured to determine whether there is an unintended deceleration risk according to the current request torque and / or the brake pedal state in response to the existence of the state switching risk, and perform the risk exclusion control when there is an unintended deceleration risk.

[0182] For the convenience of description, the above device is described as various modules in function. Of course, the functions of each module can be implemented in the same or multiple software and / or hardware when implementing the application.

[0183] The device of the above-mentioned embodiments is used to implement the corresponding shift safety control method in any of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here.

[0184] Based on the same inventive concept, the application also provides an electronic device corresponding to the shift safety control method of any of the above embodiments, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the shift safety control method of any of the embodiments when executing the program.

[0185] Fig. 5 shows a more specific schematic diagram of the hardware structure of an electronic device provided in the embodiment. The device can comprise a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for internal communication within the device.

[0186] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided in the embodiments of the present specification.

[0187] The memory 1020 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided in the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and called and executed by the processor 1010.

[0188] The input / output interface 1030 is used to connect input / output modules to realize information input and output. The input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input devices can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output devices can include a display, a speaker, a vibrator, an indicator light, etc.

[0189] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0190] Bus 1050 includes a path for transferring information between the various components (e.g., processor 1010, memory 1020, input / output interface 1030, and communication interface 1040) of the device.

[0191] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain the components necessary to implement the embodiments of the present specification, and does not have to contain all the components shown in the figure.

[0192] The electronic device of the above embodiment is used to implement the corresponding gear shifting safety control method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0193] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a non-transitory computer readable storage medium, which stores computer instructions for causing a computer to execute the gear shifting safety control method of any of the above embodiments.

[0194] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be realized by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape disk storage or other magnetic storage device, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0195] The computer instructions stored in the storage medium of the above embodiment are used to cause a computer to execute the gear shifting safety control method of any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0196] Based on the same inventive concept, the application also provides a vehicle comprising the electronic device or the shift safety control device of the above-mentioned embodiments, and performing the shift safety control method of any of the above-mentioned embodiments by the electronic device or the shift safety control device of the above-mentioned embodiments, and having the beneficial effects of the corresponding method embodiments, which are not described here again.

[0197] It can be understood that, before using the technical solutions of various embodiments in the present disclosure, the type, use range, use scenario, etc. of the personal information involved will be informed to the user in a proper manner, and the authorization of the user will be obtained.

[0198] For example, in response to receiving the active request of the user, prompt information is sent to the user to explicitly prompt the user that the operation requested to be performed will require obtaining and using the personal information of the user. Thus, the user can voluntarily choose whether to provide the personal information to the software or hardware such as the electronic device, application program, server or storage medium, etc. that performs the operation of the technical solutions of the present disclosure according to the prompt information.

[0199] As an optional but not limited implementation manner, in response to accepting the active request of the user, the manner of sending the prompt information to the user may, for example, be a pop-up window manner, and the prompt information may be presented in the form of text in the pop-up window. In addition, the pop-up window may also carry selection controls for the user to select "agree" or "disagree" to provide the personal information to the electronic device.

[0200] It can be understood that the above notification and obtaining of user authorization process is only illustrative, and does not limit the implementation manner of the present disclosure, and other manners meeting the relevant laws and regulations can also be applied to the implementation manner of the present disclosure.

[0201] Those skilled in the art should understand that the discussion of any of the above embodiments is only exemplary, and is not intended to imply that the scope of the present application is limited to these examples; under the idea of the present application, the above embodiments or technical features in different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of the embodiments of the present application as described above. In order to be brief, they are not provided in details.

[0202] Additionally, to simplify the description and discussion, and so as not to obscure the embodiments of the application being presented, the well-known functions or constructions of integrated circuit (IC) chips and other components can or can not be shown in the figures and will be omitted as not to unnecessarily obscure the embodiments of the application being presented. Moreover, the devices can be shown in block diagram form in order to avoid obscuring the embodiments of the application, and this also acknowledges the fact that the details in regard to the implementation of the block diagram devices are highly dependent on the platform within which the embodiments of the application are to be implemented (i.e., these details should be well within the purview of one of ordinary skill in the art). Where specific details are set forth in order to describe an illustrative embodiment of the application, it will be apparent to one of ordinary skill in the art that the embodiments of the application can be practiced without, or with variation of, these specific details. Thus, the description is to be considered as illustrative and not restrictive, and the scope of the application should be determined not with reference to the above description, but should be given to the appended claims.

[0203] While the application has been described in connection with specific embodiments thereof, many alternatives, modifications and variations will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0204] The embodiments of the application are intended to cover all such alternatives, modifications and variations as falling within the scope of the broadest possible interpretation of the appended claims. Accordingly, any and all such alternatives, modifications and variations should be included within the scope of the application.

Claims

1. A shift safety control method wherein, The method comprises: in response to monitoring a continuous shift signal across gears, determining a continuous shift type according to the continuous shift signal; in response to the continuous shift type being a different type of shift, determining a current vehicle state according to wheel state information, and determining whether the continuous shift signal is legal according to the current vehicle state and / or current vehicle speed, and performing torque reduction control after determining that the continuous shift signal is illegal; in response to the continuous shift type being a same type of shift, determining whether there is a state switching risk according to an initial operating state before the continuous shift and a target operating state after the continuous shift; in response to there being the state switching risk, determining whether there is an unintended deceleration risk according to a current requested torque and / or brake pedal state, and performing risk exclusion control when there is the unintended deceleration risk.

2. The shift control method according to claim 1, wherein Determining a current vehicle state according to wheel state information comprises: determining a wheel state according to the wheel state information; in response to the wheel state being a stationary state and a current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a stationary state; in response to the wheel state being a moving state, determining a first number of forward rotating wheels and a second number of reverse rotating wheels; in response to the first number being greater than the second number, determining that the current vehicle state is a forward state; in response to the first number being less than the second number, determining that the current vehicle state is a reverse state; in response to the first number being equal to the second number and the current vehicle speed being less than or equal to the preset state vehicle speed threshold, determining that the current vehicle state is a stationary state.

3. The shift control method according to claim 1, wherein Determining whether the continuous shift signal is legal according to the current vehicle state and / or current vehicle speed comprises: determining a target gear corresponding to the continuous shift signal, and determining an expected vehicle state corresponding to the target gear; in response to the expected vehicle state being the same as the current vehicle state, determining that the continuous shift signal is legal; in response to the target vehicle state being different from the current vehicle state, determining whether the target gear is legal according to the current vehicle speed; in response to the target gear being legal, determining that the continuous shift signal is legal; in response to the target gear being illegal, determining that the continuous shift signal is illegal.

4. The shift control method according to claim 3, wherein Determining whether the target gear is legal according to the current vehicle speed comprises: in response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining that the target gear is illegal; in response to the current vehicle speed being less than the preset vehicle speed threshold, determining that the target gear is legal.

5. The shift control method according to claim 1, wherein Determining whether there is a state switching risk according to an initial operating state before the continuous shift and a target operating state after the continuous shift comprises: in response to the target operating state being the same as the initial operating state, determining that there is no state switching risk; in response to the target operating state being different from the initial operating state and the target operating state being a driving state, determining that there is no state switching risk; in response to the target operating state being different from the initial operating state and the target operating state being a recovery state, determining that there is a state switching risk.

6. The shift control method according to claim 1, wherein Determining whether there is an unintended deceleration risk according to a current requested torque and / or brake pedal state comprises: determining that there is no unintended deceleration risk in response to the brake pedal state being a depressed state; determining that there is no unintended deceleration risk in response to the current requested torque being greater than a zero value; determining a default recovery intensity level in response to the brake pedal state being a default state and the current requested torque being less than or equal to a zero value; determining that there is no unintended deceleration risk in response to the default recovery intensity level being less than or equal to a preset safety level; determining that there is an unintended deceleration risk in response to the default recovery intensity level being greater than the preset safety level.

7. The shift control method according to claim 6, wherein determining a default recovery intensity level, comprising: determining a historical recovery level corresponding to a historical recovery state in response to the historical recovery state existing, and determining the historical recovery level as the default recovery intensity level; determining a recovery intensity level corresponding to a standard recovery state as the default recovery intensity level in response to the historical recovery state not existing.

8. The shift control method according to claim 7, wherein the determining a historical recovery level corresponding to a historical recovery state, comprising: determining a first recovery intensity level as the historical recovery level in response to the historical recovery state being a strong recovery state; determining a second recovery intensity level as the historical recovery level in response to the historical recovery state being a standard recovery state; determining a third recovery intensity level as the historical recovery level in response to the historical recovery state being a weak recovery state; wherein the first recovery intensity level is greater than the second recovery intensity level, and the second recovery intensity level is greater than the third recovery intensity level.

9. The shift safety control method according to claim 1, wherein the performing risk exclusion control, comprising: determining a limit recovery torque according to a preset vehicle speed-torque relationship and a current vehicle speed; determining a maximum value between a requested torque and the limit recovery torque as an actual requested torque, and controlling the motor to perform energy recovery according to the actual requested torque.

10. The shift control method according to claim 1, wherein the performing risk exclusion control, comprising: replacing the default recovery intensity level with a minimum recovery intensity level, and controlling the motor to perform energy recovery according to the minimum recovery intensity level.

11. The shift control method according to claim 9, wherein the limit recovery torque represents a maximum recovery torque that can be requested at a current vehicle speed.

12. The shift control method according to claim 1, wherein the determining a continuous shift type according to the continuous shift signal, comprising: determining an initial gear before shifting and a target gear after shifting according to the continuous shift signal; determining the continuous shift type according to the initial gear and the target gear.

13. The shift control method according to claim 12, wherein the determining the continuous shift type according to the initial gear and the target gear, comprising: determining that the continuous shift type is a same-type shift in response to the initial gear and the target gear being the same; determining that the continuous shift type is a different-type shift in response to the initial gear and the target gear being different.

14. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, wherein, a processor executes a program to implement the method of any one of claims 1 to 13.

15. A vehicle, wherein, an electronic device comprising the electronic device of claim 14.

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