A vehicle gear shifting control method, device, medium and vehicle

Abstract

This application provides a vehicle shift control method, device, medium, and vehicle, belonging to the field of vehicle technology. The embodiments of this application, upon determining that the driver's braking intention is an emergency braking intention, determine whether the vehicle meets preset downshift suppression conditions. When the vehicle meets the downshift suppression conditions, the current gear of the transmission remains unchanged. Based on the current gear, a first target gear and the corresponding target shift speed are determined. Then, when the current vehicle speed is detected to decrease to the target shift speed, the transmission is controlled to shift from the current gear to the first target gear. By periodically maintaining the current gear of the transmission during emergency braking, this application effectively avoids shift failures caused by frequent gear changes, thereby effectively ensuring vehicle shifting safety and improving the driver's driving experience.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle shift control method, device, medium, and vehicle. Background Technology

[0002] Currently, vehicles are usually equipped with automatic transmissions, which can automatically shift into different gears based on information such as the accelerator pedal opening and vehicle speed.

[0003] During driving, vehicles often encounter unexpected situations, requiring drivers to apply emergency braking to avoid danger. For example, a driver might rapidly apply the brakes while driving smoothly. However, during emergency braking, if the driver follows a conventional gear-shifting strategy, the rapid decrease in vehicle speed may cause the transmission to frequently shift gears, potentially leading to gear shift failures. This, in turn, could affect the driver's safety and driving experience. Summary of the Invention

[0004] This application provides a vehicle gear shifting control method, device, medium, and vehicle to solve the problem that vehicles cannot smoothly shift gears during emergency braking.

[0005] To solve the above problems, this application adopts the following technical solution:

[0006] In a first aspect, embodiments of this application provide a vehicle gear shifting control method, the method comprising:

[0007] Determine the driver's braking intention;

[0008] If the braking intention is an emergency braking intention, determine whether the vehicle meets the preset downshift suppression condition;

[0009] If it is determined that the vehicle meets the condition for suppressing downshifting, repeat the following steps:

[0010] The transmission maintains its current gear position and, based on the current gear position, determines a first target gear and a target shift speed corresponding to the first target gear. When the current vehicle speed is detected to decrease to the target shift speed, the transmission is controlled to switch from the current gear to the first target gear. The gear difference between the current gear and the first target gear is greater than one.

[0011] In one embodiment of this application, the method further includes:

[0012] If it is determined that the vehicle does not meet the conditions for suppressing downshifting, a second target gear corresponding to the current vehicle speed is determined based on a preset first vehicle speed gear reference table; the first vehicle speed gear reference table is used to characterize different gears corresponding to different vehicle speeds;

[0013] Control the transmission to switch from the current gear to the second target gear.

[0014] In one embodiment of this application, the step of determining whether the vehicle meets the preset downshift suppression condition includes:

[0015] If the current gear is greater than a preset gear and there is an intention to brake urgently, the vehicle is determined to meet the condition for suppressing downshifting; wherein the preset gear is greater than or equal to second gear.

[0016] If the current gear is less than or equal to the preset gear, or if there is no intention to brake urgently, it is determined that the vehicle does not meet the condition for suppressing downshifting; wherein the preset gear is greater than or equal to second gear.

[0017] In one embodiment of this application, the step of determining a first target gear and a target shift speed corresponding to the first target gear based on the current gear includes:

[0018] Based on the current gear and according to the preset gear descent gradient, the first target gear is determined; the gear descent gradient represents the magnitude of the gear shift in the transmission.

[0019] Based on a preset second speed gear reference table, the target shift speed range corresponding to the first target gear is determined; the second speed gear reference table is used to characterize different shift speed ranges corresponding to different gears;

[0020] The minimum value in the target shift speed range is determined as the target shift speed.

[0021] In one embodiment of this application, the method further includes:

[0022] When the current vehicle speed is greater than the target shift speed, the vehicle is controlled to perform a braking energy recovery operation based on the current vehicle speed and the current gear; the energy recovery intensity of the braking energy recovery operation is positively correlated with the gearbox gear.

[0023] In one embodiment of this application, the vehicle is provided with a hydraulic torque converter, which is disposed between the engine and the transmission;

[0024] After the step of controlling the transmission to switch from the current gear to the first target gear, the method further includes:

[0025] If the torque converter is detected to be in a locked state and there is an intention to brake urgently, the torque converter is controlled to switch from the locked state to the open state.

[0026] In one embodiment of this application, after determining the driver's braking intention, the method further includes:

[0027] If the braking intention is a normal braking intention, determine whether the vehicle meets the preset upshift suppression condition;

[0028] If it is determined that the vehicle meets the conditions for suppressing upshifts, the current gear is kept unchanged, and a timer for the duration of suppressing upshifts is triggered.

[0029] If the duration of suppressing upshifts reaches a time threshold, a third target gear is determined based on the current throttle opening and the current vehicle speed.

[0030] If the third target gear is not the current gear, control the transmission to switch from the current gear to the third target gear; otherwise, keep the current gear unchanged.

[0031] In one embodiment of this application, the step of determining whether the vehicle meets the preset upshift suppression condition includes:

[0032] If the current throttle opening and the current vehicle speed reach the upshift curve, it is determined that the vehicle meets the upshift suppression condition.

[0033] In one embodiment of this application, the step of determining the driver's braking intention includes:

[0034] Acquire accelerator pedal signal and brake pedal signal; the accelerator pedal signal includes accelerator pedal opening degree and accelerator pedal change rate, and the brake pedal signal includes brake pedal opening degree and brake pedal change rate;

[0035] When the accelerator pedal opening is zero, the brake pedal change rate is greater than a first change rate threshold, and the brake pedal opening is greater than a first opening threshold, the braking intention is determined to be the emergency braking intention.

[0036] If the accelerator pedal change rate is less than zero and greater than a second change rate threshold, or if the brake pedal opening is less than a second opening threshold, the braking intention is determined to be the conventional braking intention; the second opening threshold is less than the first opening threshold.

[0037] Secondly, based on the same inventive concept, embodiments of this application provide a vehicle gear shifting control device, the device comprising:

[0038] The intent determination module is used to determine the driver's braking intent;

[0039] The condition determination module is used to determine whether the vehicle meets the preset downshift suppression condition when the braking intention is an emergency braking intention;

[0040] The first shift control module is used to repeat the following steps when it is determined that the vehicle meets the condition for suppressing downshifting: keeping the current gear of the transmission unchanged, and determining a first target gear and a target shift speed corresponding to the first target gear based on the current gear; when it is detected that the current vehicle speed decreases to the target shift speed, controlling the transmission to switch from the current gear to the first target gear; wherein the gear difference between the current gear and the first target gear is greater than one.

[0041] In one embodiment of this application, the vehicle shift control device further includes:

[0042] The first gear determination module is used to determine the second target gear corresponding to the current vehicle speed based on a preset first vehicle speed gear reference table when it is determined that the vehicle does not meet the downshift suppression condition; the first vehicle speed gear reference table is used to characterize different gears corresponding to different vehicle speeds;

[0043] The second shift control module is used to control the transmission to switch from the current gear to the second target gear.

[0044] In one embodiment of this application, the condition determination module includes:

[0045] The first condition determination submodule is used to determine that the vehicle meets the condition for suppressing downshifting when the current gear is greater than the preset gear and there is an intention to brake urgently; wherein the preset gear is greater than or equal to second gear.

[0046] The second condition determination submodule is used to determine that the vehicle does not meet the condition for suppressing downshifting when the current gear is less than or equal to the preset gear, or when there is no intention to brake urgently.

[0047] In one embodiment of this application, the first shift control module includes:

[0048] The target gear determination submodule is used to determine the first target gear based on the current gear and a preset gear descent gradient; the gear descent gradient represents the magnitude of the gear shift in the transmission.

[0049] The interval determination submodule is used to determine the target shift speed interval corresponding to the first target gear based on a preset second speed gear reference table; the second speed gear reference table is used to characterize different shift speed intervals corresponding to different gears.

[0050] The shift speed determination submodule is used to determine the minimum value in the target shift speed range as the target shift speed.

[0051] In one embodiment of this application, the vehicle shift control device further includes:

[0052] An energy recovery module is used to control the vehicle to perform braking energy recovery operation based on the current vehicle speed and the current gear when the current vehicle speed is greater than the target shift speed; the energy recovery intensity of the braking energy recovery operation is positively correlated with the gearbox gear.

[0053] In one embodiment of this application, the vehicle is equipped with a hydraulic torque converter, which is disposed between the engine and the transmission; the vehicle shift control device further includes:

[0054] The torque converter control module is used to control the torque converter to switch from the locked state to the open state after the step of controlling the transmission to switch from the current gear to the first target gear, when it is detected that the torque converter is in a locked state and there is an intention to brake urgently.

[0055] In one embodiment of this application, the vehicle shift control device further includes:

[0056] The second condition determination module is used to determine whether the vehicle meets the preset upshift suppression condition when the braking intention is a normal braking intention.

[0057] The gear holding module is used to maintain the current gear and trigger a timer for the duration of upshift suppression when it is determined that the vehicle meets the upshift suppression condition.

[0058] The second gear determination module is used to determine the third target gear based on the current throttle opening and the current vehicle speed when the suppression upshift duration reaches the duration threshold.

[0059] The third shift control module is used to control the transmission to switch from the current gear to the third target gear when the third target gear is not the current gear; otherwise, the current gear remains unchanged.

[0060] In one embodiment of this application, the second condition determination module is specifically used to determine that the vehicle meets the upshift suppression condition when the current throttle opening and the current vehicle speed reach the upshift curve.

[0061] In one embodiment of this application, the intent determination module includes:

[0062] The signal acquisition submodule is used to acquire accelerator pedal signals and brake pedal signals; the accelerator pedal signal includes accelerator pedal opening degree and accelerator pedal change rate, and the brake pedal signal includes brake pedal opening degree and brake pedal change rate.

[0063] The first intent determination submodule is used to determine the braking intent as the emergency braking intent when the accelerator pedal opening is zero, the brake pedal change rate is greater than a first change rate threshold, and the brake pedal opening is greater than a first opening threshold.

[0064] The second intent determination submodule is used to determine the braking intent as the conventional braking intent when the accelerator pedal change rate is less than zero and greater than a second change rate threshold, or when the brake pedal opening is less than a second opening threshold; the second opening threshold is less than the first opening threshold.

[0065] Thirdly, based on the same inventive concept, embodiments of this application provide a storage medium storing machine-executable instructions, which, when executed by a processor, implement the vehicle shift control method proposed in the first aspect of this application.

[0066] Fourthly, based on the same inventive concept, embodiments of this application provide a vehicle including a processor and a memory. The memory stores machine-executable instructions that can be executed by the processor, and the processor executes the machine-executable instructions to implement the vehicle shift control method proposed in the first aspect of this application.

[0067] Compared with the prior art, this application has the following advantages:

[0068] This application provides a vehicle shift control method. When the driver's braking intention is determined to be emergency braking, the method determines whether the vehicle meets preset downshift suppression conditions. If the downshift suppression conditions are met, the method repeats the following steps: keeping the current gear of the transmission unchanged, and based on the current gear, determining a first target gear and the corresponding target shift speed. Then, when the current vehicle speed is detected to decrease to the target shift speed, the method controls the transmission to shift from the current gear to the first target gear. This application, by developing a stepped downshift suppression function, on the one hand, can maintain the current gear of the transmission unchanged in stages during emergency braking, effectively avoiding shift failures due to frequent gear changes. This ensures that the vehicle can smoothly shift to the first target gear after the current speed decreases to the target shift speed, guaranteeing vehicle shift safety. On the other hand, by keeping the current gear of the transmission unchanged, the vehicle can quickly output power when the driver accelerates, thereby improving the vehicle's power response speed and enhancing the driver's driving experience. Attached Figure Description

[0069] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the 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.

[0070] Figure 1 This is a schematic diagram of the steps of a vehicle gear shifting control method in one embodiment of this application.

[0071] Figure 2 This is a schematic diagram of the shift curve of the gearbox in one embodiment of this application.

[0072] Figure 3 This is a schematic diagram of upshifting gears in a transmission according to one embodiment of this application.

[0073] Figure 4 This is a schematic diagram of downshifting of the gearbox in one embodiment of this application.

[0074] Figure 5 This is a schematic diagram of the functional modules of a vehicle gear shifting control device according to one embodiment of this application.

[0075] Figure 6 This is a structural schematic diagram of a vehicle according to one embodiment of this application. Detailed Implementation

[0076] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0077] It's important to note that current shifting strategies during vehicle braking typically match the gear to the vehicle's current speed. During normal braking, the speed change is minimal, so conventional shifting strategies usually allow for smooth gear changes. However, when a driver encounters danger and brakes suddenly, the vehicle speed drops drastically. Consequently, the transmission will frequently downshift based on the speed change. Since gearbox shifts require a certain amount of time, excessive downshifting can cause noticeable jerking and may prevent the synchronizer from synchronizing after shifting into neutral, thus hindering gear engagement and impacting driver safety and experience. Furthermore, after the danger has passed, when the driver accelerates, the vehicle may not be able to quickly deliver power, failing to meet the driver's power demands.

[0078] To address the current problem of vehicles failing to smoothly shift gears during emergency braking, this application aims to provide a vehicle shift control method. By developing a stepped downshift suppression function, the method can maintain the current gear of the transmission in stages during emergency braking, effectively preventing shift failures caused by frequent gear changes. This allows the vehicle to smoothly shift to the first target gear after the current speed decreases to the target shift speed. This not only ensures safe gear shifting but also enables the vehicle to quickly output power when the driver accelerates, thereby improving the vehicle's power response speed and enhancing the driver's driving experience.

[0079] Reference Figure 1 This application illustrates a vehicle gear shifting control method, which may include the following steps:

[0080] S101: Determine the driver's braking intention.

[0081] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, or an electronic device with the above functions, such as a vehicle computer or on-board computer, for example, an ECU (Electronic Control Unit), a BCM (Body Control Module), or an HCU (Hydraulic Control Unit). This embodiment will use an HCU as the executing entity for description. It should be noted that this embodiment does not impose specific limitations on the executing entity of the vehicle. For example, when the vehicle is a pure electric vehicle, the executing entity can be a VCU (Vehicle Control Unit).

[0082] In this embodiment, considering that a driver may have various braking intentions when performing braking operations, such as a normal braking intention with a weak deceleration force and an emergency braking intention with a strong deceleration force, the VCU will identify the driver's braking intention to determine whether the user has an emergency braking intention.

[0083] S102: When the braking intention is an emergency braking intention, determine whether the vehicle meets the preset conditions for suppressing downshifting.

[0084] In this embodiment, after detecting that the user intends to brake suddenly, the VCU will obtain the vehicle's status information and then determine whether the vehicle meets the conditions for suppressing downshifting based on the vehicle's status information.

[0085] It should be noted that the condition for suppressing downshifts is a prerequisite for activating the suppressing downshift function. In other words, when the vehicle meets the condition for suppressing downshifts, the suppressing downshift function will be activated to maintain the current gear of the transmission; when the condition for suppressing downshifts is not met, the suppressing downshift function will not be activated or will be deactivated.

[0086] In this embodiment, the status information may include the current gear of the transmission and the emergency braking intention status. The emergency braking intention status indicates the presence of an emergency braking intention. When the user continues to apply emergency braking, the emergency braking intention status will indicate the presence of an emergency braking intention; when the user releases the emergency braking, for example, after releasing the brake pedal, the emergency braking intention status will indicate the absence of an emergency braking intention.

[0087] In practice, the VCU determines that the vehicle meets the conditions for suppressing downshifting when it detects that the current gear is greater than the preset gear and there is an intention to brake urgently; the VCU determines that the vehicle does not meet the conditions for suppressing downshifting when it detects that the current gear is less than or equal to the preset gear, or when there is no intention to brake urgently.

[0088] In this embodiment, the preset gear is greater than or equal to second gear. That is, the vehicle can only activate the downshift suppression function when the current gear of the transmission is at least third gear.

[0089] S103: If it is determined that the vehicle meets the conditions for suppressing downshifting, repeat the following steps: keep the current gear of the transmission unchanged, and determine the first target gear and the target shift speed corresponding to the first target gear based on the current gear; if it is detected that the current vehicle speed has decreased to the target shift speed, control the transmission to switch from the current gear to the first target gear.

[0090] In this embodiment, the gear difference between the current gear and the first target gear is greater than one. That is to say, unlike the conventional sequential downshifting where gears decrease one after another, after the vehicle activates the downshift suppression function, each gear of the transmission decreases by at least two gears, thus achieving a leapfrog downshift of the transmission.

[0091] In a practical implementation, a gear descent gradient can be preset, which represents the magnitude of gear descent in the transmission. Then, after obtaining the current gear of the transmission, the VCU can determine the first target gear based on the current gear and the gear descent gradient.

[0092] It should be noted that the gear descent gradient can be a fixed value, for example, the gearbox can be set to drop two or three gears at a time; or the gear descent gradient can also be set to a non-fixed value. Specifically, the higher the current gear, the greater the gear descent gradient corresponding to the current gear. For example, the first target gear corresponding to 9th gear can be set to 6th gear, and the first target gear corresponding to 6th gear can be set to 4th gear. In this way, when the current gear is a high gear, the gearbox can be allowed to skip more gears, so that the gearbox can better adapt to the sharp drop in vehicle speed in the initial stage of deceleration when the deceleration intensity is the greatest.

[0093] Furthermore, after determining the first target gear, the VCU will determine the target shift speed range corresponding to the first target gear based on a preset second vehicle speed gear lookup table. It should be noted that the second vehicle speed gear lookup table is used to represent different shift speed ranges corresponding to different gears.

[0094] In practice, different shift speed ranges can be set for different first target gears. Table 1 shows one example of the second speed gear reference table.

[0095] Table 1. Second Speed ​​Gear Reference Table

[0096] gear Gear shifting speed range (km / h) 9 gears [110，∞) 8 gears [85，110) 7 gears [65，85) 6 gears [50，65) 5 gears [35，50) 4 gears [20，35) 3rd gear [10，20) 2nd gear [5，10) 1st gear [1，5)

[0097] It should be noted that the shift speed range is a range that is closed in the front and open in the back. For example, [65, 85) means: 65km / h≤current speed≤85km / h.

[0098] It should be further explained that the first target gear refers to the gear that the transmission is suitable for operating when the vehicle is in the target shift speed range under normal conditions.

[0099] Furthermore, after determining the target shift speed range, the VCU determines the minimum value within the target shift speed range as the target shift speed.

[0100] In this embodiment, the VCU determines the target shift speed by setting the minimum value in the target shift speed range, so that when the transmission performs a shift operation, the synchronizer can smoothly switch from the current gear to the first target gear, while extending the time the transmission stays in the current gear as much as possible.

[0101] It should be noted that after the current gear is switched to the first target gear, the system will continue to check whether the vehicle meets the conditions for suppressing downshift. If it still meets the conditions, the first target gear will be used as the new current gear, and the suppression of downshift function will be executed again until the vehicle no longer meets the conditions for suppressing downshift. For example, if the preset gear is set to 2nd gear, and the current gear is detected to be less than or equal to 2nd gear, or if there is no intention to brake urgently, the suppression of downshift function will be exited.

[0102] In one example, a driver is driving at 90 km / h on a highway and suddenly notices an obstacle ahead. He immediately applies the brakes hard at a relatively fast rate. After the VCU detects that the braking intention is an emergency braking intention, it also detects that the vehicle's current gear is 8th gear, which is higher than the preset gear corresponding to 2nd gear. It then considers that the vehicle meets the preset downshift suppression condition and activates the downshift suppression function. After activating the downshift suppression function, the VCU will keep the transmission in 8th gear and, based on the preset downshift gradient, determine the first target gear corresponding to 8th gear as 5th gear. Then, by referring to Table 1, it determines the shift speed range corresponding to 5th gear as [35, 50), and sets the minimum value of [35, 50), i.e., 35 km / h, as the target shift speed. Under the driver's continuous braking, the vehicle's current speed decreases rapidly until it drops to 35 km / h. At this point, the VCU controls the transmission to shift from 8th gear to 5th gear. By repeating the above steps, the new first target gear is determined to be 3rd gear. At this point, by referring to Table 1, it can be seen that the new target shift speed corresponding to 3rd gear is 10 km / h. Therefore, the transmission will remain in 5th gear until the vehicle speed drops to 10 km / h. In this way, the vehicle only needs to perform two shift operations to shift from 8th gear to 3rd gear, which can effectively avoid shift failures caused by frequent gear changes. After the transmission shifts from 8th to 5th gear, the driver maneuvers the vehicle around obstacles. To avoid accidents caused by prolonged low speeds on the highway, the driver immediately releases the brake pedal and accelerates by pressing the accelerator pedal. At this time, since the transmission remains in 5th gear, the vehicle's power source (such as the engine and / or drive motor) can directly output torque. Compared to the traditional method that requires shifting gears before outputting power, this effectively improves the vehicle's power response speed and meets the driver's subsequent power needs.

[0103] This application embodiment develops a stepped downshift suppression function. On the one hand, it can maintain the current gear of the transmission unchanged in stages when the driver performs emergency braking, thereby effectively avoiding the phenomenon of gear shift failure due to frequent gear changes. This allows the vehicle to smoothly shift to the first target gear after the current speed decreases to the target shift speed, ensuring the safety of vehicle shifting. On the other hand, by keeping the current gear of the transmission unchanged, the vehicle can quickly output power when the driver accelerates, thereby improving the vehicle's power response speed and enhancing the driver's driving experience.

[0104] In one feasible implementation, the vehicle shift control method may further include the following steps:

[0105] S104: If it is determined that the vehicle does not meet the conditions for suppressing downshifting, the second target gear corresponding to the current vehicle speed is determined based on the preset first speed gear reference table.

[0106] In this embodiment, the first vehicle speed gear reference table is used to represent the different gears corresponding to different vehicle speeds.

[0107] In practical implementation, the first vehicle speed gear lookup table can be constructed by referring to the second vehicle speed gear lookup table. That is to say, after the VCU determines that the vehicle does not meet the conditions for suppressing downshifting, it can determine the target vehicle speed range in which the current vehicle speed is located by looking up the first vehicle speed gear lookup table, and then determine the gear corresponding to the target vehicle speed range as the second target gear.

[0108] S105: Controls the transmission to switch from the current gear to the second target gear.

[0109] It should be noted that situations where the vehicle does not meet the conditions for suppressing downshifting specifically include situations where the current gear is less than or equal to the preset gear and situations where the vehicle does not intend to brake urgently. In both of these situations, a normal gear shifting operation will be performed based on the first vehicle speed gear lookup table.

[0110] In one example, during the period when the shift suppression function is activated, the VCU sequentially controls the transmission to downshift from 9th gear to 6th gear, 4th gear, and 2nd gear. After the transmission downshifts to 2nd gear, it determines that the current gear is less than or equal to the preset gear, and then controls the vehicle to exit the shift suppression function. At this time, if the driver is still braking, causing the vehicle speed to continue to decrease, the VCU will control the vehicle to downshift from 2nd gear to 1st gear according to the first vehicle speed gear lookup table.

[0111] In another example, during the period when the VCU suppresses shifting, it sequentially controls the transmission to downshift from 9th gear to 6th gear. When the driver releases the brake pedal and accelerates while the vehicle is traveling at 70 km / h, the VCU determines that there is no intention to brake suddenly. It then controls the vehicle to exit the suppressing shifting function and, based on the first speed gear lookup table, determines that the second target gear corresponding to 70 km / h is 7th gear. The VCU then controls the vehicle to shift from 9th gear to 7th gear. During the subsequent normal driving process, it performs the corresponding sequential shifting operations based on the first speed gear lookup table. For example, when the driver slowly decelerates the vehicle to zero and parks, the transmission gears will sequentially downshift from 7th gear to 6th, 5th, 4th, 3rd, 2nd, 1st gear, and neutral.

[0112] In this embodiment, by controlling the vehicle to perform a gear shift operation based on the first vehicle speed gear lookup table when the vehicle does not meet the conditions for suppressing downshifting, the gear shift suppression function can be smoothly disengaged, and the normal gear shifting needs of the vehicle can be met subsequently.

[0113] In one feasible implementation, the vehicle shift control method may further include the following steps:

[0114] S201: When the current vehicle speed is greater than the target shift speed, control the vehicle to perform regenerative braking based on the current vehicle speed and the current gear.

[0115] It should be noted that the intensity of regenerative braking is positively correlated with the current gear. In other words, the higher the gear, the greater the intensity of regenerative braking. This is because higher gears in the transmission have lower gear ratios, allowing the electric motor to perform regenerative braking at a faster speed, resulting in a greater intensity of energy recovery.

[0116] In this embodiment, since the current gear of the transmission is kept unchanged during the process of suppressing the activation of the shift function, compared with the conventional shift strategy, by controlling the vehicle to perform brake energy recovery operation during the process of suppressing the activation of the shift function, on the one hand, the brake energy recovery efficiency of the vehicle can be effectively improved, increasing the vehicle's driving range; on the other hand, the high-intensity brake energy recovery operation can provide the vehicle with more electric motor power, which, combined with the mechanical braking force applied to the wheels by the mechanical braking mechanism, can effectively improve the vehicle's deceleration effect.

[0117] In one feasible implementation, the vehicle is equipped with a torque converter, which is located between the engine and the transmission; after the step of controlling the transmission to switch from the current gear to the first target gear in S103, the vehicle shift control method may further include the following steps:

[0118] S301: When the torque converter is detected to be locked and there is an intention to brake urgently, control the torque converter to switch from the locked state to the open state.

[0119] It should be noted that a hydraulic torque converter, also known as a "hydraulic torque converter," "turbo torque converter," or "hydrodynamic torque converter," is a hydraulic component mainly composed of a pump impeller, a turbine, a stator, and a locking mechanism (usually a lock-up clutch), using hydraulic oil as its working medium. The pump impeller is connected to the vehicle's engine, the turbine is connected to the transmission, and the locking mechanism has two operating states: open and locked.

[0120] In the open state, the turbine and pump impeller are separated. The engine drives the pump impeller to rotate, which in turn drives the turbine by agitating the hydraulic oil in the torque converter. The guide wheel, located between the pump impeller and turbine, adjusts the direction of the hydraulic oil. Because power is transmitted between the turbine and pump impeller via hydraulic oil, a soft connection between the engine and transmission is achieved, reducing the dynamic load on the transmission system, ensuring smooth vehicle starts, and increasing vehicle power through the speed difference between the pump impeller and turbine. However, when the speed difference between the pump impeller and turbine is approximately the same during vehicle operation, if hydraulic oil is still needed to drive the turbine, it will lead to higher energy consumption. To reduce energy consumption, when the vehicle reaches higher speeds, the locking mechanism can be locked. The torque converter locks the pump impeller and turbine through the locking mechanism, rigidly connecting them. This allows the pump impeller to directly transmit power to the turbine instead of through hydraulic oil, thus reducing energy consumption.

[0121] In other words, when the vehicle is traveling at a higher speed, the locking mechanism is usually in the locked state; when the vehicle is traveling at a lower speed or starting, the locking mechanism is usually in the unlocked state.

[0122] In this embodiment, considering that after the VCU controls the transmission to shift from the current gear to the first target gear, the vehicle is usually at a low speed. At this time, the engine speed is low, and it is easy for the engine to stall under continuous braking by the driver. Therefore, to avoid abnormal engine stalling, when the VCU detects that the torque converter is in a locked state and there is an intention to brake urgently, it controls the torque converter to switch from the locked state to the open state. Since the torque converter is in the open state, the reverse torque from the ground cannot be transmitted to the engine, thus achieving stable regulation of the engine speed and preventing the engine from stalling due to dragging.

[0123] In one feasible implementation, after S101, the vehicle shift control method may further include the following steps:

[0124] S401: When the braking intention is a normal braking intention, determine whether the vehicle meets the preset conditions for suppressing upshifting.

[0125] It should be noted that when a normal braking intention is detected, it indicates that the driver's braking demand is relatively low. In this case, the driver may release part or all of the accelerator to coast, or lightly apply the brake pedal. In these situations, due to inertia, the vehicle speed remains essentially unchanged or decelerates very little, which may result in the transmission upshifting and then downshifting.

[0126] Specifically, refer to Figure 2The diagram illustrates the gearbox shift curves. The left curve represents the downshift from 4th to 3rd gear, and the right curve represents the upshift from 3rd to 4th gear. When the driver maintains a constant accelerator pedal opening, the vehicle accelerates from point a along line ab to point b. Point b lies in the overlapping range of 3rd and 4th gears, and the transmission is currently in 3rd gear. When the driver releases the accelerator pedal at point b, the vehicle speed remains essentially unchanged due to inertia. However, because the accelerator pedal opening decreases, the vehicle's trajectory shifts from point a along line bc to point c. Having crossed the right-hand upshift line, the VCU will control the vehicle to shift from 3rd to 4th gear. Figure 3 As shown. However, the upshifting behavior of the transmission does not correspond to the driver's intention to decelerate, because when the driver brakes, the transmission will move from point c along line cd to point d. At this point, the vehicle speed will cross the downshift line on the left, and the gear will return to 3rd gear, as shown. Figure 4 As shown.

[0127] In this embodiment, to avoid the aforementioned unnecessary gear shifting, when the VCU detects a normal braking intention, it determines whether the vehicle meets the conditions for suppressing upshifts. If the vehicle meets the conditions for suppressing upshifts, the upshift suppression function is activated. It should be noted that the upshift suppression condition is a prerequisite for activating the upshift suppression function.

[0128] In practice, the condition for suppressing upshifts can be set to: the current throttle opening and current vehicle speed reaching the upshift curve. In other words, when the VCU detects that the current throttle opening and current vehicle speed have reached the upshift curve, it will activate the upshift suppression function to prevent the transmission from performing upshift operations.

[0129] It should be noted that the upshift curve indicates the conditions under which the transmission will upshift when the accelerator pedal is open. That is, during normal driving, if the current accelerator pedal opening and the current vehicle speed meet the upshift curve, the transmission will control the transmission to shift up from the current gear to the gear above it.

[0130] S402: If it is determined that the vehicle meets the conditions for suppressing upshifts, the current gear is kept unchanged, and a timer for the duration of suppressing upshifts is triggered.

[0131] In this embodiment, when the upshift suppression function is activated, the VCU will prevent the transmission from performing upshift operations within a preset time threshold.

[0132] In practice, the upshift suppression duration can be determined by triggering a timer to check if the transmission has reached a specified upshift duration threshold; alternatively, a countdown timer targeting the threshold can be used to determine if the upshift suppression duration has reached the threshold. The upshift suppression function is then deactivated when the upshift suppression duration reaches the threshold or decreases to zero.

[0133] S403: While suppressing the upshift duration from reaching the duration threshold, determine the third target gear based on the current throttle opening and current vehicle speed.

[0134] In this embodiment, after the VCU detects that the upshift suppression duration has reached the duration threshold, it will determine that the vehicle meets the preset upshift suppression exit conditions, and then exit the upshift suppression function. Based on the preset gear lookup table that reflects the relationship between throttle opening, vehicle speed and gear, it will determine the third target gear corresponding to the current throttle opening and the current vehicle speed.

[0135] S404: If the third target gear is not the current gear, control the transmission to switch from the current gear to the third target gear; otherwise, keep the current gear unchanged.

[0136] In this embodiment, since the third target gear is the gear after the delay time threshold, it can effectively avoid the phenomenon of unnecessary upshifting and downshifting during the timing period of suppressing upshifting, making the gear shifting behavior of the gearbox more in line with the driver's braking intention.

[0137] It should be noted that after the upshift suppression time reaches the duration threshold, the third target gear and the current gear may have the following three situations: the third target gear is greater than the current gear, the third target gear is equal to the current gear, and the third target gear is equal to the current gear.

[0138] It should be further explained that the third target gear reflects the driver's true driving intention after a certain time threshold. Specifically, if the third target gear is greater than the current gear, it means that the driver accelerated while suppressing upshifts, resulting in the third target gear being greater than the current gear; if the third target gear is less than the current gear, it means that the driver continuously braked while suppressing upshifts, resulting in the third target gear being less than the current gear; if the third target gear is less than the current gear, it means that although the driver braked slightly while suppressing upshifts, the vehicle remained within the shift curve corresponding to the current gear, resulting in the third target gear being equal to the current gear.

[0139] In this embodiment, by further developing an upshift suppression function on the basis of suppressing downshifts, the driver can effectively avoid the phenomenon of the transmission upshifting and then downshifting in a short period of time when performing normal braking. This can improve the service life of the synchronizer to a certain extent and enhance the driver's driving experience.

[0140] Secondly, based on the same inventive concept, and referring to... Figure 5 This application provides a vehicle shift control device 500, which includes:

[0141] The intent determination module 501 is used to determine the driver's braking intent;

[0142] The condition determination module 502 is used to determine whether the vehicle meets the preset conditions for suppressing downshifting when the braking intention is an emergency braking intention.

[0143] The first shift control module 503 is used to repeat the following steps when it is determined that the vehicle meets the conditions for suppressing downshifting: keeping the current gear of the transmission unchanged, and determining the first target gear and the target shift speed corresponding to the first target gear based on the current gear; when it is detected that the current vehicle speed decreases to the target shift speed, controlling the transmission to switch from the current gear to the first target gear; wherein the gear difference between the current gear and the first target gear is greater than one.

[0144] In one embodiment of this application, the vehicle shift control device 500 further includes:

[0145] The first gear determination module is used to determine the second target gear corresponding to the current vehicle speed based on a preset first vehicle speed gear reference table when it is determined that the vehicle does not meet the conditions for suppressing downshifting; the first vehicle speed gear reference table is used to represent different gears corresponding to different vehicle speeds;

[0146] The second shift control module is used to control the transmission to switch from the current gear to the second target gear.

[0147] In one embodiment of this application, the condition determination module 502 includes:

[0148] The first condition determination submodule is used to determine whether the vehicle meets the condition for suppressing downshifting when the current gear is greater than the preset gear and there is an intention to brake urgently; wherein, the preset gear is greater than or equal to second gear.

[0149] The second condition determination submodule is used to determine that the vehicle does not meet the conditions for suppressing downshifting when the current gear is less than or equal to the preset gear, or when there is no intention to brake urgently.

[0150] In one embodiment of this application, the first shift control module 503 includes:

[0151] The target gear determination submodule is used to determine the first target gear based on the current gear and according to a preset gear descent gradient; the gear descent gradient represents the magnitude of the gear shift in the transmission.

[0152] The interval determination submodule is used to determine the target shift speed interval corresponding to the first target gear based on a preset second speed gear reference table; the second speed gear reference table is used to characterize different shift speed intervals corresponding to different gears.

[0153] The shift speed determination submodule is used to determine the minimum value in the target shift speed range as the target shift speed.

[0154] In one embodiment of this application, the vehicle shift control device 500 further includes:

[0155] The energy recovery module is used to control the vehicle to perform braking energy recovery operation based on the current vehicle speed and the current gear when the current vehicle speed is greater than the target shift speed; the energy recovery intensity of the braking energy recovery operation is positively correlated with the gear of the transmission.

[0156] In one embodiment of this application, the vehicle is equipped with a hydraulic torque converter, which is disposed between the engine and the transmission; the vehicle shift control device 500 further includes:

[0157] The torque converter control module is used to control the torque converter to switch from the locked state to the open state after the step of controlling the transmission to switch from the current gear to the first target gear, when it is detected that the torque converter is locked and there is an intention to brake urgently.

[0158] In one embodiment of this application, the vehicle shift control device 500 further includes:

[0159] The second condition determination module is used to determine whether the vehicle meets the preset upshift suppression condition when the braking intention is a normal braking intention.

[0160] The gear holding module is used to maintain the current gear when it is determined that the vehicle meets the conditions for suppressing upshifting, and to trigger a timer for the duration of suppressing upshifting.

[0161] The second gear determination module is used to determine the third target gear based on the current throttle opening and the current vehicle speed, while suppressing the upshifting time from reaching the duration threshold.

[0162] The third shift control module is used to control the transmission to shift from the current gear to the third target gear if the third target gear is not the current gear; otherwise, the current gear remains unchanged.

[0163] In one embodiment of this application, the second condition determination module is specifically used to determine that the vehicle meets the conditions for suppressing upshifting when the current throttle opening and the current vehicle speed reach the upshift curve.

[0164] In one embodiment of this application, the intent determination module 501 includes:

[0165] The signal acquisition submodule is used to acquire accelerator pedal signals and brake pedal signals; the accelerator pedal signal includes accelerator pedal opening degree and accelerator pedal change rate, and the brake pedal signal includes brake pedal opening degree and brake pedal change rate.

[0166] The first intent determination submodule is used to determine the braking intent as an emergency braking intent when the accelerator pedal opening is zero, the brake pedal change rate is greater than a first change rate threshold, and the brake pedal opening is greater than a first opening threshold.

[0167] The second intention determination submodule is used to determine the braking intention as a normal braking intention when the accelerator pedal change rate is less than zero and greater than a second change rate threshold, or when the brake pedal opening is less than a second opening threshold; the second opening threshold is less than a first opening threshold.

[0168] It should be noted that the specific implementation of the vehicle shift control device 500 in this application embodiment refers to the specific implementation of the vehicle shift control method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0169] Thirdly, based on the same inventive concept, embodiments of this application provide a storage medium storing machine-executable instructions, which, when executed by a processor, implement the vehicle shifting control method proposed in the first aspect of this application.

[0170] It should be noted that the specific implementation of the storage medium in the embodiments of this application refers to the specific implementation of the vehicle shift control method proposed in the first aspect of this application, and will not be repeated here.

[0171] Fourthly, based on the same inventive concept, referring to Figure 6 This application provides a vehicle 600, including a processor 601 and a memory 602. The memory 602 stores machine-executable instructions that can be executed by the processor 601. The processor 601 is used to execute the machine-executable instructions to implement the vehicle shift control method proposed in the first aspect of this application.

[0172] It should be noted that the specific implementation of the vehicle 600 in this application embodiment refers to the specific implementation of the vehicle shift control method proposed in the first aspect of this application, and will not be repeated here.

[0173] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0174] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0175] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0176] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0177] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0178] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0179] The present invention provides a detailed description of a vehicle shift control method, device, medium, and vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A vehicle shift control method characterized by, The method includes: Determine the driver's braking intention; If the braking intention is an emergency braking intention, determine whether the vehicle meets the preset downshift suppression condition; If it is determined that the vehicle meets the condition for suppressing downshifting, repeat the following steps: The transmission maintains its current gear position and, based on the current gear position, determines a first target gear and a target shift speed corresponding to the first target gear. When the current vehicle speed is detected to decrease to the target shift speed, the transmission is controlled to switch from the current gear to the first target gear. The gear difference between the current gear and the first target gear is greater than one. The step of determining the first target gear and the target shift speed corresponding to the first target gear based on the current gear includes: Based on the current gear and according to the preset gear descent gradient, the first target gear is determined; the gear descent gradient represents the magnitude of the gear shift in the transmission. Based on a preset second speed gear reference table, the target shift speed range corresponding to the first target gear is determined; the second speed gear reference table is used to characterize different shift speed ranges corresponding to different gears; The minimum value in the target shift speed range is determined as the target shift speed. The preset gear descent gradient is related to the current gear; the higher the current gear, the greater the gear descent gradient.

2. The vehicle shift control method according to claim 1, characterized by, The method further includes: If it is determined that the vehicle does not meet the conditions for suppressing downshifting, a second target gear corresponding to the current vehicle speed is determined based on a preset first vehicle speed gear reference table; the first vehicle speed gear reference table is used to characterize different gears corresponding to different vehicle speeds; Control the transmission to switch from the current gear to the second target gear.

3. The vehicle shift control method according to claim 2, characterized by, The step of determining whether the vehicle meets the preset downshift suppression conditions includes: If the current gear is greater than a preset gear and there is an intention to brake urgently, the vehicle is determined to meet the condition for suppressing downshifting; wherein the preset gear is greater than or equal to second gear. If the current gear is less than or equal to the preset gear, or if there is no intention to brake urgently, it is determined that the vehicle does not meet the condition for suppressing downshifting.

4. The vehicle shift control method according to claim 1, characterized in that, The method further includes: If the current vehicle speed is greater than the target shift speed, the vehicle is controlled to perform regenerative braking based on the current vehicle speed and the current gear.

5. The vehicle shift control method according to claim 1, characterized in that, The vehicle is equipped with a hydraulic torque converter, which is located between the engine and the transmission. After the step of controlling the transmission to switch from the current gear to the first target gear, the method further includes: If the torque converter is detected to be in a locked state and there is an intention to brake urgently, the torque converter is controlled to switch from the locked state to the open state.

6. The vehicle shift control method according to claim 1, characterized in that, After determining the driver's braking intention, the method further includes: If the braking intention is a normal braking intention, determine whether the vehicle meets the preset upshift suppression condition; If it is determined that the vehicle meets the conditions for suppressing upshifts, the current gear is kept unchanged, and a timer for the duration of suppressing upshifts is triggered. If the duration of suppressing upshifts reaches a time threshold, a third target gear is determined based on the current throttle opening and the current vehicle speed. If the third target gear is not the current gear, control the transmission to switch from the current gear to the third target gear; otherwise, keep the current gear unchanged.

7. The vehicle shift control method according to claim 6, characterized in that, The step of determining whether the vehicle meets the preset conditions for suppressing upshifting includes: If the current throttle opening and the current vehicle speed reach the upshift curve, it is determined that the vehicle meets the upshift suppression condition.

8. The vehicle shift control method according to claim 6, characterized in that, The steps to determine the driver's braking intention include: Acquire accelerator pedal signal and brake pedal signal; the accelerator pedal signal includes accelerator pedal opening degree and accelerator pedal change rate, and the brake pedal signal includes brake pedal opening degree and brake pedal change rate; When the accelerator pedal opening is zero, the brake pedal change rate is greater than a first change rate threshold, and the brake pedal opening is greater than a first opening threshold, the braking intention is determined to be the emergency braking intention. If the rate of change of the accelerator pedal is less than zero and greater than the second rate of change threshold, or if the brake pedal opening is less than the second opening threshold, the braking intention is determined to be the conventional braking intention; the second opening threshold is less than the first opening threshold.

9. A vehicle gear shifting control device, characterized in that, The device includes: The intent determination module is used to determine the driver's braking intent; The condition determination module is used to determine whether the vehicle meets the preset downshift suppression condition when the braking intention is an emergency braking intention; The first shift control module is used to repeat the following steps when it is determined that the vehicle meets the condition for suppressing downshifting: keeping the current gear of the transmission unchanged, and determining a first target gear and a target shift speed corresponding to the first target gear based on the current gear; when it is detected that the current vehicle speed decreases to the target shift speed, controlling the transmission to switch from the current gear to the first target gear; wherein the gear difference between the current gear and the first target gear is greater than one; The first shift control module includes: The target gear determination submodule is used to determine the first target gear based on the current gear and according to a preset gear descent gradient; the gear descent gradient represents the magnitude of the gear shift in the transmission. The interval determination submodule is used to determine the target shift speed interval corresponding to the first target gear based on a preset second speed gear reference table; the second speed gear reference table is used to characterize the different shift speed intervals corresponding to different gears. The shift speed determination submodule is used to determine the minimum value in the target shift speed range as the target shift speed. The preset gear descent gradient is related to the current gear; the higher the current gear, the greater the gear descent gradient.

10. A storage medium, characterized in that, The storage medium stores machine-executable instructions, which, when executed by a processor, implement the vehicle shift control method as described in any one of claims 1-8.

11. A vehicle, characterized in that, It includes a processor and a memory, the memory storing machine-executable instructions that can be executed by the processor, the processor executing the machine-executable instructions to implement the vehicle shift control method as described in any one of claims 1-8.

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