AMT gearbox gear position switching method and device in constant speed braking mode

Abstract

The application relates to an AMT gearbox gear position switching method and device in a constant-speed braking mode, and belongs to the technical field of auxiliary driving, wherein the AMT gearbox gear position switching method in the constant-speed braking mode comprises the following steps: in the case that a vehicle meets the precondition of the constant-speed braking mode, it is determined whether the constant-speed braking mode is triggered; in the case that it is determined that the constant-speed braking mode is triggered, the vehicle speed at the constant-speed braking mode triggering moment is determined as the target vehicle speed of the constant-speed braking mode; the real-time braking torque is determined based on the target vehicle speed and the real-time vehicle speed, and the target gear position is determined based on the real-time braking torque, the target vehicle speed, the real-time vehicle speed and the real-time engine rotating speed of the vehicle, so that the AMT gearbox is switched to the target gear position. The application improves the braking efficiency and braking effect in the constant-speed braking mode, meanwhile, the reasonable switching of the gear position also improves the driving experience and enhances the user satisfaction.

Description

Technical Field

[0001] This invention relates to the field of driver assistance technology, and in particular to a method and device for shifting gears in an AMT transmission under constant speed braking mode. Background Technology

[0002] In downhill driving conditions, relying solely on the service brakes can easily lead to overheating, reduced braking capacity, severe wear, and even brake failure. Therefore, auxiliary braking devices are typically installed. In such cases, the transmission needs a corresponding shifting strategy to ensure the effectiveness of the auxiliary braking. A common braking downshifting strategy involves setting a fixed engine speed to trigger downshifting.

[0003] In existing Automated Mechanical Transmission (AMT) gearboxes, the fixed downshifting method in the gearbox strategy does not select the appropriate target gear according to different operating conditions, which cannot make full use of braking efficiency. At the same time, inappropriate downshifting strategies can lead to problems such as poor vehicle noise and smoothness, and poor constant speed braking effect. Summary of the Invention

[0004] In view of this, it is necessary to provide a method and device for shifting gears in an AMT transmission under constant speed braking mode, so as to solve the problems that the current shifting strategy of the AMT transmission under constant speed braking mode causes vehicle noise, poor smoothness, and poor constant speed braking effect.

[0005] To address the above problems, this invention provides a method for shifting gears in an AMT transmission under constant speed braking mode, comprising: If the vehicle meets the prerequisites for constant speed braking mode, determine whether to trigger constant speed braking mode. When it is determined that the constant speed braking mode is triggered, the vehicle speed at the moment the constant speed braking mode is triggered is determined as the target vehicle speed of the constant speed braking mode. The real-time braking torque is determined based on the target vehicle speed and the real-time vehicle speed. The target gear is then determined based on the real-time braking torque, the target vehicle speed, the real-time vehicle speed, and the real-time engine speed. The AMT transmission is then switched to the target gear.

[0006] In one possible implementation, determining the real-time braking torque based on the target vehicle speed and the real-time vehicle speed includes: Real-time braking acceleration is determined based on the target vehicle speed and the vehicle's real-time speed. Real-time braking force is determined based on real-time braking acceleration, and real-time braking torque is determined based on real-time braking force.

[0007] In one possible implementation, determining the target gear based on real-time braking torque, target vehicle speed, real-time vehicle speed, and real-time engine speed includes: When the real-time braking torque is 0, or when the real-time vehicle speed is less than the first speed threshold, the target gear is determined based on the real-time engine speed of the vehicle and the first speed threshold. When the real-time braking torque is greater than 0 and the real-time vehicle speed is greater than or equal to the first speed threshold, the target gear is determined based on the real-time engine speed and the transmission overspeed protection threshold, where the transmission overspeed protection threshold is greater than the first speed threshold.

[0008] In one possible implementation, determining the target gear based on the vehicle's real-time engine speed and a first speed threshold includes: When the real-time engine speed of the vehicle is less than the first speed threshold, the gear one gear lower than the current gear will be determined as the target gear; When the vehicle's real-time engine speed is greater than or equal to the first speed threshold, the current gear is determined as the target gear.

[0009] In one possible implementation, determining the target gear based on the vehicle's real-time engine speed and the transmission overspeed protection threshold includes: If the vehicle's real-time engine speed is greater than the transmission overspeed protection threshold, the gear one gear higher than the current gear will be identified as the target gear. When the real-time engine speed of the vehicle is less than or equal to the overspeed protection threshold of the transmission, the target gear is determined based on the difference between the real-time vehicle speed and the target vehicle speed, as well as the second speed threshold.

[0010] In one possible implementation, determining the target gear based on the difference between the vehicle's real-time speed and the target speed, and a second speed threshold, includes: If the difference between the real-time vehicle speed and the target vehicle speed is greater than the second speed threshold, the first target gear is determined as the target gear. The first target gear is the lowest gear where the engine speed does not exceed the second speed threshold. The second speed threshold is greater than the first speed threshold and less than the transmission overspeed protection threshold. If the difference between the vehicle's real-time speed and the target speed is less than or equal to the second speed threshold, the target gear is determined based on the real-time braking torque and the vehicle's real-time engine speed.

[0011] In one possible implementation, determining the target gear based on real-time braking torque and real-time engine speed includes: The current maximum braking torque is determined based on the vehicle's real-time engine speed. When the real-time braking torque is greater than the current maximum braking torque, the second target gear is determined as the target gear. The second target gear is the lowest gear where the engine speed does not exceed the third speed threshold. The third speed threshold is greater than the first speed threshold and less than the second speed threshold. When the real-time braking torque is less than or equal to the current maximum braking torque, the third target gear is determined as the target gear, which is the gear determined based on the current operating conditions of the vehicle.

[0012] In one possible implementation, the preconditions for the constant speed braking mode include: The vehicle is in automatic control mode, and the real-time engine speed is greater than the fourth speed threshold, the real-time vehicle speed is greater than the activation speed threshold, the current gear is higher than the starting gear corresponding to the current operating condition, and the fourth speed threshold is less than the first speed threshold.

[0013] The present invention also provides an AMT transmission gear shifting device in constant speed braking mode, comprising: The judgment module is used to determine whether to trigger the constant speed braking mode if the vehicle meets the prerequisites for the constant speed braking mode. The first determining module is used to determine the vehicle speed at the moment the constant speed braking mode is triggered as the target vehicle speed of the constant speed braking mode when it is determined that the constant speed braking mode is triggered. The second determining module is used to determine the real-time braking torque based on the target vehicle speed and the real-time vehicle speed, and to determine the target gear based on the real-time braking torque, the target vehicle speed, the real-time vehicle speed and the real-time engine speed of the vehicle, and to switch the AMT transmission to the target gear.

[0014] The present invention also provides an electronic device, including a memory and a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the AMT gearbox gear shifting method in constant speed braking mode as described above.

[0015] The present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the AMT gearbox gear shifting method in constant speed braking mode as described above.

[0016] The beneficial effects of this invention are as follows: The AMT transmission gear shifting method and device in constant speed braking mode provided by this invention first determines that the vehicle meets the prerequisites for constant speed braking mode and determines that the vehicle has entered constant speed braking mode, thereby determining the target vehicle speed for constant speed braking mode, providing a basis for subsequent AMT transmission gear shifting control. Then, based on the target vehicle speed of constant speed braking mode and the real-time vehicle speed, the real-time braking torque is determined, thereby determining the current braking demand. Finally, based on parameters such as real-time braking torque, target vehicle speed, real-time vehicle speed, and real-time engine speed, the target gear is determined, making the target gear more closely match the current braking situation of the vehicle, avoiding situations where the braking gear is too high or too low, thereby improving the braking efficiency and braking effect in constant speed braking mode. At the same time, reasonable gear shifting also improves the driving experience and enhances user satisfaction. Attached Figure Description

[0017] Figure 1 A flowchart illustrating an embodiment of the AMT gearbox gear shifting method under constant speed braking mode provided by the present invention; Figure 2 A flowchart illustrating an embodiment of the AMT gear shifting strategy under constant speed braking mode provided by the present invention. Figure 3 A schematic diagram of an embodiment of the AMT gearbox gear shifting device in constant speed braking mode provided by the present invention; Figure 4 A schematic diagram of the structure of an embodiment of the electronic device provided by the present invention. Detailed Implementation

[0018] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0019] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Furthermore, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0020] In the description of this invention, reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the described embodiments can be combined with other embodiments.

[0021] In downhill driving conditions, relying solely on the service brakes can easily lead to overheating, reduced braking capacity, severe wear, and even brake failure. Therefore, auxiliary braking devices are typically installed. In such cases, the transmission needs a corresponding shifting strategy to ensure the effectiveness of the auxiliary braking. A common braking downshifting strategy involves setting a fixed engine speed to trigger downshifting.

[0022] In existing AMT transmissions, the fixed downshifting method in the transmission strategy does not select the appropriate target gear according to different operating conditions, which cannot fully utilize braking efficiency. At the same time, an inappropriate downshifting strategy can lead to problems such as poor vehicle noise and smoothness, and poor constant speed braking effect.

[0023] To address the aforementioned problems, this invention proposes a method for shifting gears in an AMT transmission under constant speed braking mode.

[0024] The specific embodiments are described in detail below: A specific embodiment of the present invention discloses a method for shifting gears in an AMT transmission under constant speed braking mode, combined with... Figure 1 Let's take a look. Figure 1 A flowchart illustrating an embodiment of the AMT transmission gear shifting method under constant speed braking mode provided by the present invention includes steps S101 to S103, wherein: In step S101, if the vehicle meets the prerequisites for constant speed braking mode, it is determined whether to trigger constant speed braking mode. In step S102, if it is determined that the constant speed braking mode is triggered, the vehicle speed at the moment the constant speed braking mode is triggered is determined as the target vehicle speed of the constant speed braking mode. In step S103, the real-time braking torque is determined based on the target vehicle speed and the real-time vehicle speed, and the target gear is determined based on the real-time braking torque, the target vehicle speed, the real-time vehicle speed, and the real-time engine speed of the vehicle, and the AMT transmission is switched to the target gear.

[0025] During implementation, it can first be determined whether the current state of the vehicle meets the prerequisites for constant speed braking mode. When it is determined whether the current state of the vehicle meets the prerequisites for constant speed braking mode, the user (e.g., the driver) can determine whether to trigger constant speed braking mode (e.g., the driver can confirm the triggering of constant speed braking mode through physical buttons or virtual buttons).

[0026] After determining that the constant speed braking mode has been triggered, the vehicle speed at the moment the constant speed braking mode is triggered can be set as the target speed of the constant speed braking mode.

[0027] Once the target vehicle speed for constant speed braking mode is determined, the real-time braking torque can be determined based on the target vehicle speed and the real-time vehicle speed. Then, based on parameters such as the real-time braking torque, target vehicle speed, real-time vehicle speed, and real-time engine speed, the target gear can be determined, and the AMT transmission can be switched to the target gear.

[0028] The gear shifting method of AMT transmission in constant speed braking mode provided by the present invention can be applied to gear shifting scenarios in constant speed braking mode of AMT transmission, and can also be applied to gear shifting scenarios in constant speed braking mode of other transmissions with similar shifting logic to AMT transmission. The present invention does not specifically limit this application.

[0029] Compared with existing technologies, the AMT transmission gear shifting method in constant speed braking mode provided in this embodiment first determines that the vehicle meets the prerequisites for constant speed braking mode and determines that the vehicle has entered constant speed braking mode, thereby determining the target vehicle speed for constant speed braking mode, providing a basis for subsequent AMT transmission gear shifting control. Then, based on the target vehicle speed of constant speed braking mode and the real-time vehicle speed, the real-time braking torque is determined, thereby determining the current braking demand. Finally, based on parameters such as real-time braking torque, target vehicle speed, real-time vehicle speed, and real-time engine speed, the target gear is determined, making the target gear more closely match the current braking situation of the vehicle, avoiding situations where the braking gear is too high or too low, thereby improving the braking efficiency and braking effect in constant speed braking mode. At the same time, reasonable gear shifting also improves the driving experience and enhances user satisfaction.

[0030] For example, determining the real-time braking torque based on the target vehicle speed and the real-time vehicle speed includes: Real-time braking acceleration is determined based on the target vehicle speed and the vehicle's real-time speed. Real-time braking force is determined based on real-time braking acceleration, and real-time braking torque is determined based on real-time braking force.

[0031] Specifically, when determining the real-time braking torque based on the target vehicle speed and the real-time vehicle speed, the real-time braking acceleration can first be determined based on the target vehicle speed and the real-time vehicle speed, and then the real-time braking force can be determined based on the real-time braking acceleration. Finally, the real-time braking torque can be further determined based on the real-time braking force.

[0032] For example, determining the target gear based on real-time braking torque, target vehicle speed, real-time vehicle speed, and real-time engine speed includes: When the real-time braking torque is 0, or when the real-time vehicle speed is less than the first speed threshold, the target gear is determined based on the real-time engine speed of the vehicle and the first speed threshold. When the real-time braking torque is greater than 0 and the real-time vehicle speed is greater than or equal to the first speed threshold, the target gear is determined based on the real-time engine speed and the transmission overspeed protection threshold, where the transmission overspeed protection threshold is greater than the first speed threshold.

[0033] Specifically, when determining the gear to which the AMT transmission should switch based on parameters such as real-time braking torque, target vehicle speed, real-time vehicle speed, and real-time engine speed, it can first determine whether the real-time braking torque is 0 (i.e., the real-time vehicle speed is less than or equal to the target vehicle speed, and no braking is required), or whether the real-time vehicle speed is less than a first speed threshold. The first speed threshold can be set to be slightly greater than the target vehicle speed, and the first speed threshold can be set according to the actual operating state of the vehicle.

[0034] When the real-time braking torque is determined to be 0, or the real-time vehicle speed is less than the first speed threshold, the target gear can be determined based on the vehicle's real-time engine speed and the first speed threshold.

[0035] When the real-time braking torque is greater than 0 and the real-time vehicle speed is greater than or equal to the first speed threshold, the target gear can be determined based on the vehicle's real-time engine speed and the transmission overspeed protection threshold. Furthermore, when setting the thresholds, the transmission overspeed protection threshold is greater than the first speed threshold; both the transmission overspeed protection threshold and the first speed threshold can be set according to the vehicle's actual operating conditions.

[0036] For example, determining the target gear based on the vehicle's real-time engine speed and a first speed threshold includes: When the real-time engine speed of the vehicle is less than the first speed threshold, the gear one gear lower than the current gear will be determined as the target gear; When the vehicle's real-time engine speed is greater than or equal to the first speed threshold, the current gear is determined as the target gear.

[0037] Specifically, when the real-time braking torque is determined to be 0, or the real-time vehicle speed is less than the first speed threshold, if the real-time engine speed of the vehicle is less than the first speed threshold, the gear one gear lower than the current gear can be determined as the target gear; if the real-time engine speed of the vehicle is greater than or equal to the first speed threshold, the current gear of the AMT transmission can be kept unchanged.

[0038] For example, determining the target gear based on the vehicle's real-time engine speed and the transmission overspeed protection threshold includes: If the vehicle's real-time engine speed is greater than the transmission overspeed protection threshold, the gear one gear higher than the current gear will be identified as the target gear. When the real-time engine speed of the vehicle is less than or equal to the overspeed protection threshold of the transmission, the target gear is determined based on the difference between the real-time vehicle speed and the target vehicle speed, as well as the second speed threshold.

[0039] Specifically, when the real-time braking torque is greater than 0 and the real-time vehicle speed is greater than or equal to the first speed threshold, if the real-time engine speed is greater than the transmission overspeed protection threshold, the gear one gear higher than the current gear can be designated as the target gear. In this case, an engine speed overspeed warning can be displayed on the dashboard or in-vehicle display screen. If the real-time engine speed is less than or equal to the transmission overspeed protection threshold, the target gear can be determined based on the difference between the real-time vehicle speed and the target vehicle speed, as well as the second speed threshold.

[0040] For example, determining the target gear based on the difference between the vehicle's real-time speed and the target speed, and a second speed threshold, includes: If the difference between the real-time vehicle speed and the target vehicle speed is greater than the second speed threshold, the first target gear is determined as the target gear. The first target gear is the lowest gear where the engine speed does not exceed the second speed threshold. The second speed threshold is greater than the first speed threshold and less than the transmission overspeed protection threshold. If the difference between the vehicle's real-time speed and the target speed is less than or equal to the second speed threshold, the target gear is determined based on the real-time braking torque and the vehicle's real-time engine speed.

[0041] Specifically, when the real-time braking torque is greater than 0, the real-time vehicle speed is greater than or equal to a first speed threshold, and the real-time engine speed is less than or equal to a transmission overspeed protection threshold, if the difference between the real-time vehicle speed and the target vehicle speed is greater than a second speed threshold, the lowest gear with an engine speed not exceeding the second speed threshold can be determined as the target gear; if the difference between the real-time vehicle speed and the target vehicle speed is less than or equal to the second speed threshold, the target gear can be further determined based on the real-time braking torque and the real-time engine speed. The second speed threshold can be set according to the actual operating state of the vehicle.

[0042] For example, determining the target gear based on real-time braking torque and real-time engine speed of the vehicle includes: The current maximum braking torque is determined based on the vehicle's real-time engine speed. When the real-time braking torque is greater than the current maximum braking torque, the second target gear is determined as the target gear. The second target gear is the lowest gear where the engine speed does not exceed the third speed threshold. The third speed threshold is greater than the first speed threshold and less than the second speed threshold. When the real-time braking torque is less than or equal to the current maximum braking torque, the third target gear is determined as the target gear, which is the gear determined based on the current operating conditions of the vehicle.

[0043] Specifically, when it is determined that the real-time braking torque is greater than 0, the real-time vehicle speed is greater than or equal to the first speed threshold, the real-time engine speed is less than or equal to the transmission overspeed protection threshold, and the difference between the real-time vehicle speed and the target vehicle speed is less than or equal to the second speed threshold, the current maximum braking torque is first determined based on the real-time engine speed. Then, a judgment is made: if the real-time braking torque is greater than the current maximum braking torque, the lowest gear with an engine speed not exceeding the third speed threshold is determined as the target gear; if the real-time braking torque is less than or equal to the current maximum braking torque, the gear determined based on the vehicle's current operating conditions (e.g., the upshift / downshift point can be determined based on the real-time braking torque, the target speed can be determined based on vehicle speed, slope, and mass, and the gear can be calculated based on the current speed, upshift / downshift point, and target speed) is determined as the target gear. When setting the thresholds, the third speed threshold must be set to be greater than the first speed threshold and less than the second speed threshold. The third speed threshold can be set according to the actual operating state of the vehicle.

[0044] For example, the prerequisites for the constant speed braking mode include: The vehicle is in automatic control mode, and the real-time engine speed is greater than the fourth speed threshold, the real-time vehicle speed is greater than the activation speed threshold, the current gear is higher than the starting gear corresponding to the current operating condition, and the fourth speed threshold is less than the first speed threshold.

[0045] Specifically, the prerequisites for the vehicle constant speed braking mode include the above conditions, which must be met simultaneously. The fourth speed threshold must be less than the first speed threshold when set, and the fourth speed threshold can be set according to the actual operating state of the vehicle.

[0046] The following specific application scenario will better illustrate the technical solution of the present invention: This invention proposes an AMT (Automated Manual Transmission) gear shifting strategy under constant speed braking mode. The aim is to allow the AMT to predictively select gears based on actual operating conditions when the vehicle is in constant speed braking mode, thereby meeting the requirements for safe driving and comfort. The specific steps of this strategy are as follows: 1. Determine whether the vehicle meets the prerequisites for constant speed braking function.

[0047] 2. If the prerequisites for constant speed braking are met, the driver can manually trigger the constant speed braking mode via a button.

[0048] 3. The controller acquires the target vehicle speed and calculates the required braking torque in real time.

[0049] 4. Based on the braking torque and the vehicle's current operating conditions, the transmission shifting strategy is as follows: a. If the requested torque is zero or the vehicle speed is below the limit, the transmission will execute the normal downshift logic.

[0050] b. If the current speed exceeds the overspeed protection limit of the transmission, the transmission will shift up and reduce the speed, and the instrument panel will issue a warning.

[0051] c. If the difference between the actual vehicle speed and the target vehicle speed exceeds the limit, the transmission will downshift to the lowest gear that does not exceed the maximum set speed.

[0052] d. Determine whether the braking force exceeds the maximum braking capacity at the current speed.

[0053] e. If the braking force exceeds the maximum braking capacity at the current speed, the transmission will downshift to the lowest gear that does not exceed the set speed limit.

[0054] f. If the braking force does not exceed the maximum braking capacity at the current speed, the target gear is determined based on information such as the current vehicle speed, braking torque, slope, and mass.

[0055] 5. If the driver manually turns off the constant speed braking mode or presses the accelerator, the shifting strategy will be discontinued.

[0056] Combination Figure 2 Let's take a look. Figure 2 This is a flowchart illustrating an embodiment of the gear shifting strategy of an AMT transmission in constant speed braking mode provided by the present invention. The strategy includes the following steps: 1. First, the Transmission Control Unit (TCU) detects that the vehicle is in automatic mode and the engine speed is higher than the set value. (For example, 800 rpm), the gear is higher than the starting gear for the current operating condition, and the vehicle speed is higher than the activation limit. (e.g., 5 km / h).

[0057] 2. The driver releases the accelerator, and the mobile phone triggers the constant speed braking mode.

[0058] 3. The TCU obtains the constant target vehicle speed and calculates the required braking torque in real time based on the difference between the constant vehicle speed and the actual vehicle speed.

[0059] 4. After activating the constant speed braking function, the transmission executes the following shifting strategy: a. To improve the smoothness of the vehicle under low-speed conditions, if the braking torque request is zero or the actual vehicle speed is lower than... (For example, at 15km / h), the transmission downshift logic is: the engine speed is lower than... (For example, at 1000rpm) downshift one gear.

[0060] b. To protect the vehicle's powertrain, an overspeed protection logic is implemented. If the current engine speed exceeds the transmission overspeed protection limit... (For example, 2300rpm), then shift up one gear and the instrument panel will issue a warning.

[0061] c. Determine whether the difference between the actual vehicle speed and the target vehicle speed exceeds the limit. (For example, 5 km / h). If this speed is exceeded, the braking torque demand will be increased, and the transmission will downshift to a speed not exceeding the maximum set speed. Use the lowest gear (e.g., 2100 rpm) to ensure braking power and reduce the speed difference as quickly as possible.

[0062] d. The ECU calculates the maximum braking capacity available at the current speed and determines whether the required braking force exceeds the maximum braking capacity.

[0063] e. If the maximum braking capacity is exceeded, the transmission will downshift, and the transmission will downshift to a speed not exceeding the set speed limit. The lowest gear (e.g., 1800 rpm).

[0064] f. If the maximum braking capacity is not exceeded, the transmission intelligently calculates the gear: it determines the upshift / downshift point based on the current braking torque, determines the target speed for the gear based on vehicle speed, slope, and weight, and calculates the gear based on the current speed, upshift / downshift point, and target speed.

[0065] 5. If the driver manually turns off the constant speed braking mode or presses the accelerator, the shifting strategy will be discontinued.

[0066] When the vehicle is in constant speed braking mode, the transmission can intelligently select gears according to the above method. In flat conditions, this avoids problems such as poor smoothness and high noise caused by aggressive downshifting, and in mountainous conditions, it can downshift as quickly as possible to ensure braking safety.

[0067] This invention also provides an AMT transmission gear shifting device in constant speed braking mode, combined with Figure 3Let's take a look. Figure 3 This is a schematic diagram of an embodiment of the AMT transmission gear shifting device in constant speed braking mode provided by the present invention. The AMT transmission gear shifting device 300 in constant speed braking mode includes: The judgment module 301 is used to determine whether to trigger the constant speed braking mode if the vehicle meets the prerequisite conditions for the constant speed braking mode. The first determining module 302 is used to determine the vehicle speed at the moment the constant speed braking mode is triggered as the target vehicle speed of the constant speed braking mode when it is determined that the constant speed braking mode is triggered. The second determining module 303 is used to determine the real-time braking torque based on the target vehicle speed and the real-time vehicle speed, and to determine the target gear based on the real-time braking torque, the target vehicle speed, the real-time vehicle speed and the real-time engine speed of the vehicle, and to switch the AMT transmission to the target gear.

[0068] The specific implementation methods of each module of the AMT gear shifting device in constant speed braking mode can be found in the description of the AMT gear shifting method in constant speed braking mode, which has similar beneficial effects and will not be repeated here.

[0069] It should be noted that the AMT gear shifting device in constant speed braking mode can be installed on vehicles equipped with AMT gearboxes, or on vehicles equipped with other gearboxes with similar shift logic to AMT gearboxes. This invention does not make any specific limitations on this.

[0070] This invention also provides an electronic device, combined with Figure 4 Let's take a look. Figure 4 This is a schematic diagram of an embodiment of the electronic device provided by the present invention. The electronic device 400 includes a processor 401, a memory 402, and a computer program stored in the memory 402 and executable on the processor 401. When the processor 401 executes the program, it implements the AMT gearbox gear shifting method in constant speed braking mode as described above.

[0071] In a preferred embodiment, the electronic device 400 further includes a display 403 for displaying the AMT gearbox gear shifting method performed by the processor 401 under constant speed braking mode as described above.

[0072] For example, a computer program can be divided into one or more modules / units, one or more of which are stored in memory 402 and executed by processor 401 to complete the present invention. One or more modules / units can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program in electronic device 400. For example, the computer program can be divided into the judgment module 301, the first determination module 302, and the second determination module 303 in the above embodiments. The specific functions of each module are as described above and will not be repeated here.

[0073] Electronic device 400 can be a desktop computer, laptop, PDA, or smartphone with an adjustable camera module.

[0074] The processor 401 may be an integrated circuit chip with signal processing capabilities. The processor 401 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. The general-purpose processor can be a microprocessor or any conventional processor.

[0075] The memory 402 may be, but is not limited to, Random Access Memory (RAM), Read Only Memory (ROM), Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), etc. The memory 402 stores programs, and the processor 401 executes these programs upon receiving execution instructions. The process definition method disclosed in any of the foregoing embodiments of the present invention can be applied to the processor 401, or implemented by the processor 401.

[0076] The display 403 can be an LCD screen or an LED screen. For example, a display screen on an in-vehicle device.

[0077] Understandable Figure 4 The structure shown is only a schematic diagram of one possible structure of electronic device 400. Electronic device 400 may also include more than one of the following: Figure 4 Show more or fewer components. Figure 4 The components shown can be implemented using hardware, software, or a combination thereof.

[0078] The electronic device provided by the above embodiments of the present invention can be implemented with reference to the specific description of the AMT gear shifting method in constant speed braking mode as described above, and has similar beneficial effects as the AMT gear shifting method in constant speed braking mode as described above, which will not be repeated here.

[0079] This invention also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the AMT gearbox gear shifting method in constant speed braking mode as described above.

[0080] Generally, computer instructions for implementing the methods of the present invention can be carried on any combination of one or more computer-readable storage media. Non-transitory computer-readable storage media can include any computer-readable medium except for signals themselves that are temporarily propagating.

[0081] Computer-readable storage media can be, for example—but not limited to—electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0082] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as the "C" language or similar programming languages. In particular, Python, suitable for neural network computation, and platform frameworks such as TensorFlow and PyTorch can be used. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0083] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware, and the program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0084] This invention discloses an AMT transmission gear shifting method and device in constant speed braking mode. First, it determines that the vehicle meets the prerequisites for constant speed braking mode and that the vehicle has entered constant speed braking mode, thereby determining the target vehicle speed for constant speed braking mode. This provides a basis for subsequent AMT transmission gear shifting control. Next, based on the target vehicle speed and the vehicle's real-time speed, the real-time braking torque is determined, thus determining the current braking demand. Finally, based on parameters such as the real-time braking torque, target vehicle speed, real-time vehicle speed, and real-time engine speed, the target gear is determined, making the target gear more closely match the current braking situation of the vehicle. This avoids situations where the braking gear is too high or too low, thereby improving braking efficiency and braking effect in constant speed braking mode. Simultaneously, the reasonable gear shifting also improves the driving experience and enhances user satisfaction.

[0085] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for shifting gears in an AMT transmission under constant speed braking mode, characterized in that, include: If the vehicle meets the prerequisites for constant speed braking mode, determine whether to trigger constant speed braking mode. When it is determined that the constant speed braking mode is triggered, the vehicle speed at the moment the constant speed braking mode is triggered is determined as the target vehicle speed of the constant speed braking mode. The real-time braking torque is determined based on the target vehicle speed and the real-time vehicle speed, and the target gear is determined based on the real-time braking torque, the target vehicle speed, the real-time vehicle speed, and the real-time engine speed of the vehicle, and the AMT transmission is switched to the target gear. The method of determining the target gear based on real-time braking torque, target vehicle speed, real-time vehicle speed, and real-time engine speed includes: When the real-time braking torque is 0, or when the real-time vehicle speed is less than the first speed threshold, the target gear is determined based on the real-time engine speed of the vehicle and the first speed threshold. When the real-time braking torque is greater than 0 and the real-time vehicle speed is greater than or equal to the first speed threshold, the target gear is determined based on the real-time engine speed and the transmission overspeed protection threshold, and the transmission overspeed protection threshold is greater than the first speed threshold. The determination of the target gear based on the vehicle's real-time engine speed and the transmission overspeed protection threshold includes: If the vehicle's real-time engine speed is greater than the transmission overspeed protection threshold, the gear one gear higher than the current gear will be identified as the target gear. When the real-time engine speed of the vehicle is less than or equal to the overspeed protection threshold of the transmission, the target gear is determined based on the difference between the real-time vehicle speed and the target vehicle speed and the second speed threshold. The determination of the target gear based on the difference between the vehicle's real-time speed and the target speed, and a second speed threshold, includes: If the difference between the real-time vehicle speed and the target vehicle speed is greater than the second speed threshold, the first target gear is determined as the target gear. The first target gear is the lowest gear where the engine speed does not exceed the second speed threshold. The second speed threshold is greater than the first speed threshold and less than the transmission overspeed protection threshold. If the difference between the vehicle's real-time speed and the target speed is less than or equal to the second speed threshold, the target gear is determined based on the real-time braking torque and the vehicle's real-time engine speed. The method of determining the target gear based on real-time braking torque and real-time engine speed includes: The current maximum braking torque is determined based on the vehicle's real-time engine speed. When the real-time braking torque is greater than the current maximum braking torque, the second target gear is determined as the target gear. The second target gear is the lowest gear where the engine speed does not exceed the third speed threshold. The third speed threshold is greater than the first speed threshold and less than the second speed threshold. When the real-time braking torque is less than or equal to the current maximum braking torque, the third target gear is determined as the target gear, which is the gear determined based on the current operating conditions of the vehicle.

2. The AMT transmission gear shifting method in constant speed braking mode according to claim 1, characterized in that, The determination of real-time braking torque based on the target vehicle speed and the real-time vehicle speed includes: Real-time braking acceleration is determined based on the target vehicle speed and the vehicle's real-time speed. Real-time braking force is determined based on real-time braking acceleration, and real-time braking torque is determined based on real-time braking force.

3. The AMT transmission gear shifting method in constant speed braking mode according to claim 1, characterized in that, The determination of the target gear based on the vehicle's real-time engine speed and a first speed threshold includes: If the real-time engine speed of the vehicle is less than the first speed threshold, the gear one gear lower than the current gear will be determined as the target gear. When the vehicle's real-time engine speed is greater than or equal to the first speed threshold, the current gear is determined as the target gear.

4. The AMT gearbox gear shifting method under constant speed braking mode according to any one of claims 1 to 3, characterized in that, The prerequisites for the constant speed braking mode include: The vehicle is in automatic control mode, and the real-time engine speed is greater than the fourth speed threshold, the real-time vehicle speed is greater than the activation speed threshold, the current gear is higher than the starting gear corresponding to the current operating condition, and the fourth speed threshold is less than the first speed threshold.

5. A gear shifting device for an AMT transmission in constant speed braking mode, characterized in that, include: The judgment module is used to determine whether to trigger the constant speed braking mode if the vehicle meets the prerequisites for the constant speed braking mode. The first determining module is used to determine the vehicle speed at the moment the constant speed braking mode is triggered as the target vehicle speed of the constant speed braking mode when it is determined that the constant speed braking mode is triggered. The second determining module is used to determine the real-time braking torque based on the target vehicle speed and the real-time vehicle speed, and to determine the target gear based on the real-time braking torque, the target vehicle speed, the real-time vehicle speed and the real-time engine speed of the vehicle, and to switch the AMT transmission to the target gear. The method of determining the target gear based on real-time braking torque, target vehicle speed, real-time vehicle speed, and real-time engine speed includes: When the real-time braking torque is 0, or when the real-time vehicle speed is less than the first speed threshold, the target gear is determined based on the real-time engine speed of the vehicle and the first speed threshold. When the real-time braking torque is greater than 0 and the real-time vehicle speed is greater than or equal to the first speed threshold, the target gear is determined based on the real-time engine speed and the transmission overspeed protection threshold, and the transmission overspeed protection threshold is greater than the first speed threshold. The determination of the target gear based on the vehicle's real-time engine speed and the transmission overspeed protection threshold includes: If the vehicle's real-time engine speed is greater than the transmission overspeed protection threshold, the gear one gear higher than the current gear will be identified as the target gear. When the real-time engine speed of the vehicle is less than or equal to the overspeed protection threshold of the transmission, the target gear is determined based on the difference between the real-time vehicle speed and the target vehicle speed and the second speed threshold. The determination of the target gear based on the difference between the vehicle's real-time speed and the target speed, and a second speed threshold, includes: If the difference between the real-time vehicle speed and the target vehicle speed is greater than the second speed threshold, the first target gear is determined as the target gear. The first target gear is the lowest gear where the engine speed does not exceed the second speed threshold. The second speed threshold is greater than the first speed threshold and less than the transmission overspeed protection threshold. If the difference between the vehicle's real-time speed and the target speed is less than or equal to the second speed threshold, the target gear is determined based on the real-time braking torque and the vehicle's real-time engine speed. The method of determining the target gear based on real-time braking torque and real-time engine speed includes: The current maximum braking torque is determined based on the vehicle's real-time engine speed. When the real-time braking torque is greater than the current maximum braking torque, the second target gear is determined as the target gear. The second target gear is the lowest gear where the engine speed does not exceed the third speed threshold. The third speed threshold is greater than the first speed threshold and less than the second speed threshold. When the real-time braking torque is less than or equal to the current maximum braking torque, the third target gear is determined as the target gear, which is the gear determined based on the current operating conditions of the vehicle.

6. An electronic device, characterized in that, It includes a memory and a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the AMT gearbox gear shifting method in constant speed braking mode according to any one of claims 1 to 4.

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