A gear control method and device, electronic equipment and medium

Abstract

A gear control method and device, electronic equipment and medium are disclosed. The method comprises: obtaining a current cruise speed, current slope information, current gear information and a preset cruise speed corresponding to a target vehicle in a cruise condition; determining a target acceleration based on the preset cruise speed, the current cruise speed and the current slope information, the target acceleration being used to reduce a change amount of an opening degree corresponding to a virtual pedal in the target vehicle; determining a target torque output by an engine in the target vehicle based on the target acceleration, and determining a target pedal opening degree corresponding to the virtual pedal based on the target torque; determining target gear information corresponding to the target pedal opening degree, and performing gear control on the current gear information based on the target gear information, so as to more accurately control the gear of the vehicle, thereby reducing the gear shifting frequency of the vehicle when the vehicle is cruising at a constant speed, and further avoiding the situation of frequent gear shifting of the vehicle.

Description

Technical Field

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

[0002] With the rapid development of automotive technology, users can now activate cruise control while driving to enable the vehicle to cruise.

[0003] Currently, in cruise control mode, the vehicle can maintain a constant speed according to the user's preset speed. However, when driving on a slope in cruise control mode, the vehicle's current speed will deviate from the preset speed. The vehicle will automatically adjust its speed until it reaches the preset speed. However, during this speed adjustment process, frequent gear shifts occur, reducing the user's driving experience. This is especially true when the vehicle is climbing a hill in cruise control mode. Since the current speed is lower than the preset speed, the vehicle will increase the throttle to reach the preset speed. This throttle increase will cause the vehicle to upshift. However, when accelerating uphill, the vehicle needs to downshift again to obtain greater traction, resulting in frequent upshifting and downshifting during the climb. Summary of the Invention

[0004] This invention provides a gear control method, device, electronic device, and medium that can more accurately control the gears of a vehicle, thereby reducing the number of gear shifts when the vehicle is cruise-keeping, thus avoiding frequent gear shifts and improving the user's driving experience.

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

[0006] Obtain the target vehicle's current cruise speed, current gradient, current gear information, and preset cruise speed under cruise conditions;

[0007] Based on the preset cruise speed, the current cruise speed, and the current gradient information, a target acceleration corresponding to the target vehicle is determined. The target acceleration is used to reduce the change in the opening of the virtual pedal in the target vehicle.

[0008] The target torque output by the engine in the target vehicle is determined based on the target acceleration, and the target pedal opening corresponding to the virtual pedal is determined based on the target torque.

[0009] Determine the target gear information corresponding to the target pedal opening, and perform gear control on the current gear information based on the target gear information.

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

[0011] The current vehicle acquisition module is used to acquire the current cruising speed, current gradient information, current gear information, and preset cruising speed of the target vehicle under cruising conditions.

[0012] The target acceleration determination module is used to determine the target acceleration corresponding to the target vehicle based on the preset cruise speed, the current cruise speed and the current slope information. The target acceleration is used to reduce the change in the opening of the virtual pedal in the target vehicle.

[0013] The target pedal opening determination module is used to determine the target torque output by the engine in the target vehicle based on the target acceleration, and to determine the target pedal opening corresponding to the virtual pedal based on the target torque;

[0014] The target gear information determination module is used to determine the target gear information corresponding to the target pedal opening, and to perform gear control on the current gear information based on the target gear information.

[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 communicatively connected to the at least one processor; wherein,

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

[0020] The technical solution of this invention obtains the current cruise speed, current gradient information, current gear information, and preset cruise speed of the target vehicle under cruise conditions. Based on the preset cruise speed, the current cruise speed, and the current gradient information, a target acceleration corresponding to the target vehicle is determined. The target acceleration is used to reduce the change in the virtual pedal opening in the target vehicle. This allows for the incorporation of gradient information during cruise to determine the target acceleration, i.e., to determine the acceleration required for a smoother pullback speed. Whether gear adjustment is needed is related to the virtual pedal opening. In other words, by reducing the change in the virtual pedal opening, gear adjustments can be minimized. For example, controlling the change in the virtual pedal opening within a range that does not require gear shifting can reduce gear adjustments. Based on the target acceleration, the target torque output by the engine in the target vehicle is determined, and based on the target torque, the target pedal opening corresponding to the virtual pedal is determined; the target gear information corresponding to the target pedal opening is determined, and based on the target gear information, gear control is performed on the current gear information, thereby enabling more accurate gear control of the vehicle, reducing the number of gear shifts when the vehicle is cruise-keeping, ultimately avoiding frequent gear shifts and improving the user's driving experience.

[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 gear control method provided according to Embodiment 1 of the present invention;

[0024] Figure 2 This is a comparison diagram of the effect of smoothing using a low-pass filter according to Embodiment 1 of the present invention;

[0025] Figure 3 This is an example diagram illustrating the correspondence between the gear position and the virtual pedal opening of a target vehicle, as described in Embodiment 1 of the present invention.

[0026] Figure 4 This is a flowchart of another gear control method provided according to Embodiment 2 of the present invention;

[0027] Figure 5 This is a schematic diagram of the structure of a gear control device according to Embodiment 3 of the present invention;

[0028] Figure 6 This is a schematic diagram of the structure of an electronic device that implements the gear control method of the present invention. Detailed Implementation

[0029] 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.

[0030] It should be noted that the terms "first," "second," etc., 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 the 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.

[0031] Example 1

[0032] Figure 1 The flowchart illustrates a gear control method provided in Embodiment 1 of the present invention. This embodiment is applicable to situations requiring more accurate gear control in vehicles. The method can be executed by a gear control device, which can be implemented in hardware and / or software and can be configured in an electronic device. Figure 1 As shown, the method includes:

[0033] S110: Obtain the current cruise speed, current gradient information, current gear information, and preset cruise speed of the target vehicle under cruise conditions.

[0034] Cruise control generally refers to cruise control at a set speed, meaning the vehicle automatically drives at a pre-defined speed, such as a car automatically driving on a road at a user-set speed. The target vehicle can be any vehicle automatically driving under cruise control conditions. The current cruise speed refers to the target vehicle's speed at the current moment under cruise control conditions. The current gradient information refers to the gradient of the road surface the target vehicle is traveling on at the current moment. For example, the current gradient information can be, but is not limited to, -1%, 1%, or 2%. -1% and 1% correspond to the same angle, but -1% corresponds to a downhill gradient, while 1% corresponds to an uphill gradient. The uphill gradient corresponding to 1% is tan(0.01). The current gear information refers to the gear the target vehicle is currently using. For example, the current gear information can be, but is not limited to, 4th or 5th gear. The preset cruise speed refers to the speed the user sets the target vehicle should maintain during cruise control. The current cruise speed and the preset cruise speed can be the same or different.

[0035] Specifically, the system waits for the target vehicle to enter cruise control mode, and upon detecting that the target vehicle has activated cruise control, it acquires the target vehicle's current cruise speed, current gradient, current gear, and preset cruise speed in real time. When the target vehicle exits cruise control mode, it stops acquiring the target vehicle's current cruise speed, current gradient, current gear, and preset cruise speed.

[0036] S120. Based on the preset cruise speed, current cruise speed and current gradient information, determine the target acceleration corresponding to the target vehicle. The target acceleration is used to reduce the change in the opening of the virtual pedal in the target vehicle.

[0037] During vehicle calibration before leaving the factory, the preset adjustment time for the vehicle to adjust from the current cruise speed to the preset cruise speed under cruise conditions is calibrated. Target acceleration refers to the acceleration required for the target vehicle to adjust from the current cruise speed to the preset cruise speed, given the current gradient information. Under cruise conditions, the driver of the target vehicle does not need to manually control the vehicle's speed using physical pedals. Virtual pedals can replace the speed control function of physical pedals during cruise conditions. The driver can also use physical pedals to control the vehicle when they deem it necessary. A virtual pedal can be a pedal that does not exist physically in the target vehicle but functions like a physical pedal. Change in pedal opening refers to the change in pedal angle.

[0038] Specifically, the current speed difference can be determined based on the preset cruise speed and the current cruise speed. This difference is then divided by a pre-calibrated preset adjustment time to obtain the result. The pre-calibrated preset adjustment time refers to the time required for the target vehicle to adjust from the current cruise speed to the preset cruise speed. Considering the gradient, a pre-calibrated correlation between the target vehicle's acceleration at each gradient and the acceleration at 0 degrees is established. For example, this correlation could be a table showing the relationship between acceleration and gradient, with the horizontal axis representing the acceleration at 0 degrees and the vertical axis representing the acceleration at each gradient. Based on the determined division result, the target acceleration for the target vehicle can be determined from the pre-calibrated table of acceleration and gradient correlation. The division result can refer to the acceleration required to adjust from the current cruise speed to the preset cruise speed when the gradient is 0. This allows for the incorporation of gradient information during cruise to determine the target acceleration corresponding to the target vehicle, i.e., to determine the acceleration required for the smoothest possible pullback speed. Whether the gear needs to be adjusted is related to the virtual pedal opening. In other words, the gear adjustment can be minimized by reducing the change in the virtual pedal opening. For example, controlling the change in the virtual pedal opening within the range that does not require gear shifting can reduce the need for gear adjustments.

[0039] S130. Determine the target torque output by the engine in the target vehicle based on the target acceleration, and determine the target pedal opening corresponding to the virtual pedal based on the target torque.

[0040] Here, target torque can refer to the torque that the engine needs to provide to adjust the target vehicle from its current cruising speed to a preset cruising speed. Target pedal opening can refer to the pedal opening value that the target vehicle's engine needs to achieve when it wants to output the target torque.

[0041] Specifically, the target acceleration is sent to a torque PID controller for torque control to determine the target torque output by the engine in the target vehicle. Based on the target torque and the preset correspondence between torque and pedal opening, the target pedal opening corresponding to the virtual pedal in the target vehicle is determined.

[0042] S140. Determine the target gear information corresponding to the target pedal opening, and perform gear control on the current gear information based on the target gear information.

[0043] There is a correspondence between pedal opening and gear information. One pedal opening can correspond to at most two adjacent gear positions. For example, 2nd gear and 3rd gear can correspond to the same pedal opening. The critical pedal opening used to determine shifting from 2nd to 3rd gear is higher than the critical pedal opening used to determine shifting from 3rd to 2nd gear. Multiple pedal openings corresponding to the same 2nd and 3rd gear can fall between the critical pedal openings for shifting from 2nd to 3rd gear and for shifting from 3rd to 2nd gear. Target gear information refers to the gear used by the target vehicle when it is traveling at a preset cruising speed. Current gear information refers to the gear used by the target vehicle at the current moment.

[0044] Specifically, changes in pedal opening cause changes in the vehicle's gear position. Based on the target pedal opening, the target gear information can be determined, and the system checks if the target gear information matches the current gear information. If they match, the vehicle can adjust its current cruising speed to the preset cruising speed without shifting, and maintain that speed after reaching it. If they don't match, the vehicle needs to shift gears to adjust to the preset speed and maintain it. If the target gear and current gear are not adjacent, the current gear is first adjusted to a transitional gear between the current and target gears, adjacent to the current gear, until the target gear is reached. This reduces frequent gear shifting and improves the driving experience.

[0045] The technical solution of this invention obtains the current cruise speed, current gradient information, current gear information, and preset cruise speed of the target vehicle under cruise conditions. Based on the preset cruise speed, current cruise speed, and current gradient information, the target acceleration corresponding to the target vehicle is determined. The target acceleration is used to reduce the change in the virtual pedal opening in the target vehicle. Thus, gradient information can be taken into account during cruise to determine the target acceleration corresponding to the target vehicle, that is, to determine the acceleration required for the smoothest possible pullback speed. Whether the gear needs to be adjusted is related to the virtual pedal opening. In other words, the gear adjustment can be minimized by reducing the change in the virtual pedal opening. For example, controlling the change in the virtual pedal opening within the range that does not require gear shifting can reduce the need for gear adjustment. The target torque output by the engine in the target vehicle is determined based on the target acceleration, and the target pedal opening corresponding to the virtual pedal is determined based on the target torque. The target gear information corresponding to the target pedal opening is determined, and the current gear information is controlled based on the target gear information. This allows for more accurate gear control of the vehicle, thereby reducing the number of gear shifts when the vehicle is cruise-keeping, ultimately avoiding frequent gear shifts and improving the user's driving experience.

[0046] Based on the above technical solution, "acquiring the current slope information corresponding to the target vehicle under the cruise condition" in S110 may include: acquiring the actual slope information collected by the slope sensor in the target vehicle; smoothing the actual slope information through a low-pass filter to determine the current slope information corresponding to the target vehicle.

[0047] The slope sensor can be used to collect the slope of the vehicle body relative to the horizontal plane while the vehicle is currently traveling. Actual slope information refers to the slope information actually collected by the slope sensor. A low-pass filter can be a device that filters signals. For example, a low-pass filter is an electronic filtering device that allows signals below the cutoff frequency to pass through, but blocks signals above the cutoff frequency. A low-pass filter can be, but is not limited to, a first-order low-pass filter.

[0048] Specifically, the expression for the filtering method in the low-pass filter is as follows:

[0049] Y(n)=αX(n)+(1-α)Y(n-1)

[0050] α represents the filter coefficient, which varies for each vehicle model and must be calibrated before the vehicle leaves the factory. X(n) represents the current sampled value at the current moment, such as the actual slope information. Y(n-1) represents the previous filter output value at the previous moment, such as the previous slope signal. Y(n) represents the current filter output value at the current moment, such as the current slope information. The advantage of this filtering method is that the first-order low-pass filter can use the current sampled value and the previous filter output value to obtain an effective filter value, making the output of the low-pass filter have a feedback effect on the input. Through this low-pass filter, the output current slope information can be smoothed, avoiding fluctuations and errors caused by large fluctuations in the actual slope information in determining the target acceleration. Figure 2 A comparison chart showing the effect of smoothing using a low-pass filter is provided. (See also...) Figure 2 A represents the original signal (equivalent to the actual slope information); B represents the smoothed signal obtained after the original signal has been smoothed by a low-pass filter (equivalent to the current slope information), where the filter coefficient of the low-pass filter is 1; C represents the smoothed signal obtained after the original signal has been smoothed by a low-pass filter (equivalent to the current slope information), where the filter coefficient of the low-pass filter is 2. It can be seen that this low-pass filter can smooth the output current slope information, avoiding fluctuations and errors in determining the target acceleration caused by large fluctuations in the actual slope information.

[0051] Based on the above technical solution, S140 "determining the target gear information corresponding to the target pedal opening" may include: determining the actual gear information corresponding to the target pedal opening based on the correspondence between the target vehicle's cruise-dedicated gear and the virtual pedal opening, and the target pedal opening; and smoothing the actual gear information using a low-pass filter to determine the target gear information corresponding to the target pedal opening.

[0052] The actual gear information can refer to gear information that has not been smoothed by a low-pass filter. Specifically, Figure 3 An example diagram showing the correspondence between the target vehicle's cruise-specific gear and the virtual pedal opening is provided. (See also...) Figure 3Curve D represents the first curve showing the correspondence between non-cruise-dedicated gears and virtual pedal opening when downshifting from 5th to 4th gear. Curve E represents the second curve showing the correspondence between non-cruise-dedicated gears and virtual pedal opening when upshifting from 4th to 5th gear. Curve F represents the third curve showing the correspondence between cruise-dedicated gears and virtual pedal opening when downshifting from 5th to 4th gear. Curve G represents the fourth curve showing the correspondence between cruise-dedicated gears and virtual pedal opening when upshifting from 4th to 5th gear. The stars represent virtual pedal operating points. Stars can be used to represent the virtual pedal's movement. Curve H represents the gear change process during virtual pedal movement. Specifically, if a determined virtual pedal operating point crosses from the left to the right side of an upshift curve (such as curves E and G), the transmission will trigger an upshift. If a determined virtual pedal operating point crosses from the right to the left side of a downshift curve, the transmission will trigger a downshift.

[0053] For example, continue to use Figure 3 If curves D and E are used as the basis for judging the target vehicle's gear shift, then according to curve H, the target vehicle will shift from 4th gear to 5th gear at the first intersection point a of curves H and E; the target vehicle will shift from 5th gear to 4th gear at the first intersection point b of curves H and D; the target vehicle will shift from 4th gear to 5th gear at the third intersection point c of curves H and D. During this period, the target vehicle performs 3 gear shift operations, and these 3 gear shift operations are repeated between 4th and 5th gear. Curves F and G were used as the criteria for judging the target vehicle's gear shifting. These curves represent the correspondence between the target vehicle's cruise-specific gear and the virtual pedal opening during cruise control. Since curves H, F, and G do not intersect, it indicates that the target vehicle did not perform a gear shift during the adjustment from the current cruise speed to the preset cruise speed. Therefore, by utilizing the pre-calibrated correspondence between the vehicle's cruise-specific gear and the virtual pedal opening—the cruise-specific shift line—the slope of the shift line can be modified by altering its relationship with vehicle speed and the virtual accelerator pedal, thus preventing cyclic shifting. During calibration, modifying the slope of this shift line increases the vertical interval between upshift and downshift lines, minimizing the fluctuations defined by the virtual pedal. This avoids frequent upshift and downshift commands from the transmission. Furthermore, optimizing the transmission shift line ensures linearity of vehicle power delivery and minimizes downshifting in the medium to high throttle range.

[0054] Example 2

[0055] Figure 4 This is a flowchart of a gear control method provided in Embodiment 2 of the present invention. Based on the above embodiments, this embodiment describes in detail the process of determining the target acceleration. Explanations of terms that are the same as or corresponding to those in the above embodiments are not repeated here. Figure 4As shown, the method includes:

[0056] S410: Obtain the current cruise speed, current gradient information, current gear information, and preset cruise speed of the target vehicle under cruise conditions.

[0057] S420: Determine the current acceleration of the target vehicle based on the preset cruise speed and the current cruise speed.

[0058] The time required for the target vehicle to adjust from the current cruise speed to the preset cruise speed can also be fixed. Table 1 provides an example of the acceleration required to adjust from the current cruise speed to the preset cruise speed, as shown below:

[0059] Table 1 shows examples of acceleration required to adjust from the current cruise speed to the preset cruise speed. Specifically, the current acceleration of the target vehicle can be determined using the preset cruise speed, the current cruise speed, and Table 1. Table 1 only contains a portion of the data from the actual vehicle calibration process. During actual vehicle operation, each current cruise speed and each preset cruise speed corresponds to a current acceleration.

[0060] S430. Based on the correspondence between slope information and compensation coefficient and the current slope information, determine the current compensation coefficient corresponding to the target vehicle.

[0061] The compensation coefficient can be a weighted coefficient between the current acceleration and the target acceleration required for speed adjustment, taking the gradient into account. The current compensation coefficient can be a weighted coefficient corresponding to the current acceleration required for the target vehicle to adjust from the current cruising speed to the preset cruising speed. This allows for gradient-based correction or compensation when increasing acceleration to restore cruising speed, thereby avoiding cyclic shifting by adjusting acceleration. Table 2 provides an example of the correspondence between gradient information and compensation coefficients, as shown below:

[0062] Table 2 shows an example of the correspondence between slope information and compensation coefficient.

[0063] Slope information (%) -3 -2 -1 0 1 2 3 compensation coefficient 0.8 0.9 0.95 1 1.05 1.08 1

[0064] S440. Based on the current acceleration and the current compensation coefficient, determine the target acceleration corresponding to the target vehicle.

[0065] Specifically, following Table 2, if the current gradient information is -3%, then according to Table 2, the current acceleration is weighted using "0.8" to obtain the target acceleration corresponding to the target vehicle. For example, the current acceleration can be multiplied by "0.8" to obtain the multiplication result, and this result can be determined as the target acceleration corresponding to the target vehicle. This allows for optimization of the acceleration output value under cruise conditions and proper calibration, preventing the virtual pedal opening from falling within the sensitive area that triggers the transmission to downshift.

[0066] S450: Determine the target torque output by the engine in the target vehicle based on the target acceleration, and determine the target pedal opening corresponding to the virtual pedal in the target vehicle based on the target torque.

[0067] S460. Determine the target gear information corresponding to the target pedal opening, and perform gear control on the current gear information based on the target gear information.

[0068] The technical solution of this invention determines the current acceleration of the target vehicle based on a preset cruise speed and the current cruise speed; it determines the current compensation coefficient of the target vehicle based on the correspondence between slope information and compensation coefficient and the current slope information. This allows for slope-based correction or compensation when the cruise speed recovers due to increased acceleration, thereby avoiding cyclic shifting by adjusting the acceleration. Furthermore, by determining the target acceleration of the target vehicle based on the current acceleration and the current compensation coefficient, and by optimizing the magnitude and proper calibration of the acceleration output value under cruise conditions, it avoids the virtual pedal opening falling within the sensitive area that triggers transmission downshifting, further preventing frequent gear shifting and improving the user's driving experience.

[0069] Based on the above technical solution, S420 may include: determining the actual acceleration corresponding to the target vehicle based on the preset cruise speed and the current cruise speed; and smoothing the actual acceleration through a low-pass filter to determine the current acceleration corresponding to the target vehicle.

[0070] The advantage of this is that it allows for enhanced filtering and control of acceleration during cruising, preventing excessive acceleration fluctuations. This further reduces the need for frequent gear shifts, improving the user's driving experience.

[0071] Based on the above technical solution, "determining the actual acceleration of the target vehicle based on the preset cruise speed and the current cruise speed" may include: determining the difference between the preset cruise speed and the current cruise speed, and determining the difference as the actual cruise speed correction value corresponding to the target vehicle; determining the actual acceleration required for the target vehicle to reach the preset cruise speed from the current cruise speed based on the correspondence between the cruise speed correction value and the acceleration and the actual cruise speed correction value; wherein, the correspondence between the cruise speed correction value and the acceleration for the target vehicle is pre-calibrated.

[0072] The actual cruise speed correction value can be a weighted value.

[0073] Based on the above technical solution, S440 may include: multiplying the current acceleration and the current compensation coefficient to obtain the multiplication result; smoothing the multiplication result through a low-pass filter to determine the target acceleration corresponding to the target vehicle.

[0074] It's important to note that each piece of information is smoothed using its own low-pass filter to obtain information with minimal fluctuations. This smoothing process through multiple low-pass filters helps prevent abnormal fluctuations in information such as slope, acceleration, target torque, and pedal opening. For example, it reduces transmission control fluctuations caused by large virtual pedal movements and prevents the virtual pedal from frequently crossing up and down shift lines, resulting in frequent shifting. Specifically, low-pass filters are used to smooth information during slope sensor acquisition, target acceleration determination, current cruise speed acquisition, and virtual pedal opening determination. The filter coefficients in each low-pass filter are pre-set. These coefficients can be the same or different. The settings for the filter coefficients are determined after multiple tests targeting vehicle response time and smoothness.

[0075] The following are embodiments of the gear control device provided in this invention. This device and the gear control methods in the above embodiments belong to the same inventive concept. For details not described in detail in the embodiments of the gear control device, please refer to the embodiments of the above gear control methods.

[0076] Example 3

[0077] Figure 5 This is a schematic diagram of a gear control device provided in Embodiment 3 of the present invention. Figure 5 As shown, the device includes: a current vehicle acquisition module 510, a target acceleration determination module 520, a target pedal opening determination module 530, and a target gear information determination module 540.

[0078] The system includes: a current vehicle acquisition module 510, used to acquire the current cruise speed, current gradient, current gear information, and preset cruise speed of the target vehicle under cruise conditions; a target acceleration determination module 520, used to determine the target acceleration of the target vehicle based on the preset cruise speed, current cruise speed, and current gradient information, the target acceleration being used to reduce the change in the opening of the virtual pedal in the target vehicle; a target pedal opening determination module 530, used to determine the target torque output by the engine in the target vehicle based on the target acceleration, and to determine the target pedal opening corresponding to the virtual pedal based on the target torque; and a target gear information determination module 540, used to determine the target gear information corresponding to the target pedal opening, and to perform gear control on the current gear information based on the target gear information.

[0079] The technical solution of this invention obtains the current cruise speed, current gradient information, current gear information, and preset cruise speed of the target vehicle under cruise conditions. Based on the preset cruise speed, current cruise speed, and current gradient information, the target acceleration corresponding to the target vehicle is determined. The target acceleration is used to reduce the change in the virtual pedal opening in the target vehicle. Thus, gradient information can be taken into account during cruise to determine the target acceleration corresponding to the target vehicle, that is, to determine the acceleration required for the smoothest possible pullback speed. Whether the gear needs to be adjusted is related to the virtual pedal opening. In other words, the gear adjustment can be minimized by reducing the change in the virtual pedal opening. For example, controlling the change in the virtual pedal opening within the range that does not require gear shifting can reduce the need for gear adjustment. The target torque output by the engine in the target vehicle is determined based on the target acceleration, and the target pedal opening corresponding to the virtual pedal is determined based on the target torque. The target gear information corresponding to the target pedal opening is determined, and the current gear information is controlled based on the target gear information. This allows for more accurate gear control of the vehicle, thereby reducing the number of gear shifts when the vehicle is cruise-keeping, ultimately avoiding frequent gear shifts and improving the user's driving experience.

[0080] Optionally, the current vehicle acquisition module 510 is specifically used to: acquire the actual slope information collected by the slope sensor in the target vehicle; and smooth the actual slope information through a low-pass filter to determine the current slope information corresponding to the target vehicle.

[0081] Optionally, the target acceleration determination module 520 may include:

[0082] The current acceleration determination submodule is used to determine the current acceleration of the target vehicle based on the preset cruise speed and the current cruise speed.

[0083] The current compensation coefficient determination submodule is used to determine the current compensation coefficient for the target vehicle based on the correspondence between slope information and compensation coefficient and the current slope information.

[0084] The target acceleration determination submodule is used to determine the target acceleration corresponding to the target vehicle based on the current acceleration and the current compensation coefficient.

[0085] Optionally, the current acceleration determination submodule may include:

[0086] The actual acceleration determination unit is used to determine the actual acceleration of the target vehicle based on the preset cruise speed and the current cruise speed.

[0087] The current acceleration determination unit is used to smooth the actual acceleration through a low-pass filter and determine the current acceleration corresponding to the target vehicle.

[0088] Optionally, the actual acceleration determination unit is specifically used to: determine the difference between the preset cruise speed and the current cruise speed, and determine the difference as the actual cruise speed correction value corresponding to the target vehicle; based on the correspondence between the cruise speed correction value and acceleration and the actual cruise speed correction value, determine the actual acceleration required for the target vehicle to reach the preset cruise speed from the current cruise speed; wherein, the correspondence between the cruise speed correction value and acceleration for the target vehicle is pre-calibrated.

[0089] Optionally, the target acceleration determination submodule is specifically used to: multiply the current acceleration and the current compensation coefficient to obtain the multiplication result; and smooth the multiplication result through a low-pass filter to determine the target acceleration corresponding to the target vehicle.

[0090] Optionally, the target gear information determination module 540 is specifically used to: determine the actual gear information corresponding to the target pedal opening based on the correspondence between the target vehicle's cruise-dedicated gear and the virtual pedal opening, and the target pedal opening; and to smooth the actual gear information using a low-pass filter to determine the target gear information corresponding to the target pedal opening.

[0091] The gear control device provided in the embodiments of the present invention can execute the gear control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the gear control method.

[0092] It is worth noting that in the embodiments of the gear control device described above, the various units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be achieved; in addition, the specific names of each functional unit are only for easy differentiation and are not used to limit the scope of protection of the present invention.

[0093] Example 4

[0094] Figure 6 A schematic diagram of an electronic device 10 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.

[0095] like Figure 6 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0096] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0097] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 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 11 performs the various methods and processes described above, such as gear control methods.

[0098] In some embodiments, the gear control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the gear control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the gear control method by any other suitable means (e.g., by means of firmware).

[0099] 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), payload-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.

[0100] 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.

[0101] 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.

[0102] 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).

[0103] 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.

[0104] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through 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 to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0105] 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 no limitation is imposed herein.

[0106] 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 gear control method, characterized in that, include: Obtain the target vehicle's current cruise speed, current gradient, current gear information, and preset cruise speed under cruise conditions; Based on the preset cruise speed, the current cruise speed, and the current gradient information, a target acceleration corresponding to the target vehicle is determined. Specifically, the current acceleration corresponding to the target vehicle is determined based on the preset cruise speed and the current cruise speed; the current compensation coefficient corresponding to the target vehicle is determined based on the correspondence between gradient information and compensation coefficients and the current gradient information; and the target acceleration corresponding to the target vehicle is determined based on the current acceleration and the current compensation coefficient. The target acceleration is used to reduce the change in virtual pedal opening in the target vehicle after smoothing filtering, so as to avoid the virtual pedal opening falling within the sensitive area that triggers transmission shifting. The target torque output by the engine in the target vehicle is determined based on the target acceleration, and the target pedal opening corresponding to the virtual pedal is determined based on the target torque. Determine the target gear information corresponding to the target pedal opening, and perform gear control on the current gear information based on the target gear information.

2. The method according to claim 1, characterized in that, Obtain the current slope information of the target vehicle under cruise conditions, including: Obtain the actual slope information collected by the slope sensor in the target vehicle; The actual slope information is smoothed by a low-pass filter to determine the current slope information corresponding to the target vehicle.

3. The method according to claim 1, characterized in that, Determining the current acceleration of the target vehicle based on the preset cruise speed and the current cruise speed includes: The actual acceleration of the target vehicle is determined based on the preset cruise speed and the current cruise speed. The actual acceleration is smoothed by a low-pass filter to determine the current acceleration of the target vehicle.

4. The method according to claim 3, characterized in that, Determining the actual acceleration of the target vehicle based on the preset cruise speed and the current cruise speed includes: Determine the difference between the preset cruise speed and the current cruise speed, and determine the difference as the actual cruise speed correction value corresponding to the target vehicle; Based on the correspondence between cruise speed correction value and acceleration and the actual cruise speed correction value, the actual acceleration required for the target vehicle to reach the preset cruise speed from the current cruise speed is determined; The correspondence between the cruise speed correction value and the acceleration for the target vehicle is pre-calibrated.

5. The method according to claim 1, characterized in that, Determining the target acceleration corresponding to the target vehicle based on the current acceleration and the current compensation coefficient includes: Multiply the current acceleration and the current compensation coefficient to obtain the multiplication result; The multiplication result is smoothed by a low-pass filter to determine the target acceleration corresponding to the target vehicle.

6. The method according to claim 1, characterized in that, Determining the target gear information corresponding to the target pedal opening includes: Based on the correspondence between the target vehicle's cruise-dedicated gear and the virtual pedal opening during cruise operation, and the target pedal opening, the actual gear information corresponding to the target pedal opening is determined. The actual gear information is smoothed by a low-pass filter to determine the target gear information corresponding to the target pedal opening.

7. A gear control device, applicable to the gear control method as described in any one of claims 1-6, characterized in that, include: The current vehicle acquisition module is used to acquire the current cruising speed, current gradient information, current gear information, and preset cruising speed of the target vehicle under cruising conditions. The target acceleration determination module is used to determine the target acceleration corresponding to the target vehicle based on the preset cruise speed, the current cruise speed and the current slope information. The target acceleration is used to reduce the change in the opening of the virtual pedal in the target vehicle. The target pedal opening determination module is used to determine the target torque output by the engine in the target vehicle based on the target acceleration, and to determine the target pedal opening corresponding to the virtual pedal based on the target torque; The target gear information determination module is used to determine the target gear information corresponding to the target pedal opening, and to perform gear control on the current gear information based on the target gear information.

8. An electronic device, characterized in that, The electronic device includes: One or more processors; Storage device for storing one or more programs. When the one or more programs are executed by the one or more processors, the one or more processors implement the gear control method as described in any one of claims 1-6.

9. A storage medium containing computer-executable instructions, characterized in that, The computer-executable instructions, when executed by a computer processor, are used to perform the gear control method as described in any one of claims 1-6.

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