Gear parameter adjustment method, electronic device and vehicle

Abstract

The application provides a gear parameter adjustment method, an electronic device and a vehicle. The method comprises the following steps: obtaining basic information and driving information of the vehicle; determining a climbing state of the vehicle according to the basic information and the driving information, and determining a current slope when the climbing state is climbing; controlling a current gear to be adjusted to a target gear when the current slope is greater than a first preset slope; and adjusting a gear parameter of the vehicle according to a preset upshift condition corresponding to the target gear and the current slope. Through the technical scheme, the application avoids frequent gear switching when climbing, reduces the heat generated by the automatic transmission, and improves the reliability of the hybrid electric vehicle and the user experience.

Description

Gear parameter adjustment method, electronic equipment and vehicle Technical Field

[0001] This application relates to the field of vehicle transmission technology, and in particular to a method for adjusting gear parameters, electronic equipment, and a vehicle. Background Technology

[0002] Existing hybrid vehicles adjust their engine operating point based on engine performance characteristics. A range with lower fuel consumption is selected as the engine's operating range based on engine speed and torque. If the engine is not operating within this range, the electric motor generates electricity and provides assistance, adjusting the engine torque to keep it operating within the economical range, thus reducing emissions and fuel consumption.

[0003] However, when a hybrid vehicle climbs a hill, the vehicle's acceleration decreases. If the normal shifting strategy is still used, it may lead to "frequent shifting," especially noticeable in mountainous terrain. Frequent shifting causes slippage in the clutches and brakes inside the automatic transmission, generating high heat and affecting the reliability of the hybrid vehicle. Summary of the Invention

[0004] In view of this, the purpose of this application is to propose a gear parameter adjustment method, electronic equipment and vehicle, so as to avoid frequent gear switching when climbing hills, reduce the heat generated by the automatic transmission, improve the reliability of hybrid vehicles and the user experience.

[0005] To achieve the above objectives, this application provides a method for adjusting gear parameters, the method comprising:

[0006] Obtain basic vehicle information and driving information;

[0007] Based on the basic information and the driving information, the vehicle's climbing status is determined, and if the climbing status is climbing, the current gradient is determined;

[0008] If the current slope is greater than the first preset slope, control the current gear to be downshifted to the target gear;

[0009] The vehicle's gear parameters are adjusted according to the pre-set upshift conditions corresponding to the target gear and the current slope.

[0010] To achieve the above objectives, this application also provides a gear parameter adjustment device, which includes:

[0011] The information acquisition module is used to acquire basic vehicle information and driving information;

[0012] The slope determination module is used to determine the vehicle's climbing status based on the basic information and the driving information, and to determine the current slope when the climbing status is climbing.

[0013] The gear downshifting module is used to control the current gear to downshift to the target gear when the current slope is greater than the first preset slope.

[0014] The gear parameter adjustment module is used to adjust the gear parameters of the vehicle according to the pre-set upshift conditions corresponding to the target gear and the current slope.

[0015] To achieve the above objectives, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor, when executing the program, implements the gear parameter adjustment method as provided in any embodiment of this application.

[0016] For the purposes described above, this application also provides a vehicle that includes electronic devices as provided in any embodiment of this application.

[0017] As can be seen from the above, the gear parameter adjustment method provided in this application obtains the vehicle's basic information and driving information, and then determines the vehicle's climbing status based on the basic information and driving information. This allows for accurate determination of whether the vehicle is climbing a hill through calculation and analysis. If the vehicle is climbing, the current slope is determined to further assess whether the current slope will cause the automatic transmission to frequently shift gears. If the current slope is greater than a first preset slope, it is determined that the vehicle will frequently shift gears at that slope. To reduce the number of gear shifts, the current gear can be first lowered to the target gear by one gear. Furthermore, based on pre-set upshift conditions corresponding to the target gear and the current slope, stricter upshift conditions are determined to prevent the automatic transmission from frequently shifting gears. Finally, the vehicle's gear parameters are adjusted according to the determined upshift conditions, thus avoiding frequent gear shifts during hill climbing, reducing the heat generated by the automatic transmission, and improving the reliability of hybrid vehicles and the user experience. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 is a flowchart of a gear parameter adjustment method provided in an embodiment of this application;

[0020] Figure 2 is a flowchart of another gear parameter adjustment method provided in an embodiment of this application;

[0021] Figure 3 is a schematic diagram of a gear parameter adjustment device provided in an embodiment of this application;

[0022] Figure 4 is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0024] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0025] Figure 1 is a flowchart of a gear parameter adjustment method provided in an embodiment of this application. It is mainly applicable to determining whether a vehicle is climbing a hill and adjusting the gear parameters in a timely manner during hill climbing to avoid frequent gear switching. This method can be configured in an electronic device. As shown in Figure 1, the method specifically includes the following steps:

[0026] S110. Obtain basic vehicle information and driving information.

[0027] Basic information refers to information pre-calibrated at the factory, such as the mechanical efficiency of the transmission system and the gear ratios of each gear. Driving information refers to information that changes during vehicle operation, such as engine speed and engine output torque.

[0028] Specifically, it acquires basic vehicle information and collects vehicle driving information in real time or periodically during the vehicle's journey to determine the climbing status and current gradient.

[0029] S120. Based on the basic information and driving information, determine the vehicle's climbing status, and if the climbing status is "climbing", determine the current gradient.

[0030] The climbing status describes whether the vehicle is climbing a hill, and can include whether it is climbing or not. The current gradient is the gradient when the vehicle is climbing, in degrees.

[0031] Specifically, basic and driving information can be analyzed and calculated. For example, based on the maximum driving force of each gear, rolling resistance, air resistance, and total vehicle mass, the climbing status and current gradient can be determined using the following formula: Current gradient = arcsin[maximum driving force of current gear - (rolling resistance + air resistance)] / total vehicle mass. If the calculated current gradient is greater than 0°, it indicates that the vehicle is climbing; otherwise, it is not climbing. Of course, other methods can also be used to determine the vehicle's climbing status and current gradient, which will not be elaborated here. Alternatively, a gradient sensor can be installed on the vehicle to directly acquire the climbing status and current gradient, serving as the basis for subsequent downshifting and gear parameter adjustments.

[0032] S130. When the current slope is greater than the first preset slope, control the current gear to downshift to the target gear.

[0033] The first preset slope is a pre-set slope at which the gear parameters need to be adjusted. It is understood that frequent gear switching will occur when the first preset slope is reached. The target gear is the next gear or multiple gears below the current gear. For example, if the current gear is fourth gear, then the target gear is third gear, second gear, or first gear.

[0034] Specifically, when the current gradient is greater than the first preset gradient, and the vehicle is determined to travel at the current gradient, frequent gear shifting will occur. This can be understood as follows: traveling on a gradient causes the vehicle speed to decrease; when the speed decreases to the speed required for downshifting, a downshift occurs; after downshifting, due to vehicle resistance, the throttle is increased again; when the throttle opening reaches the level required for upshifting, another upshift occurs, resulting in repeated upshifting and downshifting. This generates a significant amount of heat in the automatic transmission, especially in high-temperature environments. Therefore, it is advisable to first control the current gear to be downshifted to the target gear, so that the gear parameters of the target gear can be adjusted, preventing the vehicle from quickly reaching the upshift condition and returning to the current gear.

[0035] S140. Adjust the vehicle's gear parameters according to the pre-set upshift conditions corresponding to the target gear and the current slope.

[0036] The upshift conditions corresponding to the target gear and current gradient are relaxed versions of the upshift conditions for the target gear, and may include vehicle speed and / or throttle opening. For example, if the current upshift conditions for the target gear are a vehicle speed of 40 km / h and a throttle opening of 60% of maximum throttle, then the pre-set upshift conditions corresponding to the target gear and current gradient could be a vehicle speed of 45 km / h and a throttle opening of 70% of maximum throttle. Vehicle speed can also be measured as a percentage of the maximum speed of the target gear, such as adjusting from 70% to 75% of the maximum speed. Gear parameters describe the upshift conditions, including vehicle speed and throttle opening.

[0037] Specifically, based on the pre-set upshift conditions corresponding to the target gear and the current slope, it determines which upshift conditions need to be adjusted to avoid frequent automatic gear switching. The vehicle's gear parameters are then adjusted according to the determined upshift conditions, specifically by increasing the gear parameters in the upshift conditions to make it more difficult to reach the upshift conditions, thereby avoiding the problem of frequent upshifts.

[0038] It should be noted that the pre-set upshift conditions corresponding to the target gear and the current slope can be calibrated in advance. For example, driving tests on different slopes can be conducted according to different vehicle models, or wheel test chamber tests with different slope parameters can be conducted to calibrate what upshift conditions are more appropriate for different slopes and target gears. That is, without the user's perception, the number of gear shifts can be reduced by adjusting the vehicle speed and throttle opening of the target gear.

[0039] Based on the above example, the upshift conditions include a first upshift condition and a second upshift condition. Therefore, the vehicle's gear parameters can be adjusted according to the pre-set upshift conditions corresponding to the target gear and the current slope in the following way:

[0040] When the current slope is greater than the first preset slope but not greater than the second preset slope, the gear parameters are adjusted according to the first upshift condition;

[0041] If the current slope is greater than the second preset slope, the gear parameters are adjusted according to the second upshift condition.

[0042] The second preset slope is a pre-set slope at which gear parameters need to be adjusted. It's understood that reaching the second preset slope will result in more frequent gear shifts compared to the first preset slope; therefore, the second preset slope is greater than the first preset slope. The first upshift condition is meeting a first vehicle speed and a first throttle opening, and the second upshift condition is meeting a second vehicle speed and a second throttle opening. The first vehicle speed is greater than the default upshift speed corresponding to the target gear, and the first throttle opening is greater than the default upshift throttle opening corresponding to the target gear; the second vehicle speed is not less than the first vehicle speed, and the second throttle opening is not less than the first throttle opening. The default upshift speed corresponding to the target gear can be understood as the speed condition in the upshift conditions when driving in the target gear on a flat road or a slight slope (current slope not greater than the first preset slope). The default upshift throttle opening corresponding to the target gear can be understood as the throttle opening condition in the upshift conditions when driving in the target gear on a flat road or a slight slope.

[0043] Specifically, if the current slope is greater than the first preset slope but not greater than the second preset slope, it indicates that the current slope will cause frequent gear shifting. Therefore, the gear parameters are adjusted according to the first upshift condition. If the current slope is greater than the second preset slope, it indicates that the current slope will cause even more frequent gear shifting than the previous situation. Therefore, the gear parameters in the upshift condition are further increased, the second upshift condition is selected, and the gear parameters are adjusted according to the second upshift condition.

[0044] For example, the first preset slope is 6°, the second preset slope is 13°, and the current gear is fourth gear; therefore, the target gear is third gear. Accordingly, when the current slope is greater than 6° but not greater than 13°, a first upshift condition corresponding to third gear is determined. In this first upshift condition, the first vehicle speed is 75% of the maximum speed in third gear, and the first throttle opening is 70% of the maximum throttle opening. The gear parameters for third gear are adjusted according to the first vehicle speed and the first throttle opening. When the current slope is greater than 13°, a second upshift condition corresponding to third gear is determined. In this second upshift condition, the second vehicle speed is 75% of the maximum speed in third gear, and the second throttle opening is 80% of the maximum throttle opening. The gear parameters for third gear are adjusted according to the second vehicle speed and the second throttle opening.

[0045] It should be noted that the vehicle speed condition and throttle opening condition in the upshift conditions are AND conditions, meaning that they must be met simultaneously in order to upshift from the target gear. Therefore, upshifting is more difficult, which avoids the situation of frequently changing gears.

[0046] It should also be noted that the first upshift conditions for adjacent target gears may be the same or different, and the second upshift conditions for adjacent target gears may also be the same or different. For example, a six-speed automatic transmission can be set with the same first and second upshift conditions for "first to second gear," the same first and second upshift conditions for "third to fourth gear," and the same first and second upshift conditions for "fifth to sixth gear." Specifically, the first upshift conditions for "first to second gear," "third to fourth gear," and "fifth to sixth gear" are all different; similarly, the second upshift conditions for "first to second gear," "third to fourth gear," and "fifth to sixth gear" are all different. The four-speed automatic transmission can be configured such that "first gear" corresponds to the first and second upshift conditions, "second gear" corresponds to the second and third upshift conditions, and "third to fourth gears" correspond to the third and third upshift conditions. The first, second, and third upshift conditions are all different; similarly, the first, second, and third upshift conditions are also different.

[0047] Based on the above example, after adjusting the vehicle's gear parameters, the adjusted upshift conditions can be restored, specifically as follows:

[0048] Re-determine the current slope. If the current slope is not greater than the first preset slope, adjust the gear parameters according to the default upshift conditions corresponding to the target gear.

[0049] The default upshift condition is the upshift condition when the current gradient is no greater than the first preset gradient, that is, the upshift condition when driving on a flat road or driving on a small gradient.

[0050] Specifically, after adjusting the vehicle's gear parameters, the current gradient can be redefined in real-time or after a preset time. This allows for determination of whether the vehicle is still climbing and whether the current gradient exceeds a first preset gradient, thus requiring the maintenance of the adjusted gear parameters. Furthermore, if the current gradient is not greater than the first preset gradient, it can be determined that even using the upshifting conditions for flat roads or small gradients (i.e., the default upshifting conditions) will not lead to frequent gear shifting. Therefore, the gear parameters can be adjusted according to the default upshifting conditions corresponding to the target gear to determine whether to perform an upshifting operation subsequently.

[0051] Based on the above example, the gear parameter adjustment method can also be triggered by setting the start temperature. Specifically, it can be: obtain the outdoor temperature, and if the outdoor temperature is higher than the start temperature, execute the gear parameter adjustment method, that is, execute the steps of obtaining the vehicle's basic information and driving information.

[0052] The outdoor temperature can be obtained from an outdoor temperature sensor installed on the vehicle, and the starting temperature can be a pre-calibrated temperature value, such as -20℃, which can be determined through testing and is not specifically limited here.

[0053] Specifically, if the outdoor temperature is higher than the starting temperature, the transmission is prone to overheating. Therefore, it is necessary to adjust the current gear parameters. If the outdoor temperature is not higher than the starting temperature, it indicates that the outdoor temperature is too low, the automatic transmission is less likely to overheat, and the transmission oil temperature is also less likely to exceed the limit.

[0054] The gear parameter adjustment method provided in this embodiment obtains the vehicle's basic information and driving information, and then determines the vehicle's climbing status based on the basic information and driving information. Through calculation and analysis, it accurately determines whether the vehicle is climbing a hill. If the climbing status is active, the current slope is determined to further determine whether the current slope will cause the automatic transmission to frequently shift gears. If the current slope is greater than a first preset slope, it is determined that the vehicle will frequently shift gears at the current slope. To reduce the number of gear shifts, the current gear can be first controlled to be lowered to the target gear by one gear. Based on the pre-set upshift conditions corresponding to the target gear and the current slope, stricter upshift conditions are determined to make the automatic transmission less prone to frequent gear shifts. Then, the vehicle's gear parameters are adjusted according to the determined upshift conditions, thereby avoiding frequent gear shifts when climbing a hill, reducing the heat generated by the automatic transmission, improving the reliability of hybrid vehicles, and enhancing the user experience.

[0055] Figure 2 is a flowchart of another gear parameter adjustment method provided in an embodiment of this application. Based on the above embodiments, optional methods for determining the vehicle's climbing status and the current slope are illustrated. The explanations of terms that are the same as or corresponding to those in the above embodiments are not repeated here. As shown in Figure 2, the method may specifically include the following steps:

[0056] S210, Obtain basic vehicle information and driving information.

[0057] The basic information includes the mechanical efficiency of the transmission system, the gear ratios of each gear in the transmission, the final drive ratio, the wheel radius, and rolling resistance. Driving information includes engine output torque, measured vehicle acceleration on flat roads, and engine speed.

[0058] S220. Determine the target acceleration based on the mechanical efficiency of the transmission system, the speed ratios of each gear in the transmission, the final drive ratio, the engine output torque, the wheel radius, the rolling resistance, and the measured value of the vehicle's acceleration on a flat road.

[0059] The mechanical efficiency of the transmission system is also called the mechanical transmission efficiency. The measured acceleration of a vehicle on a flat road is the acceleration value converted from the wheel speed values ​​measured by wheel speed sensors. The target acceleration is the acceleration that the vehicle should have when traveling on a flat road, and its unit can be m / s². 2 .

[0060] Specifically, based on the obtained mechanical efficiency of the transmission system, the gear ratios of each gear in the transmission, the final drive ratio, the engine output torque, the wheel radius, the rolling resistance, and the measured acceleration value of the whole vehicle on a flat road, the acceleration is calculated, and the determined acceleration value is used as the target acceleration.

[0061] Based on the above example, the target acceleration can be determined using the following methods, taking into account the mechanical efficiency of the transmission system, the gear ratios of each gear in the transmission, the final drive ratio, the engine output torque, the wheel radius, rolling resistance, and the measured value of the vehicle's acceleration on a flat road:

[0062] The first reference value is obtained by dividing the product of the mechanical efficiency of the transmission system, the gear ratios of each gear of the transmission, the final drive ratio, and the engine output torque by the wheel radius.

[0063] Divide the difference between the first reference value and the rolling resistance by the acceleration due to gravity to obtain the second reference value;

[0064] The sum of the second reference value and the measured value of the vehicle acceleration on a flat road is taken as the target acceleration.

[0065] Among them, the first reference value and the second reference value are process quantities in the process of calculating the target acceleration.

[0066] Specifically, the first reference value can be calculated using the following formula: First reference value = Mechanical efficiency of the transmission system × Gear ratios of each gear × Final drive ratio × Engine output torque / Wheel radius. Then, combined with gravitational acceleration, the second reference value can be calculated using the following formula: Second reference value = (First reference value - Rolling resistance) / Gravitational acceleration. Finally, the target acceleration can be calculated using the following formula: Target acceleration = Second reference value + Measured acceleration of the vehicle on a flat road.

[0067] S230. Determine the actual acceleration based on the wheel radius, engine speed, gear ratios of each gear in the transmission, and the final drive ratio.

[0068] The actual acceleration is the real acceleration of the vehicle while it is moving.

[0069] Specifically, acceleration is calculated based on the obtained wheel radius, engine speed, gear ratios of each gear in the transmission, and final drive ratio, and the determined acceleration value is used as the target acceleration.

[0070] Based on the above example, the actual acceleration can be determined using the following methods, including: wheel radius, engine speed, gear ratios of each gear in the transmission, and final drive ratio.

[0071] The wheel circumference is determined based on the wheel radius, and the product of the wheel circumference and the engine speed is used as a third reference value.

[0072] The product of the gear ratios of each gear in the transmission, the final drive ratio, and the sampling time difference is used as the fourth reference value;

[0073] Divide the third reference value by the fourth reference value to obtain the actual acceleration.

[0074] The third and fourth reference values ​​are process quantities in the calculation of the actual acceleration. The sampling time difference is the absolute value of the time difference between the sampling points between two acquisitions of driving information.

[0075] Specifically, the wheel circumference can be calculated using the following formula: Wheel circumference = 2π × Wheel radius. Then, the third reference value can be calculated using the following formula: Third reference value = Wheel circumference × Engine speed ÷ 60, where engine speed is in r / min (r / min), which can be converted to r / s by dividing by 60. The fourth reference value can also be calculated using the following formula: Fourth reference value = Gear ratios of each gear × Final drive ratio × Sampling time difference. Finally, the actual acceleration can be calculated using the following formula: Actual acceleration = Third reference value ÷ Fourth reference value.

[0076] S240. If the target acceleration is greater than the actual acceleration, the climbing status is determined to be climbing; if the target acceleration is not greater than the actual acceleration, the climbing status is determined to be not climbing.

[0077] Specifically, if the target acceleration is greater than the actual acceleration, it indicates that there is currently an uphill climb, consuming some of the acceleration used for vehicle speed regulation. Therefore, the uphill state can be determined as "climbing". Otherwise, if the target acceleration is not greater than the actual acceleration, it can be determined that there is no uphill climb consuming the acceleration used for vehicle speed regulation. Therefore, the uphill state can be determined as "not climbing".

[0078] S250. When climbing a hill, the difference between the target acceleration and the actual acceleration is determined as the climbing deceleration.

[0079] Among them, the uphill deceleration is used to describe the portion of acceleration that cannot reach the target acceleration due to the actual acceleration caused by climbing an uphill.

[0080] Specifically, when the climb is in progress, the result of "target acceleration - actual acceleration" is used as the climbing deceleration.

[0081] S260. Based on the vehicle type, determine the deceleration gradient ratio, and use the ratio of the climbing deceleration to the deceleration gradient ratio as the current gradient.

[0082] The vehicle type can be a pre-classified model based on drive type, vehicle weight, etc. The deceleration gradient ratio is the climbing deceleration per unit gradient, for example, 0.098 m / s². 2 This corresponds to a slope of 1°.

[0083] Specifically, the vehicle model is determined, and based on the pre-established correspondence between vehicle models and deceleration gradient ratios, the deceleration gradient ratio corresponding to the current vehicle model is determined. Then, by dividing the climbing deceleration by the deceleration gradient ratio, the gradient value corresponding to the climbing deceleration can be determined, which is the current gradient.

[0084] It should be noted that the deceleration gradient ratio can be determined through testing on vehicles of the same model, and will not be elaborated here.

[0085] S270. When the current slope is greater than the first preset slope, control the current gear to downshift to the target gear.

[0086] S280. Adjust the vehicle's gear parameters according to the pre-set upshift conditions corresponding to the target gear and the current slope.

[0087] Based on the above example, before obtaining basic vehicle and driving information, if there is a situation where starting on an incline is possible, to avoid overheating of the transmission caused by the engine directly providing driving power, the drive motor can be used to provide power for the vehicle. Specifically, this can be done as follows:

[0088] When starting on an incline, obtain the current charge level of the power battery;

[0089] If the current battery level is greater than the starting battery level, keep the engine and generator off and control the power battery to supply power to the drive motor so as to provide hill start power through the drive motor;

[0090] If the current battery level is less than or equal to the starting battery level, the engine is controlled to supply power to the power battery via the generator, and the power battery is controlled to supply power to the drive motor, so as to provide hill start power through the drive motor.

[0091] The current battery level refers to the remaining usable charge of the vehicle's power battery. The starting charge level is a value used to determine whether the power battery can provide sufficient power for the vehicle to start on an incline.

[0092] Specifically, when starting on an incline, the system obtains the current charge level of the power battery to determine if it can directly provide power for the vehicle. If the current charge level is greater than the starting charge level, it indicates that the power battery can directly provide power for the vehicle to start on an incline without the need for an engine or alternator, thus avoiding overheating of the automatic transmission. If the current charge level is less than or equal to the starting charge level, it indicates that the power battery is low and cannot power the vehicle to start on an incline. In this case, the engine charges the drive battery via the alternator, using the charging drive battery to provide power for the vehicle to start on an incline. It's understandable that the engine charging the power battery via the alternator is an inherent operating condition and will not affect the automatic transmission; therefore, it avoids overheating of the automatic transmission when starting on an incline.

[0093] The gear parameter adjustment method provided in this embodiment determines the target acceleration based on the mechanical efficiency of the transmission system, the gear ratios of each gear in the transmission, the final drive ratio, the engine output torque, the wheel radius, rolling resistance, and the measured value of the vehicle's acceleration on a flat road. This determines the theoretical acceleration that the vehicle should have when driving on a flat road. The actual acceleration is then determined based on the wheel radius, engine speed, gear ratios of each gear in the transmission, and the final drive ratio. This determines the actual acceleration of the vehicle currently in motion. Furthermore, if the target acceleration is greater than the actual acceleration, it indicates that the slope affects the acceleration, and therefore, the climbing state is determined to be "climbing"; otherwise, the climbing state is determined to be "not climbing". When climbing, the difference between the target acceleration and the actual acceleration is determined as the climbing deceleration. Based on the vehicle type, the deceleration gradient ratio is determined, and the ratio of the climbing deceleration to the deceleration gradient ratio is used as the current gradient. By using the pre-tested and calibrated deceleration gradient ratio and the actual calculated climbing deceleration, the accuracy of the current gradient calculation is improved. This also effectively distinguishes the differences in the impact of gradient on climbing deceleration between different vehicle types, achieving accurate analysis of the climbing status and accurate determination of the current gradient, laying a good foundation for subsequent gear parameter adjustments.

[0094] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0095] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0096] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a gear parameter adjustment device. Figure 3 is a structural schematic diagram of a gear parameter adjustment device provided in an embodiment of this application. Referring to Figure 3, the gear parameter adjustment device includes: an information acquisition module 310, a slope determination module 320, a gear downshifting module 330, and a gear parameter adjustment module 340.

[0097] The system includes: an information acquisition module 310 for acquiring basic vehicle information and driving information; a slope determination module 320 for determining the vehicle's climbing status based on the basic information and driving information, and determining the current slope when the climbing status is climbing; a gear downshifting module 330 for controlling the current gear to downshift to a target gear when the current slope is greater than a first preset slope; and a gear parameter adjustment module 340 for adjusting the vehicle's gear parameters according to preset upshifting conditions corresponding to the target gear and the current slope.

[0098] Based on the above example, optionally, the basic information includes the mechanical efficiency of the transmission system, the gear ratios of each gear in the transmission, the final drive ratio, the wheel radius, and the rolling resistance. The driving information includes the engine output torque, the measured value of the vehicle's acceleration on a flat road, and the engine speed. The slope determination module 320 is further used to determine the target acceleration based on the mechanical efficiency of the transmission system, the gear ratios of each gear in the transmission, the final drive ratio, the engine output torque, the wheel radius, the rolling resistance, and the measured value of the vehicle's acceleration on a flat road; and to determine the actual acceleration based on the wheel radius, the engine speed, the gear ratios of each gear in the transmission, and the final drive ratio. If the target acceleration is greater than the actual acceleration, the climbing state is determined to be climbing; if the target acceleration is not greater than the actual acceleration, the climbing state is determined to be not climbing.

[0099] Based on the above example, optionally, the slope determination module 320 is further configured to divide the product of the mechanical efficiency of the transmission system, the gear ratios of each gear of the transmission, the final drive ratio, and the engine output torque by the wheel radius to obtain a first reference value; divide the difference between the first reference value and the rolling resistance by the gravitational acceleration to obtain a second reference value; and use the sum of the second reference value and the measured value of the vehicle acceleration on a flat road as the target acceleration.

[0100] Based on the above example, optionally, the slope determination module 320 is further configured to determine the wheel circumference based on the wheel radius, and use the product of the wheel circumference and the engine speed as a third reference value; use the product of the gear ratios of each gear of the transmission, the final reduction ratio, and the sampling time difference as a fourth reference value; and divide the third reference value by the fourth reference value to obtain the actual acceleration.

[0101] Based on the above example, optionally, the slope determination module 320 is further configured to, when the climbing state is climbing, determine the difference between the target acceleration and the actual acceleration as the climbing deceleration; determine the deceleration slope ratio according to the vehicle type, and use the ratio of the climbing deceleration to the deceleration slope ratio as the current slope.

[0102] Based on the above example, optionally, the upshift conditions include a first upshift condition and a second upshift condition; the gear parameter adjustment module 340 is further configured to adjust the gear parameters according to the first upshift condition when the current slope is greater than the first preset slope and not greater than the second preset slope; and to adjust the gear parameters according to the second upshift condition when the current slope is greater than the second preset slope; wherein, the first upshift condition is to satisfy a first vehicle speed and a first throttle opening, and the second upshift condition is to satisfy a second vehicle speed and a second throttle opening; the first vehicle speed is greater than the default upshift speed corresponding to the target gear, and the first throttle opening is greater than the default upshift throttle opening corresponding to the target gear; the second vehicle speed is not less than the first vehicle speed, and the second throttle opening is not less than the first throttle opening.

[0103] Based on the above example, optionally, after adjusting the gear parameters of the vehicle, the system further includes: a gear readjustment module, used to redetermine the current slope, and, if the current slope is not greater than the first preset slope, adjust the gear parameters according to the default upshifting conditions corresponding to the target gear.

[0104] Based on the above example, optionally, before acquiring the vehicle's basic information and driving information, the system further includes: a hill start module, used to acquire the current charge level of the power battery when starting on a hill; if the current charge level is greater than the starting charge level, keeping the engine and generator off and controlling the power battery to supply power to the drive motor to provide hill start power through the drive motor; if the current charge level is less than or equal to the starting charge level, controlling the engine to supply power to the power battery via the generator, and controlling the power battery to supply power to the drive motor to provide hill start power through the drive motor.

[0105] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0106] The apparatus of the above embodiments is used to implement the corresponding gear parameter adjustment method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0107] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the gear parameter adjustment method described in any of the above embodiments.

[0108] Figure 4 shows a more specific hardware structure diagram of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0109] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0110] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0111] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0112] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0113] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0114] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0115] The electronic devices described above are used to implement the corresponding gear parameter adjustment methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0116] Based on the same inventive concept, this application also provides a vehicle, wherein the vehicle includes electronic equipment as described in the above embodiments.

[0117] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a computer-readable storage medium storing computer instructions for causing the computer to execute the gear parameter adjustment method as described in any of the above embodiments.

[0118] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0119] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the gear parameter adjustment method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0120] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0121] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0122] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0123] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method for adjusting gear parameters, characterized in that, include: Obtain basic vehicle information and driving information; The basic information includes the mechanical efficiency of the transmission system, the gear ratios of each gear in the transmission, the final drive ratio, the wheel radius, and the rolling resistance. The driving information includes the engine output torque, the measured value of the vehicle's acceleration on a flat road, and the engine speed. Based on the mechanical efficiency of the transmission system, the gear ratios of each gear in the transmission, the final drive ratio, the engine output torque, the wheel radius, the rolling resistance, and the measured value of the vehicle's acceleration on a flat road, the target acceleration is determined. The actual acceleration is determined based on the wheel radius, engine speed, gear ratios of each gear in the transmission, and final drive ratio. If the target acceleration is greater than the actual acceleration, the climbing state is determined to be climbing; if the target acceleration is not greater than the actual acceleration, the climbing state is determined to be not climbing. When the climbing status is "climbing", determine the current slope; When the current slope is greater than a first preset slope, the current gear is controlled to be downshifted to a target gear; the vehicle's gear parameters are adjusted according to pre-set upshift conditions corresponding to the target gear and the current slope, wherein the upshift conditions corresponding to the target gear and the current slope are relaxed upshift conditions corresponding to the target gear, and the upshift conditions include vehicle speed and throttle opening; the upshift conditions include a first upshift condition and a second upshift condition; the adjustment of the vehicle's gear parameters according to the pre-set upshift conditions corresponding to the target gear and the current slope includes: when the current slope is greater than the first preset slope, the current gear is downshifted to a target gear; the vehicle's gear parameters are adjusted according to pre-set upshift conditions corresponding to the target gear and the current slope, wherein ... When the current slope is not greater than the second preset slope, the gear parameters are adjusted according to the first upshift condition; when the current slope is greater than the second preset slope, the gear parameters are adjusted according to the second upshift condition; wherein, the first upshift condition is to meet a first vehicle speed and a first throttle opening, and the second upshift condition is to meet a second vehicle speed and a second throttle opening; the first vehicle speed is greater than the default upshift speed corresponding to the target gear, and the first throttle opening is greater than the default upshift throttle opening corresponding to the target gear; the second vehicle speed is not less than the first vehicle speed, and the second throttle opening is not less than the first throttle opening.

2. The method according to claim 1, characterized in that, The step of determining the target acceleration based on the mechanical efficiency of the transmission system, the gear ratios of the transmission, the final drive ratio, the engine output torque, the wheel radius, the rolling resistance, and the measured value of the vehicle acceleration on a flat road includes: dividing the product of the mechanical efficiency of the transmission system, the gear ratios of the transmission, the final drive ratio, and the engine output torque by the wheel radius to obtain a first reference value; dividing the difference between the first reference value and the rolling resistance by the gravitational acceleration to obtain a second reference value; and taking the sum of the second reference value and the measured value of the vehicle acceleration on a flat road as the target acceleration.

3. The method according to claim 1, characterized in that, The step of determining the actual acceleration based on the wheel radius, the engine speed, the gear ratios of the transmission, and the final drive ratio includes: determining the wheel circumference based on the wheel radius, and using the product of the wheel circumference and the engine speed as a third reference value; using the product of the gear ratios of the transmission, the final drive ratio, and the sampling time difference as a fourth reference value; and dividing the third reference value by the fourth reference value to obtain the actual acceleration.

4. The method according to claim 1, characterized in that, When the climbing state is in progress, determining the current gradient includes: determining the difference between the target acceleration and the actual acceleration as the climbing deceleration; determining the deceleration gradient ratio based on the vehicle type; and using the ratio of the climbing deceleration to the deceleration gradient ratio as the current gradient.

5. The method according to claim 1, characterized in that, After adjusting the gear parameters of the vehicle, the method further includes: redetermining the current slope, and if the current slope is not greater than the first preset slope, adjusting the gear parameters according to the default upshifting conditions corresponding to the target gear.

6. The method according to claim 1, characterized in that, Before acquiring the vehicle's basic information and driving information, the method further includes: acquiring the current charge level of the power battery when starting on an incline; if the current charge level is greater than the starting charge level, keeping the engine and generator off and controlling the power battery to supply power to the drive motor to provide incline start-up power through the drive motor; if the current charge level is less than or equal to the starting charge level, controlling the engine to supply power to the power battery via the generator, and controlling the power battery to supply power to the drive motor to provide incline start-up power through the drive motor.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the gear parameter adjustment method as described in any one of claims 1 to 6.

8. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 7.

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