Shift control method and shift control system for AMT

Abstract

The present disclosure provides a shift control method applied to an AMT, comprising: obtaining a vehicle driving behavior score of a target vehicle; determining personalized shift control data matched with the vehicle driving behavior score according to the vehicle driving behavior score and pre-stored power shift control data and economic shift control data, so that the AMT of the target vehicle performs automatic shift control according to the personalized shift control data. The technical scheme of the present disclosure obtains the vehicle driving behavior score of the vehicle, which can quantify the power and economic demands of the vehicle, and then generates the personalized shift control data matched with the vehicle driving behavior score based on the existing power shift control data and economic shift control data, so that the AMT of the vehicle performs automatic shift control according to the personalized shift control data, so that the shift strategy of the vehicle is more matched with the driving habit of the driver, and the driving experience is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle automatic control technology, and in particular to a shift control method and shift control system applied to AMT. Background Technology

[0002] Compared to other types of automatic transmissions, the Automated Mechanical Transmission (AMT) has advantages such as simple structure, good production continuity, high transmission efficiency, and low manufacturing and maintenance costs. Heavy-duty commercial vehicles equipped with AMTs can not only reduce driver workload but also decrease overall fuel consumption and lower freight transportation costs, making them highly suitable for market demands and representing an important direction for automatic transmission research and development. Summary of the Invention

[0003] In a first aspect, embodiments of this disclosure provide a shift control method applied to an AMT (Automated Manual Transmission System), comprising:

[0004] Obtain a driving behavior score for the target vehicle;

[0005] Based on the vehicle driving behavior score and the pre-stored power shift control data and economy shift control data, personalized shift control data that matches the vehicle driving behavior score is determined so that the AMT of the target vehicle can perform automatic shift control based on the personalized shift control data.

[0006] The power shift control data contains information on the optimal power shift point between any two adjacent gears in an AMT when the vehicle throttle is in different throttle opening states based on the power priority principle.

[0007] The economic shift control data contains information on the lowest energy consumption shift point between any two adjacent gears in the AMT when the vehicle throttle is in different throttle opening states, based on the principle of minimum energy consumption.

[0008] The personalized shift control data contains personalized shift point information for any two adjacent gears in the AMT when the car's throttle is in different throttle opening states, which matches the vehicle's driving behavior score.

[0009] In some embodiments, the optimal power shift point information of two adjacent gears is the optimal power shift speed of two adjacent gears, the minimum energy consumption shift point information of two adjacent gears is the minimum energy consumption shift speed of two adjacent gears, and the personalized shift point information of two adjacent gears is the personalized shift speed of two adjacent gears.

[0010] The optimal power shift point information for two adjacent gears is the optimal power shift engine speed for two adjacent gears; the minimum energy consumption shift point information for two adjacent gears is the minimum energy consumption shift engine speed for two adjacent gears; and the personalized shift point information for two adjacent gears is the personalized shift engine speed for two adjacent gears.

[0011] In some embodiments, the step of determining personalized shift control data that matches the vehicle driving behavior score based on the vehicle driving behavior score and pre-stored power shift control data and economy shift control data includes:

[0012] Based on the vehicle driving behavior score, the optimal power shift point information of the two adjacent gears under the target throttle opening state recorded in the power shift control data, and the lowest energy consumption shift point information of the two adjacent gears under the target throttle opening state recorded in the economy shift control data, the personalized shift point information of the two adjacent gears under the target throttle opening state in the personalized shift control data is determined.

[0013] In some embodiments, the personalized shift point information of the two adjacent gears in the personalized shift control data under the target throttle opening state is determined according to the following formula:

[0014]

[0015] b * b is the personalized shift point information of the two adjacent gears in the personalized shift control data under the target throttle opening state. e b is the lowest energy-efficient shift point information between two adjacent gears at the target throttle opening state, recorded in the economic shift control data. p The optimal power shift point information between two adjacent gears under the target throttle opening state is recorded in the power shift control data, θ is the vehicle driving behavior score of the target vehicle, T is the pre-designed maximum value of the vehicle driving behavior score, and 0≤θ≤T.

[0016] In some embodiments, the personalized shift point information of the two adjacent gears in the personalized shift control data under the target throttle opening state is determined according to the following formula:

[0017]

[0018] b * b is the personalized shift point information of the two adjacent gears in the personalized shift control data under the target throttle opening state. eb is the lowest energy-efficient shift point information between two adjacent gears at the target throttle opening state, recorded in the economic shift control data. p The optimal power shift point information between two adjacent gears under the target throttle opening state, as recorded in the power shift control data, is θ, which is the vehicle driving behavior score of the target vehicle, and T is the pre-designed maximum value of the vehicle driving behavior score, where 0 ≤ θ ≤ T. and Two pre-designed scoring thresholds and < .

[0019] In some embodiments, prior to the step of obtaining a vehicle driving behavior score for the target vehicle, the method further includes:

[0020] Obtain the vehicle driving information of the target vehicle;

[0021] Feature extraction is performed on the vehicle driving information to obtain feature index values ​​of multiple driving feature indicators;

[0022] Based on the characteristic index values ​​of each driving characteristic index, the individual index score corresponding to each driving characteristic index is determined.

[0023] The vehicle driving behavior score is determined based on the individual index scores corresponding to each driving characteristic indicator.

[0024] In some embodiments, the step of determining the individual indicator score corresponding to each driving characteristic indicator based on the characteristic indicator value of each driving characteristic indicator includes:

[0025] For any target driving characteristic indicator, the cumulative distribution density value corresponding to the characteristic indicator value is determined according to the cumulative probability density function pre-configured for the target driving characteristic indicator.

[0026] Based on the cumulative distribution density value corresponding to the feature index value of the target driving feature index, the individual index score of the target driving feature index is determined;

[0027] The higher the cumulative distribution density value of the target driving characteristic indicator, the higher the score of the individual indicator corresponding to the target driving characteristic indicator.

[0028] In some embodiments, the step of determining the vehicle driving behavior score based on the individual index scores corresponding to each driving characteristic index includes:

[0029] The vehicle driving behavior score is obtained by weighted summation of the individual score corresponding to each driving characteristic indicator.

[0030] In some embodiments, the vehicle driving information includes at least one of the following: vehicle speed, longitudinal acceleration, lateral acceleration, pedal travel, pedal change rate, brake pedal position, mileage, energy consumption, steering angle, steering angular velocity, speed, and torque.

[0031] The driving characteristic indicators include at least one of the following: the number of sharp turns per 100 kilometers, the number of rapid accelerations per 100 kilometers, the number of rapid decelerations per 100 kilometers, the number of high-torque driving per 100 kilometers, the percentage of high-intensity acceleration driving, the percentage of high-intensity deceleration driving, the percentage of high-intensity turning driving, the standard deviation of positive longitudinal acceleration, the standard deviation of negative longitudinal acceleration, and energy consumption per unit mileage.

[0032] The sharp turn driving refers to the driving behavior of having a vehicle speed greater than or equal to a first preset vehicle speed, a lateral acceleration greater than or equal to a first preset lateral acceleration, a steering angle greater than 0°, and a turn time less than or equal to a first preset time, wherein the value of the first preset lateral acceleration is configured to be positive;

[0033] The rapid acceleration driving refers to a driving behavior in which the longitudinal acceleration is greater than or equal to a first preset longitudinal acceleration, the acceleration duration is greater than or equal to a second preset duration, and the throttle opening is greater than or equal to a first preset throttle opening, wherein the first preset longitudinal acceleration value is configured to be positive;

[0034] The rapid deceleration driving refers to the driving behavior in which the longitudinal acceleration is less than or equal to the second preset longitudinal acceleration, the deceleration duration is greater than or equal to the third preset duration, and the vehicle speed is greater than or equal to the second preset vehicle speed. The value of the second preset longitudinal acceleration is configured to be negative.

[0035] The high-torque driving refers to driving behavior where the torque is greater than or equal to a preset torque threshold, the vehicle speed is greater than 0 m / s, and the duration is greater than or equal to a fourth preset duration.

[0036] The high-intensity acceleration driving ratio refers to: the number of accelerations with longitudinal acceleration greater than or equal to the third preset longitudinal acceleration and the number of accelerations with longitudinal acceleration greater than 0 m / s². 2 The ratio of the total number of accelerations, wherein the value of the third preset longitudinal acceleration is configured to be positive;

[0037] The high-intensity deceleration driving ratio refers to: the number of decelerations with longitudinal acceleration less than or equal to the fourth preset longitudinal acceleration and the longitudinal acceleration less than 0 m / s². 2 The ratio of the total number of decelerations, wherein the value of the fourth preset longitudinal acceleration is configured to be negative;

[0038] The high-intensity cornering driving ratio refers to: the number of turns with lateral acceleration greater than a preset lateral acceleration threshold and the number of turns with lateral acceleration greater than 0 m / s². 2The ratio of the total number of turns, wherein the preset lateral acceleration threshold is configured to be positive;

[0039] The positive longitudinal acceleration standard deviation refers to the condition where the longitudinal acceleration is greater than 0 m / s². 2 The standard deviation of longitudinal acceleration at all sampling points;

[0040] The negative longitudinal acceleration standard deviation refers to the condition where the longitudinal acceleration is less than 0 m / s². 2 The standard deviation of longitudinal acceleration at all sampling points;

[0041] The energy consumption per unit mileage refers to the fuel consumption per kilometer of the vehicle.

[0042] In a second aspect, embodiments of this disclosure provide a shift control system for an AMT (Automated Manual Transmission) to implement the shift control method provided in the first aspect, the shift control system comprising:

[0043] The first acquisition module is configured to acquire the vehicle driving behavior score of the target vehicle;

[0044] The first determining module is configured to determine personalized shift control data that matches the vehicle driving behavior score based on the vehicle driving behavior score and pre-stored power shift control data and economy shift control data, so that the AMT of the target vehicle can perform automatic shift control based on the personalized shift control data.

[0045] The power shift control data contains information on the optimal power shift point between any two adjacent gears in the AMT when the vehicle throttle is in different throttle opening states based on the power priority principle.

[0046] The economic shift control data contains information on the lowest energy consumption shift point between any two adjacent gears in the AMT when the vehicle throttle is in different throttle opening states, based on the principle of minimum energy consumption.

[0047] The personalized shift control data contains personalized shift point information for any two adjacent gears in the AMT when the car's throttle is in different throttle opening states, which matches the vehicle's driving behavior score. Attached Figure Description

[0048] Figure 1A This is a schematic diagram of a power upshift control based on a power shift control strategy in an embodiment of this disclosure;

[0049] Figure 1B This is a schematic diagram of a power downshift control based on a power shift control strategy in an embodiment of this disclosure;

[0050] Figure 2AThis is a schematic diagram of an economic upshift control based on an economic shift control strategy in an embodiment of this disclosure;

[0051] Figure 2B This is a schematic diagram of a power downshift control based on an economic shift control strategy in an embodiment of this disclosure;

[0052] Figure 3 A flowchart illustrating a shift control method applied to an AMT (Automated Manual Transmission) provided in this disclosure embodiment;

[0053] Figure 4 A flowchart illustrating another shift control method applied to AMT provided in this disclosure embodiment;

[0054] Figure 5 This is a flowchart of an optional implementation of step S03 in this disclosure;

[0055] Figure 6 A structural block diagram of a shift control system applied to an AMT (Automated Manual Transmission) provided in this disclosure embodiment;

[0056] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure. Detailed Implementation

[0057] To enable those skilled in the art to better understand the technical solutions of this disclosure, the disclosure will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0058] Unless otherwise defined, the technical or scientific terms used in this disclosure shall have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” and similar terms used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an,” “a,” or “the,” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “including,” “comprising,” or “containing,” and similar terms mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. The terms “connected,” “linked,” or similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” and “right,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described object changes.

[0059] In the various figures, the same elements are represented by similar reference numerals. For clarity, not all parts in the figures are drawn to scale. Furthermore, some well-known parts may not be shown in the figures.

[0060] Many specific details of this disclosure, such as the structure, materials, dimensions, processing methods, and techniques of the components, are described below to provide a clearer understanding of the disclosure. However, as those skilled in the art will understand, this disclosure may be implemented without following these specific details.

[0061] In related technologies, shift control strategies, as a key technology of AMT (Automated Manual Transmission), can meet the requirements of different driving environments and driving intentions. The formulation method of automatic shift control strategies for heavy-duty trucks can refer to that for passenger cars, but trucks are characterized by relatively low vehicle speeds, a large number of gears, and low engine reserve power, while their operating areas are very wide. Therefore, heavy-duty trucks are required to have good power performance under harsh road conditions such as slopes and mountain roads, while maximizing fuel efficiency to achieve economical transportation when road conditions are good. For this reason, related technologies for AMT shift control generally configure two shift control strategies within the vehicle: 1) a power-oriented shift control strategy; and 2) an economy-oriented shift control strategy.

[0062] Figure 1A This is a schematic diagram of a power upshift control based on a power shift control strategy in an embodiment of this disclosure. Figure 1B This is a schematic diagram of a power downshift control based on a power shift control strategy in an embodiment of this disclosure. Figures 1A to 1B As shown, the dynamic shift control strategy is based on dynamic shift control data (e.g., based on...). Figure 1A and Figure 1B The curve shown in the figure is used to generate the corresponding data. The power shift control data contains the optimal power shift point information of any two adjacent gears in the AMT when the car throttle is in different throttle opening states based on the power priority principle.

[0063] Among them, the optimal power shift point information between two adjacent gears is the optimal power shift speed between the two adjacent gears ( Figure 1A and Figure 1B As shown in the figure, the optimal power shift speed between two adjacent gears specifically includes the optimal power upshift speed between two adjacent gears and the optimal power downshift speed between two adjacent gears.

[0064] As another example, the optimal power shift point information between two adjacent gears is the optimal engine speed for the power shift between those two gears. Specifically, the optimal power shift speed between two adjacent gears includes both the optimal engine speed for upshifting and the optimal engine speed for downshifting. No corresponding diagram is provided for this case.

[0065] Figure 2A This is a schematic diagram of an economic upshift control based on an economic shift control strategy in an embodiment of this disclosure. Figure 2B This is a schematic diagram of a power downshift control based on an economy shift control strategy in an embodiment of this disclosure. Figure 2A and Figure 2B As shown, the economic shift control strategy is based on economic shift control data (e.g., based on...). Figure 2A and Figure 2B The curve shown in the figure is used to generate the corresponding data. The economic shift control data records the lowest energy consumption shift point information of any two adjacent gears in the AMT when the car throttle is in different throttle opening states based on the principle of minimum energy consumption.

[0066] Among them, the information on the lowest energy consumption shift point between two adjacent gears is the lowest energy consumption shift speed between the two adjacent gears ( Figure 2A and Figure 2B As shown in the figure, the minimum energy consumption shift speed between two adjacent gears specifically includes the minimum energy consumption upshift speed between two adjacent gears and the minimum energy consumption downshift speed between two adjacent gears.

[0067] As another example, the lowest energy consumption shift point information between two adjacent gears is the lowest energy consumption shift engine speed between those two gears. Specifically, the lowest energy consumption shift speed between two adjacent gears includes both the lowest energy consumption upshift engine speed and the lowest energy consumption downshift engine speed. No corresponding diagram is provided for this case.

[0068] It should be noted that, within the power shift control data and economy shift control data, generally, under the same throttle opening, the optimal power upshift speed (engine speed) set for the same two adjacent gears is greater than the minimum energy consumption upshift speed (engine speed), and the optimal power downshift speed (engine speed) set for the same two adjacent gears is greater than the minimum energy consumption downshift speed (engine speed).

[0069] In this disclosure, there are no restrictions on the specific methods for obtaining power shift control data and the specific content of the data. For example, the optimal power shifting strategy and the lowest energy consumption shift control strategy described in relevant literature 1 ("Research on Automatic Shifting Strategy and Key Parameters of Heavy-Duty Truck AMT", Cong Xiaoyan, 2017-11-26) can be used to obtain the corresponding power shift control data and economic shift control data. This disclosure does not describe this in detail.

[0070] AMT shift control based on power-driven shift control data can meet the vehicle's need for good power performance under difficult road conditions such as slopes and mountain roads; AMT shift control based on economy-driven shift control data can meet the vehicle's need for fuel efficiency in good road conditions to achieve economical transportation. Drivers can select a fixed power-driven shift control strategy or a fixed economy-driven shift control strategy to perform shifts based on the actual driving environment and driving intentions. While the above power-driven and economy-driven shift control strategies take into account the driving environment and driving intentions, they do not fully consider the personalized needs of drivers' driving styles. This results in a less than ideal driving experience for some drivers when using either the power-driven or economy-driven shift control strategies.

[0071] Based on the above-mentioned technical problems, this disclosure provides a shift control method applied to AMT, which will be described exemplarily below.

[0072] Figure 3 This is a flowchart illustrating a shift control method applied to an AMT (Automated Manual Transmission) system, as provided in an embodiment of this disclosure. Figure 3 The shift control method includes:

[0073] Step S1: Obtain the vehicle driving behavior score of the target vehicle.

[0074] Step S2: Based on the vehicle driving behavior score and the pre-stored power shift control data and economy shift control data, determine the personalized shift control data that matches the vehicle driving behavior score, so that the AMT of the target vehicle can perform automatic shift control based on the personalized shift control data.

[0075] Among them, the power shift control data records the optimal power shift point information for any two adjacent gears in the AMT when the car's throttle is in different throttle opening states based on the power priority principle; the economy shift control data records the lowest energy consumption shift point information for any two adjacent gears in the AMT when the car's throttle is in different throttle opening states based on the lowest energy consumption principle; and the personalized shift control data records the personalized shift point information for any two adjacent gears in the AMT when the car's throttle is in different throttle opening states, which is matched with the vehicle's driving behavior score.

[0076] The vehicle driving behavior score (greater than or equal to 0) reflects the level of driving intensity during driving. A higher score indicates a higher level of standard driving intensity, while a lower score indicates a lower level of standard driving intensity. Detailed descriptions with specific examples will follow.

[0077] For a description of the power shift control data and the economy shift control data, please refer to the previous content, which will not be repeated here.

[0078] In this disclosure, the personalized shift control data contains personalized shift point information for any two adjacent gears in the AMT when the vehicle throttle is in different throttle opening states, which are matched with the vehicle driving behavior score.

[0079] In some embodiments, the optimal power shift point information between two adjacent gears is the optimal power shift speed between the two adjacent gears (including upshift speed and downshift speed), the minimum energy consumption shift point information between two adjacent gears is the minimum energy consumption shift speed between the two adjacent gears (including upshift speed and downshift speed), and the personalized shift point information between two adjacent gears is the personalized shift speed between the two adjacent gears (including upshift speed and downshift speed).

[0080] In other embodiments, the optimal power shift point information between two adjacent gears is the optimal power shift engine speed between the two adjacent gears (including the engine speed for upshifting and downshifting), the minimum energy consumption shift point information between two adjacent gears is the minimum energy consumption shift engine speed between the two adjacent gears (including the engine speed for upshifting and downshifting), and the personalized shift point information between two adjacent gears is the personalized shift engine speed between the two adjacent gears (including the engine speed for upshifting and downshifting).

[0081] In this embodiment of the disclosure, by obtaining a vehicle driving behavior score, which can quantify the vehicle's power and economy requirements, personalized shift control data matching the vehicle driving behavior score is generated based on existing power shift control data and economy shift control data. This allows the vehicle's AMT to perform automatic shift control based on the personalized shift control data, making the vehicle's shift strategy more compatible with the driver's driving habits and improving the driving experience.

[0082] In some embodiments, in step S2, the personalized shift point information of the target two adjacent gears under the target throttle opening state is determined in the personalized shift control data based on the vehicle driving behavior score, the optimal power shift point information of the target two adjacent gears under the target throttle opening state recorded in the power shift control data, and the lowest energy consumption shift point information of the target two adjacent gears under the target throttle opening state recorded in the economy shift control data.

[0083] Further optionally, as an alternative implementation, the personalized shift point information between two adjacent gears in the personalized shift control data under the target throttle opening state is determined according to the following formula:

[0084]

[0085] b *For personalized shift control data, b represents the personalized shift point information between two adjacent gears under the target throttle opening state. e b is the information on the lowest energy-efficient shift point between two adjacent gears under the target throttle opening state, recorded in the economic shift control data. p The optimal power shift point information between two adjacent gears of the target vehicle under the target throttle opening state is recorded in the power shift control data. θ is the vehicle driving behavior score of the target vehicle, and T is the pre-designed maximum value of the vehicle driving behavior score. 0≤θ≤T.

[0086] Based on the above, it is clear that the larger θ is, the more b * The closer to b p The smaller θ is, the better b * The closer to b e .

[0087] When performing calculations based on the above formulas, the optimal upshift information (upshift speed or engine speed) and optimal downshift information (downshift speed or engine speed) corresponding to two adjacent gears need to be calculated separately using the above formulas. The minimum energy consumption upshift point information (upshift speed or engine speed) and minimum energy consumption downshift point information (downshift speed or engine speed) corresponding to two adjacent gears also need to be calculated using the above formulas.

[0088] As another alternative implementation, the vehicle driving behavior score can be used to classify the vehicle's driving style into three categories: calm, normal, and aggressive.

[0089] In this embodiment, the scores in the smaller (calm) or larger (aggressive) driving behavior ranges account for a relatively small percentage, but the ranges are wide. Subtle differences in actual driving behavior are amplified within these two ranges (reflected in the scores), leading to amplified differences in the shift control strategy. Therefore, the personalized shift control strategy can be adjusted to address this characteristic. The personalized shift point information between the two adjacent gears at the target throttle opening state in the personalized shift control data is determined according to the following formula:

[0090]

[0091] b * For personalized shift control data, b represents the personalized shift point information between two adjacent gears under the target throttle opening state. e b is the information on the lowest energy-efficient shift point between two adjacent gears under the target throttle opening state, recorded in the economic shift control data. pThe optimal power shift point between two adjacent gears under the target throttle opening state, as recorded in the power shift control data, is θ, which is the vehicle driving behavior score of the target vehicle, and T is the pre-designed maximum value of the vehicle driving behavior score, where 0 ≤ θ ≤ T. and Two pre-designed scoring thresholds and < .

[0092] Among them, when When the target vehicle's driving style is calm, the fuel economy shift control data can be directly used as the personalized shift control data; when... When this indicates that the target vehicle's driving style is general, then it can be based on... To obtain personalized shift control data; when If the target vehicle's driving style is aggressive, then the power shift control data can be directly used as personalized shift control data.

[0093] The above is based on formulas The technical solution used to determine personalized shift control data is merely one optional implementation in this disclosure and does not limit the technical solution of this disclosure. In the embodiments of this disclosure, personalized shift control data can also be obtained based on vehicle driving behavior scores and pre-stored power shift control data and economy shift control data, and based on other algorithms, which will not be listed here.

[0094] Figure 4 A flowchart illustrating another shift control method applied to an AMT (Automated Manual Transmission) provided in this disclosure embodiment. Figure 4 The shift control method described above not only includes steps S1 and S2 in the previous embodiments, but also includes the following steps:

[0095] S01. Obtain the vehicle driving information of the target vehicle.

[0096] In some embodiments, vehicle driving information includes at least one of the following: vehicle speed, longitudinal acceleration, lateral acceleration, pedal travel, pedal change rate, brake pedal position, mileage, energy consumption, steering angle, steering angular velocity, engine speed, and torque.

[0097] S02. Extract features from vehicle driving information to obtain feature index values ​​for multiple driving feature indicators.

[0098] In some embodiments, the driving characteristic indicators include at least one of the following: the number of sharp turns per 100 kilometers, the number of rapid accelerations per 100 kilometers, the number of rapid decelerations per 100 kilometers, the number of high-torque driving per 100 kilometers, the percentage of high-intensity acceleration driving, the percentage of high-intensity deceleration driving, the percentage of high-intensity turning driving, the standard deviation of positive longitudinal acceleration, the standard deviation of negative longitudinal acceleration, and energy consumption per unit mileage.

[0099] Sharp turn driving refers to: a vehicle speed greater than or equal to a first preset speed (which can be designed and adjusted according to actual needs, such as 40 km / h) and a lateral acceleration greater than or equal to a first preset lateral acceleration (which can be designed and adjusted according to actual needs, such as 0.4 m / s²). 2 For driving behaviors where the steering angle is greater than 0° and the time taken to complete the turn is less than or equal to the first preset time (which can be designed and adjusted according to actual needs, such as 3 seconds), the value of the first preset lateral acceleration is configured to be positive.

[0100] Rapid acceleration driving refers to a longitudinal acceleration greater than or equal to a first preset longitudinal acceleration (which can be designed and adjusted according to actual needs, for example, 0.4 m / s²). 2 For driving behaviors where the acceleration duration is greater than or equal to the second preset duration (which can be designed and adjusted according to actual needs, such as 2s) and the throttle opening is greater than or equal to the first preset throttle opening (which can be designed and adjusted according to actual needs, such as 35%), the first preset longitudinal acceleration value is configured to be positive.

[0101] Rapid deceleration driving refers to a longitudinal acceleration less than or equal to a second preset longitudinal acceleration (which can be designed and adjusted according to actual needs, for example, -0.4 m / s²). 2 For driving behaviors where the duration of deceleration is greater than or equal to the third preset duration (which can be designed and adjusted according to actual needs, such as 3s) and the vehicle speed is greater than or equal to the second preset vehicle speed (which can be designed and adjusted according to actual needs, such as 40KM / h), the value of the second preset longitudinal acceleration is configured to be negative.

[0102] High-torque driving refers to driving behavior where the torque is greater than or equal to a preset torque threshold (e.g., 100), the vehicle speed is greater than 0 m / s, and the duration is greater than or equal to the fourth preset duration (which can be designed and adjusted according to actual needs, e.g., 2 seconds).

[0103] High-intensity acceleration driving ratio refers to: longitudinal acceleration greater than or equal to the third preset longitudinal acceleration (which can be designed and adjusted according to actual needs, for example, 0.2 m / s²). 2 The number of accelerations and the longitudinal acceleration are greater than 0 m / s². 2 The ratio of the total number of accelerations, and the third preset longitudinal acceleration value is configured to be positive.

[0104] High-intensity deceleration driving ratio refers to: longitudinal acceleration less than or equal to the fourth preset longitudinal acceleration (which can be designed and adjusted according to actual needs, for example, -0.2m / s²). 2 The number of decelerations and the longitudinal acceleration are less than 0 m / s². 2 The ratio of the total number of decelerations, and the fourth preset longitudinal acceleration value is configured to be negative.

[0105] High-intensity cornering driving percentage refers to: lateral acceleration exceeding a preset lateral acceleration threshold (which can be designed and adjusted according to actual needs, for example, 0.2 m / s²). 2 The number of turns and the lateral acceleration are greater than 0 m / s². 2 The ratio of the total number of turns, with the preset lateral acceleration threshold set to positive.

[0106] The standard deviation of positive longitudinal acceleration refers to the condition where the longitudinal acceleration is greater than 0 m / s². 2 The standard deviation of longitudinal acceleration at all sampling points.

[0107] The negative standard deviation of longitudinal acceleration refers to the condition where the longitudinal acceleration is less than 0 m / s². 2 The standard deviation of longitudinal acceleration at all sampling points.

[0108] Energy consumption per unit mileage refers to the fuel consumption of a vehicle per kilometer.

[0109] As an example, the vehicle-to-everything (V2X) server can collect vehicle driving information of the target vehicle in real time. Then, the V2X server extracts features from the vehicle driving information collected over a period of time (which can be set according to actual needs, such as one week or one month) to obtain feature index values ​​of multiple driving feature indicators.

[0110] S03. Based on the characteristic index values ​​of each driving characteristic index, determine the individual index score corresponding to each driving characteristic index.

[0111] Figure 5 This is a flowchart of an optional implementation of step S03 in this disclosure. Figure 5 As shown, step S03 includes:

[0112] Step S031: For any target driving characteristic index, determine the cumulative distribution density value corresponding to the characteristic index value of the target driving characteristic index according to the cumulative probability density function pre-configured for the target driving characteristic index.

[0113] Step S032: Determine the individual index score of the target driving characteristic index based on the cumulative distribution density value corresponding to the characteristic index value of the target driving characteristic index.

[0114] In step S032, the higher the cumulative distribution density value of the target driving characteristic indicator, the higher the score of the individual indicator corresponding to the target driving characteristic indicator.

[0115] Statistical analysis of driving characteristic indicators for multiple different vehicles revealed that each indicator follows a specific probability distribution. Taking the number of times a vehicle accelerates rapidly per 100 kilometers over a given period as an example, assuming the number of vehicles to be analyzed is n, there are n values ​​for the number of accelerations and the corresponding mileage. Dividing these two values ​​and multiplying by 100 yields a standardized value for the number of accelerations per 100 kilometers. This indicator approximates an exponential distribution, with most vehicles exhibiting relatively few accelerations, primarily concentrated in the low-frequency range, while the proportion of vehicles in higher-frequency ranges decreases.

[0116] Based on the above phenomena, in some embodiments, for any target driving characteristic index, the cumulative distribution density value corresponding to the characteristic index value of the target driving characteristic index is determined according to the cumulative probability density function (CDF, ​​also known as the cumulative distribution function, which is the integral of the probability density function) pre-configured for the target driving characteristic index.

[0117] It should be noted that the cumulative probability density function configured for each target driving characteristic index can be obtained by fitting the sampled data from the pre-experiment. The cumulative probability density functions configured for different target driving characteristic indices may be the same or different.

[0118] As an example, the cumulative probability density function corresponding to the j-th target driving characteristic index is denoted as F. j (), where the characteristic index value corresponding to the j-th target driving characteristic index is denoted as x. j The cumulative distribution density value corresponding to the feature index value of the j-th target driving feature index is denoted as: F j (x) j The score for a single indicator, determined based on the cumulative distribution density value corresponding to the feature index value of the j-th target driving characteristic indicator, is denoted as: Φ j Φ j = F j (x) j )*t j , where t j The conversion score coefficient (Q) pre-configured for the j-th target driving characteristic index. j >0), based on the conversion score coefficient Q j The cumulative distribution density value F corresponding to the feature index value of the j-th target driving feature index can be used. j (x) j ), and the corresponding individual indicator scores are obtained by conversion.

[0119] S04. Determine the vehicle driving behavior score based on the individual index scores corresponding to each driving characteristic index.

[0120] In some embodiments, in step S04, the scores of each individual indicator corresponding to each driving characteristic indicator are weighted and summed to obtain the vehicle driving behavior score θ.

[0121] Right now,

[0122] Where J is the total number of target driving characteristic indicators, w j Let be the weight of the j-th target driving characteristic index.

[0123] In some embodiments, for any All values ​​are set to T, where T is the pre-designed maximum score for vehicle driving behavior. At this point, The value of θ ranges from 0 to T. In this embodiment, the specific value of T can be designed and adjusted according to actual needs. For example, T can be 10, 50, 100, etc.

[0124] As a specific application of the shift control method provided in this disclosure, the vehicle network server executes steps S01 to S04 as described above and sends the obtained vehicle driving behavior score to the vehicle terminal. The vehicle terminal then executes steps S1 and S2 as described above. More specifically, the vehicle network server collects the raw vehicle driving information reported by the vehicle terminal through a log collection system (e.g., Flume system). The vehicle network server uses a processing engine (e.g., Flink processing engine) to clean and transform the raw vehicle driving information to obtain the required vehicle driving information, and writes the corresponding vehicle driving information to a data warehouse (e.g., Hive data warehouse). Subsequently, the vehicle network server periodically obtains the vehicle driving information from the data warehouse through a computing engine (e.g., Spark computing engine) and calculates the vehicle driving behavior score based on the vehicle driving information, while simultaneously writing the vehicle driving behavior score to a database (e.g., MySQL database). The vehicle network server also periodically sends the vehicle driving behavior score to the corresponding vehicle terminal. The vehicle terminal obtains a score of the vehicle's driving behavior and combines it with the power shift control data and economy shift control data built into the vehicle terminal to obtain personalized shift control data for the vehicle's AMT, so that the vehicle's AMT can realize personalized shift control strategies.

[0125] Based on the same inventive concept, this disclosure also provides a shift control system for an AMT (Automated Manual Transmission). This shift control system can be used to implement the shift control method provided in the preceding embodiments. Figure 6 This is a structural block diagram of a shift control system applied to an AMT (Automated Manual Transmission) system, provided as an embodiment of this disclosure. Figure 6As shown, the shift control system includes a first acquisition module and a first determination module.

[0126] The first acquisition module is configured to acquire a vehicle driving behavior score of the target vehicle.

[0127] The first determining module is configured to determine personalized shift control data that matches the vehicle driving behavior score based on the vehicle driving behavior score and pre-stored power shift control data and economy shift control data, so that the AMT of the target vehicle can perform automatic shift control based on the personalized shift control data.

[0128] The power shift control data records the optimal power shift point information for any two adjacent gears in an AMT (Automated Manual Transmission) under different throttle opening states when the vehicle is under power priority. The economy shift control data records the lowest energy consumption shift point information for any two adjacent gears in an AMT under different throttle opening states when energy consumption is minimized. The personalized shift control data records personalized shift point information for any two adjacent gears in an AMT under different throttle opening states, matched to the vehicle's driving behavior score.

[0129] The first acquisition module can be used to execute step S1 in the previous embodiment, and the first determination module can be used to execute step S2 in the previous embodiment.

[0130] In some embodiments, the shift control system further includes: a second acquisition module, an extraction module, a second determination module, and a third determination module.

[0131] The second acquisition module is configured to acquire the vehicle driving information of the target vehicle.

[0132] The extraction module is configured to extract features from vehicle driving information to obtain feature index values ​​for multiple driving feature indicators.

[0133] The second determination module is configured to determine the individual indicator score corresponding to each driving characteristic indicator based on the characteristic indicator value of each driving characteristic indicator.

[0134] The third determination module is configured to determine the vehicle driving behavior score based on the individual index scores corresponding to each driving characteristic index.

[0135] The second acquisition module can be used to execute step S01 in the previous embodiment, the extraction module can be used to execute step S02 in the previous embodiment, the second determination module can be used to execute step S03 in the previous embodiment, and the third determination module can be used to execute step S04 in the previous embodiment.

[0136] As an example, the first acquisition module and the first determination module can be located in the vehicle terminal, while the second acquisition module, the extraction module, the second determination module, and the third determination module can be located in the vehicle network server. Of course, the first acquisition module, the first determination module, the second acquisition module, the extraction module, the second determination module, and the third determination module can be simultaneously located in the vehicle terminal, or simultaneously located in the vehicle network server (the vehicle network server pre-stores power shift control data and economy shift control data configured for different vehicle models), and after obtaining the personalized shift control data of the target vehicle from the vehicle network server, send the personalized shift control data to the corresponding target vehicle.

[0137] For a detailed description of each module, please refer to the description of the corresponding steps in the previous embodiments; it will not be repeated here.

[0138] Based on the same inventive concept, this disclosure also provides an electronic device. Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure. Figure 7 As shown, this disclosure provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the shift control methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0139] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0140] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0141] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0142] According to embodiments of this disclosure, a computer-readable medium is also provided. This computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the shift control methods described in the above embodiments.

[0143] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a machine-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication component, and / or installed from a removable medium. When the computer program is executed by a central processing unit (CPU), it performs the functions defined above in the system of this disclosure.

[0144] It should be noted that the computer-readable medium disclosed herein may be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium may be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this disclosure, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0145] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0146] The circuits or sub-circuits described in the embodiments of this disclosure can be implemented in software or hardware. The described circuits or sub-circuits can also be housed in a processor; for example, it can be described as: a processor including: a receiving circuit and a processing circuit, the processing module including a writing sub-circuit and a reading sub-circuit. The names of these circuits or sub-circuits do not necessarily constitute a limitation on the circuit or sub-circuit itself; for example, a receiving circuit can also be described as "receiving video signals".

[0147] It is understood that the above embodiments are merely exemplary embodiments used to illustrate the principles of this disclosure, and this disclosure is not limited thereto. For those skilled in the art, various modifications and improvements can be made without departing from the spirit and substance of this disclosure, and these modifications and improvements are also considered to be within the scope of protection of this disclosure.

Claims

1. A shift control method applied to AMT (Automated Manual Transmission), characterized in that, include: Obtain a driving behavior score for the target vehicle; Based on the vehicle driving behavior score and the pre-stored power shift control data and economy shift control data, personalized shift control data that matches the vehicle driving behavior score is determined so that the AMT of the target vehicle can perform automatic shift control based on the personalized shift control data. The power shift control data contains information on the optimal power shift point between any two adjacent gears in an AMT when the vehicle throttle is in different throttle opening states based on the power priority principle. The economic shift control data contains information on the lowest energy consumption shift point between any two adjacent gears in the AMT when the vehicle throttle is in different throttle opening states, based on the principle of minimum energy consumption. The personalized shift control data contains personalized shift point information for any two adjacent gears in the AMT when the car throttle is in different throttle opening states, which matches the vehicle driving behavior score. The optimal power shift point information for two adjacent gears is the optimal power shift speed for two adjacent gears; the minimum energy consumption shift point information for two adjacent gears is the minimum energy consumption shift speed for two adjacent gears; and the personalized shift point information for two adjacent gears is the personalized shift speed for two adjacent gears. Alternatively, the optimal power shift point information for two adjacent gears is the optimal power shift engine speed for two adjacent gears, the minimum energy consumption shift point information for two adjacent gears is the minimum energy consumption shift engine speed for two adjacent gears, and the personalized shift point information for two adjacent gears is the personalized shift engine speed for two adjacent gears. The step of determining personalized shift control data that matches the vehicle driving behavior score based on the vehicle driving behavior score and pre-stored power shift control data and economy shift control data includes: Based on the vehicle driving behavior score, the optimal power shift point information of the two adjacent gears under the target throttle opening state recorded in the power shift control data, and the lowest energy consumption shift point information of the two adjacent gears under the target throttle opening state recorded in the economy shift control data, the personalized shift point information of the two adjacent gears under the target throttle opening state in the personalized shift control data is determined. Before obtaining the vehicle driving behavior score of the target vehicle, the following steps are also included: Obtain the vehicle driving information of the target vehicle; Feature extraction is performed on the vehicle driving information to obtain feature index values ​​of multiple driving feature indicators; Based on the characteristic index values ​​of each driving characteristic index, the individual index score corresponding to each driving characteristic index is determined. The vehicle driving behavior score is determined based on the individual index scores corresponding to each driving characteristic indicator.

2. The shift control method according to claim 1, characterized in that, The personalized shift point information of the two adjacent gears in the personalized shift control data under the target throttle opening state is determined according to the following formula: ； b * for the target adjacent two gears in the target throttle opening state in the individual shift control data, b e for the minimum energy consumption shift point information of the target adjacent two gears in the target throttle opening state described in the economy shift control data, b p for the optimal power performance shift point information of the target adjacent two gears in the target throttle opening state described in the power performance shift control data, θ is the vehicle driving behavior score of the target vehicle, T is the maximum value of the vehicle driving behavior score designed in advance, 0 ≤ θ ≤ T.

3. The shift control method according to claim 1, characterized in that, The personalized shift point information of the two adjacent gears in the personalized shift control data under the target throttle opening state is determined according to the following formula: ； b * b is the personalized shift point information of the two adjacent gears in the personalized shift control data under the target throttle opening state. e b is the lowest energy-efficient shift point information between two adjacent gears at the target throttle opening state, recorded in the economic shift control data. p The optimal power shift point information between two adjacent gears under the target throttle opening state, as recorded in the power shift control data, is θ, which is the vehicle driving behavior score of the target vehicle, and T is the pre-designed maximum value of the vehicle driving behavior score, where 0 ≤ θ ≤ T. and Two pre-designed scoring thresholds and < .

4. The shift control method according to claim 1, characterized in that, The step of determining the individual indicator score corresponding to each driving characteristic indicator based on the characteristic indicator value of each driving characteristic indicator includes: For any target driving characteristic indicator, the cumulative distribution density value corresponding to the characteristic indicator value is determined according to the cumulative probability density function pre-configured for the target driving characteristic indicator. Based on the cumulative distribution density value corresponding to the feature index value of the target driving feature index, the individual index score of the target driving feature index is determined; The higher the cumulative distribution density value of the target driving characteristic indicator, the higher the score of the individual indicator corresponding to the target driving characteristic indicator.

5. The shift control method according to claim 1, characterized in that, The steps to determine the vehicle driving behavior score based on the individual index scores corresponding to each driving characteristic index include: The vehicle driving behavior score is obtained by weighted summation of the individual score corresponding to each driving characteristic indicator.

6. The shift control method according to claim 1, characterized in that, The vehicle driving information includes at least one of the following: vehicle speed, longitudinal acceleration, lateral acceleration, pedal travel, pedal change rate, brake pedal position, mileage, energy consumption, steering angle, steering angular velocity, engine speed, and torque. The driving characteristic indicators include at least one of the following: the number of sharp turns per 100 kilometers, the number of rapid accelerations per 100 kilometers, the number of rapid decelerations per 100 kilometers, the number of high-torque driving per 100 kilometers, the percentage of high-intensity acceleration driving, the percentage of high-intensity deceleration driving, the percentage of high-intensity turning driving, the standard deviation of positive longitudinal acceleration, the standard deviation of negative longitudinal acceleration, and energy consumption per unit mileage. The sharp turn driving refers to the driving behavior of having a vehicle speed greater than or equal to a first preset vehicle speed, a lateral acceleration greater than or equal to a first preset lateral acceleration, a steering angle greater than 0°, and a turn time less than or equal to a first preset time, wherein the value of the first preset lateral acceleration is configured to be positive; The rapid acceleration driving refers to a driving behavior in which the longitudinal acceleration is greater than or equal to a first preset longitudinal acceleration, the acceleration duration is greater than or equal to a second preset duration, and the throttle opening is greater than or equal to a first preset throttle opening, wherein the first preset longitudinal acceleration value is configured to be positive; The rapid deceleration driving refers to the driving behavior in which the longitudinal acceleration is less than or equal to the second preset longitudinal acceleration, the deceleration duration is greater than or equal to the third preset duration, and the vehicle speed is greater than or equal to the second preset vehicle speed. The value of the second preset longitudinal acceleration is configured to be negative. The high-torque driving refers to driving behavior where the torque is greater than or equal to a preset torque threshold, the vehicle speed is greater than 0 m / s, and the duration is greater than or equal to a fourth preset duration. The high-intensity acceleration driving proportion refers to a ratio of an acceleration number of a longitudinal acceleration greater than or equal to a third preset longitudinal acceleration to a total acceleration number of the longitudinal acceleration greater than 0 m / s 2 The third preset longitudinal acceleration is configured to be positive. The high-intensity deceleration driving ratio refers to: the number of decelerations with longitudinal acceleration less than or equal to the fourth preset longitudinal acceleration and the longitudinal acceleration less than 0 m / s². 2 The ratio of the total number of decelerations, wherein the value of the fourth preset longitudinal acceleration is configured to be negative; The high-intensity cornering driving ratio refers to: the number of turns with lateral acceleration greater than a preset lateral acceleration threshold and the number of turns with lateral acceleration greater than 0 m / s². 2 The ratio of the total number of turns, wherein the preset lateral acceleration threshold is configured to be positive; The positive longitudinal acceleration standard deviation refers to the condition where the longitudinal acceleration is greater than 0 m / s². 2 The standard deviation of longitudinal acceleration at all sampling points; The negative longitudinal acceleration standard deviation refers to the condition where the longitudinal acceleration is less than 0 m / s². 2 The standard deviation of longitudinal acceleration at all sampling points; The energy consumption per unit mileage refers to the fuel consumption per kilometer of the vehicle.

7. A shift control system for AMT (Automated Manual Transmission), characterized in that, For implementing the shift control method according to any one of claims 1 to 6, the shift control system comprises: The first acquisition module is configured to acquire the vehicle driving behavior score of the target vehicle; The first determining module is configured to determine personalized shift control data that matches the vehicle driving behavior score based on the vehicle driving behavior score and pre-stored power shift control data and economy shift control data, so that the AMT of the target vehicle can perform automatic shift control based on the personalized shift control data. The power shift control data contains information on the optimal power shift point between any two adjacent gears in the AMT when the vehicle throttle is in different throttle opening states based on the power priority principle. The economic shift control data contains information on the lowest energy consumption shift point between any two adjacent gears in the AMT when the vehicle throttle is in different throttle opening states, based on the principle of minimum energy consumption. The personalized shift control data contains personalized shift point information for any two adjacent gears in the AMT when the car throttle is in different throttle opening states, which matches the vehicle driving behavior score. The shift control system further includes: a second acquisition module, an extraction module, a second determination module, and a third determination module; The second acquisition module is configured to acquire the vehicle driving information of the target vehicle; The extraction module is configured to extract features from vehicle driving information to obtain feature index values ​​of multiple driving feature indicators. The second determining module is configured to determine the individual indicator score corresponding to each driving characteristic indicator based on the characteristic indicator value of each driving characteristic indicator. The third determining module is configured to determine the vehicle driving behavior score based on the individual index scores corresponding to each driving characteristic index.

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