A method, device, and gearbox control unit for slope estimation correction.

Abstract

This invention discloses a method, device, and transmission control unit for correcting slope estimation. The method includes: during vehicle operation, after receiving a measurement signal from a slope sensor, determining a target correction coefficient based on the vehicle's driving state and speed information corresponding to a first target time, wherein the first target time is the time when the measurement signal is received; correcting the slope estimation value based on the target correction coefficient, a slope estimation value determined based on the measurement signal, and a first slope value to obtain a corrected slope value, wherein the first slope value is a first preset value or determined based on at least one slope correction value obtained before the first target time. By correcting the slope estimation value with the target correction coefficient determined based on the vehicle's driving state and speed information, the error of the slope correction value is reduced, allowing for accurate determination of the required gear for the vehicle based on the corrected slope value, thus ensuring the overall power performance of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a method, device, and transmission control unit for correcting slope estimation. Background Technology

[0002] Heavy-duty vehicles are equipped with automatic transmissions to calculate the required gears based on factors such as the current road gradient and vehicle weight, thereby ensuring the vehicle's power performance. Therefore, the transmission control unit (TCU) in the automatic transmission needs to estimate the current road gradient in real time.

[0003] In existing technology, the TCU receives measurement signals sent by the slope sensor in real time and estimates the current road slope value based on the measurement signals to obtain a slope estimate for calculating the required gear position of the vehicle. However, when the car is shifting gears, the measurement information received by the TCU is unstable, resulting in a large error in the slope estimate determined by the above method. Furthermore, heavy vehicles need to shift gears frequently during start-up and acceleration, so the slope estimate under this condition will fluctuate continuously, resulting in a large error in the calculated required gear position of the vehicle. Summary of the Invention

[0004] This invention provides a method, device, and transmission control unit for correcting gradient estimation, in order to solve the problem that when a vehicle is in a shifting state, the measurement signal received by the TCU is unstable, resulting in a large error in the gradient estimation value used to determine the required gear of the vehicle.

[0005] In a first aspect, embodiments of the present invention provide a method for correcting slope estimation, comprising:

[0006] During vehicle operation, after receiving the measurement signal fed back by the slope sensor, the target correction coefficient is determined based on the vehicle's driving state and the vehicle's speed information corresponding to the first target time, wherein the first target time is the time when the measurement signal is received.

[0007] Based on the target correction coefficient, the slope estimate determined based on the measurement signal, and the first slope value, the slope estimate is corrected to obtain a slope correction value for generating the required gear of the vehicle, wherein the first slope value is a first preset value or determined based on at least one slope correction value obtained before the first target time.

[0008] In one optional implementation, determining the target correction coefficient based on the vehicle's driving state and the vehicle's speed information corresponding to the first target time includes:

[0009] If the vehicle is in a gear-shifting state, a first correction coefficient is determined based on the target duration, and a second correction coefficient is determined based on the speed information, wherein the start time of the target duration is determined based on the gear-shifting state, and the end time of the target duration is the first target time.

[0010] The product of the first correction coefficient and the second correction coefficient is taken as the target correction coefficient.

[0011] In one optional implementation, determining the first correction coefficient based on the target duration includes:

[0012] Based on the first correspondence between the preset duration range and the correction coefficient, the first correction coefficient corresponding to the duration range to which the target duration belongs is determined;

[0013] Determining the second correction coefficient based on the speed information includes:

[0014] Based on the second correspondence between the preset speed information range and the correction coefficient, the second correction coefficient corresponding to the speed information range to which the speed information belongs is determined.

[0015] In one optional implementation, if the shifting state is shifting, the starting time of the target duration is the time when it is determined that the actual gear of the vehicle is different from the required gear, and the duration range and the correction coefficient in the first correspondence are inversely proportional.

[0016] If the shifting state is shifting complete, then the starting time of the target duration is the same as the actual gear and the required gear, and the duration range and the correction coefficient in the first correspondence are directly proportional.

[0017] In one optional implementation, the vehicle is in a gear-shifting state. After correcting the slope estimate to obtain a slope correction value for generating the required gear of the vehicle, the process further includes:

[0018] If the difference between the slope correction value and the initial slope estimate is not less than the preset slope difference, the slope correction value is updated based on the second slope value. The initial slope estimate is determined based on the first measurement signal received in the shift state, and the second slope value is any slope correction value obtained within a preset time period before the first target time.

[0019] In one optional implementation, determining the target correction coefficient based on the vehicle's driving state and the vehicle's speed information corresponding to the first target time includes:

[0020] If the vehicle is in a non-shifting state, the target correction coefficient corresponding to the speed information range to which the speed information belongs is determined according to the second correspondence between the preset speed information range and the correction coefficient.

[0021] In an optional implementation, if the velocity information includes velocity and acceleration, then the velocity information range in the second correspondence includes a velocity range and an acceleration absolute value range, wherein the velocity range and the correction coefficient in the second correspondence are inversely proportional, and the acceleration absolute value range and the correction coefficient in the second correspondence are directly proportional.

[0022] If the speed information includes speed, then the speed information range in the second correspondence includes a speed range, and the speed range and the correction coefficient in the second correspondence are inversely proportional.

[0023] If the velocity information includes acceleration, then the velocity information range in the second correspondence includes the range of absolute acceleration values, and the range of absolute acceleration values ​​and the correction coefficient in the second correspondence are directly proportional.

[0024] In one optional implementation, the step of correcting the slope estimate based on the target correction coefficient, the slope estimate determined based on the measurement signal, and the first slope value to obtain a slope correction value for generating the required gear of the vehicle includes:

[0025] The product of the target correction coefficient and the estimated slope value, and the sum of the product of the correction coefficient difference and the first slope value, are used as the slope correction value; wherein the correction coefficient difference is determined based on the second preset value and the target correction coefficient.

[0026] Secondly, embodiments of the present invention provide a slope estimation correction device, comprising:

[0027] The correction coefficient determination module is used to determine the target correction coefficient based on the vehicle's driving state and the vehicle's speed information corresponding to the first target time after receiving the measurement signal fed back by the slope sensor during vehicle driving. The first target time is the time when the measurement signal is received.

[0028] The slope estimation correction module is used to correct the slope estimation value according to the target correction coefficient, the slope estimation value determined based on the measurement signal, and the first slope value to obtain a slope correction value for generating the required gear of the vehicle, wherein the first slope value is a first preset value or determined according to at least one slope correction value obtained before the first target time.

[0029] In one optional implementation, the correction coefficient determination module is specifically used for:

[0030] If the vehicle is in a gear-shifting state, a first correction coefficient is determined based on the target duration, and a second correction coefficient is determined based on the speed information, wherein the start time of the target duration is determined based on the gear-shifting state, and the end time of the target duration is the first target time.

[0031] The product of the first correction coefficient and the second correction coefficient is taken as the target correction coefficient.

[0032] In one optional implementation, the correction coefficient determination module is specifically used for:

[0033] Based on the first correspondence between the preset duration range and the correction coefficient, the first correction coefficient corresponding to the duration range to which the target duration belongs is determined;

[0034] Determining the second correction coefficient based on the speed information includes:

[0035] Based on the second correspondence between the preset speed information range and the correction coefficient, the second correction coefficient corresponding to the speed information range to which the speed information belongs is determined.

[0036] In one optional implementation, if the shifting state is shifting, the starting time of the target duration is the time when it is determined that the actual gear of the vehicle is different from the required gear, and the duration range and the correction coefficient in the first correspondence are inversely proportional.

[0037] If the shifting state is shifting complete, then the starting time of the target duration is the same as the actual gear and the required gear, and the duration range and the correction coefficient in the first correspondence are directly proportional.

[0038] In one alternative implementation, the device further includes a slope correction value update module;

[0039] The slope correction value update module is used to update the slope correction value based on a second slope value if the difference between the slope correction value and the initial slope estimation value is not less than the preset slope difference value. The initial slope estimation value is determined based on the first measurement signal received in the shift state, and the second slope value is any slope correction value obtained within a preset time period before the first target time.

[0040] In one optional implementation, the correction coefficient determination module is specifically used for:

[0041] If the vehicle is in a non-shifting state, the target correction coefficient corresponding to the speed information range to which the speed information belongs is determined according to the second correspondence between the preset speed information range and the correction coefficient.

[0042] In an optional implementation, if the velocity information includes velocity and acceleration, then the velocity information range in the second correspondence includes a velocity range and an acceleration absolute value range, wherein the velocity range and the correction coefficient in the second correspondence are inversely proportional, and the acceleration absolute value range and the correction coefficient in the second correspondence are directly proportional.

[0043] If the speed information includes speed, then the speed information range in the second correspondence includes a speed range, and the speed range and the correction coefficient in the second correspondence are inversely proportional.

[0044] If the velocity information includes acceleration, then the velocity information range in the second correspondence includes the range of absolute acceleration values, and the range of absolute acceleration values ​​and the correction coefficient in the second correspondence are directly proportional.

[0045] In one optional implementation, the slope estimation correction module is specifically used for:

[0046] The product of the target correction coefficient and the estimated slope value, and the sum of the product of the correction coefficient difference and the first slope value, are used as the slope correction value; wherein the correction coefficient difference is determined based on the second preset value and the target correction coefficient.

[0047] Thirdly, embodiments of the present invention provide a transmission control unit, including a memory and a processor, wherein the memory stores a computer program; and the processor executes the computer program to implement the steps of the slope estimation correction method as described in any of the embodiments of the first aspect above.

[0048] Fourthly, embodiments of the present invention provide an automobile, including a slope sensor and a transmission control unit as described in the embodiments of the third aspect above;

[0049] The slope sensor is used to generate a measurement signal in real time based on the slope of the road surface, and feed the measurement signal back to the gearbox control unit.

[0050] Fifthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to perform the steps of the slope estimation correction method as described in any of the embodiments of the first aspect above.

[0051] The technical solutions provided by the embodiments of the present invention bring at least the following beneficial effects:

[0052] This invention discloses a method, device, and transmission control unit for correcting slope estimation. The method includes: during vehicle operation, after receiving a measurement signal from a slope sensor, determining a target correction coefficient based on the vehicle's driving state and speed information corresponding to a first target time, wherein the first target time is the time when the measurement signal is received; correcting the slope estimation value based on the target correction coefficient, a slope estimation value determined based on the measurement signal, and a first slope value to obtain a slope correction value for generating the required gear of the vehicle, wherein the first slope value is a first preset value or determined based on at least one slope correction value obtained before the first target time. By correcting the slope estimation value using the target correction coefficient determined based on the vehicle's driving state and speed information, the slope correction value is obtained, making it closer to the actual slope value of the road. This allows for accurate determination of the required gear of the vehicle based on the slope correction value, ensuring the overall power performance of the vehicle. Attached Figure Description

[0053] 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.

[0054] Figure 1 This is a schematic diagram illustrating an application scenario of a slope estimation correction method provided in an embodiment of the present invention.

[0055] Figure 2 A flowchart illustrating a slope estimation correction method provided in an embodiment of the present invention;

[0056] Figure 3 A flowchart illustrating another slope estimation correction method provided in an embodiment of the present invention;

[0057] Figure 4 A schematic diagram of the module structure of a slope estimation correction device provided in an embodiment of the present invention;

[0058] Figure 5 A schematic diagram of the structure of a transmission control unit provided in an embodiment of the present invention;

[0059] Figure 6 This is a schematic diagram of a program product for a slope estimation correction method provided in an embodiment of the present invention. Detailed Implementation

[0060] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention. 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. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0061] Furthermore, in the description of the embodiments of the present invention, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present invention, "multiple" means two or more.

[0062] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of the present invention, unless otherwise stated, "a plurality of" means two or more.

[0063] This invention provides a slope estimation correction method, correction device, and transmission control unit to solve the problem that when a vehicle is in a shifting state, the slope estimation value used to determine the required gear of the vehicle is inaccurate due to the instability of the measurement signal received by the TCU.

[0064] The following describes, with reference to the accompanying drawings, an application scenario of an optional slope estimation correction method provided in this application. For example... Figure 1In the scenario shown, vehicle 10 is driving on a road. Vehicle 10 includes a slope sensor and a TCU. The slope sensor is used to detect the slope of the road surface in real time, generate a measurement signal corresponding to the current road surface slope, and feed the generated measurement signal back to the TCU. The TCU is used to generate a slope estimation value based on the received measurement signal, and correct the slope estimation value according to the slope estimation correction method disclosed in the embodiment of the present invention to obtain a slope correction value, so that the slope correction value is closer to the actual slope value of the road. Thus, the required gear of the vehicle can be accurately determined based on the slope correction value to ensure the overall power performance of the vehicle.

[0065] The objectives, functional features, and advantages of this invention will be further explained in conjunction with the embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of the invention.

[0066] The following specific embodiments illustrate a method for correcting slope estimation provided by the present invention. Figure 2 The diagram shown illustrates the workflow of a slope estimation correction method provided in an embodiment of the present invention. The specific steps are as follows:

[0067] Step S201: During vehicle operation, after receiving the measurement signal fed back by the slope sensor, the target correction coefficient is determined based on the vehicle's driving state and the vehicle's speed information corresponding to the first target time. The first target time is the time when the measurement signal is received.

[0068] It should be noted that, in this embodiment of the invention, during the driving process of the vehicle, the driving state of the vehicle can be divided into two types: shifting state and non-shifting state. The non-shifting state is the normal driving state of the vehicle, that is, during the entire period when the vehicle is in the driving state, except for the period when the vehicle is in the shifting state, the vehicle is in the non-shifting state.

[0069] In practice, during vehicle operation, the slope sensor detects the slope of the road surface in real time, generates a measurement signal corresponding to the current road surface slope, and feeds the generated measurement signal back to the TCU; the TCU generates a slope estimate based on the received measurement signal.

[0070] For example, if the slope sensor is set to send a measurement signal to the TCU every 2ms, and the slope sensor sends a measurement signal to the TCU at 9:30:15.000, then the next time the slope sensor sends a measurement signal will be at 9:30:15.002. Each time the TCU receives a measurement signal, it will determine an estimated slope value based on that measurement signal.

[0071] In one optional implementation, if the vehicle is in a gear-shifting state, a first correction coefficient is determined based on the target duration, and a second correction coefficient is determined based on the speed information. The start time of the target duration is determined based on the gear-shifting state, and the end time of the target duration is the first target time. The product of the first correction coefficient and the second correction coefficient is used as the target correction coefficient.

[0072] In practice, if the vehicle is detected to be in a gear-shifting state, the product of the first correction coefficient fac1 and the second correction coefficient fac2 is used as the target correction coefficient fac, which can be expressed as: fac = fac1 × fac2. Here, the first correction coefficient fac1 is determined based on the target duration, the second correction coefficient fac2 is determined based on the speed information, the start time of the target duration is determined based on the gear-shifting state, and the end time of the target duration is the first target time.

[0073] Optionally, in this embodiment of the invention, if the vehicle is in a gear-shifting state, the target correction coefficient can be determined in three ways, but is not limited to these three ways:

[0074] Method 1:

[0075] First, determine the first correction factor based on the target duration; then, determine the second correction factor based on the speed information; finally, use the product of the first and second correction factors as the target correction factor.

[0076] Method 2:

[0077] First, a second correction factor is determined based on the speed information; then, a first correction factor is determined based on the target duration; finally, the product of the first and second correction factors is used as the target correction factor.

[0078] Method 3:

[0079] Based on the speed information, a second correction coefficient is determined, and based on the target duration, a first correction coefficient is determined. Then, the product of the first and second correction coefficients is used as the target correction coefficient.

[0080] In one optional implementation, the first correction coefficient corresponding to the duration range to which the target duration belongs is determined according to a first correspondence between a pre-set duration range and a correction coefficient.

[0081] Based on the second correspondence between the pre-set speed information range and the correction coefficient, the second correction coefficient corresponding to the speed information range to which the speed information belongs is determined.

[0082] It should be noted that in the embodiments of the present invention, the correction coefficient is any value between 0 and 1.

[0083] For example, the first correspondence between the pre-defined duration range and the correction coefficient can be shown in Table 1, but is not limited to Table 1:

[0084] Duration range T Correction coefficient 0≤T<10ms 1.0 10ms≤T<20ms 0.9 20ms≤T<30ms 0.8 30ms≤T<40ms 0.7 40ms≤T<50ms 0.6 50ms≤T<60ms 0.5 60ms≤T<70ms 0.4 70ms~≤T<80ms 0.3 80ms≤T<90ms 0.2 90ms≤T<100ms 0.1 100ms≤T<110ms 0.0

[0085] Table 1

[0086] In specific implementation, if the target duration T = 13ms, then the duration range of the target duration T is 10ms ≤ T < 20ms, and the first correction coefficient determined according to the target duration T and Table 1 is fac1 = 0.9; if the target duration T = 66ms, then the duration range of the target duration T is 60ms ≤ T < 70ms, and the first correction coefficient determined according to the target duration T and Table 1 is fac1 = 0.4.

[0087] For example, if the speed information is the vehicle's speed V, the second correspondence between the pre-set speed information range and the correction coefficient can be as shown in Table 2, but is not limited to Table 2:

[0088]

[0089]

[0090] Table 2

[0091] In specific implementation, the speed information is set as the vehicle speed V. If the vehicle speed is V = 55 km / h, then the speed information range to which this speed information belongs is 40 km / h ≤ V < 60 km / h. Then, based on the vehicle speed V and the second correction coefficient determined in Table 2, fac2 = 0.8. If the vehicle speed is V = 140 km / h, then the speed information range to which this speed information belongs is 120 km / h ≤ V < 140 km / h. Then, based on the vehicle speed V and the second correction coefficient determined in Table 2, fac2 = 0.4.

[0092] For example, if the target duration is set to T = 13ms, the vehicle speed is V = 140km / h, and the first correction coefficient determined based on the target duration T = 13ms is fac1 = 0.9, and the second correction coefficient determined based on the speed V = 140km / h is fac2 = 0.4, then the target correction coefficient is: fac = fac1 × fac2 = 0.9 × 0.4 = 0.36.

[0093] Optionally, if the shifting status is shifting, the starting time of the target duration is the moment when the actual gear of the vehicle is different from the required gear, and the duration range and correction coefficient in the first correspondence are inversely proportional.

[0094] It should be noted that, in this embodiment of the invention, the vehicle's gear shifting state can be divided into two stages: shifting in progress and shifting complete. The shifting in progress stage involves canceling torque and switching the actual gear to the desired gear after detecting that the actual gear is different from the desired gear. The shifting complete stage involves restoring torque after detecting that the actual gear is the same as the desired gear, and determining that the restored torque is the same as the desired torque. For example, the desired torque can be determined based on the vehicle's speed and throttle opening. Therefore, the start time of the gear shifting state is when the difference between the actual gear and the desired gear is detected, and the end time of the gear shifting state is when the restored torque is the same as the desired torque.

[0095] For example, when the shifting state is shifting, the first correspondence can be shown in Table 1. As can be seen from Table 1, as the target duration increases, the corresponding correction coefficient gradually decreases.

[0096] Optionally, if the shift status is shift completion, the starting time of the target duration is the same as the actual gear and the required gear, and the duration range and correction coefficient in the first correspondence are directly proportional.

[0097] For example, when the shift state is "shift complete", the first correspondence can be as shown in Table 3, but is not limited to Table 3:

[0098] Duration range Correction coefficient 0≤T<10ms 0.0 10ms≤T<20ms 0.1 20ms≤T<30ms 0.2 30ms≤T<40ms 0.3 40ms≤T<50ms 0.4 50ms≤T<60ms 0.5 60ms≤T<70ms 0.6 70ms≤T<80ms 0.7 80ms≤T<90ms 0.8 90ms≤T<100ms 0.9 100ms≤T<110ms 1.0

[0099] Table 3

[0100] As shown in Table 3, the corresponding correction coefficient gradually increases as the target duration increases.

[0101] The above method introduces a first correction coefficient that gradually changes with the target duration, so as to correct the slope estimate to different degrees according to the determined target correction coefficient during and after the shift, thereby reducing the slope estimation error caused by the instability of the input measurement signal during the shift.

[0102] In one optional implementation, if the vehicle is not in a shifting state, the target correction coefficient is determined based on the speed information. That is, the target correction coefficient can be determined in the following way:

[0103] Based on the second correspondence between the pre-set speed information range and the correction coefficient, the target correction coefficient corresponding to the speed information range to which the speed information belongs is determined.

[0104] Optionally, if the velocity information includes velocity and acceleration, then the velocity information range in the second correspondence includes the velocity range and the absolute value range of acceleration. The velocity range and the correction coefficient in the second correspondence are inversely proportional, and the absolute value range of acceleration and the correction coefficient in the second correspondence are directly proportional.

[0105] For example, when the shift state is "shift complete" and the speed information includes speed V and acceleration a, the second correspondence can be as shown in Table 4:

[0106]

[0107] Table 4

[0108] It should be noted that |a| in Table 4 is the absolute value of acceleration a.

[0109] In practical implementation, when the gear shift is complete, if the vehicle speed is V = 55 km / h and the acceleration is a = 3 m / s², then the speed range of this speed is 40 km / h ≤ V < 80 km / h, and the absolute value range of this acceleration is 2 m / s² ≤ |a| < 4 m / s². Therefore, the target correction coefficient determined based on the vehicle speed V, acceleration a, and Table 4 is fac = 0.30. If the vehicle speed is V = 140 km / h and the acceleration is a = -1 m / s², then the speed range of this speed is 120 km / h ≤ V < 160 km / h, the absolute value of this acceleration is |a| = 1, and the absolute value range of this acceleration is 0 m / s² ≤ |a| < 2 m / s². Therefore, the target correction coefficient determined based on the vehicle speed V, acceleration a, and Table 4 is fac = 0.02. As shown in Table 4, the correction coefficient gradually decreases as the velocity V increases, and the correction coefficient gradually increases as the absolute value of acceleration |a| increases.

[0110] Optionally, if the speed information includes speed, then the speed information range in the second correspondence includes the speed range, and the speed range and the correction coefficient in the second correspondence are inversely proportional.

[0111] For example, when the shift state is shift complete and the speed information includes speed, the second correspondence can be shown in Table 2. As can be seen from Table 2, as the speed increases, the corresponding correction coefficient gradually decreases.

[0112] Optionally, if the velocity information includes acceleration, then the velocity information range in the second correspondence includes the acceleration range, and the acceleration range and the correction coefficient in the second correspondence are directly proportional.

[0113] For example, when the shift state is "shift complete" and the speed information includes acceleration 'a', the second correspondence can be as shown in Table 5:

[0114] Speed ​​information range Correction coefficient 0 ≤ |a| < 0.5 m / s² 0.0 0.5 m / s² ≤ |a| < 1.0 m / s² 0.1 1.0 m / s² ≤ |a| < 1.5 m / s² 0.2 1.5 m / s² ≤ |a| < 2.0 m / s² 0.3 2.0 m / s² ≤ |a| < 2.5 m / s² 0.4 2.5 m / s² ≤ |a| < 3.0 m / s² 0.5 3.0 m / s² ≤ |a| < 3.5 m / s² 0.6 3.5 m / s² ≤ |a| < 4.0 m / s² 0.7 4.0 m / s² ≤ |a| < 4.5 m / s² 0.8 4.5 m / s² ≤ |a| < 5.0 m / s² 0.9 5.0 m / s² ≤ |a| < 6.0 m / s² 1.0

[0115] Table 5

[0116] It should be noted that |a| in Table 5 represents the absolute value of acceleration a.

[0117] In practical implementation, when the gear shift is complete, if the vehicle's acceleration is a = 1.5 m / s², then the absolute value range of this acceleration is 1.5 m / s² ≤ |a| < 2.0 m / s², and the target correction coefficient determined based on the vehicle's acceleration a and Table 5 is fac = 0.3. If the vehicle's acceleration is a = -3 m / s², then the absolute value of this acceleration is |a| = 3, and the absolute value range of this acceleration is 3.0 m / s² ≤ |a| < 3.5 m / s², and the target correction coefficient determined based on the vehicle's acceleration a and Table 5 is fac = 0.6. Furthermore, as shown in Table 5, as the absolute value of acceleration |a| increases, the corresponding correction coefficient gradually increases.

[0118] In the above method, the target correction coefficient is calibrated based on the vehicle's speed and acceleration, and then the slope estimate is corrected in real time according to the target correction coefficient, thereby improving the reliability of the slope correction value.

[0119] Step S202: Based on the target correction coefficient, the slope estimation value determined based on the measurement signal, and the first slope value, the slope estimation value is corrected to obtain the slope correction value used to generate the required gear of the vehicle, wherein the first slope value is a first preset value or determined based on at least one slope correction value obtained before the first target time.

[0120] In practice, the slope estimate is determined based on the measurement signal received at the first moment; then, the slope estimate is corrected using the target correction coefficient and the first slope value determined in any of the above embodiments to obtain the slope correction value, so as to accurately determine the required gear of the vehicle based on the slope correction value and ensure the overall power performance of the vehicle.

[0121] Optionally, if the measurement signal used to determine the slope estimate is the first measurement signal received during vehicle travel, the first slope value is a first preset value, for example, the first preset value can be 0; if the measurement signal used to determine the slope estimate is not the first measurement signal received during vehicle travel, the first slope value is determined based on at least one slope correction value obtained before the first target time corresponding to the measurement signal.

[0122] It should be noted that, in this embodiment of the invention, if the measurement signal used to determine the slope estimation value is not the first measurement signal received during the vehicle's driving process, the first slope value can be the slope correction value obtained at the k-th time before the first target time, where k≥1; it can also be the average of the slope correction values ​​obtained at the n-th time before the first target time, where n≥2; or it can be the median of the slope correction values ​​obtained at the m-th time before the first target time, where m≥2. This embodiment of the invention does not impose any restrictions on these.

[0123] In one optional implementation, the product of the target correction coefficient and the slope estimate, and the sum of the product of the correction coefficient difference and the first slope value, are used as the slope correction value; wherein the correction coefficient difference is determined based on a second preset value and the target correction coefficient.

[0124] Optionally, the difference between the second preset value and the target correction coefficient can be used as the correction coefficient difference. For example, the second preset value can be 1, then the correction coefficient difference is 1-fac.

[0125] In practical implementation, if the first slope value is set to the slope correction value obtained at the first time before the first target time, then the slope correction value Grd is:

[0126] Grd=fac×GrdInt+(1-fac)×Grd -1

[0127] Where fac is the target correction coefficient, GrdInt is the estimated slope value, (1-fac) is the difference in correction coefficients, and Grd... -1 This is the first slope value.

[0128] The slope estimation correction method disclosed in this invention includes: during vehicle operation, after receiving a measurement signal from a slope sensor, determining a target correction coefficient based on the vehicle's driving state and the vehicle's speed information corresponding to a first target time, wherein the first target time is the time when the measurement signal is received; correcting the slope estimation value based on the target correction coefficient, a slope estimation value determined based on the measurement signal, and a first slope value to obtain a slope correction value used to generate the required gear for the vehicle, wherein the first slope value is a first preset value or determined based on at least one slope correction value obtained before the first target time. By correcting the slope estimation value based on the target correction coefficient determined according to the vehicle's driving state and speed information, a slope correction value is obtained, making the slope correction value closer to the actual slope value of the road. This allows for accurate determination of the required gear for the vehicle based on the slope correction value, ensuring the overall power performance of the vehicle.

[0129] In an optional implementation, if the vehicle is in a gear-shifting state, the method further includes: if the difference between the slope correction value and the initial slope estimation value is not less than a preset slope difference, then the slope correction value is updated based on a second slope value, wherein the initial slope estimation value is determined based on the first measurement signal received in the gear-shifting state, and the second slope value is any slope correction value obtained within a preset time period before the first target time.

[0130] It should be noted that, in this embodiment of the invention, the second slope value is any slope correction value obtained within a preset time period before the first target time. That is, the second slope value can be the slope correction value obtained at the first time before the first target time, i.e., Grd. -1 It can also be the slope correction value obtained at the second time before the first target time, i.e., Grd -2 The embodiments of the present invention do not impose any limitations on this.

[0131] In practice, the second slope value is set as Grd. -1 When the vehicle is in gear shifting mode, the initial slope estimate GrdMem, determined by the first measurement signal received during gear shifting, is recorded, and the difference between the slope correction value Grd and the initial slope estimate GrdMem is calculated: GrdDiff = |Grd - GrdMem|; then, this difference GrdDiff is compared with the preset slope difference GrdC: if GrdDiff ≥ GrdC, the slope correction value Grd is updated to the second slope value Grd. -1 .

[0132] In the above method, since the gear shifting process is short and the change in road slope during the shifting process is small, the unreasonable slope correction value obtained during the shifting process can be eliminated by using the slope estimation value at the initial moment of the shifting state, thereby reducing the error of slope correction.

[0133] The following description, in order to further understand the solution proposed in this invention, is provided in conjunction with specific embodiments. See also... Figure 3 The above is a flowchart of a slope estimation correction method provided by an embodiment of the present invention. The method specifically includes:

[0134] Step S301: Real-time detection of vehicle signals, and real-time generation of slope estimation values ​​based on the measured signals;

[0135] Step S302: Determine whether the vehicle is in a gear shifting state. If yes, proceed to step S303; otherwise, proceed to step S3021.

[0136] Step S303: Record the initial slope estimate GrdMem determined based on the first measurement signal received during the gear shift state;

[0137] Step S304: The moment when the actual gear position of the vehicle is detected to be different from the required gear position is taken as the start time, and the moment corresponding to the received measurement signal is taken as the end time. The target duration T is determined based on the difference between the start time and the end time.

[0138] Step S305: Determine the first correction coefficient fac1 based on the target duration T;

[0139] Step S306: Based on the product of the first correction coefficient fac1 and the second correction coefficient fac2, the target correction coefficient is determined as fac = fac1 × fac2, where the second correction coefficient fac2 is determined based on the vehicle's speed and acceleration at the moment the measurement signal is received.

[0140] Step S307, based on the target correction coefficient fac, the first slope value Grd -1 The slope estimate GrdInt is corrected using the second preset value to obtain the slope correction value Grd = fac × GrdInt + (1 - fac) × Grd -1 ;

[0141] Step S308: Calculate the difference between the slope correction value Grd and the initial slope estimate GrdMem, GrdDiff.

[0142] Step S309: Determine whether the difference GrdDiff is less than the preset slope difference GrdC. If yes, proceed to step S3010; otherwise, proceed to step S3011.

[0143] Step S3010: Keep the slope correction value Grd unchanged;

[0144] Step S3011: Update the slope correction value Grd to the second slope value Grd -1 That is, Grd = Grd -1 ;

[0145] Step S3012: In the vehicle shifting state, determine whether the actual gear of the vehicle is the same as the required gear. If yes, proceed to step S3013; otherwise, proceed to step S305.

[0146] Step S3013: The moment when the actual gear position of the vehicle is detected to be the same as the required gear position is taken as the start time, and the moment corresponding to the received measurement signal is taken as the end time, and the target duration T is determined based on the difference between the start time and the end time.

[0147] Step S3014: Determine the first correction coefficient fac1 based on the target duration T;

[0148] Step S3015: Based on the product of the first correction coefficient fac1 and the second correction coefficient fac2, determine the target correction coefficient as fac = fac1 × fac2;

[0149] Step S3016, based on the target correction coefficient fac, the first slope value Grd -1 The slope estimate GrdInt is corrected using the second preset value to obtain the slope correction value Grd = fac × GrdInt + (1 - fac) × Grd -1 ;

[0150] Step S3017: Calculate the difference between the slope correction value Grd and the initial slope estimate GrdMem, GrdDiff.

[0151] Step S3018: Determine whether the difference GrdDiff is less than the preset slope difference GrdC. If yes, proceed to step S3019; otherwise, proceed to step S3020.

[0152] Step S3019: Keep the slope correction value Grd unchanged;

[0153] Step S3020: Update the slope correction value Grd to the second slope value Grd -1 That is, Grd = Grd -1 ;

[0154] Step S3021: Determine the target correction coefficient fac based on the vehicle's speed and acceleration at the moment the measurement signal is received;

[0155] Step S3022, based on the target correction coefficient fac, the first slope value Grd -1 The slope estimate GrdInt is corrected using the second preset value to obtain the slope correction value Grd = fac × GrdInt + (1 - fac) × Grd -1 ;

[0156] Step S3023: Determine the required gear for the vehicle based on the determined slope correction value Grd.

[0157] Based on the same concept, this embodiment of the invention also provides a slope estimation correction device. Since this device is the same as the device in the method of this embodiment of the invention, and the principle of the device in solving the problem is similar to that of the method, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0158] like Figure 4 As shown, the above-mentioned device includes the following modules:

[0159] The correction coefficient determination module 401 is used to determine the target correction coefficient based on the vehicle's driving state and the vehicle's speed information corresponding to the first target time after receiving the measurement signal fed back by the slope sensor during vehicle driving. The first target time is the time when the measurement signal is received.

[0160] The slope estimation correction module 402 is used to correct the slope estimation value according to the target correction coefficient, the slope estimation value determined based on the measurement signal, and the first slope value to obtain the slope correction value used to generate the required gear of the vehicle, wherein the first slope value is a first preset value or determined according to at least one slope correction value obtained before the first target time.

[0161] In one optional implementation, the correction coefficient determination module 401 is specifically used for:

[0162] If the vehicle is in a gear-shifting state, a first correction coefficient is determined based on the target duration, and a second correction coefficient is determined based on the speed information. The start time of the target duration is determined based on the gear-shifting state, and the end time of the target duration is the first target time.

[0163] The product of the first correction factor and the second correction factor is used as the target correction factor.

[0164] In one optional implementation, the correction coefficient determination module 401 is specifically used for:

[0165] Based on the first correspondence between the pre-set duration range and the correction coefficient, determine the first correction coefficient corresponding to the duration range to which the target duration belongs;

[0166] Based on the speed information, the second correction factor is determined, including:

[0167] Based on the second correspondence between the pre-set speed information range and the correction coefficient, the second correction coefficient corresponding to the speed information range to which the speed information belongs is determined.

[0168] In one optional implementation, if the gear shifting state is shifting, the starting time of the target duration is the moment when the actual gear of the vehicle is determined to be different from the required gear, and the duration range and correction coefficient in the first correspondence are inversely proportional.

[0169] If the shift status is shift complete, the starting time of the target duration is the same as the actual gear and the required gear, and the duration range and correction coefficient in the first correspondence are directly proportional.

[0170] In one alternative embodiment, the above-mentioned device further includes a slope correction value update module;

[0171] The slope correction value update module is used to update the slope correction value based on the second slope value if the difference between the slope correction value and the initial slope estimation value is not less than the preset slope difference value. The initial slope estimation value is determined based on the first measurement signal received in the shift state, and the second slope value is any slope correction value obtained within a preset time period before the first target time.

[0172] In one optional implementation, the correction coefficient determination module 401 is specifically used for:

[0173] If the vehicle is not in a shifting state, the target correction coefficient corresponding to the speed information range to which the speed information belongs is determined according to the second correspondence between the preset speed information range and the correction coefficient.

[0174] In one optional implementation, if the velocity information includes velocity and acceleration, then the velocity information range in the second correspondence includes a velocity range and an acceleration range, the velocity range and the correction coefficient in the second correspondence are inversely proportional, and the acceleration range and the correction coefficient in the second correspondence are directly proportional.

[0175] If the speed information includes speed, then the speed information range in the second correspondence includes the speed range, and the speed range and the correction coefficient in the second correspondence are inversely proportional.

[0176] If the velocity information includes acceleration, then the velocity information range in the second correspondence includes the acceleration range, and the acceleration range and the correction coefficient in the second correspondence are directly proportional.

[0177] In one alternative implementation, the slope estimation correction module 402 is specifically used for:

[0178] The slope correction value is the sum of the product of the target correction coefficient and the estimated slope value, and the product of the difference in correction coefficients and the first slope value; wherein the difference in correction coefficients is determined based on the second preset value and the target correction coefficient.

[0179] Based on the same concept, this embodiment of the invention also provides a transmission control unit. Since this transmission control unit is the same as the transmission control unit in the method of this embodiment of the invention, and the principle of solving the problem by this transmission control unit is similar to that of this method, the implementation of this transmission control unit can refer to the implementation of the method, and the repeated parts will not be described again.

[0180] The following reference Figure 5 The gearbox control unit 50 according to this embodiment of the invention will be described. Figure 5 The transmission control unit 50 shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present invention.

[0181] like Figure 5 As shown, the transmission control unit 50 can be represented as a general-purpose computing device, such as a terminal device. The components of the transmission control unit 50 may include, but are not limited to: at least one processor 51, at least one memory 52 storing instructions executable by the processor 51, and a bus 53 connecting different system components (including the memory 52 and the processor 51), wherein the processor 51 is a processor of an intelligent device.

[0182] Processor 51 performs the following steps by executing executable instructions:

[0183] During vehicle operation, after receiving the measurement signal from the slope sensor, the target correction coefficient is determined based on the vehicle's driving status and the vehicle's speed information at the first target time. The first target time is the time when the measurement signal is received.

[0184] Based on the target correction coefficient, the slope estimate determined based on the measurement signal, and the first slope value, the slope estimate is corrected to obtain the slope correction value used to generate the required gear of the vehicle. The first slope value is a first preset value or determined based on at least one slope correction value obtained before the first target time.

[0185] In one alternative implementation, processor 51 is specifically used for:

[0186] If the vehicle is in a gear-shifting state, a first correction coefficient is determined based on the target duration, and a second correction coefficient is determined based on the speed information. The start time of the target duration is determined based on the gear-shifting state, and the end time of the target duration is the first target time.

[0187] The product of the first correction factor and the second correction factor is used as the target correction factor.

[0188] In one alternative implementation, processor 51 is specifically used for:

[0189] Based on the first correspondence between the pre-set duration range and the correction coefficient, determine the first correction coefficient corresponding to the duration range to which the target duration belongs;

[0190] Based on the speed information, the second correction factor is determined, including:

[0191] Based on the second correspondence between the pre-set speed information range and the correction coefficient, the second correction coefficient corresponding to the speed information range to which the speed information belongs is determined.

[0192] In one optional implementation, if the gear shifting state is shifting, the starting time of the target duration is the moment when the actual gear of the vehicle is determined to be different from the required gear, and the duration range and correction coefficient in the first correspondence are inversely proportional.

[0193] If the shift status is shift complete, the starting time of the target duration is the same as the actual gear and the required gear, and the duration range and correction coefficient in the first correspondence are directly proportional.

[0194] In an alternative implementation, the processor 51 is further configured to:

[0195] If the difference between the slope correction value and the initial slope estimate is not less than the preset slope difference, the slope correction value is updated based on the second slope value. The initial slope estimate is determined based on the first measurement signal received in the shift state, and the second slope value is any slope correction value obtained within a preset time period before the first target time.

[0196] In one alternative implementation, processor 51 is specifically used for:

[0197] If the vehicle is not in a shifting state, the target correction coefficient corresponding to the speed information range to which the speed information belongs is determined according to the second correspondence between the preset speed information range and the correction coefficient.

[0198] In one optional implementation, if the velocity information includes velocity and acceleration, then the velocity information range in the second correspondence includes a velocity range and an acceleration range, the velocity range and the correction coefficient in the second correspondence are inversely proportional, and the acceleration range and the correction coefficient in the second correspondence are directly proportional.

[0199] If the speed information includes speed, then the speed information range in the second correspondence includes the speed range, and the speed range and the correction coefficient in the second correspondence are inversely proportional.

[0200] If the velocity information includes acceleration, then the velocity information range in the second correspondence includes the acceleration range, and the acceleration range and the correction coefficient in the second correspondence are directly proportional.

[0201] In one alternative implementation, processor 51 is specifically used for:

[0202] The slope correction value is the sum of the product of the target correction coefficient and the estimated slope value, and the product of the difference in correction coefficients and the first slope value; wherein the difference in correction coefficients is determined based on the second preset value and the target correction coefficient.

[0203] Bus 53 represents one or more of several bus structures, including a memory bus or memory controller, peripheral bus, processor, or a local bus using any of the various bus structures.

[0204] The memory 52 may include a readable medium in the form of volatile memory, such as random access memory (RAM) 521 and / or cache memory 522, and may further include read-only memory (ROM) 523.

[0205] The memory 52 may also include a program / utility 525 having a set (at least one) of program modules 524, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0206] The transmission control unit 50 can also communicate with one or more external devices 54 (e.g., a slope sensor), one or more devices that enable user interaction with the transmission control unit 50, and / or any device that enables the transmission control unit 50 to communicate with one or more other computing devices (e.g., a router, a modem, etc.). This communication can be performed via input / output (I / O) interface 55. Furthermore, the transmission control unit 50 can also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via network adapter 56. As shown, network adapter 56 communicates with other modules of the transmission control unit 50 via bus 53. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with the transmission control unit 50, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0207] Based on the same concept, embodiments of the present invention also provide an automobile, including a slope sensor and a transmission control unit as in any of the above embodiments;

[0208] The slope sensor is used to generate a measurement signal in real time based on the slope of the road surface and feed the measurement signal back to the transmission control unit.

[0209] The principle behind this car's problem-solving is similar to that of the aforementioned transmission control unit. Therefore, the implementation of this car can be found in the implementation of the aforementioned transmission control unit, and the repetitive parts will not be repeated.

[0210] In some possible implementations, various aspects of the present invention can also be implemented as a program product comprising program code. When the program product is run on a terminal device, the program code causes the terminal device to execute the steps of each module in the slope estimation correction device according to various exemplary embodiments of the present disclosure as described in the "Exemplary Methods" section above. For example, during vehicle operation, after receiving a measurement signal fed back by a slope sensor, a target correction coefficient is determined based on the vehicle's driving state and the vehicle's speed information corresponding to a first target time, wherein the first target time is the time when the measurement signal is received; the slope estimation value is corrected based on the target correction coefficient, the slope estimation value determined based on the measurement signal, and a first slope value to obtain a slope correction value for generating the required gear of the vehicle, wherein the first slope value is a first preset value or determined based on at least one slope correction value obtained before the first target time.

[0211] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A 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 (a non-exhaustive list) of readable storage media include: electrical connections having one or more wires, portable disks, hard disks, 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 devices, magnetic storage devices, or any suitable combination thereof.

[0212] like Figure 6 As shown, a program product 60 for a correction method for slope estimation according to an embodiment of the present invention is described. This product may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, the readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0213] A readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying readable program code. This propagated data signal may take many forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0214] The program code contained on the readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wired, optical fiber, RF, or any suitable combination thereof.

[0215] Program code for performing the operations of this invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0216] It should be noted that although several modules or sub-modules of the system have been mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to embodiments of the present invention, the features and functions of two or more modules described above can be embodied in one module. Conversely, the features and functions of one module described above can be further divided and embodied by multiple modules.

[0217] Furthermore, although the operation of the modules of the system of the present invention is described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all the operations shown must be performed to achieve the desired result. Additionally or alternatively, certain operations may be omitted, multiple operations may be combined into one operation, and / or one operation may be broken down into multiple operations.

[0218] The present application has been described above with reference to block diagrams and / or flowcharts illustrating methods, apparatus (systems), and / or computer program products according to embodiments of the present application. It should be understood that a block of a block diagram and / or flowchart, as well as combinations of blocks of block diagrams and / or flowcharts, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, and / or other programmable data processing means to produce a machine, such that the instructions, executable via the computer processor and / or other programmable data processing means, create methods for implementing the functions / actions specified in the blocks of the block diagrams and / or flowcharts.

[0219] Accordingly, this application can also be implemented using hardware and / or software (including firmware, resident software, microcode, etc.). Furthermore, this application can take the form of a computer program product on a computer-usable or computer-readable storage medium, having computer-usable or computer-readable program code implemented in the medium for use by or in conjunction with an instruction execution system. In the context of this application, a computer-usable or computer-readable medium can be any medium that can contain, store, communicate, transmit, or deliver a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0220] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A correction method for slope estimation, characterized in that, include: During vehicle operation, after receiving the measurement signal fed back by the slope sensor, the target correction coefficient is determined based on the vehicle's driving state and the vehicle's speed information corresponding to the first target time, wherein the first target time is the time when the measurement signal is received. The product of the target correction coefficient and the slope estimate determined based on the measurement signal, and the sum of the product of the correction coefficient difference and the first slope value, are used as the slope correction value for generating the required gear of the vehicle, wherein the first slope value is a first preset value or determined based on at least one slope correction value obtained before the first target time, and the correction coefficient difference is determined based on a second preset value and the target correction coefficient. The target correction coefficient is further determined in the following manner: If the vehicle is in a gear-shifting state, a first correction coefficient is determined based on the target duration, and a second correction coefficient is determined based on the speed information. The product of the first correction coefficient and the second correction coefficient is used as the target correction coefficient. The start time of the target duration is determined based on the gear-shifting state, and the end time of the target duration is the first target time.

2. The method as described in claim 1, characterized in that, The step of determining the first correction coefficient based on the target duration includes: Based on the first correspondence between the preset duration range and the correction coefficient, the first correction coefficient corresponding to the duration range to which the target duration belongs is determined; Determining the second correction coefficient based on the speed information includes: Based on the second correspondence between the preset speed information range and the correction coefficient, the second correction coefficient corresponding to the speed information range to which the speed information belongs is determined.

3. The method as described in claim 2, characterized in that, If the shifting state is shifting, then the starting time of the target duration is the time when it is determined that the actual gear of the vehicle is different from the required gear, and the duration range and the correction coefficient in the first correspondence are inversely proportional. If the shifting state is shifting complete, then the starting time of the target duration is the same as the actual gear and the required gear, and the duration range and the correction coefficient in the first correspondence are directly proportional.

4. The method as described in claim 1, characterized in that, The vehicle is in a shifting state. After obtaining the slope correction value used to generate the required gear for the vehicle, the process further includes: If the difference between the slope correction value and the initial slope estimate is not less than a preset slope difference, the slope correction value is updated based on the second slope value. The initial slope estimate is determined based on the first measurement signal received in the shift state, and the second slope value is any slope correction value obtained within a preset time period before the first target time.

5. The method as described in claim 1, characterized in that, The step of determining the target correction coefficient based on the vehicle's driving state and the vehicle's speed information at the first target time includes: If the vehicle is in a non-shifting state, the target correction coefficient corresponding to the speed information range to which the speed information belongs is determined according to the second correspondence between the preset speed information range and the correction coefficient.

6. The method as described in claim 2 or 5, characterized in that, If the velocity information includes velocity and acceleration, then the velocity information range in the second correspondence includes a velocity range and an acceleration absolute value range. The velocity range and the correction coefficient in the second correspondence are inversely proportional, and the acceleration absolute value range and the correction coefficient in the second correspondence are directly proportional. If the speed information includes speed, then the speed information range in the second correspondence includes a speed range, and the speed range and the correction coefficient in the second correspondence are inversely proportional. If the velocity information includes acceleration, then the velocity information range in the second correspondence includes the range of absolute acceleration values, and the range of absolute acceleration values ​​and the correction coefficient in the second correspondence are directly proportional.

7. A slope estimation correction device, characterized in that, include: The correction coefficient determination module is used to determine the target correction coefficient based on the vehicle's driving state and the vehicle's speed information corresponding to the first target time after receiving the measurement signal fed back by the slope sensor during vehicle driving. The first target time is the time when the measurement signal is received. The slope estimation correction module is used to take the product of the target correction coefficient and the slope estimation value determined based on the measurement signal, and the sum of the product of the correction coefficient difference and the first slope value, as the slope correction value for generating the required gear of the vehicle, wherein the first slope value is a first preset value or determined based on at least one slope correction value obtained before the first target time, and the correction coefficient difference is determined based on a second preset value and the target correction coefficient; The correction coefficient determination module is further used for: If the vehicle is in a gear-shifting state, a first correction coefficient is determined based on the target duration, and a second correction coefficient is determined based on the speed information. The product of the first correction coefficient and the second correction coefficient is used as the target correction coefficient. The start time of the target duration is determined based on the gear-shifting state, and the end time of the target duration is the first target time.

8. A transmission control unit, characterized in that, It includes a memory and a processor, the memory storing a computer program; the processor executes the computer program to implement the steps of the slope estimation correction method as described in any one of claims 1 to 6.

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