Shift control method, device, apparatus, and storage medium

Abstract

The application provides a gear shifting control method, device, equipment and storage medium. The current driving mode and the current gear of a target vehicle are obtained; the current up-down gear working condition of the target vehicle is determined; in the up-down gear working condition, the target gear shifting type coefficient of the target vehicle is determined according to the current driving mode and the current gear; the target gear shifting type coefficient is sent to an automatic gearbox control module, the target gear shifting type coefficient is used to instruct the automatic gearbox control module to determine a gear shifting time according to the target gear shifting type coefficient, and the gear of the target vehicle is controlled according to the gear shifting time. The gear shifting type coefficient is calibrated by the target vehicle controller according to different driving modes and different working conditions, and different gear shifting type coefficients are corresponded to gear times, so that different gear shifting times can be corresponded to different target gear shifting type coefficients, the target vehicle can flexibly select the configured gear shifting style within a certain range, and the individualized setting of gear shifting is realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, and particularly relates to a gear shifting control method and device, equipment and a storage medium. BACKGROUND

[0002] With the development of vehicle technology, more and more intelligent elements are applied to vehicles. Among them, in order to meet the needs of different driving habits and driving conditions, a driving mode that can be flexibly switched has been widely applied to vehicle technology.

[0003] In the related art, the gear shifting of a vehicle is controlled by different gear shifting times, thereby reflecting different driving mode styles. However, for a specific driving mode, the gear shifting time is determined under different conditions, and lacks personalized setting of gear shifting. SUMMARY

[0004] The embodiments of the present application provide a gear shifting control method, device, equipment and storage medium, to realize personalized setting of gear shifting.

[0005] In a first aspect, the embodiments of the present application provide a gear shifting control method, comprising:

[0006] obtaining a current driving mode and a current gear of a target vehicle;

[0007] determining a current up-down gear condition of the target vehicle, the up-down gear condition including a downshift condition and an upshift condition, the downshift condition including a basic downshift condition, a manual shift paddle downshift condition, a power downshift condition and a brake downshift condition, and the upshift condition including a basic upshift condition, a manual shift paddle upshift condition and a power downshift and then upshift condition;

[0008] under the up-down gear condition, determining a target gear shifting type coefficient of the target vehicle according to the current driving mode and the current gear;

[0009] sending the target gear shifting type coefficient to a transmission control module (TCM), the target gear shifting type coefficient being used to instruct the TCM to determine a gear shifting time according to the target gear shifting type coefficient, and to control the gear of the target vehicle according to the gear shifting time, the target gear shifting type coefficient being negatively correlated with the gear shifting time.

[0010] In a possible implementation manner, the target gear shifting type coefficient of the target vehicle is determined according to the current driving mode and the current gear, comprising:

[0011] determining whether the target vehicle is in a set condition;

[0012] If the target vehicle is in a set working condition, the target shift type coefficient is determined as a first shift type coefficient corresponding to the set working condition, and the set working condition includes a power downshift working condition, an automatic kickdown working condition, and a paddle shift working condition.

[0013] If the target vehicle is not in the set working condition, it is determined whether the target vehicle is in a set running mode and / or whether the target vehicle has set vehicle attribute information; if the target vehicle is in the set running mode or has the set vehicle attribute information, the target shift type coefficient is determined according to the set running mode and / or the set vehicle attribute information of the target vehicle; if the target vehicle is not in the set running mode and has the set vehicle attribute information, the target shift type coefficient is determined as a shift type coefficient corresponding to an upshift or downshift working condition, and the set running mode includes at least one of a large throttle starting mode, a launch starting mode, a manual mode automatic downshift, and a release throttle pedal mode, and the set vehicle attribute information includes trailer information and vehicle model information.

[0014] In a possible implementation, the target shift type coefficient is determined according to the set running mode and / or the set vehicle attribute information of the target vehicle, including:

[0015] According to a preset priority order of the set running mode, a target set running mode is determined, and a shift type coefficient corresponding to the target set running mode is determined as the target shift type coefficient.

[0016] In a possible implementation, the target shift type coefficient is determined according to the set running mode and / or the set vehicle attribute information of the target vehicle, including:

[0017] According to a preset priority order of the set vehicle attribute information, a target set vehicle attribute information is determined, and a shift type coefficient corresponding to the target set vehicle attribute information is determined as the target shift type coefficient.

[0018] In a possible implementation, before the target shift type coefficient is determined as the first shift type coefficient corresponding to the set working condition, the method further includes:

[0019] According to the current driving mode and the current gear, a second shift type coefficient is determined.

[0020] According to the current throttle opening, a target throttle working condition is determined, and the target throttle working condition includes a first throttle working condition and a second throttle working condition, the throttle opening of the first throttle working condition is greater than a first threshold value, the throttle opening of the second throttle working condition is greater than a second threshold value, and the second threshold value is greater than the first threshold value.

[0021] According to the second shift type coefficient and a third shift type coefficient corresponding to the target throttle working condition, the first shift type coefficient is determined.

[0022] In a possible implementation, the first shift type coefficient is determined according to the second shift type coefficient and a third shift type coefficient corresponding to the target throttle condition, and the method comprises the following steps.

[0023] Determining the size of the second shift type coefficient and the third shift type coefficient.

[0024] If the second shift type coefficient is greater than or equal to the third shift type coefficient, the first shift type coefficient is determined as the second shift type coefficient.

[0025] If the second shift type coefficient is less than the third shift type coefficient, the first shift type coefficient is determined as the third shift type coefficient.

[0026] In a possible implementation, the current upshift or downshift condition is determined, and the method comprises the following steps.

[0027] Receiving a downshift or upshift instruction sent by an engine control unit of the target vehicle, the downshift or upshift instruction comprising a downshift instruction and an upshift instruction.

[0028] According to the downshift or upshift instruction, selecting the upshift or downshift condition from the downshift condition or the upshift condition.

[0029] In a possible implementation, the target shift type coefficient of the target vehicle is determined according to the current driving mode and the current gear, and the method comprises the following steps.

[0030] Receiving an interactive operation of a driving style adjustment selection switch, the driving style adjustment selection switch being arranged on a multimedia interface.

[0031] Determining a target driving style after the interactive operation is performed, different driving styles corresponding to different shift times and different corresponding relationships between shift type coefficients.

[0032] According to the current driving mode and the current gear, determining the target shift type coefficient of the target vehicle under the target driving style.

[0033] In a second aspect, an embodiment of the present application provides a shift control device, comprising:

[0034] An acquisition module configured to acquire a current driving mode and a current gear of a target vehicle.

[0035] A first determination module configured to determine a current upshift or downshift condition of the target vehicle, the upshift or downshift condition comprising a downshift condition and an upshift condition, the downshift condition comprising a basic downshift condition, a manual shift paddle shift downshift condition, a power downshift condition and a brake downshift condition, and the upshift condition comprising a basic upshift condition, a manual shift paddle shift upshift condition and a power downshift then upshift condition.

[0036] A second determination module configured to determine a target shift type coefficient of the target vehicle according to the current driving mode and the current gear under the upshift or downshift condition.

[0037] The sending module is configured to send a target shift type coefficient to the TCM, the target shift type coefficient being used to instruct the TCM to determine a shift time according to the target shift type coefficient, and to control a gear of the target vehicle according to the shift time, the target shift type coefficient being negatively correlated with the shift time.

[0038] In a possible implementation, the second determining module is specifically configured to:

[0039] determine whether the target vehicle is in a set working condition;

[0040] if the target vehicle is in the set working condition, determine the target shift type coefficient as a first shift type coefficient corresponding to the set working condition, the set working condition including a power downshift working condition, a KickDown working condition, and a paddle shift working condition;

[0041] if the target vehicle is not in the set working condition, determine whether the target vehicle is in a set running mode and / or whether the target vehicle has set vehicle attribute information; if the target vehicle is in the set running mode and / or the target vehicle has the set vehicle attribute information, determine the target shift type coefficient according to the set running mode and / or the set vehicle attribute information of the target vehicle; if the target vehicle is not in the set running mode and the target vehicle has the set vehicle attribute information, determine the target shift type coefficient as a shift type coefficient corresponding to an upshift or downshift working condition, the set running mode including at least one of a large throttle starting mode, a launch starting mode, a manual mode automatic downshift, and a release throttle pedal mode, and the set vehicle attribute information including trailer information and vehicle model information.

[0042] In a possible implementation, the second determining module is further configured to: determine a target set running mode according to a preset priority order of the set running modes; and determine the shift type coefficient corresponding to the target set running mode as the target shift type coefficient.

[0043] In a possible implementation, the second determining module is further configured to: determine a target set vehicle attribute information according to a preset priority order of the set vehicle attribute information; and determine the shift type coefficient corresponding to the target set vehicle attribute information as the target shift type coefficient.

[0044] In a possible implementation, the shift control device further includes a third determining module configured to:

[0045] determine a second shift type coefficient according to a current driving mode and a current gear;

[0046] According to the current accelerator opening degree, a target accelerator working condition is determined, the target accelerator working condition including a first accelerator working condition and a second accelerator working condition, the accelerator opening degree of the first accelerator working condition being greater than a first threshold value, the accelerator opening degree of the second accelerator working condition being greater than a second threshold value, the second threshold value being greater than the first threshold value;

[0047] According to the second shift type coefficient and a third shift type coefficient corresponding to the target accelerator working condition, a first shift type coefficient is determined.

[0048] In a possible implementation, the third determining module is specifically configured to: determine the size of the second shift type coefficient and the third shift type coefficient; if the second shift type coefficient is greater than or equal to the third shift type coefficient, determine the first shift type coefficient as the second shift type coefficient; if the second shift type coefficient is less than the third shift type coefficient, determine the first shift type coefficient as the third shift type coefficient.

[0049] In a possible implementation, the first determining module is specifically configured to:

[0050] Receive a shift-up / down instruction sent by an engine control unit of the target vehicle, the shift-up / down instruction including a shift-up instruction and a shift-down instruction;

[0051] According to the shift-up / down instruction, select a shift-up / down working condition from a shift-down working condition or a shift-up working condition.

[0052] In a possible implementation, the second determining module is further configured to:

[0053] Receive an interactive operation of a driving style adjustment selection switch, the driving style adjustment selection switch being arranged on a multimedia interface;

[0054] Determine a target driving style after the interactive operation is performed, different driving styles corresponding to different shift time and shift type coefficient corresponding relationships;

[0055] Under the target driving style, according to a current driving mode and a current gear, determine a target shift type coefficient of the target vehicle.

[0056] In a third aspect, the present application provides an electronic device, comprising:

[0057] At least one processor;

[0058] and a memory connected with the at least one processor;

[0059] The memory is used to store computer execution instructions, the computer execution instructions being executed by the at least one processor, so that the at least one processor can execute the shift control method provided in the first aspect.

[0060] In a fourth aspect, the present application provides a computer readable storage medium, which stores computer execution instructions. When the computer execution instructions are executed, the computer execution instructions are used to implement the shift control method provided in the first aspect.

[0061] In a fifth aspect, the present application provides a program product, which contains computer execution instructions. When the computer execution instructions are executed, the computer execution instructions are used to implement the shift control method provided in the first aspect.

[0062] The shift control method, device, equipment and storage medium provided by the present application determine the current upshift or downshift working condition of the target vehicle, and further determine the target shift type coefficient of the target vehicle according to the current driving mode and the current gear of the target vehicle in the upshift or downshift working condition, and send the target shift type coefficient to the TCM. The TCM determines the shift time according to the target shift type coefficient. Different target shift type coefficients correspond to different shift times, so that the target vehicle can flexibly select the configured shift style within a certain range, and the individualization setting of the shift is realized. BRIEF DESCRIPTION OF DRAWINGS

[0063] The accompanying drawings, which are incorporated herein and constitute part of the specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0064] Figure 1 The flowchart of the shift control method provided for the first embodiment of the present application;

[0065] Figure 2 The flowchart of the shift control method provided for the second embodiment of the present application;

[0066] Figure 3 The flowchart of the shift control method provided for the third embodiment of the present application;

[0067] Figure 4 The structural schematic diagram of the shift type coefficient selection logic provided for the embodiments of the present application;

[0068] Figure 5 The flowchart of the shift control method provided for the fourth embodiment of the present application;

[0069] Figure 6 The structural schematic diagram of the driving style adjustment in the multimedia interface provided for the embodiments of the present application;

[0070] Figure 7 The structural schematic diagram of the shift control device provided for the fifth embodiment of the present application;

[0071] Figure 8 The structural schematic diagram of the electronic equipment provided for the sixth embodiment of the present application.

[0072] The specific embodiments of the application have been shown and described in the above drawings and text, and will be described in more detail below. These drawings and text are not intended to limit the scope of the concept of the application in any way, but to illustrate the concept of the application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0073] The exemplary embodiments will be described in detail herein with reference to the attached drawings. The same numbers are used in different drawings to represent the same or similar elements. The embodiments described in the following exemplary embodiments are not meant to represent all embodiments consistent with the application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the application as detailed in the appended claims.

[0074] With the progress of science and technology, considering the driving needs of different drivers, vehicle design provides multiple driving modes for users to choose from, including normal mode, economy (ECO) mode, and sport mode. In the related art, the main difference between different driving modes in the early stage of transmission control is the shift line, and later the different shift time is used to reflect the different mode styles. That is, the shift time is short, the torque interaction in the shift process is fast, the power connection is fast, and a slight torque interference can be actively created, which can reflect the sports feeling; the shift time is long, the torque interaction in the shift process is gentle, and the comfort is better, but there will be a short time of power interruption. However, in any mode, the shift time in different working conditions is determined, so that the shift lacks personalized setting, further affecting the user experience.

[0075] Based on the above problems, the embodiments of the application obtain the corresponding shift type coefficient under different driving modes and different working conditions by comprehensively considering the requirements of different driving modes and different working conditions, and send the shift type coefficient to the TCM to inform the TCM of the required shift style. The TCM calls different shift time to control the shift according to the shift type coefficient, which can flexibly select and configure the shift style within a certain range, and realizes the personalized setting of the shift.

[0076] Figure 1 A flowchart of a shift control method provided for the first embodiment of the application is shown in FIG. Figure 1 The shift control method includes the following steps:

[0077] S101, obtaining the current driving mode and the current gear of the target vehicle.

[0078] The vehicle can have multiple driving modes for selection, and the selection of the driving mode of the vehicle means that the vehicle can affect the power output state of the vehicle according to the actual use by the selection of the driving mode. When the vehicle switches to different driving modes, the vehicle computer will affect the power output of the vehicle by changing the fuel injection amount of the engine nozzle and the working logic of the gearbox. For example, the driving mode of the vehicle includes standard mode, economy mode, sports mode, off-road mode and the like. Specifically, the sports mode can be used when overtaking. The vehicle has high torque output in the starting stage, the upshift time is delayed, the time of maintaining high torque is increased, the power is enhanced, and the vehicle has stronger back-pushing feeling; the standard mode can be used for a long time when driving normally. The vehicle works according to the normal state, and the standard mode used for normal driving can achieve a good balance between economy and power. In this mode, the suspension is moderately hard and soft, and the throttle response is relatively sensitive, comfortable and agile; the economy mode has certain energy-saving effect in the case of urban congestion, but the actual fuel consumption will be different according to the driving habits of the driver. In the economy mode, the vehicle computer will reduce the fuel injection amount, control the shift logic of the gearbox, and limit part of the power output.

[0079] In some embodiments, the current driving mode and the current gear of the target vehicle can be obtained by the vehicle controller of the target vehicle, that is, the shift control method provided by the embodiments of the application can be executed by the vehicle controller.

[0080] S102, determine the current up-down gear working condition of the target vehicle, the up-down gear working condition including downshift working condition and upshift working condition.

[0081] The downshift working condition includes basic downshift working condition, manual shift paddle downshift working condition, power downshift working condition and brake downshift working condition; the upshift working condition includes basic upshift working condition, manual shift paddle upshift working condition and power downshift and upshift working condition.

[0082] Specifically, the basic shift condition can include a basic downshift condition and a basic upshift condition, and the vehicle upshift and downshift control is further realized by changing the vehicle speed by pressing the accelerator pedal; the manual shift paddle shift condition can include a manual shift paddle downshift condition and a manual shift paddle upshift condition, and the manual upshift and downshift are realized by operating the shift paddle when the gearbox is switched to the manual mode; the power downshift shift condition can include a power downshift condition and a power downshift upshift condition, and is realized by using a friction clutch as a load shift mechanism of a power shift execution element; the brake downshift condition, also known as the brake downshift condition, is adjusted according to the current vehicle speed after the brake pedal is pressed and the vehicle speed is reduced, and the brake downshift can skip downshift. In the shift paddle shift, the shift paddle is generally installed at the rear of the steering wheel, and there is one shift paddle on each side of the steering wheel, which is fixed on the steering wheel and rotates with the steering wheel. One side of the shift paddle is marked as “-”, and a shift down by one gear is indicated by a shift. One side of the shift paddle is marked as “+”, and a shift up by one gear is indicated by a shift.

[0083] The target vehicle current upshift and downshift condition is determined by the engine control unit in the controller in the target vehicle according to the internally stored upshift and downshift selection logic, and the upshift and downshift condition is sent to the TCM. For the determination method of the current upshift and downshift condition, in one possible implementation, the upshift and downshift indication sent by the engine control unit of the target vehicle is received, the upshift and downshift indication includes upshift indication and downshift indication; the upshift and downshift condition is selected from the downshift condition or the upshift condition according to the upshift and downshift indication. Specifically, the special mode selection module in the target vehicle can select the upshift and downshift condition from the downshift condition or the upshift condition according to the upshift and downshift indication.

[0084] It can be understood that for the above different upshift conditions and downshift conditions, only one of the upshift or downshift conditions can be passed at any time, that is, only one of the upshift condition and the downshift condition can be selected at any time.

[0085] S103, in the upshift and downshift condition, the target shift type coefficient of the target vehicle is determined according to the current driving mode and the current gear.

[0086] The shift type coefficient is obtained by fine tuning according to the different driving modes and gears of the vehicle. The fine tuning is to subdivide the working condition of the vehicle, that is, different working conditions of the vehicle correspond to different shift type coefficients.

[0087] Exemplarily, when the upshift gear condition is a basic upshift gear condition, the upshift coefficient of the condition can be calibrated according to different shift gears and different driving modes. Specifically, the horizontal coordinate of the calibration table can be the shift gear, and the vertical coordinate can be different driving modes such as standard mode, economy mode, sport mode, and cruise mode. Through the above calibration, the upshift type coefficient corresponding to the basic upshift gear condition or the basic downshift gear condition under different driving modes and different shift gears can be obtained. The upshift type coefficient can be represented by Arabic numerals, and exemplarily can be 0, 1, 2, 3, and the like. The upshift type coefficient is used to reflect the length of the shift time. Specifically, the larger the upshift type coefficient, the shorter the corresponding shift time.

[0088] In S104, the target upshift type coefficient is sent to the TCM, which is used to instruct the TCM to determine the shift time according to the target upshift type coefficient, and to control the gear of the target vehicle according to the shift time.

[0089] The target upshift type coefficient obtained by the vehicle controller of the target vehicle is sent to the TCM, which determines the shift time according to the target upshift type coefficient and performs shift control. Different shift times are used to reflect different shift styles.

[0090] The target upshift type coefficient is negatively correlated with the shift time. In one possible implementation, the upshift type coefficient and the shift time can be in a one-to-one correspondence. Exemplarily, when the upshift type coefficient is 1, the corresponding shift time can be 100 ms. In another possible implementation, one upshift type coefficient can correspond to a specific time period, and the shift style of the target vehicle is the same in the time range.

[0091] In this embodiment, the current driving mode and the current gear of the target vehicle are obtained, the current upshift / downshift gear condition of the target vehicle is determined, and the target upshift type coefficient of the target vehicle is determined according to the current driving mode and the current gear under the upshift / downshift gear condition. The target upshift type coefficient is further sent to the TCM, and the TCM determines the shift time according to the target upshift type coefficient and controls the gear of the target vehicle according to the shift time. This method applies different shift type coefficients to different shift times, and controls the gear of the vehicle according to different shift times, so that the shift style can be flexibly selected and configured within a certain range, and the individualization of the shift style is realized.

[0092] Figure 2 The flowchart of the shift control method provided in Embodiment Two of the present application is provided. This embodiment is a detailed description of step S103 in Embodiment One. As shown in FIG. 2, the target upshift type coefficient of the target vehicle is determined according to the current driving mode and the current gear, which can specifically include the following steps: Figure 2 ​

[0093] S201, determining whether the target vehicle is in a set working condition.

[0094] If the target vehicle is in the set working condition, step S202 is performed; otherwise, step S203 is performed.

[0095] The set working condition can also be referred to as a special working condition. Exemplarily, the set working condition includes, but is not limited to, a power downshift working condition, a KickDown working condition, and a paddle shift working condition. Specifically, since the set working condition requires a short shift time when performing a shift operation, in order to ensure shift quality, the shift type coefficient cannot be changed during the shift in the set working condition, i.e., the shift cannot be continuously performed. It can be understood that for other working conditions that are not set working conditions, the shift type coefficient can be changed during the shift of the vehicle, i.e., the shift can be continuously performed.

[0096] S202, determining that the target shift type coefficient is a first shift type coefficient corresponding to the set working condition.

[0097] It should be noted that the shift type coefficient for different set working conditions is the same shift type coefficient. The determination method of the first shift type coefficient corresponding to the set working condition will be described in detail below in combination with Figure 3

[0098] S203, determining whether the target vehicle is in a set running mode and / or whether the target vehicle has set vehicle attribute information.

[0099] If the target vehicle is in the set running mode and / or the target vehicle has the set vehicle attribute information, step S204 is performed; otherwise, step S205 is performed.

[0100] S204, determining the target shift type coefficient according to the set running mode and / or the set vehicle attribute information of the target vehicle.

[0101] ​Optionally, the setting running mode can include at least one of a large throttle start mode, a launch start mode, a manual mode automatic downshift, and a release throttle pedal mode; and the setting vehicle attribute information can include trailer information and vehicle model information. The vehicle model information can include a general vehicle model and a special vehicle model. For example, the special vehicle model can be a sports car. For the large throttle start mode and the launch start mode, the shift time requirement is shorter, and thus a shift type coefficient needs to be set separately. For example, the shift type coefficient can be 3. For the manual mode automatic downshift, the release throttle pedal mode, and the trailer information, a more comfortable shift performance is expected, and thus the shift time needs to be as long as possible, and thus a shift type coefficient needs to be set separately. For example, the shift type coefficient can be 0. For some special vehicle models, such as a sports car, a shift type coefficient can be set separately according to special requirements. The coefficient and the receiving TCM agree on a style. For example, the shift type coefficient can be 8.

[0102] In a possible implementation, the step can further include: determining a target setting running mode according to a preset priority order of the setting running modes; and determining that a shift type coefficient corresponding to the target setting running mode is a target shift type coefficient.

[0103] In another possible implementation, the step can further include: determining a target setting vehicle attribute information according to a preset priority order of the setting vehicle attribute information; and determining that a shift type coefficient corresponding to the target setting vehicle attribute information is a target shift type coefficient.

[0104] In the above possible implementation, the same priority in the preset priority order can include at least one of the setting running modes and / or the setting vehicle attribute information, and the shift type coefficients of the setting running modes and / or the setting vehicle attribute information at the same priority are the same. For example, the priority order of the large throttle start mode and the launch start mode is the same; and the priority order of the manual mode automatic downshift, the release throttle pedal mode, and the trailer information is the same. The preset priority order from high to low can be the vehicle model information, the manual mode automatic downshift, the release throttle pedal mode, the trailer information, the large throttle start mode, and the launch start mode.

[0105] It can be understood that the above setting running mode and / or setting vehicle attribute information is not necessarily activated at the same time, so when only one setting running mode and / or setting vehicle attribute information is activated, the setting running mode and / or setting vehicle attribute information is selected as the target setting running mode and / or target setting vehicle attribute information, and it is further determined that the shift type coefficient corresponding to the target setting running mode and / or target setting vehicle attribute information is the target shift type coefficient; when at least two setting running modes and / or setting vehicle attribute information are activated, the setting running mode and / or setting vehicle attribute information with the highest priority is selected as the target setting running mode and / or target setting vehicle attribute information according to the preset priority order, and it is further determined that the shift type coefficient corresponding to the target setting running mode and / or target setting vehicle attribute information is the target shift type coefficient.

[0106] In another possible implementation, a manual debugging function can be provided, that is, different shift type coefficients can be manually set, and the manually set shift type coefficients are taken as the target shift type coefficient. Specifically, the function can be used to verify the calibration results of the shift type coefficients corresponding to different running modes and / or vehicle attribute information.

[0107] S205, determining that the target shift type coefficient is the shift type coefficient corresponding to the upshift / downshift working condition.

[0108] Specific upshift / downshift working condition types are described above, and will not be repeated here.

[0109] In this embodiment, the target shift type coefficient of the target vehicle is determined according to the set working condition, the set running mode and / or the set vehicle attribute information of the target vehicle and the upshift / downshift working condition. In this method, different shift type coefficients are calibrated by subdividing different working conditions of the vehicle, and different shift type coefficients correspond to different shift times, thereby realizing the diversity of shift styles.

[0110] It can be understood that, in addition to the above-described set working condition, the vehicle also includes a target throttle working condition, and the shift type coefficient corresponding to different target throttle working conditions is also different. The shift control method including the target throttle working condition will be described below in combination with Figure 3 The shift control method including the target throttle working condition will be described below in combination with

[0111] Figure 3 The flowchart of the shift control method provided in Embodiment Three of the present application is shown in FIG. 6. As shown in FIG. 6, the shift control method includes the following steps: Figure 3

[0112] S301, determining the second shift type coefficient according to the current driving mode and the current gear.

[0113] ​For example, when the upshift or downshift condition is a downshift condition, according to the condition logic, the special mode selection module selects one downshift condition from the basic downshift condition, the manual paddle shift downshift condition, the power downshift condition and the brake downshift condition, and determines the shift type coefficient corresponding to the downshift condition as the second shift type coefficient; when the upshift or downshift condition is an upshift condition, according to the condition logic, the special mode selection module selects one upshift condition from the basic upshift condition, the manual paddle shift upshift condition and the power downshift and then upshift condition, and determines the shift type coefficient corresponding to the upshift condition as the second shift type coefficient.

[0114] S302, determining a target throttle condition according to a current throttle opening, the target throttle condition including a first throttle condition and a second throttle condition.

[0115] The throttle opening refers to the opening of the throttle pedal. The throttle opening of the first throttle condition is greater than a first threshold value, and the throttle opening of the second throttle condition is greater than a second threshold value, the second threshold value being greater than the first threshold value. The first threshold value and the second threshold value are used to represent the size of the throttle opening. For example, the first throttle condition can be a large throttle condition, and the corresponding first threshold value can be 80%; the second throttle condition can be a KickDown condition, and the corresponding second threshold value can be 95%, i.e. the throttle is depressed to the bottom.

[0116] Specifically, when calibrating the target throttle condition, the shift type coefficient can be calibrated according to different driving modes. For example, for the target throttle condition, one-dimensional calibration can be used, i.e. in the one-dimensional calibration table, the horizontal coordinate is each driving mode and the corresponding calibration shift type coefficient.

[0117] It can be understood that when calibrating the target throttle condition, the large throttle condition and the KickDown condition must be in the active state, i.e. the throttle opening of the large throttle condition is greater than the first threshold value, and the throttle opening of the KickDown condition is greater than the second threshold value.

[0118] S303, determining a first shift type coefficient according to the second shift type coefficient and a third shift type coefficient corresponding to the target throttle condition.

[0119] In one possible implementation, the first shift type coefficient can be determined by taking the larger of the second shift type coefficient and the third shift type coefficient, i.e. setting the shift type coefficient corresponding to the condition. Specifically, the sizes of the second shift type coefficient and the third shift type coefficient are judged; if the second shift type coefficient is greater than or equal to the third shift type coefficient, the first shift type coefficient is determined as the second shift type coefficient; if the second shift type coefficient is less than the third shift type coefficient, the first shift type coefficient is determined as the third shift type coefficient.

[0120] In this embodiment, the second shift type coefficient is determined according to the current driving mode and the current gear; the target throttle working condition is determined according to the current throttle opening; and the first shift type coefficient is determined according to the second shift type coefficient and the third shift type coefficient corresponding to the target throttle working condition. By considering the target throttle working condition, the selection of the shift type coefficient can be more accurate, and the shift time corresponding to the target shift type coefficient further obtained through the shift type coefficient can better meet the driving style required by the user.

[0121] The method described in the above embodiments is combined Figure 4 The shift type coefficient selection logic provided in the embodiments of the present application is described in detail.

[0122] Figure 4 The structure diagram of the shift type coefficient selection logic provided in the embodiments of the present application is shown in FIG. 4. As shown in FIG. 4, from top to bottom, the selection logic of the shift type coefficient corresponding to different working conditions under different driving modes and different gears of the vehicle is shown. Among them, the different driving modes and vehicle attribute information have a priority order, and the priority increases from top to bottom. The specific selection method of the shift type coefficient corresponding to other different working conditions is the same as described in the above method embodiments, and will not be described here. Figure 4 The specific implementation method and effect of the shift type coefficient selection logic provided in the embodiments of the present application are similar to those of the above method embodiments, and will not be described here.

[0123] The shift control method provided in the above embodiments determines a set of shift type coefficients through the method of advance handshake, that is, the shift type coefficient is established in correspondence with the shift time, and the correspondence is stored in the TCM for user selection. In addition, the shift control of the vehicle can also be realized through the man-machine interface interaction such as multimedia, and the shift control method of the vehicle through the man-machine interface interaction such as multimedia is described in detail below.

[0124] The shift control method of the vehicle through the man-machine interface interaction such as multimedia is described in detail. Figure 5

[0125] The flowchart of the shift control method provided in the fourth embodiment of the present application is shown in FIG. 5. As shown in FIG. 5, the shift control method includes the following steps: Figure 5 Figure 5 S501, receiving the interactive operation of the driving style adjustment selection switch, the driving style adjustment selection switch being arranged on the multimedia interface.

[0126] The driving style can be a progressive change from gentle to aggressive. The multimedia can communicate with the vehicle control unit or the engine control unit through the communication line to adjust and set the pedal line, the shift line and the shift time, etc.

[0127] The driving style can be a progressive change from gentle to aggressive. The multimedia can communicate with the vehicle control unit or the engine control unit through the communication line to adjust and set the pedal line, the shift line and the shift time, etc.​

[0128] Figure 6 This is a schematic diagram of the driving style adjustment structure in the multimedia interface provided in this application embodiment. Figure 6 As shown, the multimedia interface displays different driving styles, with a gray box used to select the current driving style. This gray box can be dragged between 0% and 100%. Specifically, 0% to 100% reflects different driving styles; for example, 0% represents a gentle driving style, and 100% represents an aggressive driving style. As shown in the figure, the shift type coefficient selection path varies depending on the position of the gray box. For example, when the gray box is between 0% and 30% of the multimedia interface, the corresponding calibration table group for the shift type coefficient selection path is A; when the gray box is between 30% and 60% of the multimedia interface, the corresponding calibration table group is B; and when the gray box is between 60% and 100% of the multimedia interface, the corresponding calibration table group is C. For example, shift type coefficient calibration table groups A, B, and C each contain multiple specific calibration tables, where the specific shift type coefficient value in each calibration table can be 0, 1, 2, 3, etc. Specifically, the logic of selecting the target shift type coefficient based on shift type coefficient calibration table group A, B, or C is ANDed. Figure 4 The same applies as shown in the figure, and the specific selection method is the same as that described in the above embodiments, so it will not be repeated here.

[0129] S502, determine the target driving style after the interactive operation is performed, and the correspondence between different driving styles and different shift times and shift type coefficients.

[0130] The correspondence between different shift times and shift type coefficients for different driving styles is as follows: Figure 6 As shown, it will not be elaborated further here.

[0131] S503 determines the target shift type coefficient of the target vehicle based on the current driving mode and current gear under the target driving style.

[0132] The specific determination method is the same as that described in the above embodiments, and will not be repeated here.

[0133] In the embodiment, the interactive operation of the driving style adjustment selection switch is received, the target driving style after the interactive operation is determined, different driving styles correspond to different corresponding relationships between the shift time and the shift type coefficient, and the target shift type coefficient of the target vehicle is determined according to the current driving mode and the current gear in the target driving style. The method realizes the personalized setting of the driving style by setting the style adjustment selection switch on the multimedia and giving the user the right to select the shift time or the shift type coefficient.

[0134] Figure 7 A structure schematic diagram of a shift control device provided in Embodiment Five of the present application is provided. The shift control device 70 provided in the embodiment includes an acquisition module 710, a first determination module 720, a second determination module 730, and a sending module 740.

[0135] The acquisition module 710 is configured to acquire the current driving mode and the current gear of the target vehicle.

[0136] The first determination module 720 is configured to determine the current upshift or downshift working condition of the target vehicle, the downshift working condition including a basic downshift working condition, a manual shift paddle shift downshift working condition, a power downshift working condition, and a brake downshift working condition, and the upshift working condition including a basic upshift working condition, a manual shift paddle shift upshift working condition, and a power downshift and then upshift working condition.

[0137] The second determination module 730 is configured to determine the target shift type coefficient of the target vehicle according to the current driving mode and the current gear in the upshift or downshift working condition.

[0138] The sending module 740 is configured to send the target shift type coefficient to a TCM, the target shift type coefficient being used to instruct the TCM to determine a shift time according to the target shift type coefficient and to perform gear control on the target vehicle according to the shift time, the target shift type coefficient being negatively correlated with the shift time.

[0139] In a possible implementation manner, the second determination module 730 can be specifically configured to determine whether the target vehicle is in a set working condition, and if the target vehicle is in the set working condition, determine the target shift type coefficient as a first shift type coefficient corresponding to the set working condition, the set working condition including a power downshift working condition, a KickDown working condition, and a shift paddle shift working condition.

[0140] If the target vehicle is not in the set working condition, it is determined whether the target vehicle is in the set running mode and / or whether the target vehicle has the set vehicle attribute information; if the target vehicle is in the set running mode or the target vehicle has the set vehicle attribute information, the target shift type coefficient is determined according to the set running mode and / or the set vehicle attribute information of the target vehicle; if the target vehicle is not in the set running mode and the target vehicle has the set vehicle attribute information, the target shift type coefficient is determined as the shift type coefficient corresponding to the upshift or downshift working condition, the set running mode includes at least one of a large throttle starting mode, a launch starting mode, a manual mode automatic downshift, and a release throttle pedal mode, and the set vehicle attribute information includes trailer information and vehicle model information.

[0141] In a possible implementation, the second determination module 730 can be further configured to: determine the target set running mode according to a preset priority order of the set running modes; and determine the shift type coefficient corresponding to the target set running mode as the target shift type coefficient.

[0142] In a possible implementation, the second determination module 730 can be further configured to: determine the target set vehicle attribute information according to a preset priority order of the set vehicle attribute information; and determine the shift type coefficient corresponding to the target set vehicle attribute information as the target shift type coefficient.

[0143] In a possible implementation, the shift control device can further include a third determination module. The third determination module can be configured to: determine a second shift type coefficient according to the current driving mode and the current gear; determine a target throttle working condition according to the current throttle opening, the target throttle working condition including a first throttle working condition and a second throttle working condition, the throttle opening of the first throttle working condition being greater than a first threshold, the throttle opening of the second throttle working condition being greater than a second threshold, the second threshold being greater than the first threshold; and determine the second shift type coefficient according to the second shift type coefficient and a third shift type coefficient corresponding to the target throttle working condition.

[0144] In a possible implementation, the third determination module can be specifically configured to: determine the size of the second shift type coefficient and the third shift type coefficient; if the second shift type coefficient is greater than or equal to the third shift type coefficient, determine that the first shift type coefficient is the second shift type coefficient; and if the second shift type coefficient is less than the third shift type coefficient, determine that the first shift type coefficient is the third shift type coefficient.

[0145] In a possible implementation, the first determination module 720 can be specifically configured to: receive an upshift or downshift instruction sent by an engine control unit of the target vehicle, the upshift or downshift instruction including an upshift instruction and a downshift instruction; and select the upshift or downshift working condition from the upshift working condition or the downshift working condition according to the upshift or downshift instruction.

[0146] In a possible implementation, the second determining module 730 can also be configured to: receive an interaction operation on a driving style adjustment selection switch, the driving style adjustment selection switch being arranged on the multimedia interface; determine a target driving style after the interaction operation; different driving styles correspond to different corresponding relationships between shift time and shift type coefficients; and determine a target shift type coefficient of the target vehicle according to the current driving mode and the current gear under the target driving style.

[0147] The apparatus provided in this embodiment can be used to execute the method steps of the method embodiments described above, and has similar implementation manners and technical effects, which are not described here again.

[0148] Figure 8 A structural schematic diagram of an electronic device provided in Embodiment Six of the present application is shown in FIG. 8. As shown in FIG. 8, the electronic device 80 includes: Figure 8

[0149] at least one processor 801; and

[0150] a memory 802 in communication with the at least one processor 801; wherein

[0151] The memory 802 stores instructions executable by the at least one processor 801, and the instructions are executed by the at least one processor 801 to enable the at least one processor 801 to perform the shift control method described above.

[0152] The specific implementation process of the processor 801 can be referred to the method embodiments described above, and has similar implementation manners and technical effects, which are not described here again.

[0153] The electronic device 80 can specifically be a chip or other component with certain computing power in a vehicle, and is configured to execute the steps in the method embodiments described above; or the electronic device 80 can also specifically be a vehicle, and is configured to execute the steps in the method embodiments described above.

[0154] Embodiment Seven of the present application provides a computer-readable storage medium, and the computer-readable storage medium stores computer execution instructions. When the computer execution instructions are executed by a processor, the computer execution instructions are configured to implement the method steps in the method embodiments described above, and have similar implementation manners and technical effects, which are not described here again.

[0155] Embodiment Seven of the present application provides a computer-readable storage medium, and the computer-readable storage medium stores computer execution instructions. When the computer execution instructions are executed by a processor, the computer execution instructions are configured to implement the method steps in the method embodiments described above, and have similar implementation manners and technical effects, which are not described here again.

[0156] ​Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

[0157] It is to be understood that the application is not limited to the precise construction herein disclosed and shown in the drawings, and that various changes in shape, size and arrangements of parts can be made without departing from the scope of the application. The scope of the application is limited only by the claims that follow.

Claims

1. A gear shifting control method, characterized in that, include: Obtain the target vehicle's current driving mode and current gear; Determine the current upshifting / downshifting conditions of the target vehicle. The upshifting / downshifting conditions include downshifting and upshifting conditions. The downshifting conditions include basic downshifting, manual paddle shifting downshifting, power downshifting, and braking downshifting. The upshifting conditions include basic upshifting, manual paddle shifting upshifting, and upshifting after power downshifting. Under the aforementioned shifting conditions, based on the current driving mode and the current gear, the target shift type coefficient of the target vehicle is determined, including... Determine whether the target vehicle is in the set operating condition; If the target vehicle is in a set operating condition, the target shift type coefficient is determined to be the first shift type coefficient corresponding to the set operating condition. The set operating conditions include power downshifting, automatic engagement, and paddle shifting. The target shift type coefficient is sent to the automatic transmission control module. The target shift type coefficient is used to instruct the automatic transmission control module to determine the shift time based on the target shift type coefficient and to perform gear control on the target vehicle based on the shift time. The target shift type coefficient is negatively correlated with the shift time.

2. The method according to claim 1, characterized in that, The step of determining the target shift type coefficient of the target vehicle based on the current driving mode and the current gear also includes: If the target vehicle is not in the set operating condition, then it is determined whether the target vehicle is in the set operating mode and / or whether the target vehicle has set vehicle attribute information; if the target vehicle is in the set operating mode, or the target vehicle has set vehicle attribute information, then the target shift type coefficient is determined according to the target vehicle's set operating mode and / or set vehicle attribute information; if the target vehicle is not in the set operating mode, and the target vehicle has set vehicle attribute information, then the target shift type coefficient is determined to be the shift type coefficient corresponding to the upshift / downshift operating condition, wherein the set operating mode includes at least one of the following: high throttle start mode, launch start mode, manual mode automatic downshift, and release accelerator pedal mode, and the set vehicle attribute information includes trailer information and vehicle model information.

3. The method according to claim 2, characterized in that, The step of determining the target shift type coefficient based on the target vehicle's set operating mode and / or set vehicle attribute information includes: Based on the preset priority order of the set operating modes, the target set operating mode is determined; the shift type coefficient corresponding to the target set operating mode is determined as the target shift type coefficient; And / or, determine the target vehicle attribute information according to the preset priority order of the set vehicle attribute information; determine the shift type coefficient corresponding to the target vehicle attribute information as the target shift type coefficient.

4. The method according to claim 2, characterized in that, Before determining the target shift type coefficient as the first shift type coefficient corresponding to the set operating condition, the method further includes: Determine the second shift type coefficient based on the current driving mode and the current gear; Based on the current throttle opening, a target throttle condition is determined. The target throttle condition includes a first throttle condition and a second throttle condition. The throttle opening of the first throttle condition is greater than a first threshold, and the throttle opening of the second throttle condition is greater than a second threshold. The second threshold is greater than the first threshold. The first shift type coefficient is determined based on the second shift type coefficient and the third shift type coefficient corresponding to the target throttle condition.

5. The method according to claim 4, characterized in that, The step of determining the first shift type coefficient based on the second shift type coefficient and the third shift type coefficient corresponding to the target throttle condition includes: Determine the magnitudes of the second shift type coefficient and the third shift type coefficient; If the second shift type coefficient is greater than or equal to the third shift type coefficient, then the first shift type coefficient is determined to be the second shift type coefficient; If the second shift type coefficient is less than the third shift type coefficient, then the first shift type coefficient is determined to be the third shift type coefficient.

6. The method according to any one of claims 1 to 5, characterized in that, Determining the current gear shifting condition includes: Receive upshift / downshift instructions from the engine control unit of the target vehicle, the upshift / downshift instructions including upshift instructions and downshift instructions; According to the gear shifting indication, the gear shifting condition is selected from the downshifting condition or the upshifting condition.

7. The method according to any one of claims 1 to 5, characterized in that, Determining the target shift type coefficient of the target vehicle based on the current driving mode and the current gear includes: Receive interactive operation for the driving style adjustment selection switch, which is set on the multimedia interface; Determine the target driving style after performing the interactive operation, and the correspondence between different driving styles and different shift times and shift type coefficients; Under the target driving style, the target shift type coefficient of the target vehicle is determined based on the current driving mode and the current gear.

8. A gear shift control device, characterized in that, include: The acquisition module is used to acquire the current driving mode and current gear of the target vehicle; The first determining module is used to determine the current upshifting / downshifting condition of the target vehicle. The upshifting / downshifting condition includes downshifting condition and upshifting condition. The downshifting condition includes basic downshifting condition, manual paddle shifting downshifting condition, power downshifting condition and braking downshifting condition. The upshifting condition includes basic upshifting condition, manual paddle shifting upshifting condition and upshifting condition after power downshifting. The second determining module is used to determine the target shift type coefficient of the target vehicle based on the current driving mode and the current gear under the shifting conditions. The second determining module is specifically used to determine whether the target vehicle is in a set operating condition; If the target vehicle is in a set operating condition, the target shift type coefficient is determined to be the first shift type coefficient corresponding to the set operating condition. The set operating conditions include power downshifting, automatic engagement, and paddle shifting. The sending module is used to send the target shift type coefficient to the automatic transmission control module. The target shift type coefficient is used to instruct the automatic transmission control module to determine the shift time according to the target shift type coefficient and to perform gear control on the target vehicle according to the shift time. The target shift type coefficient is negatively correlated with the shift time.

9. An electronic device, characterized in that, include: At least one processor; and a memory communicatively connected to the at least one processor; The memory is used to store instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 7.

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