Upshift control method and device of vehicle, electronic equipment and vehicle

Abstract

The application provides a method and device for upshifting control of a vehicle, an electronic device and the vehicle, which can control the driving device to output at the maximum output power when the depth of the pedal and the depth change rate meet the condition of rapid acceleration, and monitor the real-time output speed of the driving device; when the real-time output speed is greater than or equal to a preset speed threshold, the first monitored real-time output speed greater than or equal to the speed threshold is determined as a target output speed, and continuous upshifting is performed according to the target gear position while the target output speed remains unchanged. When it is determined that the user has a demand for rapid acceleration, the driving device is controlled to output according to the maximum output power, so as to rapidly increase the real-time output speed of the driving device, keep the target output speed unchanged while upshifting, utilize the torque pulse generated by the inertial thrust during upshifting, and enable the driving device to provide greater acceleration, thereby improving the power performance of the vehicle, reducing the upshifting time, and meeting the demand for rapid acceleration.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle upshift control method and device, an electronic device and a vehicle. BACKGROUND

[0002] The purpose of gear shifting of a vehicle is to adjust the operating condition of an engine or a motor to a high-efficiency region, so as to achieve the purpose of saving energy consumption. However, more and more users may have the demand of pursuing extreme acceleration effect when the vehicle is shifting gears, that is, not considering energy consumption, but pursuing rapid gear shifting and rapid acceleration performance. SUMMARY

[0003] Therefore, the present application aims to provide a vehicle upshift control method and device, an electronic device and a vehicle, which can meet the rapid gear shifting demand and rapid acceleration demand of users.

[0004] To achieve the above purpose, the first aspect of the present application provides a vehicle upshift control method, comprising:

[0005] determining the depth of depression and the depth change rate of a throttle pedal;

[0006] in response to the depth of depression and the depth change rate meeting a rapid acceleration condition, controlling a driving device to output at a maximum output power, and monitoring the real-time output speed of the driving device;

[0007] in response to the real-time output speed being greater than or equal to a preset speed threshold, determining the first monitored real-time output speed greater than or equal to the speed threshold as the target output speed, and continuously upshifting according to a target gear position while keeping the target output speed unchanged.

[0008] Optionally, the continuously upshifting according to the target gear position while keeping the target output speed unchanged comprises:

[0009] determining a target upshift number according to the current gear position and the target gear position;

[0010] single upshifting while keeping the target output speed unchanged, and recording the upshift number;

[0011] in response to the upshift number being equal to the target upshift number, completing upshifting, and accelerating according to the target gear position;

[0012] in response to the upshift number being less than the target upshift number, controlling the driving device to recover the speed, and continuing single upshifting while keeping the target output speed unchanged after the speed is recovered to the target output speed, until the upshift number is equal to the target upshift number.

[0013] Optionally, the single upshift while keeping the target output rotational speed unchanged and recording the upshift times comprises:

[0014] disconnecting a clutch between the gearbox and the driving device;

[0015] controlling the gearbox to perform an upshift mechanical action while keeping the target output rotational speed unchanged;

[0016] closing the clutch after the upshift mechanical action is completed, determining that the single upshift is completed after the clutch is closed, and updating the value of the upshift times.

[0017] Optionally, the controlling the driving device to perform the rotational speed recovery comprises:

[0018] determining the next gear of the current gear as a new current gear;

[0019] controlling the driving device to output at the maximum output power according to the new current gear, and monitoring a new real-time output rotational speed;

[0020] in response to the new real-time output rotational speed being greater than or equal to the rotational speed threshold, determining that the rotational speed recovery is completed.

[0021] Optionally, the determining whether the pedal depth and the depth change rate satisfy the sudden acceleration condition comprises:

[0022] in response to the pedal depth being greater than or equal to a preset depth threshold, determining that the pedal depth condition is satisfied;

[0023] in response to the depth change rate being greater than or equal to a preset change rate threshold, determining that the pedal change rate condition is satisfied;

[0024] in response to the pedal depth condition and the pedal change rate condition being satisfied simultaneously, determining that the sudden acceleration condition is satisfied;

[0025] in response to there being an unsatisfied condition in the pedal depth condition and the pedal change rate condition, determining that the sudden acceleration condition is not satisfied.

[0026] Optionally, the upshift control method of the vehicle further comprises:

[0027] after the upshift is completed, if the new pedal depth and the new depth change rate satisfy the sudden acceleration condition, determining whether the target gear is a highest gear;

[0028] in response to the target gear being the highest gear, controlling the driving device to accelerate the vehicle at the maximum output power, and monitoring a real-time vehicle speed, and stopping the vehicle acceleration when the real-time vehicle speed reaches a maximum vehicle speed corresponding to the target gear;

[0029] in response to the target gear not being the highest gear, upshifting according to the highest gear while keeping the target output speed unchanged.

[0030] Optionally, the upshifting control method of the vehicle further comprises:

[0031] in response to the depression depth and the depth change rate not satisfying the rapid acceleration condition, disengaging a clutch between the transmission and the driving device, controlling the transmission to perform a gear up mechanical action and determining a required speed of the transmission after the gear up mechanical action is performed;

[0032] engaging the clutch after the output speed of the driving device is reduced to the required speed, and completing the gear up.

[0033] A second aspect of the present application provides an upshifting control device of a vehicle, comprising:

[0034] a pedal signal detection module configured to determine a depression depth and a depth change rate of an accelerator pedal;

[0035] an output speed boosting module configured to, in response to the depression depth and the depth change rate satisfying a rapid acceleration condition, control a driving device to output at a maximum output power, and monitor a real-time output speed of the driving device;

[0036] an inertia thrust gear shifting module configured to, in response to the real-time output speed being greater than or equal to a preset speed threshold, determine a first monitored real-time output speed greater than or equal to the speed threshold as a target output speed, and continuously upshift according to a target gear while keeping the target output speed unchanged.

[0037] Optionally, the inertia thrust gear shifting module comprises:

[0038] an upshifting number of times determination submodule configured to determine a target upshifting number of times according to a current gear and the target gear;

[0039] a single upshifting control submodule configured to upshift a single time while keeping the target output speed unchanged, and record the upshifting number of times;

[0040] an upshifting acceleration control submodule configured to, in response to the upshifting number of times being equal to the target upshifting number of times, complete the upshifting, and accelerate according to the target gear;

[0041] The continuous upshift control submodule is configured to, in response to the upshift number being less than the target upshift number, control the driving device to perform speed recovery, and continue to perform single upshift while keeping the target output speed unchanged until the upshift number is equal to the target upshift number.

[0042] Optionally, the single upshift control submodule comprises:

[0043] The clutch disconnection control unit is configured to disconnect the clutch between the gearbox and the driving device.

[0044] The shift execution unit is configured to control the gearbox to perform upshift mechanical action while keeping the target output speed unchanged.

[0045] The clutch connection control unit is configured to close the clutch after the upshift mechanical action is completed, determine that single upshift is completed after the clutch is closed, and update the value of the upshift number.

[0046] Optionally, the continuous upshift control submodule comprises:

[0047] The new gear determination unit is configured to determine the next gear of the current gear as a new current gear.

[0048] The speed recovery unit is configured to control the driving device to output at maximum output power according to the new current gear, and monitor a new real-time output speed.

[0049] The recovery degree determination unit is configured to determine that speed recovery is completed in response to the new real-time output speed being greater than or equal to the speed threshold.

[0050] Optionally, the upshift control device of the vehicle further comprises:

[0051] The pedal depth comparison module is configured to determine that the pedal depth condition is met in response to the pedal depth being greater than or equal to a preset depth threshold.

[0052] The pedal change rate comparison module is configured to determine that the pedal change rate condition is met in response to the depth change rate being greater than or equal to a preset change rate threshold.

[0053] The first condition determination module is configured to determine that the rapid acceleration condition is met in response to the pedal depth condition and the pedal change rate condition being met simultaneously.

[0054] The second condition determination module is configured to determine that the rapid acceleration condition is not met in response to there being an unmet condition among the pedal depth condition and the pedal change rate condition.

[0055] In an alternative, the upshift control device of the vehicle further comprises:

[0056] A highest gear determination module is configured to determine whether the target gear is a highest gear if the new depression depth and the new depth change rate satisfy the rapid acceleration condition after the upshift is completed.

[0057] A vehicle acceleration module is configured to control the driving device to accelerate the vehicle at the maximum output power and monitor a real-time vehicle speed in response to the target gear being the highest gear, and stop accelerating the vehicle when the real-time vehicle speed reaches a maximum vehicle speed corresponding to the target gear.

[0058] A supplementary upshift module is configured to upshift according to the highest gear while keeping the target output rotational speed unchanged in response to the target gear not being the highest gear.

[0059] In an alternative, the upshift control device of the vehicle further comprises:

[0060] A demand rotational speed determination module is configured to disconnect a clutch between the transmission and the driving device, control the transmission to perform an upshift mechanical action, and determine a demand rotational speed of the transmission after the upshift mechanical action is completed in response to the depression depth and the depth change rate not satisfying the rapid acceleration condition.

[0061] A rotational speed synchronization upshift module is configured to close the clutch and complete the upshift after the output rotational speed of the driving device is reduced to the demand rotational speed.

[0062] The third aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, and the processor implements the method provided in the first aspect of the present application when executing the program.

[0063] The fourth aspect of the present application provides a vehicle comprising the upshift control device of the vehicle provided in the second aspect of the present application or the electronic device provided in the third aspect of the present application.

[0064] It can be seen from the above that the upshift control method and device of the vehicle, the electronic equipment and the vehicle provided by the application can control the driving device to output at the maximum output power when the depression depth and the depth change rate meet the rapid acceleration condition, and monitor the real-time output speed of the driving device; when the real-time output speed is greater than or equal to the preset speed threshold, the first monitored real-time output speed greater than or equal to the speed threshold is determined as the target output speed, and continuous upshift is performed according to the target gear position while keeping the target output speed unchanged. When the rapid acceleration condition is met, it can be determined that the user has a rapid acceleration demand, at this time, without considering the energy consumption problem, the driving device is controlled to output according to the maximum output power, so as to rapidly increase the real-time output speed of the driving device, upshift is performed when the real-time output speed is greater than or equal to the preset speed threshold, the target output speed is kept unchanged during upshift, the rotational inertia inside the driving device is utilized, the torque pulse generated by the inertial thrust during upshift is used to make the driving device be able to provide greater acceleration, so as to improve the power performance of the vehicle, reduce the upshift time, and meet the rapid acceleration demand. BRIEF DESCRIPTION OF DRAWINGS

[0065] In order to more clearly illustrate the technical solutions in the application or the related art, the drawings needed to be used in the embodiments or the related art description will be briefly introduced. Obviously, the drawings in the following description are only embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0066] Figure 1 A schematic diagram of the relationship between the vehicle speed and the output speed of the embodiment of the application;

[0067] Figure 2 A flowchart of the upshift control method of the vehicle of the embodiment of the application;

[0068] Figure 3 A flowchart of the continuous upshift of the embodiment of the application while keeping the target output speed unchanged according to the target gear position;

[0069] Figure 4 A flowchart of the single upshift of the embodiment of the application while keeping the target output speed unchanged;

[0070] Figure 5 A flowchart of the control of the driving device to recover the speed of the embodiment of the application;

[0071] Figure 6 A flowchart of the judgment of whether the depression depth and the depth change rate meet the rapid acceleration condition of the embodiment of the application;

[0072] Figure 7 A flowchart of the supplementary upshift control of the embodiment of the application;

[0073] Figure 8 A flow chart of a common upshift process of an embodiment of the present application;

[0074] Figure 9 A structural schematic diagram of an upshift control device of a vehicle of an embodiment of the present application;

[0075] Figure 10 A structural schematic diagram of an electronic device of an embodiment of the present application. DETAILED DESCRIPTION

[0076] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to specific embodiments and the accompanying drawings.

[0077] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application should be understood as their common meanings to those skilled in the art to which the present application pertains. The terms "first", "second" and similar terms used in the embodiments of the present application do not represent any order, number or importance, but are only used to distinguish different components. The terms "include", "contain" and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, without excluding other elements or objects. The terms "connect" or "connected" and similar terms do not mean physical or mechanical connection, but can include electrical connection, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like are only used to represent relative positional relationships, and when the absolute positions of the described objects are changed, the relative positional relationships can also be changed accordingly.

[0078] In this document, it should be understood that any number of elements in the drawings is used for illustration only and not limitation, and any naming is only used for distinction and does not have any limiting meaning.

[0079] Based on the description of the above background art, there are also the following situations in the related art:

[0080] The drive device of the P2 architecture vehicle includes a motor and an engine connected in series, the motor is connected with the input end of the gearbox through a k1 clutch, and the engine is connected with the motor through a k0 clutch. In the hybrid standard mode, the engine and the motor drive the vehicle together, but the engine does not necessarily run all the time. When the engine needs to intervene in driving or the motor needs to convert the engine power into electric energy to charge the high-voltage battery, the K0 clutch is combined, the K1 clutch is closed during driving, and the K1 clutch is disconnected during the shifting process. However, for the vehicle, in order to achieve faster power response speed, the hybrid driving mode is generally selected, the engine and the motor drive the vehicle together, and the engine runs all the time. The K0 clutch and the K1 clutch are closed during driving, and the K1 clutch is disconnected and the K0 clutch is combined during the shifting process.

[0081] The vehicle acceleration process is manifested as an increase in wheel speed, i.e., the vehicle speed is proportional to the wheel speed, and there is a certain relationship between the wheel speed and the output speed of the driving device, i.e., the output speed = the input speed of the gearbox = the wheel speed x the transmission speed ratio, and the gear ratio is changed, i.e., the lower the gear ratio, the larger the speed ratio, and the higher the gear ratio, the smaller the speed ratio, so the upshift process is a process of reducing the speed ratio, and the downshift process is a process of increasing the speed ratio. The relationship between the vehicle speed and the output speed of the driving device (e.g., the engine speed or the motor speed) at different gears is as shown in FIG. 1. Figure 1

[0082] In the related art, in order to achieve seamless and smooth acceleration, the output speed needs to be reduced to the same speed as the gearbox speed during the upshift process, and then the output speed is increased after the upshift is completed, to achieve upshift acceleration. During the upshift process, the reduction of the output speed will result in a slow power response, resulting in poor upshift acceleration or even the possibility of upshift deceleration.

[0083] The reasons for poor upshift acceleration or even upshift deceleration are as follows, as shown in FIG. 2. If the current gear is 2nd gear, the vehicle speed is 50 km / h, the output speed is 3700 rpm, the output torque is 100 N·m, the transmission efficiency is 100%, and the corresponding vehicle output power is: Figure 1

[0084] 3700*100 / 9550=38.7kw

[0085] At this time, the vehicle output power is the resistance power at 50 km / h. The user steps on the accelerator to trigger automatic upshift, and the gear is changed from 2nd gear to 3rd gear. According to Figure 1 , it can be known that the input speed of the gearbox is changed to 2800 rpm, and the output speed is dragged to 2800 rpm. At this time, the output torque of the driving device can be increased to 130 N·m, and the vehicle output power at 50 km / h in 3rd gear is:

[0086] 2800*130 / 9550=38.1kw

[0087] However, the vehicle speed does not change at this time, and the resistance power is still 38.7kw, but the vehicle output power is reduced to 38.1kw. Since 38.7kw>38.1kw, i.e., the driving power is less than the resistance power, so it is manifested as vehicle deceleration. If the output torque of the driving device can be increased to 150 N·m, the vehicle output power at 50 km / h in 3rd gear is:

[0088] 2800*150 / 9550=44.0kw

[0089] ​​The resistance power is still 38.1 kw, but 44.0 kw > 38.1 kw, that is, the driving power is greater than the resistance power, so it is embodied as vehicle acceleration, but the gap between the driving power and the resistance power is small, resulting in only 5.9 kw of power being used for vehicle acceleration, resulting in only 21.0 N·m of torque being used for acceleration after overcoming the resistance torque, the vehicle acceleration is small, resulting in poor acceleration effect, which cannot meet the user's urgent acceleration effect.

[0090] The vehicle upshift control method, device, electronic equipment and vehicle provided by the application can control the driving device to output at the maximum output power when the depth and the depth rate of the pedal meet the urgent acceleration condition, and monitor the real-time output speed of the driving device; when the real-time output speed is greater than or equal to the preset speed threshold, continuously upshift according to the target gear while keeping the target output speed unchanged. When the urgent acceleration condition is met, it can be determined that the user has an urgent acceleration demand, at this time, without considering the energy consumption problem, the driving device is controlled to output according to the maximum output power to rapidly increase the real-time output speed of the driving device, upshift when the real-time output speed is greater than or equal to the preset speed threshold, keep the target output speed unchanged while upshifting, use the rotational inertia inside the driving device, and use the torque pulse generated by the inertial thrust when upshifting to make the driving device be able to provide greater acceleration, thereby improving the power performance of the vehicle, reducing the upshift time, and meeting the urgent acceleration demand.

[0091] A vehicle upshift control method according to an example embodiment of the application will be described below in conjunction with the accompanying drawings.

[0092] In some embodiments, as shown in FIG. 1, a vehicle upshift control method includes: Figure 2

[0093] Step 201: Determine the depth and depth rate of the accelerator pedal.

[0094] ​In specific implementation, it is necessary to point out that in order to ensure sufficient power, upshift in hybrid mode can provide greater torque, and the best effect of sudden acceleration is achieved. The embodiments of the present application take the upshift control in hybrid mode as an example for description. When sudden acceleration upshift is performed, the power requirement is the first target, and the energy consumption such as fuel consumption and electricity consumption is not considered temporarily. Therefore, it is necessary to determine whether the user has a sudden acceleration requirement. Whether the sudden acceleration requirement exists needs to be determined according to the condition of the accelerator pedal. The detection signal of the accelerator pedal includes the depression depth and the depth rate of change of the accelerator pedal. The depression depth of the accelerator pedal can reflect the throttle opening of the engine or the input power of the motor. The greater the depression depth, the more the user needs to increase the vehicle speed, and the greater the vehicle acceleration requirement. The depth rate of change reflects the urgency of the user's acceleration. The greater the depth rate of change, the more urgent the user's acceleration. Therefore, the depression depth and the depth rate of change of the accelerator pedal can reflect the user's driving requirement.

[0095] Step 202: In response to the fact that the depression depth and the depth rate of change meet the sudden acceleration condition, the driving device is controlled to output at the maximum output power, and the real-time output speed of the driving device is monitored.

[0096] In specific implementation, if the depression depth is greater than or equal to a preset depth threshold, it is determined that the user has a large acceleration requirement, and it is determined that the depression depth condition is met. If the depth rate of change is greater than or equal to a preset change rate threshold, it is determined that the user urgently wants the vehicle to accelerate, and it is determined that the depression rate of change condition is met. When the depression depth is greater than or equal to the preset depth threshold, and the depth rate of change is greater than or equal to the preset change rate threshold, it is determined that the user is "heavy on the accelerator pedal" at this time, and the user has a sudden acceleration requirement. It is determined that the depression depth and the depth rate of change meet the sudden acceleration condition. At this time, the vehicle needs to have a large acceleration to rapidly increase the vehicle speed, and the automatic upshift acceleration function is triggered. In the embodiments of the present application, in order to meet the sudden acceleration requirement, the output speed of the driving device is not reduced during upshift, but the strategy of increasing the output speed before shifting is selected to improve the power performance during the shifting process, so as to provide a large acceleration to the vehicle and improve the acceleration experience of the user.

[0097] The process of increasing the output speed is the pre-shifting strategy, that is, after it is determined that the user has a sudden acceleration requirement, the driving device is controlled to output at the maximum output power to ensure that the vehicle can output the speed and the speed of the vehicle can be increased at the maximum acceleration in the current gear. However, the increase of the output speed is limited. Before the output speed is increased to a preset speed threshold, the acceleration in the current gear is performed first to ensure that the user has a fast acceleration response immediately after heavy on the accelerator pedal, and the user has a good acceleration start experience.

[0098] Wherein, when outputting at the maximum output power, the output speed is related to the vehicle speed, and cannot be instantaneously increased, so when the output power becomes the maximum output power, the output torque is instantaneously increased, providing a larger acceleration for the vehicle, and with the increase of the vehicle speed and the output speed, since the maximum output power cannot be increased, the output torque will decrease with the increase of the output speed under the condition that the gear position is unchanged, at this time, the acceleration will decrease, in order to continue to maintain a larger acceleration, the gear needs to be shifted up after the output speed increases to the speed threshold, so as to reduce the speed ratio, and continue to provide a more obvious acceleration effect for the vehicle. Therefore, after the driving device is controlled to output at the maximum output power, the real-time output speed of the driving device needs to be monitored, so as to avoid that the upshift operation is not triggered after the output speed is greater than the speed threshold, resulting in a poor acceleration effect.

[0099] Wherein, the external characteristic curve of the driving device is that the output torque and the output power both show a trend of first increasing and then decreasing with the increase of the output speed, so the setting of the speed threshold needs to be before the inflection point where the increasing changes to the decreasing, so as to determine that the output speed has a good acceleration efficiency in the process of increasing, and avoid the case that the output torque is too low, resulting in poor power performance.

[0100] Step 203: in response to that the real-time output speed is greater than or equal to the preset speed threshold, determining the first monitored real-time output speed greater than or equal to the speed threshold as a target output speed, and continuously shifting up according to the target gear position while keeping the target output speed unchanged.

[0101] In specific implementation, if the real-time output speed is greater than or equal to the preset speed threshold, it means that the upshift control can be performed, at this time, the first monitored real-time output speed greater than or equal to the speed threshold is determined as the target output speed. However, when shifting up, after the K1 clutch between the motor and the reduction box is disconnected, the output speed of the driving device is no longer actively reduced, but the target output speed of the driving device is kept unchanged while the gearbox is controlled to perform the upshift mechanical action, and after the upshift mechanical action is performed, the K1 clutch is closed.

[0102] After the upshift mechanical action is completed, the gear ratio is reduced, and the input speed of the gearbox is reduced, resulting in the target output speed of the driving device being greater than the input speed of the gearbox. After the K1 clutch is closed, there is a certain speed difference between the two sides of the K1 clutch. Because the input speed of the gearbox cannot be instantaneously increased due to the influence of the vehicle speed (wheel speed), the target output speed is forced to be reduced to the input speed of the gearbox when the K1 clutch is closed. During the speed reduction process, due to the existence of internal rotational inertia, the engine and motor will generate a large inertial thrust when the K1 clutch is combined. The torque pulse generated by the inertial thrust will provide greater acceleration to the vehicle, thereby improving the power performance and achieving a rapid acceleration process. Moreover, the process of reducing the output speed is eliminated, the shifting process is faster, and the acceleration is stronger.

[0103] If the target gear position is not reached after one upshift, the upshift needs to continue. For example, if the gear position before upshift is 1st gear, the target gear position is 7th gear, and the target output speed is equal to the speed threshold of 5000 rpm, after one upshift, it becomes 2nd gear, and the target gear position is not reached. The driving device continues to output at maximum power to restore the output speed of the driving device. The target of the speed recovery is still the preset speed threshold. During the speed recovery process, the vehicle speed is still increasing.

[0104] According to Figure 1 It can be seen that after the 1st gear is upshifted to the 2nd gear, the output speed is reduced from 5000 rpm to 3600 rpm, but the vehicle speed is increased to 45 km / h. During the speed recovery process, the driving device still outputs at maximum power, and the vehicle speed and output speed are increased along the straight line corresponding to the 2nd gear. When the output speed reaches 5000 rpm, the K1 clutch is disconnected, the output speed of 5000 rpm is maintained, the upshift mechanical action from the 2nd gear to the 3rd gear is performed, and then the K1 clutch is closed. The inertial thrust during speed reduction is used again to provide acceleration to the vehicle. However, after the upshift to the 3rd gear, the output speed is again reduced to below 5000 rpm, and the vehicle accelerates while the speed recovery continues. When the output speed is restored to 5000 rpm, the upshift is performed again without changing the speed. If the target gear position is 7th gear, after six consecutive upshifts in the same control mode, the target gear position is reached, and the upshift is completed. At this time, the vehicle speed has exceeded 150 km / h. If the user still does not release the accelerator pedal at this time, the vehicle will continue to accelerate according to the straight line corresponding to the 7th gear until the maximum vehicle speed corresponding to the pedal depth is reached, and the acceleration is stopped.

[0105] In summary, the upshift control method of the vehicle provided in the application can determine that the user has an urgent acceleration demand when the urgent acceleration condition is met, control the driving device to output according to the maximum output power, rapidly increase the real-time output speed of the driving device and the vehicle speed, perform upshift when the real-time output speed is greater than or equal to the preset speed threshold, keep the target output speed unchanged during upshift, use the rotational inertia inside the driving device, and use the torque pulse generated by the inertial thrust during upshift to make the driving device provide greater acceleration, thereby improving the power performance of the vehicle, reducing the upshift time, and meeting the urgent acceleration demand.

[0106] In some embodiments, as shown in FIG. 1, the continuous upshift while keeping the target output speed unchanged according to the target gear includes: Figure 3

[0107] Step 301: Determine the target upshift times according to the current gear and the target gear.

[0108] In specific implementation, the upshift times need to be determined during continuous upshift. The starting point of continuous upshift is the current gear, for example, gear 1, and the ending point of continuous upshift is the target gear, for example, gear 7. Therefore, 6 gears are needed to be upshifted between gear 1 and gear 7, and 6 upshifts are needed. Therefore, the target upshift times are 6, that is, the upshift process ends after 6 upshifts, and the acceleration or constant speed driving process is entered.

[0109] Step 302: Perform single upshift while keeping the target output speed unchanged, and record the upshift times.

[0110] In specific implementation, during single upshift, the K1 clutch between the motor and the reduction box is disconnected, and the output speed of the driving device is no longer actively reduced. Instead, the target output speed of the driving device is kept unchanged, the gearbox is controlled to perform upshift mechanical action, the K1 clutch is closed after the upshift mechanical action is performed, and the current value of the upshift times is updated, that is, upshift times = upshift times + 1.

[0111] Step 303: In response to the upshift times being equal to the target upshift times, the upshift is completed, and the acceleration is performed according to the target gear.

[0112] In specific implementation, if the current gear is gear 1 and the target gear is gear 7, 6 gears are needed to be upshifted between gear 1 and gear 7, and 6 upshifts are needed. Therefore, the target upshift times are 6, that is, the upshift process ends after 6 upshifts, and the acceleration or constant speed driving process is entered. If the upshift times are equal to the target upshift times, it indicates that the continuous upshift process is completed, the upshift is completed, and the acceleration is performed according to the target gear until the maximum vehicle speed corresponding to the current pedal depth is reached.

[0113] ​Step 304: In response to the number of upshifts being less than the target number of upshifts, control the drive device to restore the speed. After the speed is restored to the target output speed, maintain the target output speed while continuing to perform single upshifts until the number of upshifts equals the target number of upshifts.

[0114] In practice, if the number of upshifts is less than the target number of upshifts, it means the continuous upshifting process is not yet complete, and another single upshift needs to be performed. However, according to... Figure 1 It can be seen that after shifting from 1st to 2nd gear, the output speed drops from 5000rpm to 3600rpm. In order to utilize the inertial thrust for vehicle acceleration, the output speed of the drive equipment needs to be restored to 5000rpm before the next single upshift. Only after restoring to 5000rpm can the clutch be disengaged. Under the premise of keeping 5000rpm constant, the shifting mechanical action of shifting from 2nd to 3rd gear is performed. After the shifting mechanical action is completed, the K1 clutch is closed, and the inertial thrust when the speed drops is used again to provide acceleration for the vehicle. However, after shifting to 3rd gear, the output speed drops below 5000rpm again. At this time, it is determined whether the target gear has been shifted. If the target gear has not been shifted, the speed recovery and single upshifting process continues until the number of upshifts equals the target number of upshifts. Once the target gear is confirmed, the upshifting ends.

[0115] If the current gear is 1st gear and the target gear is 7th gear, after 5 speed recovery cycles and 6 more upshifts using the same control method, the target gear will be reached and the upshift will end. At this point, the vehicle speed will have exceeded 150km / h. If the user still does not release the accelerator pedal, the vehicle will continue to accelerate according to the straight line corresponding to 7th gear until the maximum speed corresponding to the depth of the accelerator pedal is reached, at which point the acceleration will stop.

[0116] In some embodiments, such as Figure 4 As shown, while keeping the target output speed constant, a single upshift is performed, and the number of upshifts is recorded, including:

[0117] Step 401: Disconnect the clutch between the gearbox and the drive unit.

[0118] In a specific implementation, the driving device includes an engine and a motor, the engine is connected with the motor through a k0 clutch, in the pure electric mode, the k0 clutch is disconnected, the motor drives the vehicle alone, in the fuel mode, the k0 clutch is closed, the engine drives the motor to generate electricity for energy recovery while driving the vehicle, in the hybrid mode, the k0 clutch is closed, the engine and the motor drive the vehicle together, but the engine does not necessarily run all the time, when the engine needs to intervene in driving or the motor needs to convert the engine power into electric energy to charge the high-voltage battery, the k0 clutch is closed, for faster power response speed, the hybrid mode is generally selected, the engine and the motor drive the vehicle together, the engine always runs, and the k0 clutch remains closed.

[0119] The output end of the motor, i.e., the output end of the driving device, is connected with a gearbox through a k1 clutch, after the k1 clutch is closed, the driving device drives the wheels to rotate through the gearbox, during the vehicle driving, the k1 clutch is closed, during the gear shifting, the k1 clutch is disconnected, therefore, when the gear shifting is performed, the clutch between the gearbox and the driving device needs to be disconnected first, therefore, during the driving, the k0 clutch and the k1 clutch are closed, during the gear shifting, the k1 clutch is disconnected, and the k0 clutch is closed.

[0120] Step 402: control the gearbox to perform the upshift mechanical action while keeping the target output rotating speed unchanged.

[0121] In a specific implementation, since the k1 clutch has been disconnected, the driving system idles while maintaining the target output rotating speed to keep the target output rotating speed unchanged, the gearbox replaces the gear with a larger radius, which is in direct contact with the driving device, with a gear with a smaller radius, the process of replacing the gear is the upshift mechanical action performed by the gearbox, if there are 7 gears, the gear 1 corresponds to the gear with the largest radius, the gear 7 corresponds to the gear with the smallest radius, and the radii of the gears corresponding to the gears 1 to 7 decrease in turn, and the speed ratios decrease in turn, therefore, under the condition that the radius of the gear at the output end of the driving device is unchanged, according to the relationship of output rotating speed / transmission speed ratio=wheel rotating speed, it can be known that the wheel rotating speed increases, the vehicle speed increases, and the upshift acceleration is realized.

[0122] Step 403: close the clutch after the upshift mechanical action is completed, determine that the single upshift is completed after the clutch is closed, and update the value of the upshift times.

[0123] In a specific implementation, after the upshift mechanical action is completed, the speed ratio is reduced, the input speed of the gearbox is reduced, the target output speed of the driving device is greater than the input speed of the gearbox, and after the K1 clutch is closed, there is a certain speed difference between the two sides of the K1 clutch. Since the input speed of the gearbox cannot be instantaneously increased due to the influence of the vehicle speed (wheel speed), the target output speed is forced to be reduced to the input speed of the gearbox when the K1 clutch is closed. During the speed reduction process, due to the existence of internal rotational inertia, the engine and the motor will generate a large inertial thrust when the K1 clutch is combined. The torque pulse generated by the inertial thrust can provide greater acceleration for the vehicle, thereby improving the power performance and realizing rapid acceleration process, and the process of reducing the output speed is omitted, so the shifting process is faster.

[0124] Therefore, the target output speed is kept unchanged during upshift, the rotational inertia inside the driving device is utilized, the torque pulse generated by the inertial thrust during upshift is used to make the driving device provide greater acceleration, thereby improving the power performance of the vehicle, reducing the upshift time, and meeting the demand for rapid acceleration.

[0125] In some embodiments, as shown in Figure 5 controlling the driving device to recover the speed, comprising:

[0126] Step 501: determining the next gear of the current gear as a new current gear.

[0127] In a specific implementation, for example, for a single upshift from gear 1 to gear 2, the current gear is gear 1, the next gear after single upshift is gear 2, and the new current gear in the speed recovery phase is gear 2; for a single upshift from gear 2 to gear 3, the current gear is gear 2, the next gear after single upshift is gear 3, and the new current gear in the speed recovery phase is gear 3; for a single upshift from gear 3 to gear 4, the current gear is gear 3, the next gear after single upshift is gear 4, and the new current gear in the speed recovery phase is gear 4; for a single upshift from gear 4 to gear 5, the current gear is gear 4, the next gear after single upshift is gear 5, and the new current gear in the speed recovery phase is gear 5; for a single upshift from gear 5 to gear 6, the current gear is gear 5, the next gear after single upshift is gear 6, and the new current gear in the speed recovery phase is gear 6; for a single upshift from gear 6 to gear 7, the current gear is gear 6, the next gear after single upshift is gear 7, and the new current gear in the speed recovery phase is gear 7.

[0128] Step 502: controlling the driving device to output at the maximum output power according to the new current gear, and monitoring the new real-time output speed.

[0129] In practice, the upshifting acceleration process is not yet complete. To complete the acceleration process as quickly as possible, the drive system continues to output maximum power during the speed recovery phase. However, after the upshift is completed, the gear has changed, and the speed increase of the output speed is relatively slower when the drive system outputs maximum power. The required speed increase is smaller compared to the speed recovery process before the previous shift or the output speed increase process before the first shift, but the vehicle speed increases throughout the entire process with significant acceleration. During the speed recovery phase, the purpose is to prepare for the next single upshift. Therefore, the target for speed recovery remains greater than or equal to the speed threshold of 5000 rpm. The next upshift occurs when the new real-time output speed is greater than or equal to 5000 rpm. Therefore, to reduce upshift time, the new real-time output speed is monitored, and a single upshift is performed when the new real-time output speed is greater than or equal to the speed threshold.

[0130] Step 503: In response to the new real-time output speed being greater than or equal to the speed threshold, determine that speed recovery is complete.

[0131] In specific implementation, such as Figure 1 As shown, after shifting from 1st to 2nd gear, the output speed drops from 5000 rpm to 3600 rpm. In order to utilize inertial thrust for vehicle acceleration, the output speed of the drive system needs to be restored to 5000 rpm before the next single upshift. Only when the new real-time output speed is greater than or equal to the speed threshold of 5000 rpm can the speed restoration be considered complete. Only after restoring to 5000 rpm can the clutch be disengaged. Under the premise of maintaining 5000 rpm, the shifting mechanical action from 2nd to 3rd gear is performed. After the shifting mechanical action is completed, the K1 clutch is closed, and the inertial thrust when the speed decreases is used again to provide acceleration for the vehicle. However, after shifting to 3rd gear, the output speed drops below 5000 rpm again. At this time, it is determined whether the target gear has been shifted. If the target gear has not been shifted, the speed restoration and single upshifting process continues until the number of upshifts equals the target number of upshifts. Once the target gear is confirmed, the upshifting ends.

[0132] In some embodiments, such as Figure 6 As shown, determining whether the stomping depth and rate of change of depth satisfy the conditions for rapid acceleration includes:

[0133] Step 601: In response to the pedal depth being greater than or equal to a preset depth threshold, determine that the pedal depth condition is met.

[0134] In specific implementation, the pedal depth of the accelerator pedal can reflect the throttle opening of the engine or the input power of the motor, and the greater the pedal depth is, the more the user needs the increased vehicle speed and the greater the user needs the vehicle acceleration. When the pedal depth is greater than or equal to a preset depth threshold, it indicates that the user needs a great acceleration to accelerate the vehicle, and the pedal depth condition for meeting the user's demand for rapid acceleration is met.

[0135] Step 602: In response to the depth change rate being greater than or equal to a preset change rate threshold, it is determined that the pedal change rate condition is met.

[0136] In specific implementation, the depth change rate reflects the degree of urgency of the user's acceleration, and the greater the depth change rate is, the more urgent the user's acceleration is. If the depth change rate is greater than or equal to a preset change rate threshold, it indicates that the user needs very urgent acceleration, and the pedal change rate condition for meeting the user's demand for rapid acceleration is met.

[0137] Step 603: In response to the pedal depth condition and the pedal change rate condition being met simultaneously, it is determined that the rapid acceleration condition is met.

[0138] In specific implementation, when the pedal depth condition and the pedal change rate condition are met simultaneously, it indicates that the user has a demand for rapid acceleration, and it is determined that the rapid acceleration condition is met.

[0139] Step 604: In response to the pedal depth condition and the pedal change rate condition having an unmet condition, it is determined that the rapid acceleration condition is not met.

[0140] In specific implementation, if any one of the pedal depth condition and the pedal change rate condition is not met or both the pedal depth condition and the pedal change rate condition are not met, it indicates that the user does not have a demand for rapid acceleration, and the conventional upshift mode can be used to save energy.

[0141] In some embodiments, as shown in FIG. 7, Figure 7 the upshift control method of the vehicle further includes:

[0142] Step 701: After the upshift is completed, if the new pedal depth and the new depth change rate meet the rapid acceleration condition, it is determined whether the target gear is the highest gear.

[0143] In specific implementation, after the upshift is completed, the vehicle has been upshifted to the target gear. If the new pedal depth and the new depth change rate meet the rapid acceleration condition, it indicates that the user still has an acceleration demand. It is determined whether the target gear is the highest gear to determine whether the vehicle can continue to be upshifted.

[0144] Step 702: in response to the target gear being the highest gear, controlling the driving device to accelerate the whole vehicle at the maximum output power, and monitoring the real-time vehicle speed, and stopping the whole vehicle acceleration when the real-time vehicle speed reaches the maximum vehicle speed corresponding to the target gear.

[0145] In specific implementation, if the target gear is the highest gear, it indicates that the upshift cannot continue, the driving device is controlled to accelerate the whole vehicle at the maximum output power to meet the acceleration demand of the user, and the real-time vehicle speed is monitored, and when the real-time vehicle speed reaches the maximum vehicle speed corresponding to the target gear, the vehicle cannot continue to accelerate, the whole vehicle acceleration is stopped, and the corresponding maximum vehicle speed is maintained for driving.

[0146] Step 703: in response to the target gear not being the highest gear, upshifting according to the highest gear while keeping the target output speed unchanged.

[0147] In specific implementation, if the target gear is not the highest gear, the upshift at the highest gear is continued for at least one time to ensure that the user's urgent acceleration demand and high vehicle speed demand are met to the maximum extent.

[0148] In some embodiments, as shown in Figure 8 the upshift control method of the vehicle further includes:

[0149] Step 801: in response to the depression depth and the depth change rate not satisfying the urgent acceleration condition, disconnecting the clutch between the transmission and the driving device, controlling the transmission to perform the upshift mechanical action, and determining the demand speed of the transmission after the upshift mechanical action is performed.

[0150] In specific implementation, if the depression depth and the depth change rate do not satisfy the urgent acceleration condition, a conventional upshift mode is adopted, the K1 clutch between the transmission and the driving device is first disconnected, the transmission is controlled to perform the upshift mechanical action, and the demand speed of the transmission and the required output speed of the input end of the transmission are determined after the upshift mechanical action is performed.

[0151] Step 802: closing the clutch after the output speed of the driving device is reduced to the demand speed to complete the upshift.

[0152] In specific implementation, after the output speed of the driving device is reduced to the demand speed, the output speeds at both ends of the K1 clutch are the same, there is no inertial thrust and no inertial resistance when the K1 clutch is closed, the upshift process can be smoothly completed, and the energy consumption is reduced.

[0153] It should be noted that the method of the embodiments of the present application can be executed by a single device, for example, a computer or a server, etc. The method of the embodiments can also be applied to a distributed scenario, and be completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0154] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than that described above and still achieve desirable results. Additionally, the processes depicted in the figures do not necessarily require the particular order shown, or sequential order, to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0155] Based on the same inventive concept, the present application also provides a vehicle upshift control device corresponding to any of the above-mentioned embodiment methods.

[0156] Reference Figure 9 , the vehicle upshift control device comprises:

[0157] The pedal signal detection module 10 is configured to determine the depression depth and the depth change rate of the accelerator pedal;

[0158] The output speed increasing module 20 is configured to control the driving device to output at the maximum output power in response to the depression depth and the depth change rate meeting the rapid acceleration condition, and monitor the real-time output speed of the driving device;

[0159] The inertial thrust shifting module 30 is configured to determine the first real-time output speed greater than or equal to the preset speed threshold as a target output speed in response to the real-time output speed being greater than or equal to the preset speed threshold, and continuously upshift according to the target gear position while keeping the target output speed unchanged.

[0160] Optionally, the inertial thrust shifting module comprises:

[0161] The upshift number determination sub-module is configured to determine the target upshift number according to the current gear position and the target gear position;

[0162] The single upshift control sub-module is configured to perform single upshift while keeping the target output speed unchanged, and record the upshift number;

[0163] The upshift acceleration control sub-module is configured to accelerate according to the target gear position in response to the upshift number being equal to the target upshift number, and the upshift being completed.

[0164] The continuous upshift control submodule is configured to control the driving device to perform speed recovery in response to the upshift number being less than the target upshift number, and continue to perform single upshift while keeping the target output speed unchanged until the upshift number is equal to the target upshift number.

[0165] Optionally, the single upshift control submodule comprises:

[0166] The clutch disconnection control unit is configured to disconnect the clutch between the gearbox and the driving device.

[0167] The shift execution unit is configured to control the gearbox to perform upshift mechanical action while keeping the target output speed unchanged.

[0168] The clutch connection control unit is configured to close the clutch after the upshift mechanical action is completed, determine that the single upshift is completed after the clutch is closed, and update the value of the upshift number.

[0169] Optionally, the continuous upshift control submodule comprises:

[0170] The new gear determination unit is configured to determine the next gear of the current gear as a new current gear.

[0171] The speed recovery unit is configured to control the driving device to output at maximum output power according to the new current gear, and monitor a new real-time output speed.

[0172] The recovery degree determination unit is configured to determine that the speed recovery is completed in response to the new real-time output speed being greater than or equal to a speed threshold.

[0173] Optionally, the upshift control device of the vehicle further comprises:

[0174] The pedal depth comparison module is configured to determine that the pedal depth condition is met in response to the pedal depth being greater than or equal to a preset depth threshold.

[0175] The pedal change rate comparison module is configured to determine that the pedal change rate condition is met in response to the depth change rate being greater than or equal to a preset change rate threshold.

[0176] The first condition determination module is configured to determine that the rapid acceleration condition is met in response to the pedal depth condition and the pedal change rate condition being met simultaneously.

[0177] The second condition determination module is configured to determine that the rapid acceleration condition is not met in response to there being an unmet condition among the pedal depth condition and the pedal change rate condition.

[0178] Optionally, the upshift control device of the vehicle further comprises:

[0179] The highest gear determination module is configured to determine whether the target gear is the highest gear if the new depression depth and the new depth change rate satisfy the rapid acceleration condition after the upshift is completed.

[0180] The vehicle acceleration module is configured to control the driving device to accelerate the vehicle at the maximum output power in response to the target gear being the highest gear, and monitor the real-time vehicle speed, and stop accelerating the vehicle when the real-time vehicle speed reaches the maximum vehicle speed corresponding to the target gear.

[0181] The supplementary upshift module is configured to upshift according to the highest gear while keeping the target output speed unchanged in response to the target gear not being the highest gear.

[0182] Optionally, the upshift control device of the vehicle further comprises:

[0183] The demand speed determination module is configured to disconnect the clutch between the transmission and the driving device, control the transmission to perform the upshift mechanical action, and determine the demand speed of the transmission after the upshift mechanical action is completed in response to the depression depth and the depth change rate not satisfying the rapid acceleration condition.

[0184] The speed synchronization upshift module is configured to close the clutch after the output speed of the driving device is reduced to the demand speed to complete the upshift.

[0185] For the convenience of description, the above device is described as various modules in terms of functions. Of course, the functions of the modules can be implemented in one or more software and / or hardware in the implementation of the present application.

[0186] The device of the above embodiment is used to implement the corresponding vehicle upshift control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be described here.

[0187] Based on the same inventive concept, the present application also provides an electronic device corresponding to the above-mentioned any embodiment method, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to realize the vehicle upshift control method of any one of the above embodiments.

[0188] Figure 10A more specific electronic device hardware structure schematic diagram provided by the embodiment is shown. The device can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for internal communication.

[0189] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, and is configured to execute related programs to implement the technical solutions provided by the embodiments of the present specification.

[0190] The memory 1020 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0191] The input / output interface 1030 is configured to connect an input / output module to realize information input and output. The input / output module can be configured as a component in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0192] The communication interface 1040 is configured to connect a communication module (not shown in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0193] The bus 1050 includes a channel to transmit information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0194] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain components necessary to implement the embodiments of the present application, and does not necessarily contain all the components shown in the figure.

[0195] The electronic device of the above embodiment is used to implement the upshift control method of the corresponding vehicle in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0196] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a non-transitory computer readable storage medium storing computer instructions for causing the computer to perform the upshift control method of the vehicle as described in any of the above embodiments.

[0197] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be implemented by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0198] The computer instructions stored in the storage medium of the above embodiment are used to cause the computer to perform the upshift control method of the vehicle as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0199] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a vehicle comprising the upshift control device or electronic device of the vehicle of any of the above embodiments, and the upshift control method of the vehicle as described in any of the above embodiments is performed by the upshift control device or electronic device of the vehicle, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0200] Those of ordinary skill in the art will realize that the foregoing discussion of any of the embodiments has been presented for the purpose of illustration and description and is not intended to be exhaustive or to limit the application to the precise forms described, and that various adaptations and modifications are possible within the scope and spirit of the application. For example, while the embodiments discussed above have been described in the context of a memory device, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0201] In addition, to simplify the description and discussion, and so as not to make the embodiments of the application difficult to understand, the well-known power / ground connections to integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. Further, devices can be shown in block diagram form so as not to make the embodiments of the application difficult to understand, and this also takes into account the fact that details regarding implementation of these block diagram devices are highly dependent on the platform in which the embodiments of the application are to be implemented (i.e., these details should be well within the understanding of one of ordinary skill in the art). Where specific details (e.g., circuitry) are set forth in order to describe an illustrative embodiment of the application, it should be apparent to one of ordinary skill in the art that the embodiments of the application can be practiced without or with variations of these specific details. Thus, the description should not be viewed as limiting the application, but rather as merely describing illustrative embodiments.

[0202] While the application has been described in connection with specific embodiments thereof, it will be understood that many modifications, variations and alternatives will be apparent to those skilled in the art as a result of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0203] It is therefore intended that the embodiments of the application embrace all such alternatives, modifications and variations as falling within the broad scope of the appended claims. Accordingly, any and all departures from the above described embodiments are intended to be included within the scope of the application as defined by the following claims.

Claims

1. A method of upshift control of a vehicle, characterized by, The method comprises: determining a depression depth and a depression rate of a throttle pedal; in response to the depression depth and the depression rate satisfying an urgent acceleration condition, controlling a drive device to output at a maximum output power, and monitoring a real-time output speed of the drive device; in response to the real-time output speed being greater than or equal to a preset speed threshold, determining a first monitored real-time output speed greater than or equal to the speed threshold as a target output speed, and continuously upshifting according to a target gear while keeping the target output speed unchanged; after the upshifting is completed, if a new depression depth and a new depression rate satisfy the urgent acceleration condition, determining whether the target gear is a highest gear; in response to the target gear being the highest gear, controlling the drive device to accelerate the vehicle at the maximum output power, and monitoring a real-time vehicle speed, and stopping the vehicle acceleration when the real-time vehicle speed reaches a maximum vehicle speed corresponding to the target gear; in response to the target gear not being the highest gear, upshifting according to the highest gear while keeping the target output speed unchanged.

2. The upshift control method of a vehicle according to claim 1, characterized by, The continuously upshifting according to the target gear while keeping the target output speed unchanged comprises: determining a target upshifting number according to a current gear and the target gear; single upshifting while keeping the target output speed unchanged, and recording an upshifting number; in response to the upshifting number being equal to the target upshifting number, completing the upshifting, and accelerating according to the target gear; in response to the upshifting number being less than the target upshifting number, controlling the drive device to recover the speed, and continuing the single upshifting while keeping the target output speed unchanged after the speed is recovered to the target output speed until the upshifting number is equal to the target upshifting number.

3. The upshift control method of a vehicle according to claim 2, characterized by, The single upshifting while keeping the target output speed unchanged, and recording the upshifting number comprises: disconnecting a clutch between a gearbox and the drive device; controlling the gearbox to perform an upshifting mechanical action while keeping the target output speed unchanged; after the upshifting mechanical action is completed, closing the clutch, determining that the single upshifting is completed after the clutch is closed, and updating a value of the upshifting number.

4. The upshift control method of a vehicle according to claim 2, characterized by The controlling the drive device to recover the speed comprises: determining a next gear of the current gear as a new current gear; controlling the drive device to output at the maximum output power according to the new current gear, and monitoring a new real-time output speed; in response to the new real-time output speed being greater than or equal to the speed threshold, determining that the speed recovery is completed.

5. The upshift control method of a vehicle according to claim 1, characterized by, The determining whether the depression depth and the depression rate satisfy the urgent acceleration condition comprises: in response to the depression depth being greater than or equal to a preset depth threshold, determining that a pedal depth condition is satisfied; in response to the depression rate being greater than or equal to a preset rate threshold, determining that a pedal rate condition is satisfied; in response to the pedal depth condition and the pedal rate condition being both satisfied, determining that the urgent acceleration condition is satisfied; in response to there being an unsatisfied condition in the pedal depth condition and the pedal rate condition, determining that the urgent acceleration condition is not satisfied.

6. The upshift control method of a vehicle according to claim 1, characterized by Also comprising: in response to the depression depth and the depth change rate not satisfying the rapid acceleration condition, disconnecting a clutch between a transmission and the drive device, controlling the transmission to perform a gear-up mechanical action and determining a required rotation speed of the transmission after the gear-up mechanical action is performed; after the output rotation speed of the drive device is reduced to the required rotation speed, closing the clutch to complete the gear-up.

7. A shift-up control device of a vehicle characterized by comprising: Comprising: a pedal signal detection module configured to determine a depression depth and a depth change rate of an accelerator pedal; an output rotation speed boosting module configured to, in response to the depression depth and the depth change rate satisfying a rapid acceleration condition, control a drive device to output at a maximum output power and monitor a real-time output rotation speed of the drive device; an inertia thrust gear shifting module configured to, in response to the real-time output rotation speed being greater than or equal to a preset rotation speed threshold, determine a first monitored real-time output rotation speed greater than or equal to the rotation speed threshold as a target output rotation speed, and continuously upshift according to a target gear position while keeping the target output rotation speed unchanged; after the gear-up is completed, if a new depression depth and a new depth change rate satisfy the rapid acceleration condition, determining whether the target gear position is a highest gear position; in response to the target gear position being the highest gear position, controlling the drive device to accelerate the vehicle at the maximum output power and monitoring a real-time vehicle speed, and stopping the vehicle acceleration when the real-time vehicle speed reaches a maximum vehicle speed corresponding to the target gear position; in response to the target gear position not being the highest gear position, upshifting according to the highest gear position while keeping the target output rotation speed unchanged.

8. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor implements the method of any one of claims 1-6 when executing the program.

9. A vehicle characterized by comprising: The gear-up control device of the vehicle of claim 7 or the electronic device of claim 8.

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