A method, apparatus, device, and storage medium for controlling vehicle gear positions.

Abstract

This invention discloses a vehicle gear control method, device, equipment, and storage medium. The method includes: acquiring road information of a road segment ahead; dividing the road segment ahead into multiple sub-segments based on the road information and the current vehicle's cruising speed; calculating the vehicle's driving resistance for each sub-segment based on its road information; determining the gear information for each sub-segment based on its driving resistance; and controlling the vehicle's gear position on the road segment ahead based on the gear information. This technical solution enables the vehicle to accurately adjust its gear according to the terrain in the road environment ahead, improving vehicle driving safety.

Description

Technical Field

[0001] This invention relates to the field of mechanical automatic transmission control technology, and more particularly to a vehicle gear control method, device, equipment, and storage medium. Background Technology

[0002] With the continuous improvement of living standards, mechanical transmissions are widely used in the manufacture of commercial vehicles due to their advantages of simple structure, high cost-effectiveness, low cost and high transmission efficiency.

[0003] However, in commercial vehicles manufactured with mechanical transmissions, drivers must rely on observing the road conditions ahead to anticipate and adjust the vehicle's movement, such as coasting or shifting gears, when driving on highways or in similar conditions. This method suffers from low accuracy in obtaining road information ahead, which is detrimental to vehicle safety. Summary of the Invention

[0004] This invention provides a vehicle gear control method, device, equipment, and storage medium to improve vehicle driving safety.

[0005] According to one aspect of the present invention, a vehicle gear control method is provided, comprising:

[0006] Obtain road information for the section ahead;

[0007] The road ahead is divided into multiple sub-segments based on road information and the current vehicle's cruising speed;

[0008] For each sub-segment, calculate the vehicle driving resistance based on the road information of the sub-segment;

[0009] Based on the vehicle driving resistance of each sub-segment, determine the gear information of each sub-segment, and control the current vehicle's gear in the next sub-segment based on the gear information of each sub-segment.

[0010] According to another aspect of the present invention, a vehicle gear control device is provided, comprising:

[0011] The road information acquisition module is used to acquire road information for the road segment ahead.

[0012] The forward road segment division module is used to divide the forward road segment based on road information and the current vehicle's cruising speed, resulting in multiple sub-segments;

[0013] The driving resistance calculation module is used to calculate the vehicle driving resistance of each sub-segment based on the road information of the sub-segment.

[0014] The gear information determination module is used to determine the gear information of each sub-road segment based on the vehicle's driving resistance, and to control the current vehicle's gear in the next road segment based on the gear information of each sub-road segment.

[0015] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0016] At least one processor; and

[0017] A memory that is communicatively connected to at least one processor; wherein,

[0018] The memory stores a computer program that can be executed by at least one processor, such that the at least one processor is able to perform the vehicle gear control method of any embodiment of the present invention.

[0019] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle gear control method of any embodiment of the present invention.

[0020] The technical solution of this invention involves acquiring road information of the road segment ahead; dividing the road segment ahead into multiple sub-segments based on the road information and the current vehicle's cruising speed; calculating the vehicle's driving resistance for each sub-segment based on its road information; determining the gear information for each sub-segment based on its driving resistance; and controlling the current vehicle's gear position on the road segment ahead based on the gear information of each sub-segment. This technical solution divides the road segment ahead into multiple sub-segments based on road information and the current vehicle's cruising speed; determines the gear information for each sub-segment based on its road information and driving resistance; and controls the current vehicle's gear position on the road segment ahead based on the gear information of each sub-segment. This allows the vehicle to accurately adjust its gear according to the terrain in the road environment ahead, improving driving safety.

[0021] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart of a vehicle gear control method according to Embodiment 1 of the present invention;

[0024] Figure 2A This is a flowchart of a vehicle gear control method according to Embodiment 2 of the present invention;

[0025] Figure 2B This is a schematic diagram of a method for dividing road segments ahead according to Embodiment 2 of the present invention;

[0026] Figure 3 This is a flowchart of a vehicle gear control method according to Embodiment 3 of the present invention;

[0027] Figure 4 This is an application scenario of a vehicle gear control method provided in Embodiment 4 of the present invention;

[0028] Figure 5 This is a schematic diagram of the structure of a vehicle gear control device according to Embodiment 5 of the present invention;

[0029] Figure 6 This is a schematic diagram of the structure of an electronic device that implements the vehicle gear control method of this invention. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0031] It should be noted that the terms "objective," "first," and "second," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] Example 1

[0033] Figure 1This is a flowchart of a vehicle gear control method provided in Embodiment 1 of the present invention. This embodiment is applicable to the case of automatic gear shifting in vehicles. The method can be executed by a vehicle gear control device, which can be implemented in hardware and / or software and can be configured in an electronic device, which can be an in-vehicle device. Figure 1 As shown, the method includes:

[0034] S101. Obtain road information for the road ahead.

[0035] The length of the road segment ahead is unlimited and can be set according to actual needs, such as 2000 meters (m). Road information refers to information related to the road segment ahead that affects vehicle travel. Road information can include the current road gradient, the current vehicle's position, the current vehicle speed, the gradient of the road segment ahead, and the speed limit of the road segment ahead, which can be obtained through the navigation device in the vehicle's onboard equipment.

[0036] Specifically, road information for the road ahead can be obtained from a specific device. For example, road information for the road ahead can be obtained from a telematics processor in the vehicle and sent to the CAN (Controller Area Network) bus. The transmission control unit (TCU) in the vehicle then obtains the road information for the road ahead from the CAN bus. CAN is an internationally standardized serial communication protocol, and the CAN bus is a data transmission bus.

[0037] S102. Based on road information and the current vehicle's cruising speed, the road ahead is divided into multiple sub-segments.

[0038] The cruising speed refers to the vehicle's current fixed speed, usually set by the user. Based on preset rules, the road ahead is divided into multiple sub-segments according to road information and the current cruising speed. The number of sub-segments is less than or equal to 40. For example, the road ahead can be divided according to speed limits and cruising speed, ensuring that each sub-segment has the same maximum achievable speed. Alternatively, the road ahead can be divided according to preset lengths, ensuring that each sub-segment is of equal length. Or, the two methods can be combined to divide the road ahead. There are no specific limitations on this.

[0039] S103. For each sub-segment, calculate the vehicle driving resistance of the sub-segment based on the road information of the sub-segment.

[0040] Vehicle driving resistance refers to the resistance experienced by a vehicle during its journey, and can be at least one of gradient resistance, rolling resistance, and air resistance. Rolling resistance specifically refers to the resistance experienced by the tires when the vehicle is traveling on a flat road. Vehicle driving resistance can include average driving resistance and maximum driving resistance. Specifically, the average and maximum gradient values ​​for each sub-segment can be calculated first, and then, based on a pre-defined vehicle dynamics model, the vehicle driving resistance for each sub-segment can be calculated using these values.

[0041] For example, when a vehicle is traveling at a constant speed on a flat road, the vehicle's resistance is equal to the sum of rolling resistance and air resistance.

[0042] S104. Determine the gear information for each sub-segment based on the vehicle's driving resistance, and control the current vehicle's gear in the preceding segment based on the gear information for each sub-segment.

[0043] The gear information can include information such as the vehicle speed corresponding to the gear and the name of the gear. Specifically, the driving resistance of the vehicle in all gears can be preset, the driving resistance of the vehicle in each sub-road segment can be compared with the driving resistance of the vehicle in all gears in the current segment, the gear information of each sub-road segment can be determined based on the comparison results, and the gear of the current vehicle in the next segment can be controlled according to the gear information of each sub-road segment.

[0044] The technical solution of this invention involves acquiring road information of the road segment ahead; dividing the road segment ahead into multiple sub-segments based on the road information and the current vehicle's cruising speed; calculating the vehicle's driving resistance for each sub-segment based on its road information; determining the gear information for each sub-segment based on its driving resistance; and controlling the current vehicle's gear position on the road segment ahead based on the gear information of each sub-segment. This technical solution divides the road segment ahead into multiple sub-segments based on road information and the current vehicle's cruising speed; determines the gear information for each sub-segment based on its road information and driving resistance; and controls the current vehicle's gear position on the road segment ahead based on the gear information of each sub-segment. This allows the vehicle to accurately adjust its gear according to the terrain in the road environment ahead, improving driving safety.

[0045] Example 2

[0046] Figure 2AThis is a flowchart of a vehicle gear control method provided in Embodiment 2 of the present invention. Based on the above embodiments, this embodiment further refines "road information" to include "slope and speed limit information"; simultaneously, it further refines "dividing the road segment ahead into multiple sub-segments based on road information and the current vehicle speed" to include: "determining the target speed of the road segment ahead based on speed limit information and cruising speed; detecting abrupt change points in the road segment ahead based on the target speed and slope; dividing the road segment ahead into multiple sub-segments based on each abrupt change point," providing an optional implementation scheme. It should be noted that parts not detailed in this embodiment can be referred to in other embodiments. Figure 2A As shown, the method includes:

[0047] S201. Obtain road information for the road ahead; the road information includes gradient and speed limit information.

[0048] The gradient refers to the ratio of the vertical height of a road slope to its horizontal distance. Speed ​​limit information indicates the maximum speed a vehicle can travel on the road ahead. For example, if the speed limit is 60 km / h 200 meters ahead, it means the vehicle cannot exceed 60 km / h when it reaches 200 meters ahead. Road information can be obtained from the navigation system on the vehicle's in-vehicle equipment.

[0049] S202. Determine the target speed for the road section ahead based on speed limit information and cruising speed.

[0050] The target speed can be the speed at which the vehicle can travel on the road ahead. Specifically, the speed in the speed limit information is compared with the cruise speed; if the speed in the speed limit information is greater than or equal to the cruise speed, the cruise speed is used as the target speed for the road ahead; otherwise, the speed in the speed limit information is used as the target speed for the road ahead.

[0051] S203. Based on the target vehicle speed and gradient, detect abrupt change points in the road ahead.

[0052] Abrupt change points are used to indicate that the road before and after abrupt change points are different. For example, abrupt change points may include points where the target speed of the current vehicle changes in the road segment ahead, or points where the gradient of the current vehicle changes in the road segment ahead.

[0053] Specifically, linear interpolation can be performed on the road segment ahead, that is, a detection point is inserted at fixed intervals in the road segment ahead to more accurately detect abrupt changes in the road segment ahead. For example, linear interpolation can be performed on a 2000-meter road segment ahead, with a detection point inserted every 10 meters, resulting in 200 values ​​with an accuracy of 10 meters, to more accurately detect abrupt changes in the road segment ahead.

[0054] Optionally, based on the target vehicle speed and gradient, detect abrupt change points in the road ahead, including at least one of the following:

[0055] Points where the slope sign changes are identified as abrupt change points; points where the change in target velocity is greater than or equal to the abrupt change velocity threshold are also identified as abrupt change points; and among multiple adjacent points where the slope change rate is greater than or equal to the slope change rate threshold, the first point among the multiple adjacent points is identified as the abrupt change point.

[0056] The slope sign can include positive, negative, and zero; a positive sign indicates an uphill section, a negative sign indicates a downhill section, and zero indicates a flat section. The detection point where the slope sign changes each time is designated as abrupt change point.

[0057] The target speed change can refer to the difference between two adjacent target speeds. For example, if the target speed of a vehicle at a detection point 200 meters ahead is 60 km / h, and the target speed at a detection point 400 meters ahead is 80 km / h, then the target speed change is 20 km / h. The sudden speed threshold can be preset. For example, if the sudden speed threshold is 20 km / h, and the target speed change equals the sudden speed threshold, then the detection point 400 meters ahead is designated as the sudden speed change point.

[0058] The slope change rate reflects the changes in the slope of the road ahead; the slope change rate threshold can be preset. Multiple adjacent points refer to multiple points whose slope change rate is greater than or equal to the slope change threshold and whose positions are consecutive. The first point among multiple adjacent points is the foremost point, and this first point is used to characterize the starting point of a continuous abrupt change in the road segment.

[0059] For example, such as Figure 2B As shown, the detection point 400 meters ahead of the current vehicle is designated as point A; the detection point 650 meters ahead is designated as point B; the detection point 900 meters ahead is designated as point E; the detection point 1400 meters ahead is designated as point C; the detection point 1600 meters ahead is designated as point D; the detection point 1800 meters ahead is designated as point F; and the detection point 1880 meters ahead is designated as point G. The slope sign at point A is negative; the slope sign at point B is zero, thus point B is identified as a sudden change point. Similarly, the slope signs at other points can be determined... Figure 2BPoints E and G are abrupt change points. If the abrupt change speed threshold is 10 km / h; the target speed 1200 meters ahead of the current vehicle is 90 km / h, and the target speed at point C is 100 km / h, the change in target speed is 10 km / h. Since the change in target speed (10 km / h) equals the abrupt change speed threshold (10 km / h), point C is determined to be an abrupt change point. Similarly, we can determine... Figure 2B Point F is the abrupt change point; if the slope change rate threshold is 1; the slope change rates at points A, B, and E are all 1, their slope change rates are all equal to the slope change rate threshold, and points A, B, and E are adjacent to each other, then point A is determined to be the abrupt change point; similarly, it can be determined that... Figure 2B Point D in the diagram is the abrupt change point.

[0060] The above technical solution provides a method for determining abrupt change points in the road ahead, detecting the road ahead from multiple angles, laying the foundation for subsequently dividing the road ahead into multiple sub-segments, further subdividing the sub-segments, improving the accuracy of sub-segment division, and thus improving the flexibility and precision of gear setting.

[0061] S204. Divide the road ahead into multiple sub-segments based on each abrupt change point.

[0062] Based on the above example, still using Figure 2B For example, the road ahead is divided into 8 sub-segments based on each abrupt change point (i.e., point A, point B, point E, point C, point D, point F, and point G), namely segment 1, segment 2, segment 3, segment 4, segment 5, segment 6, segment 7, and segment 8.

[0063] It should be noted that if the length of an adjacent sub-segment is less than a preset segment length threshold, the abrupt change segment that appears earlier will be removed. For example, using... Figure 2B Taking road segments 7 and 8 as examples, if the preset road segment length threshold is 180 meters, the road segment length of road segment 7 (i.e., the distance from point F to point G) is 80 meters, and the road segment length of road segment 8 (i.e., the distance from point G to 2000 meters) is 120 meters, both of which are less than the preset road segment length threshold (180 meters). Therefore, point G will be removed, that is, road segments 7 and 8 will be merged into a new road segment. The length of the new road segment is the distance from point F (i.e., 1800 meters) to 2000 meters, which is 200 meters.

[0064] S205. For each sub-segment, calculate the vehicle driving resistance of the sub-segment based on the road information of the sub-segment.

[0065] S206. Based on the vehicle driving resistance of each sub-segment, determine the gear information of each sub-segment, and control the current vehicle's gear in the preceding segment based on the gear information of each sub-segment.

[0066] The technical solution of this invention provides a method for dividing a road segment ahead into multiple sub-segments. Based on the speed limit information, gradient information, and cruising speed of the road segment ahead, abrupt change points are determined. The road segment ahead is then divided into multiple sub-segments based on these abrupt change points. This achieves refined detection of the road segment ahead of the vehicle, further refining the detection by dividing it into multiple sub-segments, thus improving vehicle driving safety.

[0067] Example 3

[0068] Figure 3 This is a flowchart of a vehicle gear control method provided in Embodiment 3 of the present invention. Based on the above embodiments, this embodiment further refines the step of "determining the gear information of each sub-road segment according to the vehicle's driving resistance" to: "For each sub-road segment, determine the power demand torque corresponding to each gear based on the vehicle's driving resistance; compare the maximum power torque that the current vehicle's engine can provide with the power demand torque corresponding to each gear, and detect the first gear that meets the torque condition; determine the required speed corresponding to each gear based on road information; compare the maximum speed that the current vehicle's engine can provide with the required speed corresponding to each first gear of the sub-road segment, and detect the second gear that meets the speed condition, and determine it as the second gear corresponding to the sub-road segment; for each second gear, calculate the maximum required torque that the engine can provide at the required speed; for each second gear, when the corresponding power demand torque is less than the corresponding maximum required torque, determine the second gear as a feasible gear for the sub-road segment," providing an optional implementation scheme. It should be noted that parts not detailed in this embodiment can be referred to in other embodiments. Figure 3 As shown, the method includes:

[0069] S301, Obtain road information for the road section ahead.

[0070] S302. Based on road information and the current vehicle's cruising speed, the road ahead is divided into multiple sub-segments.

[0071] S303. For each sub-segment, calculate the vehicle driving resistance of the sub-segment based on the road information of the sub-segment.

[0072] S304. For each sub-segment, determine the torque required for each gear based on the vehicle's driving resistance in that sub-segment.

[0073] In this context, "power demand torque" refers to the torque required to meet power demands. Torque is an important parameter indicating engine performance; the higher the torque, the greater the engine output, and the better the vehicle's climbing ability and acceleration performance.

[0074] Specifically, for each sub-segment, based on the vehicle's driving resistance (denoted as F), the current vehicle speed (denoted as v) in the sub-segment, and the engine speed (denoted as n), the torque demand for each gear (denoted as T) is determined. The torque demand for each gear can be expressed by the following formula:

[0075]

[0076] S305. Compare the maximum torque that the engine can provide with the current vehicle with the torque required for each gear, and detect the first gear that meets the torque requirements.

[0077] The maximum torque refers to the maximum torque required to meet power demands. The maximum torque that the vehicle's engine can provide is set by default at the factory. The first gear can refer to the gear among all the gears available in the vehicle that meets the torque requirement. The torque condition is used to determine the first gear by comparing the maximum torque provided by the vehicle's engine with the torque required for each gear.

[0078] Specifically, the maximum torque that the engine can provide (denoted as T) is compared with the torque required for each gear (denoted as T1). If T>T1, the gears that meet this condition are determined as the first gear; otherwise, the gears that do not meet this condition are eliminated.

[0079] S306. Based on road information, determine the required engine speed for each gear.

[0080] The required speed refers to the speed required for the vehicle to travel at the target speed in each gear, and can be calculated using the transmission chain ratio. The target speed can be referenced in other embodiments. The transmission chain ratio can be expressed by the following formula:

[0081] The drivetrain ratio is equal to the maximum engine speed that the vehicle's engine can provide, divided by the required engine speed for each gear. The drivetrain ratio and the maximum engine speed that the vehicle's engine can provide can be set by default at the factory.

[0082] For example, the target speed of a sub-road segment is determined based on road information; and the required engine speed for each gear is determined based on the target speed of the sub-road segment.

[0083] It should be noted that each sub-segment corresponds to a gear, and the required RPM for a gear is determined by the target speed of the sub-segment corresponding to that gear. Therefore, the required RPM for each gear can be determined based on the target speed of the sub-segment.

[0084] For example, based on road information and the maximum speed that the current vehicle's engine can provide, the required speed for each gear is determined, that is, the required speed for each gear is equal to the maximum speed that the current vehicle's engine can provide divided by the transmission ratio of the drivetrain.

[0085] S307. Compare the maximum speed that the engine of the current vehicle can provide with the required speed corresponding to each first gear of the sub-road segment, detect the second gear that meets the speed condition, and determine it as the second gear corresponding to the sub-road segment.

[0086] The second gear can refer to the first gear that meets the speed requirements. The speed requirements are used to detect the second gear by comparing the maximum speed that the current vehicle's engine can provide with the required speed corresponding to each first gear in the sub-segment.

[0087] Specifically, the maximum engine speed (denoted as D) of the current vehicle is compared with the required engine speed (denoted as D1) of each first gear in the sub-segment; if D>D1, the first gear that meets the condition is determined as the second gear corresponding to the sub-segment; otherwise, the first gear that does not meet the condition is eliminated.

[0088] S308: For each second gear, calculate the maximum torque that the engine can provide at the required speed.

[0089] The maximum torque required can refer to the maximum torque that the engine can provide while meeting the required speed for each first gear.

[0090] Specifically, for each second gear, the maximum torque the engine can provide at the required speed corresponding to each first gear is calculated based on the engine characteristic curve. The engine characteristic curve reflects the relationship between the engine's power, speed, and torque. From the engine characteristic curve, the torque the engine can provide at a specific speed can be extracted. Therefore, for each second gear, based on the required speed corresponding to each first gear, the engine speed that is higher than that required speed can be found on the engine characteristic curve, and the torque the engine can provide at the highest engine speed is extracted as the maximum required torque the engine can provide.

[0091] S309. For each second gear, when the corresponding power demand torque is less than the corresponding maximum demand torque, the second gear is determined as a feasible gear for the sub-road segment.

[0092] Among them, the feasible gear can refer to the second gear among all the second gears that meets the condition that the power demand torque corresponding to the gear is less than the maximum demand torque corresponding to the gear.

[0093] Specifically, the torque required for each second gear (denoted as T2) is compared with the maximum torque the engine can provide at the required speed (denoted as T). a Compare T2 and T2. <T a If the condition is met, the second gear will be determined as the feasible gear for the sub-segment.

[0094] S310: Control the gear of the current vehicle in the next road segment based on the gear information of each sub-segment.

[0095] The technical solution of this invention provides a method for determining the feasible gears for each sub-segment of the road, which more rationally plans the gears that the current vehicle can switch between in each sub-segment of the road ahead, providing suitable feasible gears for the current vehicle in each sub-segment of the road ahead, and further improving vehicle driving safety.

[0096] Based on the above embodiments, as an optional embodiment of the present invention, the method may further include: for each sub-segment, when the required speed corresponding to the feasible gear in the sub-segment is less than or equal to the engine idle speed, eliminating feasible gears; for each sub-segment, when there are no feasible gears in the sub-segment and the required speed corresponding to each gear is greater than the maximum speed that the current vehicle can provide, determining the highest gear as the feasible gear for the sub-segment; for each sub-segment, when there are no feasible gears in the sub-segment and the required speed corresponding to each gear is between the engine idle speed and the maximum speed that the current vehicle can provide, determining the lowest gear as the feasible gear for the sub-segment.

[0097] Engine idling speed refers to the engine speed when it is in neutral. Eliminating feasible gears means marking the corresponding feasible gears as infeasible.

[0098] Specifically, for each sub-segment, if the required engine speed corresponding to a feasible gear in the sub-segment is less than or equal to the engine idle speed, a feasible gear is eliminated. This can be done either by comparing the required engine speed of each first gear with the engine idle speed when determining the second gear for each sub-segment; if the required engine speed of each first gear is less than or equal to the engine idle speed, the corresponding first gear is eliminated; otherwise, the first gears that meet this condition are determined as the second gears for each sub-segment. Then, for each second gear, if the corresponding power demand torque is less than the corresponding maximum demand torque, the second gear is determined as a feasible gear for the sub-segment.

[0099] Among them, for each sub-section, when there is no available gear in the sub-section and the required rotational speeds corresponding to each gear are greater than the maximum rotational speed that the current vehicle can provide, the highest gear is determined as the available gear for the sub-section. Exemplarily, assume that the second gear determined for section 1 has gears 1, 2, and 3, and the larger the gear number, the higher the gear; if the required rotational speeds corresponding to gears 1, 2, and 3 are greater than the maximum rotational speed that the current vehicle can provide, then gear 3 is determined as the available gear for the sub-section.

[0100] Among them, for each sub-section, when there is no available gear in the sub-section, and the required rotational speeds (denoted as D1) corresponding to each gear are greater than the engine idle speed (denoted as D0), and the required rotational speeds corresponding to each gear are less than or equal to the maximum rotational speed that the current vehicle can provide (denoted as D), that is, D0 < D1 ≤ D, the lowest gear is determined as the available gear for the sub-section. Exemplarily, assume that the second gear determined for section 2 has gears 1 and 2, and the larger the gear number, the higher the gear; if the required rotational speeds corresponding to gears 1 and 2 are greater than the engine idle speed, and the required rotational speeds corresponding to gears 1 and 2 are less than or equal to the maximum rotational speed that the current vehicle can provide, then gear 1 is determined as the available gear for the sub-section.

[0101] The above technical solution provides a method for eliminating available gears when there are available gears in each sub-section, and at the same time provides various methods for determining available gears when there are no available gears in each sub-section, comprehensively considering various situations, improving the vehicle's ability to cope with various situations, enabling the vehicle to run stably, and thus improving the vehicle driving safety.

[0102] On the basis of the above embodiments, as an optional way of the embodiments of the present invention, the method may further include: for the available gear of each sub-section, perform two-dimensional interpolation on the universal characteristic curve according to the required torque and required rotational speed of the available gear, and calculate the fuel consumption rate of each available gear; screen each available gear according to the fuel consumption rate of each available gear.

[0103] Among them, the universal characteristic curve may refer to the engine universal characteristic curve, which is used to reflect the fuel consumption rate under different engine rotational speeds and loads. The universal characteristic curve takes the rotational speed as the abscissa and the torque as the ordinate, and many fuel consumption rate curves can be drawn on the graph. The fuel consumption rate may refer to the amount of fuel consumed by the engine for each output of 1 kilowatt-hour (kW·h) of effective work. It can be expressed by the following formula:

[0104]

[0105] Where be represents the fuel consumption rate, measured in grams per kilowatt-hour (g / (kW·h)), B represents the amount of fuel consumed per hour, measured in kilograms per hour (kg / h), and Pe represents the effective power output of the engine per kilowatt-hour (kW·h), which can be obtained by multiplying the vehicle's driving resistance by its speed. It should be noted that, for the same distance traveled, a higher fuel consumption rate means more fuel is consumed.

[0106] Two-dimensional interpolation refers to adding at least one detection point to the universal characteristic curve to more accurately reflect the relationship between torque, speed and fuel consumption rate on the universal characteristic curve.

[0107] The feasible gears can be filtered based on their fuel consumption rates. This can be done by sorting the feasible gears according to their fuel consumption rates and selecting the largest, smallest, or middle feasible gear.

[0108] It should be noted that the feasible gear selected should be the one with the lowest fuel consumption per 100 kilometers at constant speed; the lower the fuel consumption per 100 kilometers at constant speed, the higher the fuel economy. The fuel consumption per 100 kilometers at constant speed can be calculated using the following formula:

[0109]

[0110] Among them, Q s The constant-speed fuel consumption is expressed in liters per 100 kilometers (L / 100km); P represents the power corresponding to the current vehicle's driving resistance, in kilowatts (kW); be represents the fuel consumption rate of the feasible gear, in grams per kilowatt-hour (g / (kW·h)); v represents the target vehicle speed; γ is the density of fuel, in Newtons per liter (N / L), typically taken as 8.04 N / L. The target vehicle speed can be referenced from the relevant descriptions in other embodiments.

[0111] For example, for each feasible gear in a sub-road segment, the universal characteristic curve is interpolated in two dimensions based on the required torque and speed of the feasible gear. The corresponding fuel consumption rate can be directly extracted from the universal characteristic curve based on the required torque and speed of each feasible gear to obtain the fuel consumption rate of each feasible gear. Based on the fuel consumption rate of each feasible gear, the constant speed fuel consumption per 100 kilometers is calculated for each feasible gear, and the constant speed fuel consumption per 100 kilometers for each feasible gear is sorted from largest to smallest. The feasible gear with the lowest constant speed fuel consumption per 100 kilometers is selected as the final feasible gear, so that the vehicle selects the final selected feasible gear for driving in each sub-road segment to achieve the goal of maximizing fuel economy.

[0112] The above technical solution provides a method for calculating the fuel consumption rate of each feasible gear in each sub-road segment. Based on the fuel consumption rate of each feasible gear in each sub-road segment, each feasible gear is selected so that the vehicle can select the best feasible gear to drive in each sub-road segment, thereby saving energy and achieving the goal of maximizing fuel economy.

[0113] Based on the above embodiments, as an optional embodiment of the present invention, the method may further include: for two adjacent sub-road segments with different gears, detecting the distance between the two sub-road segments; obtaining the continuous distance of the feasible gears of the preceding sub-road segment; when the continuous distance is less than a distance threshold, adjusting the feasible gear of the following sub-road segment according to the feasible gear of the preceding sub-road segment; detecting the shifting distance of the following sub-road segment; calculating the difference between the fuel consumption of the two sub-road segments based on the shifting distance and the fuel consumption rate of the feasible gears of the two sub-road segments; when the difference is less than a consumption difference threshold, adjusting the feasible gear of the following sub-road segment according to the feasible gear of the preceding sub-road segment.

[0114] The continuous distance can refer to the total length of multiple consecutive sub-segments whose feasible gear is the same as the feasible gear of the preceding sub-segment. The continuous distance is greater than or equal to the length of the preceding sub-segment. Starting from the preceding sub-segment, it checks forward to see if the feasible gear is the same as the feasible gear of the preceding sub-segment. The sum of the lengths of multiple consecutive identical sub-segments is determined as the continuous distance of the feasible gear of the preceding sub-segment. For example, suppose there are sub-segments i-2, i-1, i, and i+1, with sub-segment i being the first one. If the feasible gear used by the current vehicle in sub-segment i-1 is the same as the feasible gear in sub-segment i, and the feasible gear used in sub-segment i-2 is different from the feasible gear in sub-segment i, then the duration of the feasible gear in the first sub-segment is the sum of the lengths of sub-segments i-1 and i. If the feasible gear used by the current vehicle in sub-segment i-1 is different from the feasible gear in sub-segment i, then the duration is the length of sub-segment i. Here, i = 1, 2, ..., n, where n is a positive integer. The distance threshold can be preset.

[0115] The shift distance can refer to the length of the subsequent sub-road segment. The consumption difference threshold can be preset.

[0116] Specifically, two adjacent sub-segments with different gears are designated as sub-segment i and sub-segment i+1, where i = 1, 2, ..., n, and n is a positive integer. The sub-segment that comes first is sub-segment i, and the sub-segment that comes later is sub-segment i+1. For sub-segment i and sub-segment i+1, the duration of feasible gears in sub-segment i is checked. If this duration is less than a distance threshold, the feasible gear in sub-segment i+1 is adjusted to the feasible gear in sub-segment i. In other words, if the duration is less than the distance threshold, the current vehicle does not shift gears when traveling from sub-segment i to sub-segment i+1. Otherwise, the current vehicle shifts gears when traveling from sub-segment i to sub-segment i+1, specifically using the feasible gear in sub-segment i and the feasible gear in sub-segment i+1. The system detects the shift distance of segment i+1, which is the length of segment i+1. Based on the shift distance and the fuel consumption rate of the feasible gears in the two sub-segments, it calculates the fuel consumed by the current vehicle traveling through sub-segment i and the fuel consumed by the current vehicle traveling through sub-segment i+1, and calculates the difference between the two. If the difference is less than the consumption difference threshold, the feasible gear in sub-segment i+1 is adjusted to the feasible gear in sub-segment i. In other words, if the difference is less than the consumption difference threshold, the current vehicle does not shift gears when traveling from sub-segment i to sub-segment i+1. Otherwise, the current vehicle shifts gears when traveling from sub-segment i to sub-segment i+1, using the feasible gear in sub-segment i and the feasible gear in sub-segment i+1.

[0117] The fuel consumption of each sub-segment can be obtained by multiplying the fuel consumption rate corresponding to the feasible gear of each sub-segment by the work done by the engine in the feasible gear of each sub-segment.

[0118] The above technical solution provides a method to reduce gear shifting when the vehicle is driving on each sub-road segment ahead, thereby reducing the number of gear shifts and extending the service life of the vehicle's transmission.

[0119] Example 4

[0120] Based on the above embodiments, the present invention provides an application scenario for a vehicle gear control method, such as... Figure 4 As shown, the road information for the preceding 2000 meters section is used as an example. It should be noted that parts not detailed in this embodiment of the invention can be referred to in the relevant descriptions of other embodiments. The method specifically includes:

[0121] S401: Obtain road information for the section 2000 meters ahead; the road information includes gradient and speed limit information.

[0122] Specifically, the system obtains road information for the 2000-meter section ahead from the telematics processor in the vehicle and sends this road information to the CAN bus. The transmission controller in the vehicle then obtains the road information for the 2000-meter section ahead from the CAN bus.

[0123] S402. Based on the speed limit information and the cruising speed, determine the target speed for the road segment ahead; based on the target speed and the gradient, detect abrupt change points in the road segment ahead; divide the road segment ahead into multiple sub-segments based on each abrupt change point.

[0124] Specifically, based on the target vehicle speed and gradient, the abrupt change points in the road ahead can be determined according to at least one of the following:

[0125] The points where the slope sign changes are identified as abrupt change points based on the slope detection.

[0126] Points where the change in the target velocity is greater than or equal to the abrupt change velocity threshold are identified as abrupt change segment points;

[0127] Detect multiple adjacent points where the slope change rate is greater than or equal to the slope change rate threshold, and identify the first point among these adjacent points as the abrupt change point.

[0128] S403. For each sub-segment, calculate the vehicle driving resistance of each sub-segment based on the road information of each sub-segment, and determine the feasible gear for each sub-segment based on the vehicle driving resistance of each sub-segment.

[0129] Specifically, for each sub-segment, the required torque for each gear is determined based on the vehicle's driving resistance. The maximum torque currently provided by the vehicle's engine is compared with the required torque for each gear, and the first gear that meets the torque requirement is identified. Based on road information, the required engine speed for each gear is determined. The maximum engine speed currently provided by the vehicle's engine is compared with the required engine speed for each first gear in the sub-segment, and the second gear that meets the engine speed requirement is identified as the second gear for the sub-segment. For each second gear, the maximum required torque provided by the engine at the required engine speed is calculated. For each second gear, if the required torque is less than the maximum required torque, the second gear is determined as a feasible gear for the sub-segment.

[0130] S404. For each sub-segment, if there are feasible gears, eliminate the feasible gears; if there are no feasible gears, determine the feasible gears for each sub-segment.

[0131] Specifically, for each sub-segment, if the required speed corresponding to the feasible gear in the sub-segment is less than or equal to the engine idle speed, the feasible gear is eliminated; for each sub-segment, if there are no feasible gears in the sub-segment, and the required speed corresponding to each gear is greater than the maximum speed that the current vehicle can provide, the highest gear is determined as the feasible gear for the sub-segment; for each sub-segment, if there are no feasible gears in the sub-segment, and the required speed corresponding to each gear is between the engine idle speed and the maximum speed that the current vehicle can provide, the lowest gear is determined as the feasible gear for the sub-segment.

[0132] S405. Based on the conditions of optimal fuel economy and reduced gear shifting, determine the final gear for each sub-segment based on the feasible gears for each sub-segment.

[0133] Specifically, for each sub-segment, the universal characteristic curve is interpolated in two dimensions based on the required torque and required speed of the feasible gear, and the fuel consumption rate of each feasible gear is calculated. Based on the fuel consumption rate of each feasible gear, the feasible gears are screened to obtain the feasible gears of each sub-segment that meet the optimal fuel economy conditions. Next, for two adjacent sub-segments with different gears, the distance between the two sub-segments is detected; the continuous distance of the feasible gears of the preceding sub-segment is obtained; when the continuous distance is less than a distance threshold, the feasible gear of the following sub-segment is adjusted based on the feasible gear of the preceding sub-segment; the shift distance of the following sub-segment is detected; based on the shift distance and the fuel consumption rate of the feasible gears of the two sub-segments, the difference in fuel consumption between the two sub-segments is calculated; when the difference is less than a consumption difference threshold, the feasible gear of the following sub-segment is adjusted based on the feasible gear of the preceding sub-segment, thus obtaining the final gear of each sub-segment that satisfies the conditions for optimal fuel economy and reduced shift frequency.

[0134] It should be noted that the final gear refers to the feasible gear for each sub-road segment that satisfies the conditions of optimal fuel economy and reduced gear shifting frequency; optimal fuel economy depends on the fuel consumption per 100 kilometers at constant speed, and the lower the fuel consumption per 100 kilometers at constant speed, the higher the fuel economy. The calculation method for fuel consumption per 100 kilometers at constant speed is described in other embodiments.

[0135] The technical solution of this invention enables the detection of a 2000-meter road segment ahead of the current vehicle, dividing this segment into multiple sub-segments and calculating the feasible gears for each sub-segment. Simultaneously, the feasible gears for each sub-segment are further filtered. While ensuring stable vehicle operation, this reduces the number of gear shifts, decreases energy consumption, extends the lifespan of the vehicle's transmission, and achieves optimal fuel economy. This makes gear shifting more intelligent when driving on the 2000-meter road segment ahead, thereby improving vehicle driving safety.

[0136] Example 5

[0137] Figure 5 This is a schematic diagram of a risk management device provided in Embodiment 5 of the present invention. This embodiment is applicable to vehicles with automatic gear shifting. The device can be implemented in hardware and / or software and can be configured in an electronic device, which can be an in-vehicle device. Figure 5 As shown, the device includes:

[0138] The road information acquisition module 501 is used to acquire road information of the road section ahead.

[0139] The forward road segment division module 502 is used to divide the forward road segment according to road information and the current vehicle's cruising speed, resulting in multiple sub-road segments;

[0140] The driving resistance calculation module 503 is used to calculate the vehicle driving resistance of each sub-segment based on the road information of the sub-segment.

[0141] The gear information determination module 504 is used to determine the gear information of each sub-road segment based on the vehicle driving resistance of each sub-road segment, and to control the gear of the current vehicle in the next road segment based on the gear information of each sub-road segment.

[0142] The technical solution of this invention involves: acquiring road information of the road segment ahead using a road information acquisition module; dividing the road segment ahead into multiple sub-segments using a road segment division module based on the road information and the current vehicle's cruising speed; acquiring the vehicle's driving resistance of each sub-segment using a driving resistance calculation module; determining the gear information of each sub-segment using a gear information determination module; and controlling the current vehicle's gear position on the road segment ahead based on the gear information of each sub-segment. This technical solution divides the road segment ahead into multiple sub-segments based on road information and the current vehicle's cruising speed; determines the gear information of each sub-segment based on its road information and driving resistance; and controls the current vehicle's gear position on the road segment ahead based on the gear information of each sub-segment. This allows the vehicle to accurately adjust its gear according to the terrain in the road environment ahead, improving driving safety.

[0143] Optionally, the road information includes gradient and speed limit information; the forward road segment division module 502 includes:

[0144] The target speed determination unit is used to determine the target speed for the road segment ahead based on speed limit information and cruise speed limit;

[0145] The sudden change segment detection unit is used to detect sudden change segments in the road section ahead based on the target vehicle speed and gradient;

[0146] The sub-segment acquisition unit is used to divide the road ahead into multiple sub-segments based on each abrupt change point.

[0147] Optionally, the mutation segment detection unit includes at least one of the following:

[0148] The points where the slope sign changes are identified as abrupt change points based on the slope detection.

[0149] Points where the change in the target velocity is greater than or equal to the abrupt change velocity threshold are identified as abrupt change segment points;

[0150] Detect multiple adjacent points where the slope change rate is greater than or equal to the slope change rate threshold, and identify the first point among these adjacent points as the abrupt change point.

[0151] Optionally, the gear information determination module 504 includes:

[0152] The torque demand determination unit is used to determine the power demand torque corresponding to each gear for each sub-segment based on the vehicle driving resistance of the sub-segment.

[0153] The first gear determination unit is used to compare the maximum torque that the engine of the current vehicle can provide with the torque required for each gear, and to detect the first gear that meets the torque condition.

[0154] The demand speed determination unit is used to determine the demand speed corresponding to each gear based on road information.

[0155] The second gear determination unit is used to compare the maximum speed that the engine of the current vehicle can provide with the required speed corresponding to each first gear of the sub-road segment, detect the second gear that meets the speed condition, and determine it as the second gear corresponding to the sub-road segment.

[0156] The maximum torque acquisition unit is used to calculate the maximum torque that the engine can provide at the required speed for each second gear.

[0157] The feasible gear determination unit is used to determine the second gear as a feasible gear for each sub-road segment when the corresponding power demand torque is less than the corresponding maximum demand torque.

[0158] Optionally, the device further includes:

[0159] The feasible gear rejection module is used to reject feasible gears for each sub-segment when the required speed corresponding to the feasible gear in the sub-segment is less than or equal to the engine idle speed.

[0160] The feasible gear determination module is used to determine the highest gear as the feasible gear for each sub-road segment if there is no feasible gear in the sub-road segment and the required speed of each gear is greater than the maximum speed that the current vehicle can provide; and to determine the lowest gear as the feasible gear for each sub-road segment if there is no feasible gear in the sub-road segment and the required speed of each gear is between the engine idle speed and the maximum speed that the current vehicle can provide.

[0161] Optionally, the device further includes:

[0162] The fuel consumption rate calculation module is used to perform two-dimensional interpolation on the universal characteristic curve for each feasible gear after determining that the second gear is a feasible gear for the sub-road segment, based on the required torque and required speed of the feasible gear, and to calculate the fuel consumption rate of each feasible gear.

[0163] The feasible gear selection module is used to select feasible gears based on their fuel consumption rates.

[0164] Optionally, the device further includes:

[0165] The distance detection module is used to detect the distance between two adjacent sub-segments with different gear levels.

[0166] The continuous distance acquisition module is used to acquire the continuous distance of the feasible gears of the preceding sub-segment in two sub-segments.

[0167] The feasible gear acquisition module is used to adjust the feasible gear of the subsequent sub-segment based on the feasible gear of the preceding sub-segment when the continuous distance is less than the distance threshold.

[0168] The gear shift distance detection module is used to detect the gear shift distance of the later sub-segment in two sub-segments;

[0169] The difference calculation module is used to calculate the difference between the fuel consumption of the two sub-segments based on the shift distance and the fuel consumption rate of the feasible gears of the two sub-segments.

[0170] The gear acquisition module is used to adjust the feasible gear of the later sub-segment based on the feasible gear of the earlier sub-segment when the difference is less than the consumption difference threshold.

[0171] The vehicle gear control device provided in this embodiment of the invention can execute the vehicle gear control method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing each vehicle gear control method.

[0172] Example 6

[0173] Figure 6A schematic diagram of an electronic device 600 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0174] like Figure 6 As shown, the electronic device 600 includes at least one processor 601 and a memory, such as a read-only memory (ROM) 602 or a random access memory (RAM) 603, communicatively connected to the at least one processor 601. The memory stores computer programs executable by the at least one processor. The processor 601 can perform various appropriate actions and processes based on the computer program stored in the ROM 602 or loaded into the RAM 603 from storage unit 608. The RAM 603 can also store various programs and data required for the operation of the electronic device 600. The processor 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0175] Multiple components in electronic device 600 are connected to I / O interface 605, including: input unit 606, such as keyboard, mouse, etc.; output unit 607, such as various types of displays, speakers, etc.; storage unit 608, such as disk, optical disk, etc.; and communication unit 609, such as network card, modem, wireless transceiver, etc. Communication unit 609 allows electronic device 600 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0176] Processor 601 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 601 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 601 performs the various methods and processes described above, such as vehicle gear control methods.

[0177] In some embodiments, the vehicle gear control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 608. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 600 via ROM 602 and / or communication unit 609. When the computer program is loaded into RAM 603 and executed by processor 601, one or more steps of the vehicle gear control method described above may be performed. Alternatively, in other embodiments, processor 601 may be configured to perform the vehicle gear control method by any other suitable means (e.g., by means of firmware).

[0178] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0179] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0180] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0181] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0182] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0183] A computing system can include clients and servers. Clients and servers are generally geographically separated and typically interact via communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system. It addresses the shortcomings of traditional physical hosts and VPS (Virtual Private Server) services, such as high management difficulty and weak business scalability.

[0184] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0185] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle gear control method, characterized by, The method comprises: acquiring road information of a front road section; dividing the front road section into a plurality of sub-road sections according to the road information and a cruise speed of a current vehicle; for each sub-road section, calculating vehicle driving resistance of the sub-road section according to the road information of the sub-road section; determining gear information of each sub-road section according to the vehicle driving resistance of each sub-road section, and controlling gears of the current vehicle on the front road section according to the gear information of each sub-road section wherein the determining of the gear information of each sub-road section according to the vehicle driving resistance of each sub-road section comprises: for each sub-road section, determining power demand torque corresponding to each gear according to the vehicle driving resistance of the sub-road section; comparing maximum torque that can be provided by an engine of the current vehicle with the power demand torque corresponding to each gear to detect a first gear that meets a torque condition; determining demand speed corresponding to each gear according to the road information; comparing maximum speed that can be provided by the engine of the current vehicle with the demand speed corresponding to each first gear of the sub-road section to detect a second gear that meets a speed condition, and determining the second gear as a corresponding second gear of the sub-road section; for each second gear, calculating demand maximum torque that can be provided by the engine at the demand speed; for each second gear, determining the second gear as a feasible gear of the sub-road section when the corresponding power demand torque is less than the corresponding demand maximum torque.

2. The method of claim 1, wherein, The road information comprises slope and speed limit information; the dividing of the front road section into a plurality of sub-road sections according to the road information and the cruise speed of the current vehicle comprises: determining target speed of the front road section according to the speed limit information and the cruise speed; detecting mutation section points in the front road section according to the target speed and the slope; dividing the front road section into a plurality of sub-road sections according to the mutation section points.

3. The method of claim 2, wherein, The detecting of the mutation section points in the front road section according to the target speed and the slope comprises at least one of the following: detecting a point where a slope sign changes as a mutation section point; detecting a point where a target speed change amount is greater than or equal to a mutation speed threshold as a mutation section point; detecting a plurality of adjacent points where a slope change rate is greater than or equal to a slope change rate threshold, and determining a first point of the plurality of adjacent points as a mutation section point.

4. The method of claim 1, wherein, The method further comprises: for each sub-road section, eliminating a feasible gear of the sub-road section when the demand speed corresponding to the feasible gear is less than or equal to an idle speed of the engine; for each sub-road section, determining a highest gear as a feasible gear of the sub-road section when there is no feasible gear in the sub-road section and the demand speed corresponding to each gear is greater than maximum speed that can be provided by the current vehicle; for each sub-road section, determining a lowest gear as a feasible gear of the sub-road section when there is no feasible gear in the sub-road section and the demand speed corresponding to each gear is between the idle speed of the engine and the maximum speed that can be provided by the current vehicle.

5. The method of claim 1, wherein, after determining the second gear as the feasible gear of the sub-road section, the method further comprises: For each sub-section, the feasible gears, according to the required torque and the required speed of the feasible gears, the characteristic curve is two-dimensional interpolation, and the fuel consumption rate of each feasible gear is calculated; According to the fuel consumption rate of each feasible gear, each feasible gear is screened.

6. The method of claim 1, wherein, Also includes: For two adjacent sub-sections with different gears, detect the distance between the two sub-sections; Get the continuous distance of the feasible gears of the sub-section in the front position in the two sub-sections; When the continuous distance is less than the distance threshold, adjust the feasible gears of the sub-section in the rear position according to the feasible gears of the sub-section in the front position in the two sub-sections; Detect the gear change distance of the sub-section in the rear position in the two sub-sections; According to the gear change distance and the fuel consumption rate of the feasible gears of the two sub-sections, calculate the difference between the fuel consumed by the two sub-sections; When the difference is less than the consumption difference threshold, adjust the feasible gears of the sub-section in the rear position according to the feasible gears of the sub-section in the front position in the two sub-sections.

7. A vehicle gear control device, characterized by comprising: Including: A road information acquisition module for acquiring road information of a front road section; A front road section division module for dividing the front road section according to the road information and the cruise speed of the current vehicle to obtain a plurality of sub-sections; A travel resistance calculation module for calculating the vehicle travel resistance of each sub-section according to the road information of the sub-section; A gear information determination module for determining the gear information of each sub-section according to the vehicle travel resistance of each sub-section, and controlling the gear of the current vehicle on the front road section according to the gear information of each sub-section; Wherein, the gear information determination module for determining the gear information of each sub-section according to the vehicle travel resistance of each sub-section, comprising: For each sub-section, determine the power demand torque corresponding to each gear according to the vehicle travel resistance of the sub-section; Compare the maximum torque that the engine of the current vehicle can provide with the power demand torque corresponding to each gear to detect the first gear that meets the torque condition; According to the road information, determine the required speed corresponding to each gear; Compare the maximum speed that the engine of the current vehicle can provide with the required speed corresponding to each first gear of the sub-section to detect the second gear that meets the speed condition, and determine the second gear corresponding to the sub-section; For each second gear, calculate the required maximum torque that the engine can provide at the required speed; For each second gear, when the corresponding power demand torque is less than the corresponding required maximum torque, determine the second gear as the feasible gear of the sub-section.

8. An electronic device, comprising: The electronic device comprises: At least one processor; and The memory is in communication connection with the at least one processor; wherein The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to execute the vehicle gear control method of any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions for causing the processor to implement the vehicle gear control method of any one of claims 1-6 when executed.

Images