Vehicle automatic gear shifting method and device, electronic equipment and vehicle

Abstract

The present application relates to the technical field of vehicle control, and discloses a vehicle automatic gear shifting method, device, electronic equipment and vehicle, the method comprising: obtaining an initial gear shifting curve, and identifying a current vehicle weight and a current slope; when the current vehicle weight and the current slope are successfully identified, calculating a vehicle speed parameter variation generated within a gear shifting time interval according to the current vehicle weight and the current slope; updating the vehicle speed parameter corresponding to a gear position change in the initial gear shifting curve by using the vehicle speed parameter variation to obtain a corrected gear shifting curve; performing gear shifting according to the corrected gear shifting curve; and when the current vehicle weight and the current slope are not successfully identified, performing gear shifting according to the initial gear shifting curve. When the vehicle weight and the slope are not successfully identified, the present application can ensure normal driving and safe gear shifting of the vehicle, and when the vehicle weight and the slope are successfully identified, the present application can correct the original gear shifting strategy and drive according to a gear shifting strategy with stronger climbing ability, thus taking into account the climbing ability and safe driving ability of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, specifically to a vehicle automatic gear shifting method, device, electronic equipment, and vehicle. Background Technology

[0002] Currently, to improve vehicle climbing performance and reduce energy consumption, shifting strategies based on multiple parameters such as throttle, vehicle speed, weight, and gradient have emerged. The mainstream shifting strategies include two types: a two-parameter shifting strategy based on motor speed and accelerator pedal opening, and a three-parameter shifting strategy based on motor speed, acceleration, and accelerator pedal opening. However, for heavy-duty trucks, the vehicle's driving conditions and load change significantly over time, involving variations in road gradient and vehicle mass. Shifting strategies do not consider these changes, leading to a mismatch between the transmission's shift points and the vehicle's actual shifting needs, resulting in insufficient power for heavy-load climbing.

[0003] Based on this, document CN114233843A discloses a control method for four shifting strategies based on road slope and vehicle weight. While this improves the vehicle's climbing performance to some extent, current methods directly calculate shifting curves for parameters such as engine speed, torque, throttle, and vehicle speed based on road slope, vehicle weight, and other parameters, and then perform shifting operations according to the calculated curves. However, this type of method has low safety redundancy; if vehicle weight and slope recognition fails, the shifting curve cannot be calculated, thus affecting the normal operation of the vehicle, resulting in low reliability. Therefore, a new shifting method is urgently needed that can improve the vehicle's climbing performance while also ensuring the reliability of vehicle shifting. Summary of the Invention

[0004] In view of this, the present invention provides a method, apparatus, electronic device and vehicle for automatic gear shifting in a vehicle, to solve the problem of low reliability of current automatic gear shifting strategies used to optimize climbing ability.

[0005] In a first aspect, the present invention provides a method for automatic gear shifting in a vehicle, the method comprising: acquiring an initial gear shift curve and identifying the current vehicle weight and current slope, wherein the initial gear shift curve is a gear switching curve relating to vehicle speed parameters and throttle opening; when the current vehicle weight and current slope are successfully identified, calculating the change in vehicle speed parameters generated during the gear shifting time interval based on the current vehicle weight and current slope; updating the vehicle speed parameters corresponding to the gear change in the initial gear shift curve using the change in vehicle speed parameters to obtain a corrected gear shift curve; performing gear shifting according to the corrected gear shift curve; and when the current vehicle weight and current slope are not identified, performing gear shifting according to the initial gear shift curve.

[0006] In one optional implementation, identifying the current vehicle weight and current slope includes: pre-creating a vehicle weight truth table and a slope truth table, wherein the vehicle weight truth table records multiple preset vehicle weight ranges and theoretically calculated vehicle weight values ​​corresponding to different vehicle weight ranges, and the slope truth table records multiple preset slope ranges and theoretically calculated slope values ​​corresponding to different slope ranges; identifying the current actual vehicle weight and the current actual slope; querying the corresponding theoretically calculated current vehicle weight from the vehicle weight truth table based on the vehicle weight range into which the current actual vehicle weight falls, and querying the corresponding theoretically calculated current slope from the slope truth table based on the slope range into which the current actual slope falls; and using the current theoretically calculated vehicle weight and the current theoretically calculated slope as the current vehicle weight and the current slope, respectively.

[0007] In one optional embodiment, the correspondence recorded in the vehicle weight truth table includes: a theoretically calculated vehicle weight of 20 tons for a vehicle weight range of 17 to 30 tons, a theoretically calculated vehicle weight of 55 tons for a vehicle weight range of 30 to 65 tons, and a theoretically calculated vehicle weight of 85 tons for a vehicle weight range of 65 to 100 tons; the correspondence recorded in the slope truth table includes: a theoretically calculated slope of 2% for a slope range < 3%, a theoretically calculated slope of 5% for a slope range ≤ 3% < 6%, a theoretically calculated slope of 14% for a slope range ≤ 6% < 15%, and a theoretically calculated slope of 20% for a slope range ≥ 15%.

[0008] In one optional implementation, the vehicle speed parameter is the vehicle's engine speed or motor speed, and the change in vehicle speed parameter during the shift interval is calculated based on the current vehicle weight and current gradient, including:

[0009] Calculate the vehicle's coasting acceleration during the gear shift interval using the following formula, based on the current vehicle weight and current gradient:

[0010] a=(F 坡度阻力 +F 滚动阻力 +F 空气阻力 ) / m

[0011] F 坡度阻力 =mg*sinα

[0012] F 滚动阻力 =mgf*cosα

[0013] F 空气阻力 =C*A / 21.15*v 2

[0014] In the formula, a represents the vehicle's coasting acceleration during the gear shift interval, m represents the current vehicle weight, g represents the gravitational acceleration, α represents the slope angle, which is calculated from the current slope using an inverse trigonometric function, f represents the rolling resistance coefficient, C represents the wind resistance coefficient, A represents the frontal area, and v represents the current vehicle speed.

[0015] Get the shift time interval;

[0016] The decrease in vehicle speed is determined by the product of the shift interval and the coasting acceleration;

[0017] The change in engine speed or motor speed is calculated using the following formula, and this change is used as the change in vehicle speed parameter:

[0018] Δn=30·Δv·D / r / π

[0019] In the formula, Δn represents the change in engine / motor speed, D represents the current gear ratio, r represents the wheel radius, and Δv represents the decrease in vehicle speed.

[0020] In an optional implementation, the method further includes: traversing each pair of theoretically calculated vehicle weight and theoretically calculated slope values ​​in the vehicle weight truth table and the slope truth table to calculate multiple reference values ​​for changes in vehicle speed parameters; and creating a speed compensation value inference table according to the correspondence between each reference value for changes in vehicle speed parameters and the theoretically calculated vehicle weight and slope values, so that the changes in vehicle speed parameters are determined based on the reference values ​​for changes in vehicle speed parameters queried in the speed compensation value inference table for the current vehicle weight and current slope.

[0021] In one optional implementation, updating the vehicle speed parameters corresponding to gear changes in the initial shift curve using the change in vehicle speed parameters to obtain a corrected shift curve includes: determining a corresponding compensation coefficient based on the current throttle opening, wherein the compensation coefficient increases with the increase of throttle opening and the value range of the compensation coefficient is 0 to 1; calculating the product of the change in vehicle speed parameters and the compensation coefficient to obtain the optimized change in vehicle speed parameters; and adding the optimized change in vehicle speed parameters to the vehicle speed parameters corresponding to gear changes in the initial shift curve to obtain the corrected shift curve.

[0022] In one optional embodiment, the correspondence between throttle opening and compensation coefficient is as follows: throttle opening of 0% to 40% corresponds to a compensation coefficient of 0; throttle opening of 45% to 55% corresponds to a compensation coefficient of 0.5; throttle opening of 65% to 75% corresponds to a compensation coefficient of 0.8; and throttle opening of 85% to 100% corresponds to a compensation coefficient of 1. When the throttle opening is greater than 40% but less than 45%, the compensation coefficient is determined according to the range of 0 to 0.5. When the throttle opening is greater than 55% but less than 65%, the compensation coefficient is determined according to the range of 0.5 to 0.8. When the throttle opening is greater than 75% but less than 85%, the compensation coefficient is determined according to the range of 0.8 to 1.

[0023] Secondly, the present invention provides a vehicle automatic gear shifting device, the device comprising: a data acquisition module, used to acquire an initial shift curve and identify the current vehicle weight and current slope, wherein the initial shift curve is a gear shifting curve relating to vehicle speed parameters and throttle opening; a correction parameter calculation module, used to calculate the change in vehicle speed parameters generated during the shifting time interval based on the current vehicle weight and current slope when the current vehicle weight and current slope are successfully identified; a curve correction module, used to update the vehicle speed parameters corresponding to the gear change in the initial shift curve using the change in vehicle speed parameters, thereby obtaining a corrected shift curve; a first shifting module, used to shift gears according to the corrected shift curve; and a second shifting module, used to shift gears according to the initial shift curve when the current vehicle weight and current slope are not identified.

[0024] Thirdly, the present invention provides an electronic device, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method described in the first aspect or any corresponding embodiment thereof.

[0025] Fourthly, the present invention provides a vehicle including a drive unit and an electronic device as described in the third aspect, the drive unit and the electronic device being communicatively connected, the drive unit being configured to perform a corresponding gear shifting operation in response to a method computer instruction executed by the electronic device as described in the first aspect or any corresponding embodiment thereof.

[0026] The technical solution provided by this invention has the following advantages:

[0027] The shifting method provided in this invention first obtains an initial shift curve for the vehicle. This initial shift curve is a gear shifting curve related to vehicle speed parameters and throttle opening, and can adopt the traditional shifting strategy for driving on flat ground. Then, during vehicle movement, the current vehicle weight and current slope are identified in real time. When the current vehicle weight and current slope are successfully identified, this embodiment calculates the change in vehicle speed parameters during the shifting interval when there is no power, based on the acceleration generated by the current vehicle weight at the current slope. This change in vehicle speed parameters is then used to compensate for the vehicle speed parameters corresponding to gear changes in the initial shift curve, updating the original vehicle speed parameters. Based on the initial shift curve, a corrected shift curve with stronger climbing ability is obtained, allowing the vehicle to shift gears according to the corrected shift curve, thus improving climbing ability. However, when the current vehicle weight and current slope identification fails, the corrected shift curve cannot be calculated, but the vehicle can still shift gears according to the initial shift curve, avoiding the problem of not being able to output shift control results, and solving the problem of low reliability of traditional shifting methods. When vehicle weight and slope recognition fails, normal driving can continue, ensuring safe gear shifting. When vehicle weight and slope recognition succeeds, a gear shifting strategy with stronger climbing ability can be adopted. Thus, the gear shifting method provided in this embodiment balances the vehicle's climbing ability and safe driving capability. Attached Figure Description

[0028] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0029] Figure 1 This is a flowchart illustrating a vehicle automatic gear shifting method according to an embodiment of the present invention;

[0030] Figure 2 This is a schematic diagram of the original upshift curve according to an embodiment of the present invention;

[0031] Figure 3 This is a schematic diagram of the original downshift curve according to an embodiment of the present invention;

[0032] Figure 4 This is a schematic diagram of the modified medium gradient-small tonnage downshift curve according to an embodiment of the present invention;

[0033] Figure 5 This is a schematic diagram of the structure of a vehicle automatic gear shifting device according to an embodiment of the present invention;

[0034] Figure 6This is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] According to an embodiment of the present invention, an embodiment of an automatic gear shifting method for a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0037] This embodiment provides a method for automatic gear shifting in a vehicle, which can be used in the aforementioned electronic device. Figure 1 This is a flowchart of a vehicle automatic gear shifting method according to an embodiment of the present invention, the process including the following steps:

[0038] Step S101: Obtain the initial shift curve and identify the current vehicle weight and current slope. The initial shift curve is a gear switching curve related to vehicle speed parameters and throttle opening.

[0039] Specifically, before generating a shifting strategy with stronger climbing ability, this embodiment of the invention first collects necessary computational data, including the initial shifting curve, current vehicle weight, and current gradient. The initial shifting curve is a gear shifting curve relating vehicle speed parameters and throttle opening. Vehicle speed parameters include, but are not limited to, vehicle speed and engine / motor speed. The gear shifting curve is used to determine when to shift gears when the vehicle speed parameters reach a specific threshold under different throttle opening conditions. In this embodiment, the initial shifting curve refers to the original shifting strategy before optimization, typically determined based on expert experience and set for flat road conditions, for example... Figure 2 The image shows the initial upshift curve in the initial shift curve. For example, when the vehicle's throttle opening is in the range of 0-30%, the vehicle shifts from 3rd gear to 4th gear when the engine speed reaches approximately 2220 r / min. Figure 3 The original downshift curve shown is similar, except... Figure 2 and Figure 3Besides this type of shift curve, the shift curve can also be a curve relating to vehicle speed and throttle opening; this embodiment is not limited to this. In this embodiment, when the vehicle starts to move, the vehicle speed begins to increase. Initially, the transmission's shift strategy follows the initial shift curve. Taking a four-speed transmission as an example, it has three upshift curves: 1st to 2nd, 2nd to 3rd, and 3rd to 4th. Similarly, it also has three downshift curves: 4th to 3rd, 3rd to 2nd, and 2nd to 1st.

[0040] Subsequently, during vehicle operation, the vehicle's current weight and the road's current gradient need to be collected in real time. In this embodiment, the gradient is calculated as (elevation difference / horizontal distance) × 100%, obtained through a gradient sensor. The current vehicle weight can be obtained through a gravity sensor. Furthermore, in a specific embodiment, considering that the weight sensor requires contact measurement and must be part of the vehicle's load-bearing structure, installing a weight sensor on the vehicle body would be detrimental to the overall structural strength and increase vehicle cost. Therefore, this embodiment determines the vehicle weight through a theoretical calculation method, the specific process of which is as follows:

[0041] First, determine the relationship between the driving force and resistance of the vehicle during its movement.

[0042] F 驱动力 =F 滚动阻力 +F 空气阻力 +F 坡度阻力 +F 加速阻力

[0043] In the formula, F 驱动力 = P / v, where P is the motor output power and v is the vehicle speed; F 滚动阻力 = mgf * cosα, where m is the total mass of the vehicle, g is the acceleration due to gravity, f is the rolling resistance coefficient, and α is the slope angle; F 空气阻力 =C*A / 21.15*v 2 C is the drag coefficient, A is the frontal area; F 坡度阻力 =mg*sinα; F 加速阻力 =δma, where δ is the rotational mass conversion factor and a is the vehicle acceleration. In the above equations, the motor output power P, vehicle speed v, and slope angle α can be read by sensors; the rolling resistance coefficient f can be given by empirical formulas; the wind resistance coefficient C and frontal area A are constants; the rotational mass conversion factor δ is generally taken as a fixed value; and the vehicle acceleration a can be obtained by differentiating the vehicle speed v. Based on the above equations, the total vehicle weight m can be derived by reverse derivation. Using the vehicle weight recognition algorithm, the total vehicle weight can be calculated without adding sensors, providing reference data for shift correction strategies.

[0044] Step S102: When the current vehicle weight and current slope are successfully identified, calculate the change in vehicle speed parameters generated during the gear shift interval based on the current vehicle weight and current slope.

[0045] Specifically, when the current vehicle weight and current slope are successfully identified, this embodiment of the invention considers that there is a shift interval during the gear shifting process. During this shift interval, the vehicle is in neutral, and therefore, the vehicle should generate acceleration in the downhill direction under the influence of the slope and its own weight, resulting in a decrease in vehicle speed when climbing, thus reducing the vehicle's climbing ability. Based on this, this embodiment of the invention calculates the acceleration generated by the current vehicle weight based on the current vehicle weight and current slope, and then calculates the change in vehicle speed parameters caused by the vehicle weight during the shift interval.

[0046] Step S103: Update the vehicle speed parameters corresponding to the gear changes in the initial shift curve using the changes in vehicle speed parameters to obtain the corrected shift curve.

[0047] Step S104: Shift gears according to the corrected shift curve.

[0048] Specifically, after calculating the change in vehicle speed parameters, this embodiment, based on the initial shift curve, uses the change in vehicle speed parameters as a compensation parameter and adds it to the vehicle speed parameters corresponding to gear changes in the initial shift curve. This updates the vehicle speed parameters corresponding to gear changes in the initial shift curve, resulting in a corrected shift curve. The vehicle then shifts gears according to this corrected curve. When the vehicle is climbing uphill and shifting from a lower gear, the time it takes for the engine speed to rise to the shift point is longer, extending the shift opportunity. Conversely, when the vehicle is climbing uphill and downshifting from a higher gear, the time it takes for the engine speed to drop to the shift point is shorter, advancing the shift opportunity. Therefore, the corrected shift curve allows the vehicle to utilize lower gears on slopes based on its own weight, maintaining vehicle power and preventing situations where the vehicle cannot maintain its current speed, significantly improving the vehicle's climbing ability.

[0049] Step S105: If the current vehicle weight and current slope recognition fail, shift gears according to the initial shift curve.

[0050] Specifically, even when vehicle weight and slope recognition fail, this embodiment can still shift gears according to the initial shift curve. Although the vehicle's power is somewhat reduced, safe driving is ensured. Based on the technical solution provided in this embodiment, normal driving is possible even when vehicle weight and slope recognition fails, ensuring safe gear shifting. When vehicle weight and slope recognition succeeds, the initial shift curve can be updated, thereby changing the shifting timing in the initial shift curve according to the real-time changes in vehicle weight. As the vehicle becomes heavier, the lower gear is held for a longer period, driving according to a modified shift curve with stronger climbing ability. This helps improve the vehicle's climbing performance under heavy load, ensuring that the vehicle's driving balances climbing ability and safe driving ability. It avoids the problem of shifting failure due to vehicle weight or slope recognition failure, solving the problem of low reliability in traditional shifting methods.

[0051] In some alternative implementations, step S101 includes:

[0052] Step a1: Pre-create a vehicle weight truth table and a slope truth table. The vehicle weight truth table records multiple preset vehicle weight ranges and the theoretical calculated values ​​of vehicle weight corresponding to different vehicle weight ranges. The slope truth table records multiple preset slope ranges and the theoretical calculated values ​​of slope corresponding to different slope ranges.

[0053] Step a2: Identify the current actual vehicle weight and the current actual slope.

[0054] Step a3: Based on the current vehicle weight's actual value falling within the vehicle weight range, query the corresponding theoretical calculated value of the current vehicle weight from the vehicle weight truth table; and based on the current slope's actual value falling within the slope range, query the corresponding theoretical calculated value of the current slope from the slope truth table.

[0055] Step a4: Use the theoretically calculated current vehicle weight and the theoretically calculated current slope as the current vehicle weight and current slope, respectively.

[0056] Specifically, because the gradient changes in real time during driving, and the vehicle weight also changes in real time due to calculation errors, the changes in vehicle speed parameters calculated based on the current actual vehicle weight and gradient can become too frequent, typically exhibiting significant oscillations per second, thus affecting system stability. Therefore, this embodiment of the invention discretizes the gradient and vehicle weight, establishing discrete truth tables for vehicle weight and gradient, respectively. The system then looks up the current actual vehicle weight and gradient values ​​in these tables. When the values ​​fall within a certain range of vehicle weight and gradient, a relatively unique theoretical calculation value for the current vehicle weight and gradient is determined. The subsequent changes in vehicle speed parameters are then calculated based on the data obtained from the lookup tables. This prevents excessive oscillations in vehicle speed parameters within a short period, keeping the shift curve as stable as possible, allowing for real-time fine-tuning within a small range, ensuring that the vehicle's shift control signal does not fluctuate frequently, and improving system stability.

[0057] Specifically, in one specific embodiment, the correspondence recorded in the vehicle weight truth table is shown in Table 1 below, including: when the vehicle weight ranges from 17 tons to 30 tons, the theoretical calculated vehicle weight is 20 tons; when the vehicle weight ranges from 30 tons to 65 tons, the theoretical calculated vehicle weight is 55 tons; and when the vehicle weight ranges from 65 tons to 100 tons, the theoretical calculated vehicle weight is 85 tons.

[0058] The corresponding relationships recorded in the slope truth table are shown in Table 2 below, including: when the slope range is <3%, the corresponding theoretical slope calculation value is 2%; when 3% ≤ slope range <6%, the corresponding theoretical slope calculation value is 5%; when 6% ≤ slope range <15%, the corresponding theoretical slope calculation value is 14%; and when the slope range is ≥15%, the corresponding theoretical slope calculation value is 20%.

[0059] Table 1 True Value of Vehicle Weight

[0060]

[0061] Table 2 True Value Table of Slope

[0062]

[0063] By using the values ​​in the vehicle weight truth table and slope truth table pre-created in the embodiments of the present invention, the weight conditions and slope conditions of heavy vehicles such as loading and unloading vehicles are better matched, so that the modified shift curve calculated according to the above theoretical calculation values ​​of vehicle weight and slope can further improve the climbing ability of heavy vehicles.

[0064] In some alternative embodiments, the vehicle speed parameter is limited to the vehicle's engine speed or motor speed, and step S102 above includes:

[0065] Step b1: Calculate the vehicle's coasting acceleration during the gear shift interval using the following formula, based on the current vehicle weight and current slope:

[0066] a=(F 坡度阻力 +F 滚动阻力 +F 空气阻力 ) / m

[0067] F 坡度阻力 =mg*sinα

[0068] F 滚动阻力 =mgf*cosα

[0069] F 空气阻力 =C*A / 21.15*v 2

[0070] In the formula, a represents the vehicle's coasting acceleration during the gear shift interval, m represents the current vehicle weight, g represents the gravitational acceleration, α represents the slope angle, which is calculated from the current slope using an inverse trigonometric function, f represents the rolling resistance coefficient, C represents the wind resistance coefficient, A represents the frontal area, and v represents the current vehicle speed.

[0071] Step b2: Obtain the shift interval;

[0072] Step b3: Determine the vehicle speed reduction value by using the product of the shift time interval and the coasting acceleration;

[0073] Step b4: Calculate the change in rotational speed or motor speed using the following formula, and use the change in rotational speed or motor speed as the change in vehicle speed parameter:

[0074] Δn=30·Δv·D / r / π

[0075] In the formula, Δn represents the change in engine / motor speed, D represents the current gear ratio, r represents the wheel radius, and Δv represents the decrease in vehicle speed.

[0076] Specifically, in addition to considering the slope resistance caused by the slope, which causes the vehicle's own weight to accelerate downhill, the embodiments of the present invention also consider the rolling resistance generated by friction on the slope and the air resistance generated by the windshield, thereby conforming to (F 坡度阻力 +F 滚动阻力 +F 空气阻力The formula () / m calculates the coasting acceleration caused by the vehicle's own weight, improving the accuracy of coasting acceleration (i.e., during uphill and downhill driving, without considering the power provided by the drive system, only the acceleration brought by the vehicle body in the downhill direction; when in neutral, the vehicle will tend to coast downhill according to the coasting acceleration). Then, the shift time interval is read from the transmission shift performance data based on the current vehicle weight. At the same slope, the transmission shift time differs for vehicles of different weights. In this embodiment, the shift time interval t under the current vehicle weight is determined based on the theoretically calculated vehicle weight value in the vehicle weight truth table. For example, the transmission shift times for small, medium, and large tonnage vehicles are t1, t2, and t3, respectively. The specific shift time intervals t1, t2, and t3 are related to the transmission's shift performance and are directly determined based on the transmission's shift performance data, which are the transmission's factory parameters. Subsequently, the vehicle speed decrease Δv is determined by multiplying the shift interval and the coasting acceleration. Since this embodiment of the invention limits the vehicle speed parameter to engine / motor speed, not driving speed, the change in vehicle speed parameter Δn = 30·Δv·D / r / π needs to be calculated based on the speed decrease Δv. The method provided in this embodiment allows for a more accurate determination of the change in vehicle speed parameter. To avoid a decrease in engine speed due to shifting according to the initial shift curve, which reduces the vehicle's speed-holding ability on slopes, the calculated change in vehicle speed parameter is added to the initial shift curve to increase the shift speed. This delays upshifting and advances downshifting, further improving the vehicle's climbing ability.

[0077] In some optional embodiments, the automatic gear shifting method for vehicles provided by the present invention further includes:

[0078] Step c1: Through steps b1 to b4, traverse each pair of theoretically calculated vehicle weight and theoretically calculated slope values ​​in the vehicle weight truth table and the slope truth table to calculate multiple reference values ​​for the change of vehicle speed parameters.

[0079] Step c2: Based on the correspondence between the reference values ​​of the changes in each vehicle speed parameter and the theoretical calculated values ​​of vehicle weight and slope, create a speed compensation value inference table so that the changes in vehicle speed parameters are determined by looking up the reference values ​​of the changes in vehicle speed parameters in the speed compensation value inference table based on the current vehicle weight and current slope.

[0080] Specifically, in this embodiment of the invention, the theoretical calculated values ​​of vehicle weight and slope are paired in advance using the vehicle weight truth table and the slope truth table. Following steps b1 to b4, a reference value for the change in vehicle speed parameters is calculated. This reference value is then filled into a created speed compensation value inference table. Assuming the aforementioned vehicle weight truth table and slope truth table are used as a basis, in this embodiment, the speed compensation value inference table is, for example, shown in Table 3 below (this is just an example and not a limitation), where x1…x5…xn represent the calculated reference values ​​for the change in vehicle speed parameters. Table 3 allows the vehicle to quickly look up the change in vehicle speed parameters after recognizing the current vehicle weight and slope, eliminating the need to perform the calculation step for the change in vehicle speed parameters every time the shifting strategy is optimized. This significantly improves the efficiency of gear curve correction, increases the response time of the vehicle when optimizing gear adjustment strategies on uphill and downhill slopes, reduces jerking, and enhances the user's driving experience.

[0081] Table 3. Reasoning Table for Speed ​​Compensation Values

[0082]

[0083] In some alternative implementations, step S103 includes:

[0084] Step d1: Determine the corresponding compensation coefficient based on the current throttle opening. The compensation coefficient increases with the increase of the throttle opening, and the value range of the compensation coefficient is 0 to 1.

[0085] Step d2: Calculate the product of the change in vehicle speed parameters and the compensation coefficient to obtain the optimized change in vehicle speed parameters;

[0086] Step d3 involves adding the optimized vehicle speed parameter change to the vehicle speed parameter corresponding to the gear change in the initial shift curve to obtain the corrected shift curve.

[0087] Specifically, when correcting the initial shift curve, different throttle openings indicate different user demands for power, thus requiring different speed compensation at shift points. When the throttle opening is small, the user's demand for power is also small, so adjusting or not adjusting the shift point has little impact on the user's perception, and actual compensation is unnecessary. However, a larger throttle opening indicates a greater user demand for vehicle power, therefore, a larger speed adjustment results in a more noticeable improvement in the vehicle's climbing performance. Based on this, this embodiment of the invention also multiplies the change in vehicle speed parameters by different compensation coefficients according to the throttle opening and the current gear to obtain an optimized change in vehicle speed parameters. The coefficient is smaller when the throttle opening is small and larger when the throttle opening is large. In this embodiment, the compensation coefficient ranges from 0 to 1, and the coefficient can be adjusted according to different gears and throttle openings. For example, as the throttle opening increases, the compensation coefficient increases by 0.01 for every 1% increase in throttle opening. Finally, by adding the optimized vehicle speed parameter changes to the vehicle speed parameters corresponding to gear changes in the initial shift curve, a corrected shift curve is obtained. This corrected shift curve better matches the user's power needs. When the user's power demand is low, the shift speed is finely adjusted to reduce vehicle energy consumption; when the user's power demand is high, the shift speed is adjusted more frequently, effectively improving the vehicle's climbing performance. Figure 4 As shown, the downshift curve for medium gradient and small tonnage is corrected based on the compensation coefficient proposed in the embodiment of the present invention. It can be seen that when the throttle opening is small, the updated speed changes little and the curve is less skewed to the right. When the throttle opening is large, the updated speed changes much and the curve is more skewed to the right.

[0088] In some optional embodiments, the correspondence between throttle opening and compensation coefficient is as follows: 0%–40% throttle opening corresponds to a compensation coefficient of 0, 45%–55% throttle opening corresponds to a compensation coefficient of 0.5, 65%–75% throttle opening corresponds to a compensation coefficient of 0.8, and 85%–100% throttle opening corresponds to a compensation coefficient of 1; when the throttle opening is greater than 40% but less than 45%, the compensation coefficient is determined according to the range of 0–0.5; when the throttle opening is greater than 55% but less than 65%, the compensation coefficient is determined according to the range of 0.5–0.8; and when the throttle opening is greater than 75% but less than 85%, the compensation coefficient is determined according to the range of 0.8–1.

[0089] Specifically, in this embodiment, the correspondence between the throttle opening and the compensation coefficient is shown in Table 4 below. In this embodiment, a throttle opening of 0% to 40% is considered a small opening, thus eliminating the need to adjust the shift curve. The calculated optimized vehicle speed parameter change = vehicle speed parameter change * 0 = 0. A throttle opening of 45% to 55% is considered a medium-small opening, and the calculated optimized vehicle speed parameter change = vehicle speed parameter change * 0.5. The same applies to throttle openings of 65% to 75% and 85% to 100%. It should be noted that this embodiment calculates the compensation coefficient according to interval proportions for throttle openings greater than 40% but less than 45%, greater than 55% but less than 65%, and greater than 75% but less than 85%, thereby ensuring the continuity of the compensation coefficient. For example, the interval between 40% and 45% is 5%, and the compensation coefficient varies from 0 to 0.5. Therefore, for every 1% change in throttle opening, the corresponding change in the compensation coefficient is 0.5 / 5 = 0.1. For example, when the throttle opening is 41%, the compensation coefficient is 0 + 0.1 = 0.1. The same applies to the intervals greater than 55% and less than 65% and greater than 75% and less than 85%. Through the compensation coefficient relationship provided by the embodiments of the present invention, the corrected shift curve matches the user's power demand to a higher degree. Especially when the user's throttle opening is between 0% and 40%, no correction to the shift curve is required. That is, the shift curve does not need to be corrected until the throttle opening is close to half. This solution will not cause the user's gear to suddenly drop, avoiding the problem of "gear jamming" before the user can accelerate, which leads to acceleration failure.

[0090] Table 4 Compensation Coefficient Table

[0091] 0％ 0 5％ 0 10％ 0 15％ 0 20％ 0 25％ 0 30％ 0 35％ 0 40％ 0 45％ 0.5 55％ 0.5 65％ 0.8 75％ 0.8 85％ 1 95％ 1 100％ 1

[0092] According to the technical solution provided in the embodiments of the present invention, a vehicle weight recognition algorithm is used to calculate the total weight of the vehicle without adding sensors, providing reference data for the shift correction strategy; the initial shift curve is corrected by different vehicle weights and slopes, making the vehicle's shifting more in line with actual needs, which is beneficial to improving the vehicle's climbing performance under heavy loads; downshifting the transmission in advance under heavy loads and uphill conditions can improve the vehicle's power performance when climbing; by adopting the method of correcting the initial shift curve, even if the vehicle weight and slope recognition fails, shifting can still be performed according to the original default shift curve, without affecting the normal driving of the vehicle, thus having high reliability.

[0093] This invention also provides an automatic gear shifting device for vehicles, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0094] This embodiment provides a vehicle automatic gear shifting device, such as... Figure 5 As shown, it includes:

[0095] The data acquisition module 501 is used to acquire the initial shift curve and identify the current vehicle weight and current slope. The initial shift curve is a gear switching curve related to vehicle speed parameters and throttle opening. For details, please refer to the relevant description of step S101 in the above method embodiment, which will not be repeated here.

[0096] The parameter correction calculation module 502 is used to calculate the change in vehicle speed parameters generated during the gear shift interval based on the current vehicle weight and current slope when the current vehicle weight and current slope are successfully identified. For details, please refer to the relevant description of step S102 in the above method embodiment, which will not be repeated here.

[0097] The curve correction module 503 is used to update the vehicle speed parameters corresponding to gear changes in the initial shift curve using the changes in vehicle speed parameters, thereby obtaining a corrected shift curve. For details, please refer to the relevant description of step S103 in the above method embodiment, which will not be repeated here.

[0098] The first shift module 504 is used to shift gears according to the corrected shift curve. For details, please refer to the relevant description of step S104 in the above method embodiment, which will not be repeated here.

[0099] The second shift module 505 is used to shift gears according to the initial shift curve when the current vehicle weight and current slope recognition fail. For details, please refer to the relevant description of step S105 in the above method embodiment, which will not be repeated here.

[0100] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0101] In this embodiment, an automatic gear shifting device for a vehicle is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above-mentioned functions.

[0102] This invention also provides an electronic device having the above-described features. Figure 5 The image shows an automatic gear shifting device for a vehicle.

[0103] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of an electronic device provided in an optional embodiment of the present invention, such as... Figure 6As shown, the electronic device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise as required. The processors can process instructions executed within the electronic device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple electronic devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 6 Take a processor 10 as an example.

[0104] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GPA), or any combination thereof.

[0105] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0106] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the electronic device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the electronic device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0107] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0108] The electronic device also includes a communication interface 30 for communicating with other devices or communication networks.

[0109] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0110] This invention also provides a vehicle, which includes a drive unit and the electronic equipment provided in the foregoing embodiments. The drive unit is a drive device composed of an engine or an electric motor, and the drive unit and the electronic equipment are communicatively connected. The drive unit is used to respond to computer instructions for an automatic gear shifting method executed by the electronic equipment, thereby performing corresponding gear shifting operations. Further functional descriptions of the electronic equipment in this invention are the same as in the corresponding embodiments described above, and will not be repeated here.

[0111] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle automatic shifting method characterized by, The method includes: The initial shift curve is obtained, and the current vehicle weight and current slope are identified. The initial shift curve is a gear switching curve related to vehicle speed parameters and throttle opening. When the current vehicle weight and the current slope are successfully identified, the change in vehicle speed parameters generated during the shift interval is calculated based on the current vehicle weight and the current slope; the vehicle speed parameter is the vehicle's engine speed or motor speed, and the calculation of the change in vehicle speed parameters generated during the shift interval based on the current vehicle weight and the current slope includes: Based on the current vehicle weight and the current gradient, the vehicle's coasting acceleration during the gear shift interval is calculated using the following formula: a = (F 坡度阻力 +F 滚动阻力 +F 空气阻力 ) / m F 坡度阻力 =mg sinα F 滚动阻力 =mgf cosα F 空气阻力 =C A / 21.15 v 2 In the formula, a represents the vehicle's coasting acceleration during the gear shift interval, m represents the current vehicle weight, g represents the gravitational acceleration, α represents the slope angle, which is calculated from the current slope using an inverse trigonometric function, f represents the rolling resistance coefficient, C represents the wind resistance coefficient, A represents the frontal area, and v represents the current vehicle speed. Obtain the shift time interval; determine the vehicle speed decrease by multiplying the shift time interval and the coasting acceleration; calculate the engine speed change or motor speed change using the following formula, and use the engine speed change or motor speed change as the vehicle speed parameter change: n=30· v·D / r / π In the formula, n represents the change in engine / motor speed, D represents the current gear ratio, and r represents the wheel radius. v represents the decrease in vehicle speed; the vehicle speed parameter corresponding to the gear change in the initial shift curve is updated using the change in vehicle speed parameter to obtain the corrected shift curve; Shift gears according to the modified shift curve described above; If the current vehicle weight and the current slope fail to be recognized, shift gears according to the initial shift curve.

2. The method according to claim 1, characterized in that, The identification of the current vehicle weight and current gradient includes: A vehicle weight truth table and a slope truth table are pre-created. The vehicle weight truth table records multiple preset vehicle weight ranges and the theoretical calculated values ​​of vehicle weight corresponding to different vehicle weight ranges. The slope truth table records multiple preset slope ranges and the theoretical calculated values ​​of slope corresponding to different slope ranges. Identify the current actual vehicle weight and the current actual slope; Based on the current vehicle weight range into which the actual current vehicle weight falls, the corresponding theoretical calculated value of the current vehicle weight is retrieved from the vehicle weight truth table; and based on the current slope range into which the actual current slope falls, the corresponding theoretical calculated value of the current slope is retrieved from the slope truth table. The theoretically calculated value of the current vehicle weight and the theoretically calculated value of the current slope are respectively used as the current vehicle weight and the current slope.

3. The method according to claim 2, characterized in that, The corresponding relationships recorded in the vehicle weight truth table include: when the vehicle weight ranges from 17 tons to 30 tons, the theoretical calculated vehicle weight is 20 tons; when the vehicle weight ranges from 30 tons to 65 tons, the theoretical calculated vehicle weight is 55 tons; and when the vehicle weight ranges from 65 tons to 100 tons, the theoretical calculated vehicle weight is 85 tons. The corresponding relationships recorded in the slope truth table include: when the slope range is <3%, the theoretical calculated slope is 2%; when 3% ≤ the slope range < 6%, the theoretical calculated slope is 5%; when 6% ≤ the slope range < 15%, the theoretical calculated slope is 14%; and when the slope range is ≥ 15%, the theoretical calculated slope is 20%.

4. The method according to claim 2, characterized in that, The method further includes: By iterating through each pair of theoretically calculated vehicle weight and theoretically calculated slope values ​​in the vehicle weight truth table and the slope truth table, multiple reference values ​​for changes in vehicle speed parameters are calculated. Based on the correspondence between the reference values ​​of the changes in each of the vehicle speed parameters and the theoretical calculated values ​​of the vehicle weight and the slope, a speed compensation value inference table is created so that the changes in the vehicle speed parameters are determined according to the reference values ​​of the changes in the vehicle speed parameters queried in the speed compensation value inference table based on the current vehicle weight and the current slope.

5. The method according to claim 1 or 2, characterized in that, The step of updating the vehicle speed parameters corresponding to the gear change in the initial shift curve using the change in vehicle speed parameters to obtain the corrected shift curve includes: The corresponding compensation coefficient is determined based on the current throttle opening. The compensation coefficient increases with the increase of the throttle opening, and the value range of the compensation coefficient is 0~1. The product of the change in vehicle speed parameters and the compensation coefficient is calculated to obtain the optimized change in vehicle speed parameters; The corrected shift curve is obtained by adding the optimized vehicle speed parameter change to the vehicle speed parameter corresponding to the gear change in the initial shift curve.

6. The method according to claim 5, characterized in that, The correspondence between the throttle opening and the compensation coefficient is as follows: The compensation coefficient corresponding to the throttle opening of 0%~40% is 0, the compensation coefficient corresponding to the throttle opening of 45%~55% is 0.5, the compensation coefficient corresponding to the throttle opening of 65%~75% is 0.8, and the compensation coefficient corresponding to the throttle opening of 85%~100% is 1. When the throttle opening is greater than 40% and less than 45%, the compensation coefficient is determined according to the range of 0 to 0.

5. When the throttle opening is greater than 55% and less than 65%, the compensation coefficient is determined according to the range of 0.5 to 0.

8. When the throttle opening is greater than 75% but less than 85%, the compensation coefficient is determined according to the range of 0.8 to 1.

7. An automatic gear shifting device for a vehicle, characterized in that, The device includes: The data acquisition module is used to acquire the initial shift curve and identify the current vehicle weight and current slope. The initial shift curve is a gear switching curve related to vehicle speed parameters and throttle opening. The parameter calculation module is used to calculate the change in vehicle speed parameters generated during the shift interval based on the current vehicle weight and current slope when the current vehicle weight and current slope are successfully identified. The vehicle speed parameter is the vehicle's engine speed or motor speed. The calculation of the change in vehicle speed parameters generated during the shift interval based on the current vehicle weight and current slope includes: Based on the current vehicle weight and the current gradient, the vehicle's coasting acceleration during the gear shift interval is calculated using the following formula: a = (F 坡度阻力 +F 滚动阻力 +F 空气阻力 ) / m F 坡度阻力 =mg sinα F 滚动阻力 =mgf cosα F 空气阻力 =C A / 21.15 v 2 In the formula, a represents the vehicle's coasting acceleration during the gear shift interval, m represents the current vehicle weight, g represents the gravitational acceleration, α represents the slope angle, which is calculated from the current slope using an inverse trigonometric function, f represents the rolling resistance coefficient, C represents the wind resistance coefficient, A represents the frontal area, and v represents the current vehicle speed. Obtain the shift time interval; determine the vehicle speed decrease by multiplying the shift time interval and the coasting acceleration; calculate the engine speed change or motor speed change using the following formula, and use the engine speed change or motor speed change as the vehicle speed parameter change: n=30· v·D / r / π In the formula, n represents the change in engine / motor speed, D represents the current gear ratio, and r represents the wheel radius. v represents the decrease in vehicle speed; The curve correction module is used to update the vehicle speed parameters corresponding to the gear change in the initial shift curve using the change in vehicle speed parameters, so as to obtain the corrected shift curve. The first shift module is used to shift gears according to the corrected shift curve; The second shift module is used to shift gears according to the initial shift curve when the current vehicle weight and the current slope recognition fail.

8. An electronic device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 6.

9. A vehicle, characterized in that, The vehicle includes a drive unit and an electronic device as described in claim 8, the drive unit and the electronic device being communicatively connected, the drive unit being configured to perform a corresponding gear shifting operation in response to computer instructions executed by the electronic device.

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