Vehicle gear shifting control method and device, electronic equipment and storage medium

Abstract

The invention discloses a vehicle gear shifting control method and device, electronic equipment and a storage medium, and belongs to the technical field of vehicles. The method comprises the steps that whether the vehicle meets the basic conditions that the rotating speed of a target gear shifting point of the vehicle and the traction capacity of the vehicle after gear shifting are calculated only through a basic gear shifting diagram or not and whether the vehicle is in an on-gear sliding state or not are judged, and a first judgment result is generated; according to the driving environment parameters, the internal system parameters, the target gear shifting mode and the first judgment result, the rotating speed of the target gear shifting point and the traction capacity of the vehicle after gear shifting are determined; according to the internal system parameters, the rotating speed of the target gear shifting point and the traction capacity of the vehicle after gear shifting, whether the vehicle meets the gear shifting condition or not is judged, a second judgment result is generated, and automatic gear shifting operation is executed based on the second judgment result. On the basis of reducing calibration tables, a set of gear switching control logic considering both the vehicle driving power performance and the fuel economy is provided, and the driving experience of a user is improved.

Description

Technical Field

[0001] Embodiments of the present invention relate to the field of vehicle technology, and in particular to a vehicle shift control method, device, electronic device and storage medium. Background Art

[0002] At present, most automatic mechanical transmissions (AMT) are obtained by adding various sensors, transmission control units, electronically controlled gear selection and shifting actuators, and clutch actuators to manual transmissions (MT). Compared with other automatic transmission solutions, AMT has the advantages of low cost and high transmission efficiency, so it has been widely promoted and applied in tractor trucks and other models.

[0003] With the popularity of AMT, users usually prefer to use the shift points used by experienced drivers in the process of driving a car as a reference to judge the rationality of the AMT's shift point selection, which requires the AMT's shift point selection to be able to adapt to different actual vehicle working conditions. However, the existing conventional shift point calculation is completely based on the calibration table, which is not only labor-intensive, but also difficult to take into account the vehicle's driving dynamics and fuel economy (that is, either too much emphasis on driving dynamics leads to a significant increase in vehicle energy consumption; or too much emphasis on fuel economy leads to insufficient vehicle dynamics under certain working conditions), resulting in a poor user driving experience. Summary of the invention

[0004] The embodiments of the present invention provide a vehicle gear shift control method, device, electronic device and storage medium, so as to propose a gear shift control logic that takes into account both vehicle driving dynamics performance and fuel economy on the basis of reducing calibration tables, thereby improving user driving experience.

[0005] In a first aspect, an embodiment of the present invention provides a vehicle shift control method, comprising at least the following steps:

[0006] S1, obtaining driving environment parameters and internal system parameters of the vehicle, and then determining a target shift mode of the vehicle;

[0007] S2, determining whether the vehicle satisfies the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map, and whether the vehicle is in a coasting state in gear, so as to generate a first determination result;

[0008] S3, determining the target shift point speed and the vehicle's traction capacity after shifting gears according to the driving environment parameter, the internal system parameter, the target shift mode and the first judgment result;

[0009] S4. Determine whether the vehicle satisfies a shift condition according to the internal system parameter, the target shift point speed, and the vehicle's traction capacity after shifting, so as to generate a second judgment result and perform an automatic shift operation based on the second judgment result.

[0010] Optionally, the internal system parameters include at least a transmission strategy signal, a cruise control activation logic value, an engine warm-up start mode activation logic value, a transmission oil temperature, and a clutch temperature;

[0011] The target shift mode includes at least a transmission strategy mode, a cruise control mode, a warm-up start mode, a first hot mode, a second hot mode or a cold mode;

[0012] The step S1 at least comprises:

[0013] Acquiring the transmission strategy signal to preferentially output a transmission strategy mode according to the transmission strategy signal;

[0014] Obtaining the cruise control activation logic value; when the cruise control activation logic value is true or the vehicle is calibrated as cruise control forced on, and the vehicle is calibrated as cruise control mode determined to be enabled, outputting the cruise control mode first; otherwise, outputting the lowest level of the cruise control mode;

[0015] Obtaining the activation logic value of the engine warm-up start mode; when the activation logic value of the engine warm-up start mode is true, the vehicle is marked as warm-up start mode confirmed to start, and the timing time after the above two conditions are met is not zero and the timing time is less than the first time setting threshold, the warm-up start mode is outputted preferentially; otherwise, the lowest level of the warm-up start mode is outputted;

[0016] Acquire the transmission oil temperature; when the transmission oil temperature is not lower than the first thermal mode priority activation oil temperature threshold and the vehicle is calibrated as the first thermal mode priority determination activation, output the first thermal mode first; when the transmission oil temperature is lower than the first thermal mode priority exit oil temperature threshold, output the first thermal mode lowest level;

[0017] The transmission oil temperature and the clutch temperature are obtained; when the transmission oil temperature is not lower than the second thermal mode priority activation oil temperature threshold and the vehicle is calibrated as the second thermal mode priority determination activation, the second thermal mode is outputted preferentially; or, when the clutch temperature is not lower than the second thermal mode priority activation clutch temperature and the timing time after the above conditions are met reaches the second time setting threshold, the second thermal mode is outputted preferentially; or, when the transmission oil temperature is lower than the second thermal mode priority exit oil temperature threshold, the clutch temperature is lower than the second thermal mode priority exit clutch temperature, and the timing time after the clutch temperature is lower than the second thermal mode priority exit clutch temperature reaches the third time setting threshold, the second thermal mode lowest level is outputted;

[0018] Acquire the transmission oil temperature; when the transmission oil temperature is not higher than the cold mode priority activation oil temperature threshold and the vehicle is calibrated as the cold mode priority determination enable, output the cold mode first; or, when the transmission oil temperature is higher than the cold mode priority exit oil temperature threshold, output the lowest level of the cold mode;

[0019] Among them, the transmission strategy mode includes at least one of automatic mode, sports mode, economy mode, off-road mode, winter mode, power mode, and liquid transportation mode.

[0020] Optionally, the internal system parameters include at least the vehicle resistance torque;

[0021] The basic conditions that the vehicle satisfies for calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map include at least one of the following conditions: the target shift mode determined in step S1 has been pre-calibrated to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map; the whole vehicle resistance torque is not less than the set dynamic shift minimum resistance torque threshold, and the vehicle is in a power upshift state; the forced downshift function of the vehicle is activated;

[0022] The first judgment result at least includes that the vehicle satisfies the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting are calculated using only the basic shift map and the vehicle is in the in-gear coasting state, the vehicle satisfies the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting are calculated using only the basic shift map but the vehicle is not in the in-gear coasting state, the vehicle does not satisfy the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting are calculated using only the basic shift map but the vehicle is in the in-gear coasting state, or the vehicle does not satisfy the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting are calculated using only the basic shift map and the vehicle is not in the in-gear coasting state.

[0023] Optionally, the driving environment parameter includes at least a road slope;

[0024] The internal system parameters at least include the in-gear coasting state level, the estimated vehicle mass and the gear shift number matrix;

[0025] When the vehicle satisfies the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift are calculated using only the basic shift diagram and the vehicle is in the in-gear coasting state, or the vehicle does not satisfy the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift are calculated using only the basic shift diagram but the vehicle is in the in-gear coasting state, the step S3 at least includes a step of determining the intermediate shift point speed without considering the speed loss during the gear shifting process;

[0026] The intermediate shift point speed without considering the speed loss during the shifting process is determined at least in the following manner:

[0027] Calculating a compensation speed of the output shaft speed change rate of the vehicle in the target shift mode and in the coasting shift state according to the in-gear coasting state level and the output shaft speed change rate of the vehicle after filtering;

[0028] Calculating a mass-compensated speed of the vehicle in the target shift mode and in the coasting shift state according to the in-gear coasting state level and the estimated vehicle mass;

[0029] calculating, according to the in-gear coasting state level and the road slope, a road slope compensation speed of the vehicle in the target shift mode and in the in-gear coasting shift state;

[0030] Calculating a basic engine speed of the vehicle after an in-gear coasting shift in the target shift mode according to the in-gear coasting state level and the shift gear number matrix;

[0031] The output shaft speed change rate compensation speed, the mass compensation speed, the road gradient compensation speed and the basic engine speed of the vehicle in the in-gear coasting shift state are accumulated to obtain the intermediate shift point speed.

[0032] Optionally, the driving environment parameters include at least a turning radius and a road slope;

[0033] The internal system parameters at least include vehicle speed, estimated vehicle mass, gear shift matrix and accelerator pedal opening;

[0034] When the vehicle satisfies the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift are calculated using only the basic shift map and the vehicle is not in the in-gear coasting state, the step S3 at least includes a step of determining the intermediate shift point speed without considering the speed loss during the gear shift process;

[0035] The intermediate shift point speed without considering the speed loss during the shifting process is determined at least in the following manner:

[0036] Calculating an equivalent resistance torque coefficient of the vehicle according to the vehicle speed, the turning radius, the estimated vehicle mass and the road slope;

[0037] Calculating a basic shift point speed based on a basic shift diagram according to the shift gear number matrix and the equivalent resistance torque coefficient;

[0038] Calculating a throttle opening shift point compensation speed based on a basic shift diagram according to the shift gear number matrix and the accelerator pedal opening;

[0039] The basic shift point speed and the throttle opening shift point compensation speed are accumulated to obtain the intermediate shift point speed.

[0040] Optionally, the driving environment parameters include at least air pressure and turning radius;

[0041] The internal system parameters at least include a gear shift number matrix, an accelerator pedal opening, an accelerator pedal opening threshold for triggering a forced downshift, an estimated vehicle mass, and a transmission oil temperature;

[0042] When the vehicle does not meet the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map and the vehicle is not in the in-gear coasting state, the step S3 at least includes a step of determining the intermediate shift point speed without considering the speed loss during the gear shift process;

[0043] The intermediate shift point speed without considering the speed loss during the shifting process is determined at least in the following manner:

[0044] Calculating the gear shift throttle and drag coefficient of the vehicle in the target gear shift mode according to the gear shift number matrix and the vehicle resistance torque;

[0045] Calculating the shift quality and the drag coefficient of the vehicle in the target shift mode according to the shift gear number matrix and the vehicle resistance torque;

[0046] Calculating the gear shifting pressure and the drag coefficient of the vehicle in the target gear shifting mode according to the gear shifting gear number matrix and the vehicle resistance torque;

[0047] Calculating the gear shifting turning and drag coefficient of the vehicle in the target gear shifting mode according to the gear shifting gear number matrix and the vehicle resistance torque;

[0048] Calculating the gear shift oil temperature and the drag coefficient of the vehicle in the target gear shift mode according to the gear shift number matrix and the vehicle resistance torque;

[0049] Calculating an original shift point speed of the vehicle in the target shift mode according to the shift gear number matrix and the vehicle resistance torque;

[0050] Calculating a shift throttle opening compensation speed of the vehicle according to the shift gear number matrix, the throttle pedal opening, the throttle pedal opening threshold when triggering a forced downshift, and the shift throttle and resistance coefficient;

[0051] Calculating a shift mass compensation speed of the vehicle according to the shift gear number matrix, the estimated vehicle mass, and the shift mass and drag coefficient;

[0052] Calculating a shift air pressure compensation speed of the vehicle according to the shift gear number matrix, the air pressure, and the shift air pressure and a drag coefficient;

[0053] Calculating a gear shift turning compensation speed of the vehicle according to the gear shift number matrix, the turning radius, and the gear shift turning and resistance coefficient;

[0054] Calculating a shift oil temperature compensation speed of the vehicle according to the shift gear number matrix, the transmission oil temperature, and the shift oil temperature and resistance coefficient;

[0055] The original shift point speed, the shift throttle opening compensation speed, the shift quality compensation speed, the shift air pressure compensation speed, the shift turning compensation speed and the shift oil temperature compensation speed are accumulated to obtain the intermediate shift point speed.

[0056] Optionally, the internal system parameters at least include the number of gear shift jumps, vehicle resistance torque, current gear, target gear, estimated vehicle mass, engine idle speed setting, upshift idle offset value, speed ratio corresponding to the target gear, speed ratio corresponding to the current gear, engine maximum speed limit, engine minimum speed limit, engine torque, accelerator pedal percentage, engine speed, vehicle transmission efficiency, vehicle rear axle speed ratio, vehicle transmission system acceleration inertia torque, upshift backup traction coefficient setting threshold, downshift backup traction coefficient setting threshold, driver demand torque and engine torque;

[0057] The step S3 at least includes the step of considering the lost speed during the shifting process and the intermediate shift point speed to determine the target shift point speed;

[0058] The lost speed is determined at least in the following manner:

[0059] Determine the loss speed according to the number of gear shift jumps, the vehicle resistance torque, the current gear, the gear shift target gear, and a threshold speed for closing the loss speed calculation;

[0060] The intermediate shift point speeds include at least an intermediate upshift point speed and an intermediate downshift point speed; the target shift point speeds include at least a target upshift point speed under a power upshift condition, a target upshift point speed under a non-power upshift condition, a target downshift point speed under a power downshift condition, and a target downshift point speed under a non-power downshift condition;

[0061] The target upshift point speed under the power upshift condition is determined at least in the following manner:

[0062] Calculating the upshift resistance limit speed according to the gear shift target gear, the vehicle resistance torque and the vehicle estimated mass;

[0063] Calculating the idle reverse upshift speed according to the engine idle speed setting speed, the upshift idle speed offset value, the speed ratio corresponding to the shift target gear and the speed ratio corresponding to the current gear;

[0064] determining a target upshift point speed under the power upshift condition according to the intermediate upshift point speed, the speed ratio corresponding to the target gear position, the speed ratio corresponding to the current gear position, the loss speed, the upshift resistance limit speed, the idle reverse upshift speed and the engine maximum limit speed;

[0065] The target upshift point speed under the non-power upshift condition is determined at least in the following manner:

[0066] Calculating the idle reverse upshift speed according to the engine idle speed setting speed, the upshift idle speed offset value, the speed ratio corresponding to the shift target gear and the speed ratio corresponding to the current gear;

[0067] determining a target upshift point speed under the non-power upshift condition according to the intermediate upshift point speed, the speed ratio corresponding to the target gear position, the speed ratio corresponding to the current gear position, the loss speed, the idle reverse upshift speed and the maximum engine speed limit;

[0068] The target downshift point speed under the power downshift condition is determined at least in the following manner:

[0069] Calculating a downshift resistance limit speed according to the gear shift target gear, the vehicle resistance torque and the vehicle estimated mass;

[0070] Determining the target downshift point speed under the power downshift condition according to the engine idle speed setting speed, the downshift idle speed offset value, the engine minimum speed limit, the intermediate downshift point speed, the speed ratio corresponding to the gear shift target position, the speed ratio corresponding to the current gear position, the loss speed and the downshift resistance limit speed;

[0071] The target downshift point speed under the non-power downshift condition is determined at least in the following manner:

[0072] Calculating a downshift resistance limit speed according to the gear shift target gear, the vehicle resistance torque and the vehicle estimated mass;

[0073] Determining the target downshift point speed under the non-power downshift condition according to the engine idle speed setting speed, the downshift idle offset value, the engine minimum speed limit, the intermediate downshift point speed, the speed ratio corresponding to the gear shift target position, the speed ratio corresponding to the current gear position and the loss speed;

[0074] The step S3 at least further comprises the step of determining whether the traction capacity of the vehicle after the gear shift meets the vehicle demand;

[0075] The vehicle's traction capacity after gear shifting at least includes the vehicle's traction capacity after upshifting and the vehicle's traction capacity after downshifting;

[0076] Whether the traction capacity of the vehicle after upshifting meets the vehicle demand is determined at least in the following ways:

[0077] According to the engine torque, the accelerator pedal percentage, the engine speed, the intermediate upshift point speed, the vehicle transmission efficiency, the speed ratio corresponding to the current gear, the vehicle rear axle speed ratio, the vehicle resistance torque, the vehicle transmission system acceleration inertia torque and the upshift backup traction coefficient setting threshold, determining whether the traction capacity of the vehicle after upshifting meets the vehicle demand;

[0078] Whether the traction capacity of the vehicle after downshifting meets the vehicle demand is determined at least in the following ways:

[0079] According to the engine torque, the accelerator pedal percentage, the engine speed, the intermediate downshift point speed, the vehicle transmission efficiency, the speed ratio corresponding to the current gear, the vehicle rear axle speed ratio, the vehicle resistance torque, the vehicle transmission system acceleration inertia torque and the downshift backup traction coefficient setting threshold, determining whether the vehicle's traction capacity after downshifting meets the vehicle demand;

[0080] The shifting condition at least includes an upshifting condition and a downshifting condition;

[0081] The applicable conditions for the vehicle to meet the upshift conditions include at least:

[0082] The vehicle is not in the power upshift state, and the predicted engine speed is greater than the target upshift point speed, and the current gear of the vehicle is less than the highest gear; or the engine torque, driver demand torque and engine speed of the vehicle are all not within the set range, and the predicted engine speed is greater than the target upshift point speed, and the current gear of the vehicle is less than the highest gear; or the traction capacity of the vehicle after upshifting meets the vehicle demand, and the predicted engine speed is greater than the target upshift point speed, and the current gear of the vehicle is less than the highest gear;

[0083] The applicable conditions for the vehicle to meet the downshift condition include at least:

[0084] The vehicle is not in the power downshift state, and the vehicle is not in the static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed; or, the vehicle's engine torque, driver demand torque and engine speed are all not within a set range, and the vehicle is not in the static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed; or, the vehicle's traction capacity after downshifting meets the vehicle's demand, and the vehicle is not in the static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed.

[0085] In a second aspect, an embodiment of the present invention further provides a vehicle shift control device, comprising at least:

[0086] a mode determination module, at least used to obtain driving environment parameters and internal system parameters of the vehicle, and then determine a target shift mode of the vehicle;

[0087] an intermediate judgment module, at least used to judge whether the vehicle satisfies the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map, and whether the vehicle is in a coasting state in gear, so as to generate a first judgment result;

[0088] a data determination module, at least for determining the target shift point speed and the vehicle's traction capacity after shifting gears based on the driving environment parameter, the internal system parameter, the target shift mode and the first judgment result;

[0089] The gear shifting operation module is at least used to determine whether the vehicle meets the gear shifting condition according to the internal system parameters, the target gear shifting point speed and the vehicle's traction capacity after gear shifting, so as to generate a second judgment result and perform an automatic gear shifting operation based on the second judgment result.

[0090] In a third aspect, an embodiment of the present invention further provides an electronic device, comprising a processor and a memory, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the steps in the vehicle shift control method as described in any one of the first aspects are executed.

[0091] In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle shift control method described in any one of the first aspects.

[0092] The embodiment of the present invention provides a vehicle shift control method, device, electronic device and storage medium. First, the vehicle's driving environment parameters and internal system parameters are obtained to determine the vehicle's target shift mode; second, it is determined whether the vehicle meets the basic conditions of calculating the vehicle's target shift point speed and the vehicle's traction capacity after shifting using only the basic shift map, and whether the vehicle is in a coasting state in gear, so as to generate a first judgment result; then, the target shift point speed and the vehicle's traction capacity after shifting are determined based on the driving environment parameters, the internal system parameters, the target shift mode and the first judgment result; finally, it is determined whether the vehicle meets the shift condition based on the internal system parameters, the target shift point speed and the vehicle's traction capacity after shifting, so as to generate a second judgment result and perform an automatic shift operation based on the second judgment result.

[0093] It can be seen that the embodiment of the present invention determines the target shift mode of the vehicle based on the change of the vehicle's driving environment (i.e., the driving environment parameters) and the parameter adjustment of the vehicle's internal system by the user or the vehicle itself (i.e., the internal system parameters); under different target shift modes, it is further determined whether the vehicle only uses the basic shift map to calculate the vehicle's target shift point speed and the vehicle's traction capacity after shifting, and whether the vehicle is in the in-gear coasting state; if the vehicle meets the basic conditions of using only the basic shift map to calculate the vehicle's target shift point speed and the vehicle's traction capacity after shifting, and the vehicle is in the in-gear coasting state, or the vehicle meets the basic conditions of using only the basic shift map to calculate the vehicle's target shift point speed and the vehicle's traction capacity after shifting, but the vehicle is not in the in-gear coasting state, Or if the vehicle does not meet the basic conditions of using only the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift, but the vehicle is in the coasting state, or if the vehicle does not meet the basic conditions of using only the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift and the vehicle is not in the coasting state, then the corresponding target shift point speed and the traction capacity of the vehicle after the gear shift are calculated according to the corresponding driving environment parameters and internal system parameters, and then the vehicle is judged whether it meets the gear shift conditions according to the corresponding internal system parameters, the target shift point speed and the traction capacity of the vehicle after the gear shift; when the vehicle meets the gear shift conditions, the gear shift operation is automatically performed, otherwise, when the vehicle does not meet the gear shift conditions, the original gear position is maintained unchanged (i.e., the gear shift operation is not performed). Therefore, the gear shift point determined by the embodiment of the present invention can be adapted to different application practices of the vehicle, and while reducing the calibration table, the gear shift control can be performed taking into account the vehicle driving dynamics performance and fuel economy, which is conducive to improving the user driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0094] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0095] Figure 1 is a flow chart of a vehicle shift control method provided by an embodiment of the present invention;

[0096] Figure 2 is a flow chart of a method for determining a target shift mode provided by an embodiment of the present invention;

[0097] Figure 3 It is a flow chart of a method for determining the speed of an intermediate shift point when a vehicle is in a coasting state and does not consider the speed loss during the shifting process, provided by an embodiment of the present invention;

[0098] Figure 4 A flow chart of a method for determining an intermediate shift point speed without considering the speed loss during the shifting process when the vehicle meets the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the shifting by using only the basic shifting diagram and the vehicle is not in a coasting state, provided by an embodiment of the present invention;

[0099] Figure 5 A flow chart of a method for determining an intermediate shift point speed without considering the speed loss during the shifting process when a vehicle does not meet the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the shifting by using only a basic shifting diagram and the vehicle is not in a coasting state, provided by an embodiment of the present invention;

[0100] Figure 6 is a structural schematic diagram of a vehicle shift control device provided by an embodiment of the present invention;

[0101] Figure 7 It is a structural schematic diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0102] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application.

[0103] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings, and "multiple" generally includes at least two.

[0104] It should be understood that the term "and / or" used in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0105] It should be understood that although the terms first, second, third, etc. may be used to describe in the embodiments of the present application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, without departing from the scope of the embodiments of the present application, the first may also be referred to as the second, and similarly, the second may also be referred to as the first.

[0106] As used herein, the words "if" and "if" may be interpreted as "at the time of" or "when" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrases "if it is determined" or "if (stated condition or event) is detected" may be interpreted as "when it is determined" or "in response to determining" or "when detecting (stated condition or event)" or "in response to detecting (stated condition or event)", depending on the context.

[0107] It should also be noted that the term "includes", "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, so that a commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprising a ..." do not exclude the existence of other identical elements in the commodity or device including the elements.

[0108] It should be particularly noted that any symbols and / or numbers in the specification that are not marked in the accompanying drawings are not drawing marks.

[0109] Figure 1 This is a flow chart of a vehicle shift control method provided by an embodiment of the present invention. This embodiment is applicable to any gear control scenario of a vehicle equipped with an automatic transmission. The type of vehicle may be a commercial vehicle, an engineering vehicle, a passenger vehicle, etc. The driving principle of the vehicle may be a traditional gasoline or diesel engine drive, a hybrid drive, etc. The automatic transmission installed in the vehicle may be, for example, an AMT, an automatic transmission (Automatic Transmission, AT), a continuously variable transmission (Continuously Variable Transmission, CVT), a dual clutch transmission (Dual Clutch Transmission, DCT), a dedicated hybrid transmission (Dedicated Hybrid Transmission, DHT), etc. The vehicle shift control method may be, but is not limited to, executed by the vehicle shift control device in the embodiment of the present invention as the execution subject, and the execution subject may be implemented in software and / or hardware. Figure 1 As shown, the vehicle shift control method comprises at least the following steps:

[0110] S1. Acquire driving environment parameters and internal system parameters of the vehicle, and then determine a target shifting mode of the vehicle.

[0111] Among them, the driving environment parameters may refer to parameters that can characterize the changes in the environment in which the vehicle is located during driving, such as air pressure, temperature, wind force, slope, altitude, etc. Correspondingly, the internal system parameters may refer to parameters that can be measured, calculated or analyzed during driving and can characterize the operating status of the vehicle or its components, such as vehicle speed, current gear position, gear shift signal, fuel consumption, brake pedal opening and closing degree, etc.

[0112] The vehicle's driving environment parameters and internal system parameters can be obtained by directly obtaining the driving environment parameters and internal system parameters from the vehicle's CAN bus based on the Controller Area Network (CAN) communication principle. It is understandable that the target shifting mode is related to the vehicle's real-time driving environment and vehicle operating status.

[0113] S2. Determine whether the vehicle meets the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map, and whether the vehicle is in a coasting state in gear, so as to generate a first judgment result.

[0114] The target shift point speed may refer to the engine speed corresponding to the gear that the vehicle is going to switch. It is understandable that the vehicle's traction capacity after shifting gears may refer to the power capacity of the vehicle to drive itself after switching gears. In addition, the coasting state in gear may refer to the state in which the vehicle relies on inertia to travel when the transmission is in gear and the driver releases the accelerator (also known as the accelerator pedal, gas pedal, etc.).

[0115] In a specific embodiment, optionally, the first judgment result at least includes that the vehicle satisfies the basic condition that only the basic shift map is used to calculate the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting, and the vehicle is in a coasting state, the vehicle satisfies the basic condition that only the basic shift map is used to calculate the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting, but the vehicle is not in a coasting state, the vehicle does not satisfy the basic condition that only the basic shift map is used to calculate the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting, but the vehicle is in a coasting state, or the vehicle does not satisfy the basic condition that only the basic shift map is used to calculate the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting, and the vehicle is not in a coasting state.

[0116] S3. Determine a target shift point speed and a vehicle traction capacity after shifting gears based on driving environment parameters, internal system parameters, a target shift mode and a first judgment result.

[0117] S4. Determine whether the vehicle meets the shifting condition according to the internal system parameters, the target shifting point speed, and the vehicle's traction capacity after the shifting, so as to generate a second determination result and perform an automatic shifting operation based on the second determination result.

[0118] The second judgment result may be, for example, that the vehicle meets the gear shifting condition, or that the vehicle does not meet the gear shifting condition. Adaptively, performing the automatic gear shifting operation based on the second judgment result may mean that the automatic gear shifting operation is performed when and only when the vehicle meets the gear shifting condition; on the contrary, if the vehicle does not meet the gear shifting condition, the automatic gear shifting operation is not performed, and the gear position of the vehicle is maintained unchanged.

[0119] This embodiment provides a vehicle shift control method. First, the vehicle's driving environment parameters and internal system parameters are obtained, and then the vehicle's target shift mode is determined; second, it is determined whether the vehicle meets the basic conditions of calculating the vehicle's target shift point speed and the vehicle's traction capacity after shifting gears using only the basic shift map, and whether the vehicle is in a coasting state in gear, so as to generate a first judgment result; then, the target shift point speed and the vehicle's traction capacity after shifting gears are determined based on the driving environment parameters, the internal system parameters, the target shift mode and the first judgment result; finally, it is determined whether the vehicle meets the shift condition based on the internal system parameters, the target shift point speed and the vehicle's traction capacity after shifting gears, so as to generate a second judgment result and perform an automatic shift operation based on the second judgment result.

[0120] It can be seen that the present embodiment determines the target shift mode of the vehicle based on the driving environment change of the vehicle (i.e., driving environment parameters) and the parameter adjustment of the internal system of the vehicle by the user or the vehicle itself (i.e., internal system parameters); under different target shift modes, it is further judged whether the vehicle only uses the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift, and whether the vehicle is in the coasting state in gear; if the vehicle satisfies the basic conditions of only using the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift and the vehicle is in the coasting state in gear, or the vehicle satisfies the basic conditions of only using the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift but the vehicle is not in the coasting state in gear If the vehicle is in a coasting state, or the vehicle does not meet the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map, or the vehicle does not meet the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map and the vehicle is not in the coasting state, the corresponding target shift point speed and the traction capacity of the vehicle after the gear shift are calculated according to the corresponding driving environment parameters and internal system parameters, and then the vehicle is judged whether it meets the gear shifting conditions according to the corresponding internal system parameters, the target shift point speed and the traction capacity of the vehicle after the gear shift; when the vehicle meets the gear shifting conditions, the gear shifting operation is automatically performed, otherwise, when the vehicle does not meet the gear shifting conditions, the gear shifting operation is not performed. Therefore, the gear shifting point determined by this embodiment can be adapted to different application practices of the vehicle, and while reducing the calibration table, the gear shifting control can be performed taking into account the vehicle driving dynamics performance and fuel economy, which is conducive to improving the user driving experience.

[0121] Based on the above embodiments or implementation modes, the method for determining the target shift mode of the vehicle is described below, but it does not limit the present invention. Figure 2 is a flow chart of a method for determining a target shift mode provided by an embodiment of the present invention, see Figure 2 Optionally, the internal system parameters include at least a transmission strategy signal, a cruise control activation logic value, an engine warm-up start mode activation logic value, a transmission oil temperature, and a clutch temperature.

[0122] The target shift mode at least includes a transmission strategy mode, a cruise control mode (specifically, it can correspond to the cruise control function of the vehicle; accordingly, the aforementioned cruise control activation logic value can switch back and forth between true and false as the button of the cruise control function is lifted or pressed. When the button of the cruise control function is lifted, the cruise control activation logic value is false, and when the button of the cruise control function is pressed, the cruise control activation logic value is true), a warm-up start mode (specifically, it can correspond to the warm-up start function of the engine start of the vehicle. The configuration method of the aforementioned engine warm-up start mode activation logic value is similar to the cruise control activation logic value, which will not be repeated here), a first thermal mode (specifically, it can correspond to the actual application scenario of the vehicle with too high transmission oil temperature), a second thermal mode (specifically, it can correspond to the actual application scenario of the vehicle with too high clutch temperature or the transmission oil temperature higher than the threshold of the aforementioned first thermal mode) or a cold mode (specifically, it can correspond to the actual application scenario of the vehicle in a low temperature environment).

[0123] Step S1 at least includes:

[0124] S11. Acquire a transmission strategy signal to preferentially output a transmission strategy mode according to the transmission strategy signal.

[0125] S12. Obtain the cruise control activation logic value; when the cruise control activation logic value is true or the vehicle is calibrated as cruise control forced on (this condition may correspond to, for example, the vehicle's testing and debugging phase), and the vehicle is calibrated as cruise control mode confirmed enabled (this condition may correspond to, for example, the technician's permission setting process for the vehicle's cruise control mode when the vehicle is to be sold), the cruise control mode is output preferentially (i.e., the cruise control mode level is the highest level); otherwise, the cruise control mode level is output at the lowest level.

[0126] S13. Obtain the activation logic value of the engine warm-up start mode; when the activation logic value of the engine warm-up start mode is true, the vehicle is marked as warm-up start mode to be started (this operating condition may correspond to the authority setting process for the vehicle engine start mode by the technician when the vehicle is to be sold), and the timing time after the above two conditions are met is not zero and the timing time is less than the first time setting threshold (generally set to 30s), the warm-up start mode is output preferentially (that is, the level of the warm-up start mode is the highest level); otherwise, the warm-up start mode is output at the lowest level.

[0127] S14. Obtain the transmission oil temperature; when the transmission oil temperature is not lower than the first thermal mode priority activation oil temperature threshold (generally set to 100°C), and the vehicle is calibrated to enable the first thermal mode priority (this operating condition may correspond to, for example, the technician's authority setting process for the first thermal mode of the vehicle when the vehicle is to be sold), the first thermal mode is output preferentially (i.e., the first thermal mode is at the highest level); when the transmission oil temperature is lower than the first thermal mode priority exit oil temperature threshold (generally set to 90°C), the first thermal mode is output at the lowest level.

[0128] S15. Obtain the transmission oil temperature and clutch temperature; when the transmission oil temperature is not lower than the second thermal mode priority activation oil temperature threshold (generally set to 120°C), and the vehicle is calibrated as the second thermal mode priority determination activation (this working condition, for example, may correspond to the technical personnel's authority setting process for the second thermal mode of the vehicle when the vehicle is to be sold), the second thermal mode is outputted preferentially (i.e., the level of the second thermal mode is the highest level); or, when the clutch temperature is not lower than the second thermal mode priority activation clutch temperature (generally set to 120°C), and the timing time after the above conditions are met reaches the second time setting threshold (generally set to 2s), the second thermal mode is outputted preferentially; or, when the transmission oil temperature is lower than the second thermal mode priority exit oil temperature threshold (generally set to 110°C), the clutch temperature is lower than the second thermal mode priority exit clutch temperature (generally set to 100°C), and the timing time after the clutch temperature is lower than the second thermal mode priority exit clutch temperature reaches the third time setting threshold (generally set to 1-2s), the second thermal mode is outputted at the lowest level.

[0129] S16. Obtain the transmission oil temperature; when the transmission oil temperature is not higher than the cold mode priority activation oil temperature threshold (generally set to -30°C), and the vehicle is calibrated for cold mode priority determination activation (this operating condition, for example, may correspond to the technician's authority setting process for the vehicle's cold mode when the vehicle is to be sold), the cold mode is output preferentially (that is, the level of the cold mode is the highest level); or, when the transmission oil temperature is higher than the cold mode priority exit oil temperature threshold (generally set to -10°C), the lowest level of the cold mode is output.

[0130] Among them, the transmission strategy mode includes at least one of automatic mode, sports mode, economy mode, off-road mode, winter mode, power mode, and liquid transportation mode (which can specifically correspond to the actual application scenario of vehicles transporting hazardous chemicals, for example, the vehicle transports gasoline, diesel tanks, compressed natural gas liquid tanks, edible oil tanks or hazardous chemical liquids, etc.).

[0131] It can be known that the transmission strategy signal can be a CAN signal generated in response to a user (driver or passenger) selecting a vehicle transmission strategy mode on a central control screen in a vehicle cockpit. Exemplarily, if the transmission strategy signal corresponds to an economic mode of the vehicle at a certain moment, the transmission strategy mode that is preferentially output according to the transmission strategy signal is the economic mode, that is, the level of the economic mode is configured as the highest level.

[0132] It is understandable that at the same time, among the transmission strategy mode, cruise control mode, warm-up start mode, first heat mode, second heat mode and cold mode, only one mode can be configured as the highest level, and the mode configured as the highest level is the target shift mode. Adaptively, all modes except the target shift mode can be configured as the lowest level.

[0133] In summary, this embodiment enables the vehicle shift control method to adapt to different practical applications of the vehicle by configuring the priorities of different target shift modes, which is beneficial to enhancing the intelligence of the vehicle shift control and improving the user driving experience.

[0134] Based on the above embodiments or implementations, the basic conditions for a vehicle to satisfy the calculation of the target shift point speed of the vehicle and the traction capacity of the vehicle after shifting using only the basic shift map are described below, but this does not limit the present invention.

[0135] In a specific implementation, optionally, the internal system parameters include at least the whole vehicle resistance torque.

[0136] The basic conditions that the vehicle satisfies for calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting using only the basic shift diagram include at least one of the following conditions: the target shift mode determined in step S1 has been pre-calibrated to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting using only the basic shift diagram; the vehicle resistance torque is not less than the set dynamic shift minimum resistance torque threshold, and the vehicle is in a power upshift state; the vehicle's forced downshift function is activated.

[0137] Among them, the target shift mode can be pre-calibrated by the user according to the actual application of the vehicle. For example, the user can pre-calibrate the aforementioned off-road mode through the vehicle's central control screen in the cockpit to use only the basic shift map to calculate the vehicle's target shift point speed and the vehicle's traction capacity after shifting.

[0138] It can be known that the resistance torque of the whole vehicle may refer to the torque size corresponding to the total resistance suffered by the entire vehicle. In addition, the setting of the minimum resistance torque threshold for dynamic gear shifting may be related to the road slope, turning conditions, etc. during the vehicle's driving process; generally speaking, the minimum resistance torque threshold for dynamic gear shifting corresponding to flat road conditions may be 2000Nm~3000Nm, and the minimum resistance torque threshold for dynamic gear shifting corresponding to ramp or turning conditions may be 3000Nm~30000Nm. The power upshift state may refer to the state in which the vehicle upshifts while driving. It can be understood that the activation of the vehicle's forced downshift function may correspond to the actual application scenario of the vehicle in which the Kickdown switch of the vehicle is pressed by the user.

[0139] Based on the above embodiments or implementations, the following describes a process for determining the intermediate shift point speed when the vehicle is in a coasting state without considering the speed loss during the shifting process, but this is not intended to limit the present invention.

[0140] In a specific embodiment, optionally, the driving environment parameters include at least the road slope; the internal system parameters also include at least the in-gear coasting state level (the in-gear coasting state level can be used to indicate the braking effect level of the vehicle when it is in the in-gear coasting state; the in-gear coasting state level can be a level determined according to the vehicle's acceleration, or the retarder opening gear, or the engine brake opening gear. Generally, the smaller the vehicle's acceleration, or the higher the retarder opening gear, or the higher the engine brake opening gear, the higher the in-gear coasting state level), the estimated vehicle mass (the estimated vehicle mass can be measured by a mass sensor in the vehicle, for example, and the estimated vehicle mass can include two parts: sprung mass and unsprung mass) and a gear shifting number matrix (the gear shifting number matrix can be, for example, a matrix similar to {1 2 3 4 5 6 7 8 9 1011 12}, where 1 to 12 correspond to the 12 gears that can be used for vehicle gear shifting).

[0141] When the vehicle satisfies the basic conditions of using only the basic shift diagram to calculate the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting and the vehicle is in a coasting state, or the vehicle does not satisfy the basic conditions of using only the basic shift diagram to calculate the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting but the vehicle is in a coasting state (i.e., when the vehicle is in a coasting state, there is no need to consider whether the vehicle satisfies the basic conditions of using only the basic shift diagram to calculate the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting), step S3 at least includes a step of determining the intermediate shift point speed without considering the speed lost during the gear shifting process.

[0142] Figure 3is a flow chart of a method for determining the intermediate shift point speed when a vehicle is in a coasting state without considering the speed loss during the shifting process, provided by an embodiment of the present invention, see Figure 3 The speed of the intermediate shift point without taking into account the speed loss during the shifting process is determined at least in the following way:

[0143] S301. Calculate the output shaft speed change rate compensation speed of the vehicle in the target shift mode and in the coasting shift state according to the coasting state level and the output shaft speed change rate of the vehicle after filtering (for example, first-order filtering can be used).

[0144] The output shaft speed change rate compensation speed may refer to the speed size of compensating the basic engine speed after the in-gear coasting shift in order to reduce the influence of the in-gear coasting state level and the change of the vehicle output shaft speed on the basic engine speed. Generally, the higher the in-gear coasting state level and the greater the output shaft speed change rate of the vehicle, the greater the output shaft speed change rate compensation speed.

[0145] It can be understood that, assuming that the target shift mode is the economic mode, step S301 may at least include:

[0146] (1) calculating the output shaft speed change rate compensation speed of the vehicle in the economy mode and in the coasting upshift state according to the coasting state level and the output shaft speed change rate of the vehicle after filtering;

[0147] (2) Calculating the output shaft speed change rate compensation speed of the vehicle in the economy mode and in the coasting downshift state according to the in-gear coasting state level and the output shaft speed change rate of the vehicle after filtering.

[0148] S302: Calculate the mass compensation rotation speed of the vehicle in the target shift mode and in the coasting shift state according to the in-gear coasting state level and the estimated vehicle mass.

[0149] The mass compensation speed may refer to the speed at which the basic engine speed is compensated after the in-gear coasting shift in order to reduce the influence of the in-gear coasting state level and the change of the estimated vehicle mass on the basic engine speed. Generally, the lower the in-gear coasting state level and the smaller the estimated vehicle mass, the smaller the mass compensation speed.

[0150] It can be understood that, assuming that the target shift mode is the economic mode, step S302 may at least include:

[0151] (1) Calculate the mass compensation speed of the vehicle in the economy mode and in the coasting upshift state according to the coasting state level and the estimated vehicle mass;

[0152] (2) Calculate the mass compensation speed of the vehicle in the economy mode and in the coasting downshift state based on the coasting state level and the estimated vehicle mass.

[0153] S303: Calculate the road slope compensation speed of the vehicle in the target shift mode and in the coasting shift state according to the in-gear coasting state level and the road slope.

[0154] The road gradient compensation speed may refer to the speed that compensates the basic engine speed after the in-gear coasting shift in order to reduce the influence of the in-gear coasting state level and the road gradient change on the basic engine speed. Generally, the lower the in-gear coasting state level and the smaller the road gradient of the vehicle, the smaller the road gradient compensation speed.

[0155] It can be understood that, assuming that the target shift mode is the economic mode, step S303 may at least include:

[0156] (1) Calculating the road slope compensation speed of the vehicle in the economy mode and in the coasting upshift state according to the coasting state level and the road slope;

[0157] (2) Calculate the road slope compensation speed of the vehicle in the economy mode and in the coasting downshift state according to the in-gear coasting state level and the road slope.

[0158] S304: Calculate the basic engine speed of the vehicle after the in-gear coasting shift in the target gear shift mode according to the in-gear coasting state level and the gear shift number matrix.

[0159] Among them, the higher the level of the coasting state in the gear, the higher the basic engine speed; the basic engine speed can be adaptively adjusted according to actual vehicle application, and the present invention does not limit this.

[0160] It can be understood that, assuming that the target shift mode is the economic mode, step S304 may at least include:

[0161] (1) calculating the basic engine speed of the vehicle in the economy mode after the in-gear coasting upshift according to the in-gear coasting state level and the gear shift number matrix;

[0162] (2) According to the in-gear coasting state level and the gear shift number matrix, the basic engine speed of the vehicle in the economy mode after the in-gear coasting downshift is calculated.

[0163] S305, the output shaft speed change rate compensation speed, the mass compensation speed, the road slope compensation speed and the basic engine speed are accumulated when the vehicle is in the coasting shift state to obtain the intermediate shift point speed.

[0164] Wherein, step S305 may at least include:

[0165] (1) Accumulating the output shaft speed change rate compensation speed, mass compensation speed, road gradient compensation speed and basic engine speed of the vehicle in the in-gear coasting upshift state to obtain the intermediate upshift point speed of the vehicle in the economy mode when the in-gear coasting upshift is performed;

[0166] (2) The output shaft speed change rate compensation speed, mass compensation speed, road slope compensation speed and basic engine speed of the vehicle in the in-gear coasting downshift state are accumulated to obtain the intermediate downshift point speed of the vehicle in the economy mode when coasting downshifting.

[0167] It should be noted that, in addition to the economy mode, the process for determining the intermediate shift point speed when the vehicle is in automatic mode, sports mode, off-road mode, winter mode, power mode, liquid transport mode, cruise control mode, warm-up start mode, first heat mode, second heat mode or cold mode, when the vehicle is in a coasting state, and without considering the loss of speed during the gear shifting process can also be executed according to the above process, and will not be repeated here.

[0168] Based on the above-mentioned embodiments or implementation methods, the following describes a process for determining the intermediate shift point speed without considering the speed loss during the shifting process when the vehicle is not in a coasting state and the vehicle meets the basic conditions of using only the basic shift map to calculate the vehicle's target shift point speed and the vehicle's traction capacity after shifting, but does not limit the present invention.

[0169] In a specific embodiment, optionally, the driving environment parameters include at least a turning radius and a road slope; the internal system parameters also include at least a vehicle speed, an estimated vehicle mass, a gear shift matrix, and an accelerator pedal opening (the accelerator pedal opening may, for example, refer to the distance the accelerator pedal travels from the position where the driver stops to the position where the pedal is fully depressed when the driver depresses the accelerator pedal).

[0170] When the vehicle meets the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after shifting gears using only the basic shift diagram and the vehicle is not in a coasting state, step S3 at least includes a step of determining the intermediate shift point speed without considering the speed loss during the shifting process.

[0171] Figure 4 is a flow chart of a method for determining an intermediate shift point speed when a vehicle meets the basic conditions of using only a basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after shifting, and the vehicle is not in a coasting state, without considering the speed loss during the shifting process, provided by an embodiment of the present invention. Figure 4 The speed of the intermediate shift point without taking into account the speed loss during the shifting process is determined at least in the following way:

[0172] S311. Calculate the equivalent resistance torque coefficient of the vehicle according to the vehicle speed, turning radius, estimated vehicle mass and road slope.

[0173] The equivalent resistance torque coefficient may be used to indicate the size of the equivalent resistance currently experienced by the vehicle, which may be expressed in a range of 0-100% and is a coefficient representing resistance after equivalent or normalized processing.

[0174] Exemplarily, the specific implementation process of step S311 may be:

[0175] The equivalent cornering resistance coefficient is obtained through an interpolation function (the interpolation function can be in the form of a table, a function expression, a function curve, etc.) with the vehicle speed and the turning radius as input and the equivalent cornering resistance coefficient as output (the equivalent cornering resistance coefficient can be used to characterize the resistance artificially felt by the user when the current vehicle is turning, and it also needs to be normalized); the equivalent resistance torque coefficient is obtained by multiplying the equivalent cornering resistance coefficient, the estimated mass of the vehicle, and the road slope and then dividing by 100.

[0176] S312: Calculate the basic shift point rotation speed based on the basic shift diagram according to the shift gear number matrix and the equivalent resistance torque coefficient.

[0177] Among them, the basic gear shifting diagram can be a basic gear shifting regular line obtained according to the gear shifting gear number matrix, the equivalent resistance torque coefficient and the accelerator pedal opening.

[0178] It is understandable that step S312 may at least include:

[0179] (1) According to the gear number matrix and the equivalent resistance torque coefficient, the basic upshift point speed based on the basic gear shift diagram is calculated. The basic upshift point speed can be a matrix with 12 rows and 2 columns, the first column is the gear number matrix, and the second column is the basic upshift point speed value corresponding to each gear.

[0180] (2) According to the gear number matrix and the equivalent resistance torque coefficient, the basic downshift point speed based on the basic gear shift diagram is calculated. The basic downshift point speed can be a matrix with 12 rows and 2 columns, the first column is the gear number matrix, and the second column is the basic downshift point speed value corresponding to each gear.

[0181] S313: Calculate the throttle opening shift point compensation speed based on the basic shift diagram according to the shift gear number matrix and the accelerator pedal opening.

[0182] The throttle opening shift point compensation speed may refer to a plurality of speed values ​​determined according to the accelerator pedal opening and used to compensate for the basic shift point speed.

[0183] It is understandable that step S313 may at least include:

[0184] (1) According to the gear number matrix and the accelerator pedal opening, the throttle opening upshift point compensation speed based on the basic gear shift map is calculated. The throttle opening upshift point compensation speed can be a matrix with 12 rows and 2 columns, the first column is the gear number matrix, and the second column is the throttle opening upshift point compensation speed value corresponding to each gear.

[0185] (2) According to the gear number matrix and the accelerator pedal opening, the throttle opening downshift point compensation speed based on the basic gear shift map is calculated. The throttle opening downshift point compensation speed can be a matrix with 12 rows and 2 columns, the first column is the gear number matrix, and the second column is the throttle opening downshift point compensation speed value corresponding to each gear position.

[0186] S314: Accumulate the basic shift point speed and the throttle opening shift point compensation speed to obtain the intermediate shift point speed.

[0187] Wherein, step S314 may at least include:

[0188] (1) Adding the basic upshift point speed and the throttle opening upshift point compensation speed to obtain the intermediate upshift point speed when the vehicle meets the basic conditions of calculating the target upshift point speed of the vehicle and the traction capacity of the vehicle after upshifting by using only the basic shift map and the vehicle is not in a coasting state and the speed loss during the upshifting process is not considered;

[0189] (2) The basic downshift point speed and the throttle opening downshift point compensation speed are added together to obtain the intermediate downshift point speed when the vehicle meets the basic conditions of calculating the target downshift point speed of the vehicle and the traction capacity of the vehicle after downshifting using only the basic shift map and the vehicle is not in a coasting state and the speed loss during the downshifting process is not considered.

[0190] It should be noted that if one or more of the target shift modes have been pre-calibrated to use only the basic shift diagram to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift, then in the corresponding target shift mode, when the vehicle is not in a coasting state, the intermediate downshift point speed without considering the speed loss during the downshift process can be calculated and obtained through the above process, which will not be repeated.

[0191] Based on the above-mentioned embodiments or implementation methods, the following describes a process for determining the intermediate shift point speed without considering the speed loss during the shifting process when the vehicle is not in a coasting state and the vehicle does not meet the basic conditions of using only the basic shift map to calculate the vehicle's target shift point speed and the vehicle's traction capacity after shifting, but it does not limit the present invention.

[0192] In a specific embodiment, optionally, the driving environment parameters include at least air pressure and turning radius; the internal system parameters also include at least a gear shift matrix, an accelerator pedal opening, an accelerator pedal opening threshold for triggering a forced downshift, an estimated vehicle mass, and a transmission oil temperature.

[0193] When the vehicle does not meet the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after shifting gears using only the basic shift diagram and the vehicle is not in a coasting state, step S3 at least includes a step of determining the intermediate shift point speed without considering the speed loss during the shifting process.

[0194] Figure 5 The present invention provides a flowchart of a method for determining an intermediate shift point speed when the vehicle does not meet the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map and the vehicle is not in a coasting state, without considering the speed loss during the gear shift process, as provided in an embodiment of the present invention. Figure 5 The speed of the intermediate shift point without taking into account the speed loss during the shifting process is determined at least in the following way:

[0195] S32A: Calculate the gear shift throttle and drag coefficient of the vehicle in the target gear shift mode according to the gear shift number matrix and the vehicle resistance torque.

[0196] The gear shift throttle and drag coefficient may refer to a coefficient for compensating the original gear shift point speed according to the throttle opening, and the coefficient may represent the percentage of the throttle opening compensation to the total compensation of the original gear shift point speed. Generally, the smaller the vehicle resistance torque, the larger the gear shift throttle and drag coefficient.

[0197] It can be understood that, assuming that the target shift mode is the economic mode, step S32A may at least include:

[0198] (1) The upshift throttle opening compensation coefficient is obtained according to the gear shift number matrix and the vehicle resistance torque. The upshift throttle opening compensation coefficient is multiplied by 0.01 to calculate the upshift throttle and resistance coefficient of the vehicle in the economy mode;

[0199] (2) The downshift throttle opening compensation coefficient is obtained according to the gear shift number matrix and the vehicle resistance torque. The downshift throttle opening compensation coefficient is multiplied by 0.01 to calculate the downshift throttle and resistance coefficient of the vehicle in the economy mode.

[0200] S32B. Calculate the shift quality and drag coefficient of the vehicle in the target shift mode according to the shift gear number matrix and the vehicle resistance torque.

[0201] The shift mass and drag coefficient may refer to a coefficient for compensating the original shift point speed according to the estimated mass of the vehicle, and the coefficient may represent the percentage of the estimated mass compensation of the vehicle to the total compensation of the original shift point speed. Generally, the smaller the vehicle resistance torque, the greater the shift mass and drag coefficient.

[0202] It can be understood that, assuming that the target shift mode is the economic mode, step S32B may at least include:

[0203] (1) The upshift mass compensation coefficient is obtained according to the gear number matrix and the vehicle resistance torque. The upshift mass compensation coefficient is multiplied by 0.01 to calculate the upshift mass and resistance coefficient of the vehicle in the economy mode;

[0204] (2) The downshift mass compensation coefficient is obtained according to the gear shift number matrix and the vehicle resistance torque. The downshift mass and resistance coefficient of the vehicle in the economy mode can be calculated by multiplying the downshift mass compensation coefficient by 0.01.

[0205] S32C. Calculate the gear shifting pressure and the drag coefficient of the vehicle in the target gear shifting mode according to the gear shifting gear number matrix and the vehicle resistance torque.

[0206] The shift air pressure and drag coefficient may refer to a coefficient for compensating the original shift point speed according to the external atmospheric pressure, and the coefficient may represent the percentage of the external atmospheric pressure compensation to the total compensation of the original shift point speed.

[0207] It can be understood that, assuming that the target shift mode is the economic mode, step S32C may at least include:

[0208] (1) The upshift air pressure compensation coefficient is obtained according to the gear number matrix and the vehicle resistance torque. The upshift air pressure compensation coefficient is multiplied by 0.01 to calculate the upshift air pressure and drag coefficient of the vehicle in the economy mode;

[0209] (2) The downshift air pressure compensation coefficient is obtained according to the gear shift number matrix and the vehicle resistance torque. The downshift air pressure and drag coefficient of the vehicle in the economy mode can be calculated by multiplying the downshift air pressure compensation coefficient by 0.01.

[0210] S32D. Calculate the gear shifting turning and drag coefficient of the vehicle in the target gear shifting mode according to the gear shifting gear number matrix and the vehicle resistance torque.

[0211] The gear shift turning and drag coefficient may refer to a coefficient for compensating the original gear shift point speed according to the turning radius, and the coefficient may represent the percentage of the turning radius compensation to the total compensation of the original gear shift point speed.

[0212] It can be understood that, assuming that the target shift mode is the economic mode, step S32D may at least include:

[0213] (1) The upshift turning compensation coefficient is obtained according to the gear number matrix and the vehicle resistance torque. The upshift turning compensation coefficient is multiplied by 0.01 to calculate the upshift turning and resistance coefficient of the vehicle in the economy mode;

[0214] (2) The downshift turning compensation coefficient is obtained according to the gear shift number matrix and the vehicle resistance torque. The downshift turning compensation coefficient is multiplied by 0.01 to calculate the downshift turning and resistance coefficient of the vehicle in the economy mode.

[0215] S32E, calculating the gear shift oil temperature and the drag coefficient of the vehicle in the target gear shift mode according to the gear shift number matrix and the vehicle resistance torque.

[0216] The shift oil temperature and resistance coefficient may refer to a coefficient for compensating the original shift point speed according to the transmission oil temperature, and the coefficient may represent the percentage of the transmission oil temperature compensation to the total compensation of the original shift point speed.

[0217] It can be understood that, assuming that the target shift mode is the economic mode, step S32E may at least include:

[0218] (1) The upshift oil temperature compensation coefficient is obtained according to the gear number matrix and the vehicle resistance torque. The upshift oil temperature compensation coefficient is multiplied by 0.01 to calculate the upshift oil temperature and resistance coefficient of the vehicle in the economy mode;

[0219] (2) The downshift oil temperature compensation coefficient is obtained based on the gear shift number matrix and the vehicle resistance torque. The downshift oil temperature compensation coefficient is multiplied by 0.01 to calculate the downshift oil temperature and resistance coefficient of the vehicle in the economy mode.

[0220] S32F, calculating the original shift point speed of the vehicle in the target shift mode according to the shift gear number matrix and the vehicle resistance torque.

[0221] Wherein, assuming that the target shift mode is the economic mode, step S32F may at least include:

[0222] (1) Calculate the original upshift point speed of the vehicle in the economy mode according to the gear shift number matrix and the vehicle resistance torque;

[0223] (2) According to the gear shift matrix and the vehicle resistance torque, the original downshift point speed of the vehicle in the economy mode is calculated.

[0224] S32G, calculating the shift throttle opening compensation speed of the vehicle according to the shift gear number matrix, the throttle pedal opening, the throttle pedal opening threshold when triggering a forced downshift, and the shift throttle and resistance coefficient.

[0225] Wherein, step S32G may at least include:

[0226] (1) The minimum value between the gear shift matrix, the current accelerator pedal opening (or the virtual accelerator pedal opening in cruise control mode) and the accelerator pedal opening threshold when the kickdown is triggered is used as input to obtain the upshift accelerator pedal opening offset speed (an intermediate speed value for calculating the upshift accelerator opening compensation speed); the upshift accelerator pedal opening compensation speed (i.e., the speed for compensating the original upshift point speed based on the accelerator pedal opening) is obtained by multiplying the upshift accelerator pedal opening offset speed by the upshift throttle and drag coefficient.

[0227] (2) The gear shift matrix and the minimum value between the current throttle pedal opening (or the virtual throttle pedal opening in cruise control mode) and the throttle pedal opening threshold when the kickdown is triggered are input to obtain the downshift throttle pedal opening offset speed (an intermediate speed value for calculating the upshift throttle opening compensation speed); the downshift throttle opening compensation speed (i.e., the speed for compensating the original downshift point speed based on the throttle pedal opening) is obtained by multiplying the downshift throttle pedal opening offset speed by the downshift throttle and drag coefficient.

[0228] S32H, calculating the shift mass compensation speed of the vehicle according to the shift gear number matrix, the estimated mass of the whole vehicle, the shift mass and the drag coefficient.

[0229] Wherein, step S32H may at least include:

[0230] (1) The upshift mass offset speed (an intermediate speed value for calculating the upshift mass compensation speed) is obtained according to the gear shift number matrix and the estimated vehicle mass. The upshift mass offset speed is multiplied by the upshift mass and the drag coefficient to obtain the upshift mass compensation speed (i.e., the speed for compensating the original upshift point speed based on the estimated vehicle mass);

[0231] (2) The downshift mass offset speed (an intermediate speed value for calculating the downshift mass compensation speed) is obtained based on the gear shift number matrix and the estimated vehicle mass. The downshift mass offset speed is multiplied by the aforementioned downshift mass and the drag coefficient to obtain the downshift mass compensation speed (i.e., the speed for compensating the original downshift point speed based on the estimated vehicle mass).

[0232] S32I. Calculate the shift air pressure compensation speed of the vehicle according to the shift gear number matrix, air pressure, shift air pressure and drag coefficient.

[0233] Wherein, step S32I may at least include:

[0234] (1) obtaining an upshift air pressure offset speed (an intermediate speed value for calculating the upshift air pressure compensation speed) according to the gear shift number matrix and the air pressure, and multiplying the upshift air pressure offset speed by the upshift air pressure and the drag coefficient to obtain the upshift air pressure compensation speed (i.e., the speed for compensating the original upshift point speed based on the air pressure);

[0235] (2) The downshift air pressure offset speed (an intermediate speed value for calculating the downshift air pressure compensation speed) is obtained based on the gear shift number matrix and the air pressure. The downshift air pressure offset speed is multiplied by the aforementioned downshift air pressure and the drag coefficient to obtain the downshift air pressure compensation speed (i.e., the speed for compensating the original downshift point speed based on the air pressure).

[0236] S32J. Calculate the gear shift turning compensation speed of the vehicle according to the gear shift number matrix, turning radius, gear shift turning and resistance coefficient.

[0237] Wherein, step S32J may at least include:

[0238] (1) obtaining an upshift turning offset speed (an intermediate speed value for calculating an upshift turning compensation speed) according to the gear number matrix and the turning radius, and multiplying the upshift turning offset speed by the upshift turning and drag coefficient to obtain an upshift turning compensation speed (i.e., a speed value for compensating the original upshift point speed based on the turning radius);

[0239] (2) A downshift turning offset speed (an intermediate speed value for calculating a downshift turning compensation speed) is obtained based on the gear shift number matrix and the turning radius. The downshift turning offset speed is multiplied by the downshift turning and drag coefficient to obtain a downshift turning compensation speed (i.e., a speed for compensating the original downshift point speed based on the turning radius).

[0240] S32K, calculating the shift oil temperature compensation speed of the vehicle according to the shift gear number matrix, the transmission oil temperature, the shift oil temperature and the resistance coefficient.

[0241] Wherein, step S32K may at least include:

[0242] (1) The upshift oil temperature offset speed (an intermediate speed value for calculating the upshift oil temperature compensation speed) is obtained according to the gear number matrix and the transmission oil temperature. The upshift oil temperature offset speed is multiplied by the upshift oil temperature and the resistance coefficient to obtain the upshift oil temperature compensation speed (i.e., the speed for compensating the original upshift point speed based on the transmission oil temperature);

[0243] (2) The downshift oil temperature offset speed (an intermediate speed value for calculating the downshift oil temperature compensation speed) is obtained based on the gear shift number matrix and the transmission oil temperature. The downshift oil temperature offset speed is multiplied by the aforementioned downshift oil temperature and the resistance coefficient to obtain the downshift oil temperature compensation speed (i.e., the speed for compensating the original downshift point speed based on the transmission oil temperature).

[0244] S32L, the original shift point speed, the shift throttle opening compensation speed, the shift quality compensation speed, the shift air pressure compensation speed, the shift turning compensation speed and the shift oil temperature compensation speed are accumulated to obtain the intermediate shift point speed.

[0245] Wherein, step S32L may at least include:

[0246] (1) Accumulating the original upshift point speed, the upshift throttle opening compensation speed, the upshift mass compensation speed, the upshift air pressure compensation speed, the upshift turning compensation speed, and the upshift oil temperature compensation speed to obtain the intermediate upshift point speed;

[0247] (2) The original downshift point speed, the downshift throttle opening compensation speed, the downshift mass compensation speed, the downshift air pressure compensation speed, the downshift turning compensation speed and the downshift oil temperature compensation speed are accumulated to obtain the intermediate downshift point speed.

[0248] It should be noted that, in addition to the economy mode, when the vehicle is in automatic mode, sport mode, off-road mode, winter mode, power mode, liquid transport mode, cruise control mode, warm-up start mode, first heat mode, second heat mode or cold mode, and the vehicle is not in a coasting state and the vehicle does not meet the basic conditions of calculating the vehicle's target shift point speed and the vehicle's traction capacity after shifting gears using only the basic shift map, the process for determining the intermediate shift point speed that does not take into account the speed lost during the shifting process can also be executed according to the above process and will not be repeated.

[0249] Based on the above embodiments or implementation modes, the following describes a method for determining the loss speed, the target shift point speed, the vehicle's traction capacity after shifting, and whether the vehicle meets the shifting conditions, which does not limit the present invention.

[0250] In a specific embodiment, optionally, the internal system parameters also include at least the number of gear shift jumps, the vehicle resistance torque, the current gear, the target gear for gear shifting, the estimated vehicle mass, the engine idle speed setting, the idle offset value for upshifting, the speed ratio corresponding to the target gear for gear shifting, the speed ratio corresponding to the current gear, the maximum engine speed limit, the minimum engine speed limit, the engine torque, the accelerator pedal percentage, the engine speed, the vehicle transmission efficiency, the vehicle rear axle speed ratio, the vehicle transmission system acceleration inertia torque, the upshift backup traction coefficient setting threshold, the downshift backup traction coefficient setting threshold, the driver's demand torque and the engine torque.

[0251] Step S3 at least includes the step of considering the lost speed during the gear shifting process and the intermediate shift point speed to determine the target shift point speed.

[0252] The lost speed is determined at least in the following ways:

[0253] The loss speed is determined based on the number of gear shift jumps, the vehicle resistance torque, the current gear, the gear shift target and the threshold speed for shutting down the loss speed calculation.

[0254] Among them, for the upshift process, the upshift duration estimate can be first obtained according to the upshift jump gear number (i.e., the absolute value of the difference between the gear number corresponding to the upshift target gear and the gear number corresponding to the current gear) and the vehicle resistance torque; further, the upshift resistance offset speed change rate (which can refer to the rate of change of the output shaft speed due to external resistance) is obtained from the current gear and the vehicle resistance torque; further, with the upshift target gear as the index, the corresponding target gear ratio is found (i.e., the transmission ratio corresponding to a certain gear to which the vehicle intends to upshift, which is equivalent to the transmission ratio corresponding to the upshift target gear); further, the upshift duration estimate, the upshift resistance offset speed change rate and the target gear ratio are multiplied and the absolute value is taken to obtain the upshift speed absolute value; further, when the upshift speed absolute value is not less than the threshold speed for closing the loss speed calculation, the loss speed of the upshift process is equal to the upshift speed absolute value, otherwise, the loss speed of the upshift process is equal to 0.

[0255] On the contrary, for the downshift process, the downshift duration estimate can be first obtained based on the number of downshift jump gears and the vehicle resistance torque; further, the downshift resistance offset speed change rate can be obtained from the current gear and the vehicle resistance torque; further, the downshift target gear is used as an index to find the corresponding target gear ratio (that is, the transmission speed ratio corresponding to the gear to which the vehicle intends to downshift, which is equivalent to the transmission speed ratio corresponding to the downshift target gear); further, the downshift duration estimate, the downshift resistance offset speed change rate and the target gear ratio are multiplied and the absolute value is taken to obtain the absolute value of the downshift speed; further, when the absolute value of the downshift speed is not less than the threshold speed for closing the loss speed calculation, the loss speed of the downshift process is equal to the absolute value of the downshift speed, otherwise, the loss speed of the downshift process is equal to 0.

[0256] The intermediate shift point speeds include at least an intermediate upshift point speed and an intermediate downshift point speed; the target shift point speeds include at least a target upshift point speed under a power upshift condition, a target upshift point speed under a non-power upshift condition, a target downshift point speed under a power downshift condition, and a target downshift point speed under a non-power downshift condition.

[0257] The target upshift point speed under the power upshift condition is determined by at least the following methods:

[0258] Calculate the upshift resistance limit speed according to the target gear position, the vehicle resistance torque and the estimated vehicle mass;

[0259] Calculate the idle reverse upshift speed according to the engine idle speed setting speed, the upshift idle speed offset value, the speed ratio corresponding to the target gear position and the speed ratio corresponding to the current gear position;

[0260] The target upshift point speed under the power upshift condition is determined based on the intermediate upshift point speed, the speed ratio corresponding to the target gear, the speed ratio corresponding to the current gear, the loss speed, the upshift resistance limit speed, the idle reverse upshift speed and the engine maximum limit speed.

[0261] Among them, the upshift resistance limit speed may refer to the maximum speed calculated based on the vehicle resistance and used to limit the upshift point, and the upshift point should not be higher than this value. The idle reverse upshift speed may refer to a minimum upshift speed point calculated based on the engine idle speed, and the final target upshift point speed should not be less than this value. The engine idle speed setting speed can generally be configured to be 550-600 revolutions per minute (RPM).

[0262] For example, the target upshift point speed under the power upshift condition can be calculated by the following process:

[0263] First, the maximum shift speed limit of the engine is obtained from the gear shift target position and the vehicle resistance torque (the maximum shift speed limit of the engine can refer to the maximum speed process quantity limited by the engine during the gear shift process), and the maximum shift speed limit offset value of the engine is obtained from the estimated mass of the vehicle and the vehicle resistance torque. The sum of the maximum shift speed limit of the engine and the maximum shift speed limit offset value of the engine is the upshift resistance limit speed. Secondly, after calculating the sum of the engine idle speed setting and the upshift idle speed offset value (an offset set manually), it is divided by the transmission speed ratio corresponding to the gear shift target position (i.e., the speed ratio corresponding to the gear shift target position) to obtain a quotient value, and the quotient value is multiplied by the transmission speed ratio corresponding to the current gear position (i.e., the speed ratio corresponding to the current gear position) to obtain the idle reverse upshift speed. Thirdly, according to the intermediate upshift point speed corresponding to the index of the gear shift target position, the output shaft speed of the gear shift target position is obtained by dividing the intermediate upshift point speed by the transmission speed ratio corresponding to the gear shift target position. Next, after the output shaft speed of the target gear position is multiplied by the speed ratio corresponding to the current gear position to obtain the first speed, the speed loss during the upshift process is added to the first speed to obtain the second speed. Next, after selecting the minimum value (herein, it can be named the first minimum value) between the second speed and the upshift resistance limit speed, the maximum value is selected between the first minimum value and the idle reverse upshift speed. Finally, the minimum value (herein, it can be named the second minimum value) is selected between the maximum value and the maximum engine speed limit (which can be the maximum engine speed allowed during the shift process), and the second minimum value is the target upshift point speed under the power upshift condition.

[0264] The target upshift point speed under the non-power upshift condition is determined by at least the following methods:

[0265] Calculate the idle reverse upshift speed according to the engine idle speed setting speed, the upshift idle speed offset value, the speed ratio corresponding to the target gear position and the speed ratio corresponding to the current gear position;

[0266] The target upshift point speed under non-power upshift conditions is determined based on the intermediate upshift point speed, the speed ratio corresponding to the target gear, the speed ratio corresponding to the current gear, the loss speed, the idle reverse upshift speed and the maximum engine speed limit.

[0267] Exemplarily, the target upshift point speed under the non-power upshift condition can be calculated by the following process:

[0268] First, calculate the sum of the engine idle speed setting speed and the idle speed offset value for upshifting, and then divide it by the transmission speed ratio corresponding to the target gear for shifting to obtain a quotient value, and multiply the quotient value by the transmission speed ratio corresponding to the current gear to obtain the idle reverse upshift speed. Secondly, according to the intermediate upshift point speed corresponding to the index of the target gear for shifting, divide the intermediate upshift point speed by the transmission speed ratio corresponding to the target gear for shifting to obtain the output shaft speed of the target gear for shifting. Thirdly, multiply the output shaft speed of the target gear for shifting to obtain the first speed by the speed ratio corresponding to the current gear, and then add the loss speed of the upshift process to the first speed to obtain the second speed. Thirdly, take the maximum value between the second speed and the idle reverse upshift speed. Finally, select the minimum value between the maximum value and the maximum engine speed limit, and the minimum value is the target upshift point speed under non-power upshift conditions.

[0269] The target downshift point speed under the power downshift condition is determined by at least the following methods:

[0270] Calculate the downshift resistance limit speed according to the target gear position, the vehicle resistance torque and the estimated vehicle mass;

[0271] The target downshift point speed under the power downshift condition is determined based on the engine idle speed setting speed, downshift idle offset value, engine minimum speed limit, intermediate downshift point speed, speed ratio corresponding to the target gear, speed ratio corresponding to the current gear, loss speed and downshift resistance limit speed.

[0272] Exemplarily, the target downshift point speed under the power downshift condition can be calculated specifically through the following process:

[0273] First, the engine minimum shift limit speed is obtained from the shift target gear and the vehicle resistance torque (the engine minimum shift limit speed can refer to the minimum speed process quantity limited by the engine during the shift process), and the engine minimum shift limit speed offset value is obtained from the estimated vehicle mass and the vehicle resistance torque. The sum of the engine minimum shift limit speed and the engine minimum shift limit speed offset value is the downshift resistance limit speed. Secondly, the sum of the engine idle speed setting speed and the downshift idle speed offset value is calculated (here it can be named the first sum value). Thirdly, according to the intermediate downshift point speed corresponding to the index of the shift target gear, the output shaft speed of the shift target gear is obtained by dividing the intermediate downshift point speed by the transmission speed ratio corresponding to the shift target gear. Thirdly, after the output shaft speed of the shift target gear is multiplied by the speed ratio corresponding to the current gear to obtain the third speed, the loss speed of the downshift process is added to the third speed to obtain the fourth speed. Thirdly, the maximum value (here it can be named the first maximum value) is selected between the fourth speed and the downshift resistance limit speed. Finally, the maximum value (herein, it can be named as the second maximum value) is selected from the first sum value, the engine minimum limit speed and the first maximum value, and the second maximum value is the target downshift point speed under the power downshift condition.

[0274] The target downshift point speed under the non-power downshift condition is determined by at least the following methods:

[0275] Calculate the downshift resistance limit speed according to the target gear position, the vehicle resistance torque and the estimated vehicle mass;

[0276] The target downshift point speed under non-power downshift conditions is determined based on the engine idle speed setting speed, downshift idle offset value, engine minimum speed limit, intermediate downshift point speed, speed ratio corresponding to the target gear, speed ratio corresponding to the current gear and loss speed.

[0277] Exemplarily, the target downshift point speed under the non-power downshift condition can be calculated specifically through the following process:

[0278] First, the engine minimum shift limit speed is obtained from the shift target gear and the vehicle resistance torque, and the engine minimum shift limit speed offset is obtained from the vehicle estimated mass and the vehicle resistance torque. The sum of the engine minimum shift limit speed and the engine minimum shift limit speed offset is the downshift resistance limit speed. Secondly, the sum of the engine idle speed setting speed and the downshift idle speed offset is calculated (here it can be named the first sum value). Thirdly, according to the intermediate downshift point speed corresponding to the index of the shift target gear, the output shaft speed of the shift target gear is obtained by dividing the intermediate downshift point speed by the transmission speed ratio corresponding to the shift target gear. In addition, after the output shaft speed of the shift target gear is multiplied by the speed ratio corresponding to the current gear to obtain the third speed, the loss speed of the downshift process is added to the third speed to obtain the fourth speed. Finally, the maximum value is selected from the first sum value, the engine minimum limit speed and the fourth speed, and the maximum value is the target downshift point speed under the non-power downshift condition.

[0279] Step S3 at least further includes the step of determining whether the traction capacity of the vehicle after gear shifting meets the vehicle demand; the traction capacity of the vehicle after gear shifting at least includes the traction capacity of the vehicle after upshifting and the traction capacity of the vehicle after downshifting.

[0280] Whether the vehicle's traction capacity after upshifting meets the vehicle's requirements can be determined by at least the following methods:

[0281] A threshold is set based on engine torque, accelerator pedal percentage, engine speed, intermediate upshift point speed, vehicle transmission efficiency, speed ratio corresponding to the current gear, vehicle rear axle speed ratio, vehicle resistance torque, vehicle transmission system acceleration inertia torque and upshift backup traction coefficient to determine whether the vehicle's traction capacity after upshifting meets vehicle requirements.

[0282] Exemplarily, whether the traction capacity of the vehicle after upshifting satisfies the vehicle requirement can be determined specifically through the following process:

[0283] First, the first accelerator pedal coefficient after upshifting is obtained according to the accelerator pedal percentage and the engine speed (which may refer to the engine speed at the current moment), and the second accelerator pedal coefficient after upshifting is determined according to the accelerator pedal percentage and the intermediate upshift point speed. Secondly, after calculating the product of the first accelerator pedal coefficient and the engine torque, the product is divided by the second accelerator pedal coefficient to obtain the engine reserve torque after upshifting. Thirdly, the engine reserve torque, the vehicle transmission efficiency (for example, it can be specifically the transmission efficiency of the transmission in the vehicle), the speed ratio corresponding to the current gear position and the vehicle rear axle speed ratio are cumulatively multiplied to obtain the vehicle's reserve output shaft torque. Thirdly, the reserve output shaft torque is subtracted from the vehicle's resistance torque to obtain a first difference, and the reserve output shaft torque is subtracted from the vehicle's transmission system acceleration inertia torque (for example, it can be an inertia torque generated by the transmission system due to its own inertia) to obtain a second difference. Thirdly, after the first difference is divided by the second difference to obtain a quotient, the quotient is first-order filtered to obtain the reserve traction coefficient after upshifting. Finally, if the reserve traction coefficient is not less than the set threshold of the reserve traction coefficient for upshifting (generally set to 0.1-0.4), it is considered that the traction capacity of the vehicle after upshifting meets the vehicle demand; otherwise, it is considered that the traction capacity of the vehicle after upshifting does not meet the vehicle demand.

[0284] Whether the vehicle's traction capacity after downshifting meets the vehicle's requirements can be determined by at least the following methods:

[0285] A threshold is set based on engine torque, accelerator pedal percentage, engine speed, intermediate downshift point speed, vehicle transmission efficiency, speed ratio corresponding to the current gear, vehicle rear axle speed ratio, vehicle resistance torque, vehicle transmission system acceleration inertia torque and downshift backup traction coefficient to determine whether the vehicle's traction capacity after downshifting meets vehicle requirements.

[0286] Exemplarily, whether the traction capacity of the vehicle after downshifting meets the vehicle demand can be determined specifically through the following process:

[0287] First, the third accelerator pedal coefficient after downshifting is obtained according to the accelerator pedal percentage and the engine speed, and the fourth accelerator pedal coefficient after downshifting is determined according to the accelerator pedal percentage and the intermediate downshift point speed. Secondly, after calculating the product of the third accelerator pedal coefficient and the engine torque, the product is divided by the fourth accelerator pedal coefficient to obtain the engine reserve torque after downshifting. Thirdly, the engine reserve torque, the vehicle transmission efficiency, the speed ratio corresponding to the current gear position and the vehicle rear axle speed ratio are cumulatively multiplied to obtain the vehicle's reserve output shaft torque. Thirdly, the reserve output shaft torque is subtracted from the vehicle resistance torque to obtain the third difference, and the vehicle transmission system acceleration inertia torque is subtracted from the reserve output shaft torque to obtain the fourth difference. Thirdly, after the third difference is divided by the fourth difference to obtain the quotient value, the quotient value is first-order filtered to obtain the reserve traction coefficient after downshifting. Finally, if the reserve traction coefficient is not less than the set threshold value of the downshift reserve traction coefficient, it is considered that the vehicle's traction capacity after downshifting meets the vehicle demand; otherwise, it is considered that the vehicle's traction capacity after downshifting does not meet the vehicle demand.

[0288] The gear shifting condition at least includes an upshifting condition and a downshifting condition;

[0289] The applicable conditions for a vehicle to meet the upshift conditions include at least:

[0290] The vehicle is not in a power upshift state, and the predicted engine speed is greater than the target upshift point speed, and the vehicle's current gear is less than the highest gear; or, the vehicle's engine torque, driver demand torque, and engine speed are all outside the set range, and the predicted engine speed is greater than the target upshift point speed, and the vehicle's current gear is less than the highest gear; or, the vehicle's traction capacity after upshifting meets the vehicle's needs, and the predicted engine speed is greater than the target upshift point speed, and the vehicle's current gear is less than the highest gear;

[0291] The applicable conditions for a vehicle to meet the downshift conditions include at least:

[0292] The vehicle is not in a power downshift state, and the vehicle is not in a static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed; or, the vehicle's engine torque, driver demand torque and engine speed are all not within the set range, and the vehicle is not in a static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed; or, the vehicle's traction capacity after downshifting meets the vehicle's needs, and the vehicle is not in a static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed (the estimated engine speed may be an estimated value of the engine speed calculated by multiplying the output shaft speed by the current gear ratio) is less than the target downshift point speed.

[0293] The embodiment of the present invention further provides a vehicle shift control device, Figure 6: is a schematic diagram of the structure of a vehicle shift control device provided by an embodiment of the present invention. This embodiment can be applied to the gear control scenario of any vehicle equipped with an automatic transmission. The type of vehicle can be a commercial vehicle, an engineering vehicle, a passenger car, etc. The driving principle of the vehicle can be a traditional gasoline or diesel engine drive, a hybrid drive, etc. The automatic transmission installed in the vehicle can be, for example, AMT, AT, CVT, DCT, DHT, etc. The device can be implemented in software and / or hardware. Figure 6 As shown, the vehicle shift control device provided in this embodiment at least includes:

[0294] The mode determination module 110 is at least used to obtain the driving environment parameters and internal system parameters of the vehicle, and then determine the target shift mode of the vehicle;

[0295] The intermediate judgment module 120 is at least used to judge whether the vehicle meets the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map, and whether the vehicle is in the in-gear coasting state, so as to generate a first judgment result;

[0296] The data determination module 130 is at least used to determine the target shift point speed and the vehicle's traction capacity after shifting according to the driving environment parameters, the internal system parameters, the target shift mode and the first judgment result;

[0297] The gear shifting operation module 140 is at least used to determine whether the vehicle meets the gear shifting condition according to the internal system parameters, the target gear shifting point speed and the vehicle's traction capacity after gear shifting, so as to generate a second judgment result and perform an automatic gear shifting operation based on the second judgment result.

[0298] Optionally, the internal system parameters include at least a transmission strategy signal, a cruise control activation logic value, an engine warm-up start mode activation logic value, a transmission oil temperature, and a clutch temperature;

[0299] The target shift mode includes at least a transmission strategy mode, a cruise control mode, a warm-up start mode, a first hot mode, a second hot mode, or a cold mode;

[0300] The mode determination module 110 is at least specifically configured to:

[0301] Acquiring a transmission strategy signal to preferentially output a transmission strategy mode according to the transmission strategy signal;

[0302] Get the cruise control activation logic value; when the cruise control activation logic value is true or the vehicle is calibrated as cruise control forced on, and the vehicle is calibrated as cruise control mode confirmation enabled, output the cruise control mode first; otherwise, output the lowest level of the cruise control mode;

[0303] Obtaining the activation logic value of the engine warm-up start mode; when the activation logic value of the engine warm-up start mode is true, the vehicle is marked as warm-up start mode confirmed to start, and the timing time after the above two conditions are met is not zero and the timing time is less than the first time setting threshold, the warm-up start mode is output first; otherwise, the lowest level of the warm-up start mode is output;

[0304] Acquire the transmission oil temperature; when the transmission oil temperature is not lower than the first thermal mode priority activation oil temperature threshold and the vehicle is calibrated as the first thermal mode priority determination activation, output the first thermal mode first; when the transmission oil temperature is lower than the first thermal mode priority exit oil temperature threshold, output the first thermal mode lowest level;

[0305] Acquire the transmission oil temperature and clutch temperature; when the transmission oil temperature is not lower than the second thermal mode priority activation oil temperature threshold and the vehicle is calibrated as the second thermal mode priority determination activation, give priority to outputting the second thermal mode; or, when the clutch temperature is not lower than the second thermal mode priority activation clutch temperature and the timing time after the above conditions are met reaches the second time setting threshold, give priority to outputting the second thermal mode; or, when the transmission oil temperature is lower than the second thermal mode priority exit oil temperature threshold, the clutch temperature is lower than the second thermal mode priority exit clutch temperature, and the timing time after the clutch temperature is lower than the second thermal mode priority exit clutch temperature reaches the third time setting threshold, output the second thermal mode lowest level;

[0306] Acquire the transmission oil temperature; when the transmission oil temperature is not higher than the cold mode priority activation oil temperature threshold and the vehicle is calibrated as the cold mode priority determination enable, output the cold mode first; or, when the transmission oil temperature is higher than the cold mode priority exit oil temperature threshold, output the lowest level of the cold mode;

[0307] Among them, the transmission strategy mode includes at least one of automatic mode, sports mode, economy mode, off-road mode, winter mode, power mode, and liquid transportation mode.

[0308] Optionally, the internal system parameters include at least the vehicle resistance torque;

[0309] The basic conditions that the vehicle satisfies for calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift only by using the basic gear shift diagram include at least one of the following conditions: the target gear shift mode determined by the mode determination module 130 has been pre-calibrated to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift only by using the basic gear shift diagram; the vehicle resistance torque is not less than the set dynamic shift minimum resistance torque threshold, and the vehicle is in a power upshift state; the vehicle's forced downshift function is activated;

[0310] The first judgment result at least includes that the vehicle satisfies the basic conditions for calculating the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting using only the basic shift map and the vehicle is in a coasting state, the vehicle satisfies the basic conditions for calculating the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting using only the basic shift map but the vehicle is not in a coasting state, the vehicle does not satisfy the basic conditions for calculating the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting using only the basic shift map but the vehicle is in a coasting state, or the vehicle does not satisfy the basic conditions for calculating the vehicle's target shift point speed and the vehicle's traction capacity after gear shifting using only the basic shift map and the vehicle is not in a coasting state.

[0311] Optionally, the driving environment parameter includes at least a road slope;

[0312] The internal system parameters at least include the in-gear coasting state level, the vehicle estimated mass and the gear shift number matrix;

[0313] When the vehicle meets the basic conditions of using only the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift and the vehicle is in the in-gear coasting state, or the vehicle does not meet the basic conditions of using only the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift but the vehicle is in the in-gear coasting state, the data determination module 130 is at least used to determine the intermediate shift point speed without considering the speed loss during the gear shifting process;

[0314] The speed of the intermediate shift point without taking into account the speed loss during the shifting process is determined at least in the following way:

[0315] Calculating the output shaft speed change rate compensation speed of the vehicle in the target shift mode and in the coasting shift state according to the in-gear coasting state level and the output shaft speed change rate of the vehicle after filtering;

[0316] Calculating the mass compensation speed of the vehicle in the target shift mode and in the coasting shift state according to the in-gear coasting state level and the estimated mass of the vehicle;

[0317] Calculating the road slope compensation speed of the vehicle in the target shift mode and in the coasting shift state according to the in-gear coasting state level and the road slope;

[0318] Calculating a basic engine speed of the vehicle after the in-gear coasting shift in the target shifting mode according to the in-gear coasting state level and the gear shift number matrix;

[0319] The output shaft speed change rate compensation speed, mass compensation speed, road slope compensation speed and basic engine speed of the vehicle in the in-gear coasting shift state are accumulated to obtain the intermediate shift point speed.

[0320] Optionally, the driving environment parameters include at least a turning radius and a road slope;

[0321] The internal system parameters at least include vehicle speed, vehicle estimated mass, gear shift matrix and accelerator pedal opening;

[0322] When the vehicle meets the basic conditions of using only the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift and the vehicle is not in the in-gear coasting state, the data determination module 130 is at least used to determine the intermediate shift point speed without considering the speed loss during the gear shift process;

[0323] The speed of the intermediate shift point without taking into account the speed loss during the shifting process is determined at least in the following way:

[0324] Calculate the equivalent drag torque coefficient of the vehicle based on the vehicle speed, turning radius, estimated vehicle mass and road slope;

[0325] According to the gear shift number matrix and the equivalent resistance torque coefficient, the basic shift point speed based on the basic shift diagram is calculated;

[0326] According to the gear shift number matrix and the accelerator pedal opening, the throttle opening shift point compensation speed based on the basic shift map is calculated;

[0327] The basic shift point speed and the throttle opening shift point compensation speed are accumulated to obtain the intermediate shift point speed.

[0328] Optionally, the driving environment parameters include at least air pressure and turning radius;

[0329] The internal system parameters at least include a matrix of the number of gear shifts, an accelerator pedal opening, an accelerator pedal opening threshold for triggering a forced downshift, an estimated vehicle mass, and a transmission oil temperature;

[0330] When the vehicle does not meet the basic conditions for calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map and the vehicle is not in the in-gear coasting state, the data determination module 130 is at least used to determine the intermediate shift point speed without considering the speed loss during the gear shift process;

[0331] The speed of the intermediate shift point without taking into account the speed loss during the shifting process is determined at least in the following way:

[0332] According to the gear shift matrix and the vehicle resistance torque, the gear shift throttle and resistance coefficient of the vehicle in the target gear shift mode are calculated;

[0333] According to the gear shift matrix and the vehicle resistance torque, the shift quality and resistance coefficient of the vehicle in the target shift mode are calculated;

[0334] According to the gear shift number matrix and the vehicle resistance torque, the gear shift pressure and the drag coefficient of the vehicle in the target gear shift mode are calculated;

[0335] According to the gear shift matrix and the vehicle resistance torque, the gear shift turning and resistance coefficient of the vehicle in the target gear shift mode are calculated;

[0336] According to the gear shift number matrix and the vehicle resistance torque, the gear shift oil temperature and the resistance coefficient of the vehicle in the target gear shift mode are calculated;

[0337] According to the gear shift number matrix and the vehicle resistance torque, the original shift point speed of the vehicle in the target shift mode is calculated;

[0338] Calculate the shift throttle opening compensation speed of the vehicle according to the shift gear number matrix, the throttle pedal opening, the throttle pedal opening threshold when triggering the forced downshift, and the shift throttle and resistance coefficient;

[0339] Calculate the shift mass compensation speed of the vehicle according to the shift gear number matrix, the estimated mass of the vehicle, the shift mass and the drag coefficient;

[0340] Calculate the shift air pressure compensation speed of the vehicle according to the shift gear number matrix, air pressure, shift air pressure and drag coefficient;

[0341] Calculate the gear shift turning compensation speed of the vehicle according to the gear shift number matrix, turning radius, gear shift turning and resistance coefficient;

[0342] Calculate the shift oil temperature compensation speed of the vehicle according to the shift gear number matrix, transmission oil temperature, shift oil temperature and resistance coefficient;

[0343] The original shift point speed, the shift throttle opening compensation speed, the shift quality compensation speed, the shift air pressure compensation speed, the shift turning compensation speed and the shift oil temperature compensation speed are accumulated to obtain the intermediate shift point speed.

[0344] Optionally, the internal system parameters at least include the number of gear shift jumps, the vehicle resistance torque, the current gear, the target gear for gear shifting, the estimated vehicle mass, the engine idle speed setting, the idle offset value for upshifting, the speed ratio corresponding to the target gear for gear shifting, the speed ratio corresponding to the current gear, the maximum engine speed limit, the minimum engine speed limit, the engine torque, the accelerator pedal percentage, the engine speed, the vehicle transmission efficiency, the vehicle rear axle speed ratio, the vehicle transmission system acceleration inertia torque, the upshift backup traction coefficient setting threshold, the downshift backup traction coefficient setting threshold, the driver's required torque and the engine torque;

[0345] The data determination module 130 is further configured to at least consider the lost speed and the intermediate shift point speed during the shifting process to determine the target shift point speed;

[0346] The lost speed is determined at least in the following ways:

[0347] Determine the loss speed according to the number of gear shift jumps, the vehicle resistance torque, the current gear, the gear shift target and the threshold speed for closing the loss speed calculation;

[0348] The intermediate shift point speed includes at least an intermediate upshift point speed and an intermediate downshift point speed; the target shift point speed includes at least a target upshift point speed under a power upshift condition, a target upshift point speed under a non-power upshift condition, a target downshift point speed under a power downshift condition, and a target downshift point speed under a non-power downshift condition;

[0349] The target upshift point speed under the power upshift condition is determined by at least the following methods:

[0350] Calculate the upshift resistance limit speed according to the target gear position, the vehicle resistance torque and the estimated vehicle mass;

[0351] Calculate the idle reverse upshift speed according to the engine idle speed setting speed, the upshift idle speed offset value, the speed ratio corresponding to the target gear position and the speed ratio corresponding to the current gear position;

[0352] Determine the target upshift point speed under the power upshift condition according to the intermediate upshift point speed, the speed ratio corresponding to the target gear position, the speed ratio corresponding to the current gear position, the loss speed, the upshift resistance limit speed, the idle reverse upshift speed and the maximum limit speed of the engine;

[0353] The target upshift point speed under the non-power upshift condition is determined by at least the following methods:

[0354] Calculate the idle reverse upshift speed according to the engine idle speed setting speed, the upshift idle speed offset value, the speed ratio corresponding to the target gear position and the speed ratio corresponding to the current gear position;

[0355] Determine the target upshift point speed under the non-power upshift condition according to the intermediate upshift point speed, the speed ratio corresponding to the target gear position, the speed ratio corresponding to the current gear position, the loss speed, the idle reverse upshift speed and the maximum engine speed limit;

[0356] The target downshift point speed under the power downshift condition is determined by at least the following methods:

[0357] Calculate the downshift resistance limit speed according to the target gear position, the vehicle resistance torque and the estimated vehicle mass;

[0358] Determine the target downshift point speed under the power downshift condition according to the engine idle speed setting speed, downshift idle speed offset value, engine minimum speed limit, intermediate downshift point speed, speed ratio corresponding to the target gear position, speed ratio corresponding to the current gear position, loss speed and downshift resistance limit speed;

[0359] The target downshift point speed under the non-power downshift condition is determined by at least the following methods:

[0360] Calculate the downshift resistance limit speed according to the target gear position, the vehicle resistance torque and the estimated vehicle mass;

[0361] Determine the target downshift point speed under non-power downshift conditions according to the engine idle speed setting speed, downshift idle speed offset value, engine minimum speed limit, intermediate downshift point speed, speed ratio corresponding to the target gear position, speed ratio corresponding to the current gear position and loss speed;

[0362] The data determination module 130 is at least further used to determine whether the traction capacity of the vehicle after the gear shift meets the vehicle demand;

[0363] The traction capacity of the vehicle after gear shifting is at least the traction capacity of the vehicle after upshifting and the traction capacity of the vehicle after downshifting;

[0364] Whether the vehicle's traction capacity after upshifting meets the vehicle's requirements can be determined by at least the following methods:

[0365] A threshold is set based on engine torque, accelerator pedal percentage, engine speed, intermediate upshift point speed, vehicle transmission efficiency, speed ratio corresponding to the current gear, vehicle rear axle speed ratio, vehicle resistance torque, vehicle transmission system acceleration inertia torque and upshift reserve traction coefficient to determine whether the vehicle's traction capacity after upshifting meets vehicle requirements;

[0366] Whether the vehicle's traction capacity after downshifting meets the vehicle's requirements can be determined by at least the following methods:

[0367] Thresholds are set based on engine torque, accelerator pedal percentage, engine speed, intermediate downshift point speed, vehicle transmission efficiency, speed ratio corresponding to the current gear, vehicle rear axle speed ratio, vehicle resistance torque, vehicle transmission system acceleration inertia torque and downshift backup traction coefficient to determine whether the vehicle's traction capacity after downshifting meets vehicle requirements;

[0368] The gear shifting condition at least includes an upshifting condition and a downshifting condition;

[0369] The applicable conditions for a vehicle to meet the upshift conditions include at least:

[0370] The vehicle is not in a power upshift state, and the predicted engine speed is greater than the target upshift point speed, and the vehicle's current gear is less than the highest gear; or, the vehicle's engine torque, driver demand torque, and engine speed are all outside the set range, and the predicted engine speed is greater than the target upshift point speed, and the vehicle's current gear is less than the highest gear; or, the vehicle's traction capacity after upshifting meets the vehicle's needs, and the predicted engine speed is greater than the target upshift point speed, and the vehicle's current gear is less than the highest gear;

[0371] The applicable conditions for a vehicle to meet the downshift conditions include at least:

[0372] The vehicle is not in a power downshift state, and the vehicle is not in a static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed; or, the vehicle's engine torque, driver demand torque and engine speed are all outside the set range, and the vehicle is not in a static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed; or, the vehicle's traction capacity after downshifting meets the vehicle's needs, and the vehicle is not in a static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed.

[0373] The present embodiment provides a vehicle shift control device. First, the driving environment parameters and internal system parameters of the vehicle are obtained through the mode determination module, and then the target shift mode of the vehicle is determined; secondly, the intermediate judgment module is used to judge whether the vehicle meets the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map, and whether the vehicle is in the in-gear coasting state, so as to generate a first judgment result; then, the data determination module is used to determine the target shift point speed and the traction capacity of the vehicle after the gear shift according to the driving environment parameters, the internal system parameters, the target shift mode and the first judgment result; finally, the gear shift operation module is used to judge whether the vehicle meets the gear shift condition according to the internal system parameters, the target shift point speed and the traction capacity of the vehicle after the gear shift, so as to generate a second judgment result and perform an automatic gear shift operation based on the second judgment result.

[0374] It can be seen that the present embodiment determines the target shift mode of the vehicle based on the driving environment change of the vehicle (i.e., driving environment parameters) and the parameter adjustment of the internal system of the vehicle by the user or the vehicle itself (i.e., internal system parameters); under different target shift modes, it is further judged whether the vehicle only uses the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift, and whether the vehicle is in the coasting state in gear; if the vehicle satisfies the basic conditions of only using the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift and the vehicle is in the coasting state in gear, or the vehicle satisfies the basic conditions of only using the basic shift map to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift but the vehicle is not in the coasting state in gear If the vehicle is in a coasting state, or the vehicle does not meet the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map, or the vehicle does not meet the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map and the vehicle is not in the coasting state, the corresponding target shift point speed and the traction capacity of the vehicle after the gear shift are calculated according to the corresponding driving environment parameters and internal system parameters, and then the vehicle is judged whether it meets the gear shifting conditions according to the corresponding internal system parameters, the target shift point speed and the traction capacity of the vehicle after the gear shift; when the vehicle meets the gear shifting conditions, the gear shifting operation is automatically performed, otherwise, when the vehicle does not meet the gear shifting conditions, the gear shifting operation is not performed. Therefore, the gear shifting point determined by this embodiment can be adapted to different application practices of the vehicle, and while reducing the calibration table, the gear shifting control can be performed taking into account the vehicle driving dynamics performance and fuel economy, which is conducive to improving the user driving experience.

[0375] An embodiment of the present invention further provides an electronic device, Figure 7 is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention, see Figure 7The electronic device 1000 includes a processor 1001 and a memory 1002. The memory 1002 stores computer-readable instructions. When the computer-readable instructions are executed by the processor 1001, the steps in any one of the above vehicle shift control methods are executed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other through a communication bus and / or other forms of connection mechanisms (not marked), and the memory 1002 stores a computer program executable by the processor. When the electronic device 1000 is running, the processor 1001 executes the computer program to execute the vehicle shift control method in any optional implementation of the above embodiment to achieve the following functions: obtaining the vehicle's driving environment parameters and internal system parameters, and then determining the vehicle's target shift mode; judging whether the vehicle meets the basic conditions of calculating the vehicle's target shift point speed and the vehicle's traction capacity after shifting gears using only the basic shift map, and whether the vehicle is in a coasting state in gear, so as to generate a first judgment result; determining the target shift point speed and the vehicle's traction capacity after shifting gears based on the driving environment parameters, the internal system parameters, the target shift mode and the first judgment result; judging whether the vehicle meets the shifting conditions based on the internal system parameters, the target shift point speed and the vehicle's traction capacity after shifting gears, so as to generate a second judgment result and perform an automatic shifting operation based on the second judgment result.

[0376] An embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a vehicle shift control method as provided in all the embodiments of the invention of the present application: obtaining the vehicle's driving environment parameters and internal system parameters, and then determining the vehicle's target shift mode; judging whether the vehicle satisfies the basic conditions of calculating the vehicle's target shift point speed and the vehicle's traction capacity after shifting gears using only a basic shift map, and whether the vehicle is in a coasting state in gear, so as to generate a first judgment result; determining the target shift point speed and the vehicle's traction capacity after shifting gears based on the driving environment parameters, the internal system parameters, the target shift mode and the first judgment result; judging whether the vehicle satisfies the shifting conditions based on the internal system parameters, the target shift point speed and the vehicle's traction capacity after shifting gears, so as to generate a second judgment result and perform an automatic shifting operation based on the second judgment result.

[0377] Any combination of one or more computer-readable media may be used. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, device, or device.

[0378] Computer-readable signal media may include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including, but not limited to, electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0379] Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0380] Computer program code for performing the operations of the present invention may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0381] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle shift control method, characterized in that: At least the following steps are included: S1, obtaining driving environment parameters and internal system parameters of the vehicle, and then determining a target shift mode of the vehicle; S2, determining whether the vehicle satisfies the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map, and whether the vehicle is in a coasting state in gear, so as to generate a first determination result; S3, determining the target shift point speed and the vehicle's traction capacity after shifting gears according to the driving environment parameter, the internal system parameter, the target shift mode and the first judgment result; S4. Determine whether the vehicle satisfies a shift condition according to the internal system parameter, the target shift point speed, and the vehicle's traction capacity after shifting, so as to generate a second judgment result and perform an automatic shift operation based on the second judgment result.

2. The vehicle shift control method according to claim 1, characterized in that: The internal system parameters include at least a transmission strategy signal, a cruise control activation logic value, an engine warm-up start mode activation logic value, a transmission oil temperature, and a clutch temperature; The target shift mode includes at least a transmission strategy mode, a cruise control mode, a warm-up start mode, a first hot mode, a second hot mode or a cold mode; The step S1 at least comprises: Acquiring the transmission strategy signal to preferentially output a transmission strategy mode according to the transmission strategy signal; Obtaining the cruise control activation logic value; when the cruise control activation logic value is true or the vehicle is calibrated as cruise control forced on, and the vehicle is calibrated as cruise control mode determined to be enabled, outputting the cruise control mode first; otherwise, outputting the lowest level of the cruise control mode; Obtaining the activation logic value of the engine warm-up start mode; when the activation logic value of the engine warm-up start mode is true, the vehicle is marked as warm-up start mode confirmed to start, and the timing time after the above two conditions are met is not zero and the timing time is less than the first time setting threshold, the warm-up start mode is outputted preferentially; otherwise, the lowest level of the warm-up start mode is outputted; Acquire the transmission oil temperature; when the transmission oil temperature is not lower than the first thermal mode priority activation oil temperature threshold and the vehicle is calibrated as the first thermal mode priority determination activation, output the first thermal mode first; when the transmission oil temperature is lower than the first thermal mode priority exit oil temperature threshold, output the first thermal mode lowest level; The transmission oil temperature and the clutch temperature are obtained; when the transmission oil temperature is not lower than the second thermal mode priority activation oil temperature threshold and the vehicle is calibrated as the second thermal mode priority determination activation, the second thermal mode is outputted preferentially; or, when the clutch temperature is not lower than the second thermal mode priority activation clutch temperature and the timing time after the above conditions are met reaches the second time setting threshold, the second thermal mode is outputted preferentially; or, when the transmission oil temperature is lower than the second thermal mode priority exit oil temperature threshold, the clutch temperature is lower than the second thermal mode priority exit clutch temperature, and the timing time after the clutch temperature is lower than the second thermal mode priority exit clutch temperature reaches the third time setting threshold, the second thermal mode lowest level is outputted; Acquire the transmission oil temperature; when the transmission oil temperature is not higher than the cold mode priority activation oil temperature threshold and the vehicle is calibrated as the cold mode priority determination enable, output the cold mode first; or, when the transmission oil temperature is higher than the cold mode priority exit oil temperature threshold, output the lowest level of the cold mode; Among them, the transmission strategy mode includes at least one of automatic mode, sports mode, economy mode, off-road mode, winter mode, power mode, and liquid transportation mode.

3. The vehicle shift control method according to claim 1, characterized in that: The internal system parameters at least include the vehicle resistance torque; The basic conditions that the vehicle satisfies for calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map include at least one of the following conditions: the target shift mode determined in step S1 has been pre-calibrated to calculate the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map; the whole vehicle resistance torque is not less than the set dynamic shift minimum resistance torque threshold, and the vehicle is in a power upshift state; the forced downshift function of the vehicle is activated; The first judgment result at least includes that the vehicle satisfies the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting are calculated using only the basic shift map and the vehicle is in the in-gear coasting state, the vehicle satisfies the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting are calculated using only the basic shift map but the vehicle is not in the in-gear coasting state, the vehicle does not satisfy the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting are calculated using only the basic shift map but the vehicle is in the in-gear coasting state, or the vehicle does not satisfy the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after gear shifting are calculated using only the basic shift map and the vehicle is not in the in-gear coasting state.

4. The vehicle shift control method according to claim 3, characterized in that: The driving environment parameters include at least the road slope; The internal system parameters at least include the in-gear coasting state level, the estimated vehicle mass and the gear shift number matrix; When the vehicle satisfies the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift are calculated using only the basic shift diagram and the vehicle is in the in-gear coasting state, or the vehicle does not satisfy the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift are calculated using only the basic shift diagram but the vehicle is in the in-gear coasting state, the step S3 at least includes a step of determining the intermediate shift point speed without considering the speed loss during the gear shifting process; The intermediate shift point speed without considering the speed loss during the shifting process is determined at least in the following manner: Calculating a compensation speed of the output shaft speed change rate of the vehicle in the target shift mode and in the coasting shift state according to the in-gear coasting state level and the output shaft speed change rate of the vehicle after filtering; Calculating a mass-compensated speed of the vehicle in the target shift mode and in the coasting shift state according to the in-gear coasting state level and the estimated vehicle mass; calculating, according to the in-gear coasting state level and the road slope, a road slope compensation speed of the vehicle in the target shift mode and in the in-gear coasting shift state; Calculating a basic engine speed of the vehicle after an in-gear coasting shift in the target shift mode according to the in-gear coasting state level and the shift gear number matrix; The output shaft speed change rate compensation speed, the mass compensation speed, the road gradient compensation speed and the basic engine speed of the vehicle in the in-gear coasting shift state are accumulated to obtain the intermediate shift point speed.

5. The vehicle shift control method according to claim 3, characterized in that: The driving environment parameters include at least a turning radius and a road slope; The internal system parameters at least include vehicle speed, estimated vehicle mass, gear shift matrix and accelerator pedal opening; When the vehicle satisfies the basic condition that the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift are calculated using only the basic shift map and the vehicle is not in the in-gear coasting state, the step S3 at least includes a step of determining the intermediate shift point speed without considering the speed loss during the gear shift process; The intermediate shift point speed without considering the speed loss during the shifting process is determined at least in the following manner: Calculating an equivalent resistance torque coefficient of the vehicle according to the vehicle speed, the turning radius, the estimated vehicle mass and the road slope; Calculating a basic shift point speed based on a basic shift diagram according to the shift gear number matrix and the equivalent resistance torque coefficient; Calculating a throttle opening shift point compensation speed based on a basic shift diagram according to the shift gear number matrix and the accelerator pedal opening; The basic shift point speed and the throttle opening shift point compensation speed are accumulated to obtain the intermediate shift point speed.

6. The vehicle shift control method according to claim 3, characterized in that: The driving environment parameters include at least air pressure and turning radius; The internal system parameters at least include a gear shift matrix, an accelerator pedal opening, an accelerator pedal opening threshold for triggering a forced downshift, an estimated vehicle mass, and a transmission oil temperature; When the vehicle does not meet the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map and the vehicle is not in the in-gear coasting state, the step S3 at least includes a step of determining the intermediate shift point speed without considering the speed loss during the gear shift process; The intermediate shift point speed without considering the speed loss during the shifting process is determined at least in the following manner: Calculating the gear shift throttle and drag coefficient of the vehicle in the target gear shift mode according to the gear shift number matrix and the vehicle resistance torque; Calculating the shift quality and the drag coefficient of the vehicle in the target shift mode according to the shift gear number matrix and the vehicle resistance torque; Calculating the gear shifting pressure and the drag coefficient of the vehicle in the target gear shifting mode according to the gear shifting gear number matrix and the vehicle resistance torque; Calculating the gear shifting turning and drag coefficient of the vehicle in the target gear shifting mode according to the gear shifting gear number matrix and the vehicle resistance torque; Calculating the gear shift oil temperature and the drag coefficient of the vehicle in the target gear shift mode according to the gear shift number matrix and the vehicle resistance torque; Calculating an original shift point speed of the vehicle in the target shift mode according to the shift gear number matrix and the vehicle resistance torque; Calculating a shift throttle opening compensation speed of the vehicle according to the shift gear number matrix, the throttle pedal opening, the throttle pedal opening threshold when triggering a forced downshift, and the shift throttle and resistance coefficient; Calculating a shift mass compensation speed of the vehicle according to the shift gear number matrix, the estimated vehicle mass, and the shift mass and drag coefficient; Calculating a shift air pressure compensation speed of the vehicle according to the shift gear number matrix, the air pressure, and the shift air pressure and a drag coefficient; Calculating a gear shift turning compensation speed of the vehicle according to the gear shift number matrix, the turning radius, and the gear shift turning and resistance coefficient; Calculating a shift oil temperature compensation speed of the vehicle according to the shift gear number matrix, the transmission oil temperature, and the shift oil temperature and resistance coefficient; The original shift point speed, the shift throttle opening compensation speed, the shift quality compensation speed, the shift air pressure compensation speed, the shift turning compensation speed and the shift oil temperature compensation speed are accumulated to obtain the intermediate shift point speed.

7. The vehicle shift control method according to any one of claims 4 to 6, characterized in that: The internal system parameters at least include the number of gear shift jumps, vehicle resistance torque, current gear, target gear, estimated vehicle mass, engine idle speed setting, upshift idle offset value, speed ratio corresponding to the target gear, speed ratio corresponding to the current gear, engine maximum speed limit, engine minimum speed limit, engine torque, accelerator pedal percentage, engine speed, vehicle transmission efficiency, vehicle rear axle speed ratio, vehicle transmission system acceleration inertia torque, upshift backup traction coefficient setting threshold, downshift backup traction coefficient setting threshold, driver demand torque and engine torque; The step S3 at least includes the step of considering the lost speed during the shifting process and the intermediate shift point speed to determine the target shift point speed; The lost speed is determined at least in the following manner: Determine the loss speed according to the number of gear shift jumps, the vehicle resistance torque, the current gear, the gear shift target gear, and a threshold speed for closing the loss speed calculation; The intermediate shift point speeds include at least an intermediate upshift point speed and an intermediate downshift point speed; the target shift point speeds include at least a target upshift point speed under a power upshift condition, a target upshift point speed under a non-power upshift condition, a target downshift point speed under a power downshift condition, and a target downshift point speed under a non-power downshift condition; The target upshift point speed under the power upshift condition is determined at least in the following manner: Calculating the upshift resistance limit speed according to the gear shift target gear, the vehicle resistance torque and the vehicle estimated mass; Calculating the idle reverse upshift speed according to the engine idle speed setting speed, the upshift idle speed offset value, the speed ratio corresponding to the shift target gear and the speed ratio corresponding to the current gear; determining a target upshift point speed under the power upshift condition according to the intermediate upshift point speed, the speed ratio corresponding to the target gear position, the speed ratio corresponding to the current gear position, the loss speed, the upshift resistance limit speed, the idle reverse upshift speed and the engine maximum limit speed; The target upshift point speed under the non-power upshift condition is determined at least in the following manner: Calculating the idle reverse upshift speed according to the engine idle speed setting speed, the upshift idle speed offset value, the speed ratio corresponding to the shift target gear and the speed ratio corresponding to the current gear; determining a target upshift point speed under the non-power upshift condition according to the intermediate upshift point speed, the speed ratio corresponding to the target gear position, the speed ratio corresponding to the current gear position, the loss speed, the idle reverse upshift speed and the maximum engine speed limit; The target downshift point speed under the power downshift condition is determined at least in the following manner: Calculating a downshift resistance limit speed according to the gear shift target gear, the vehicle resistance torque and the vehicle estimated mass; Determining the target downshift point speed under the power downshift condition according to the engine idle speed setting speed, the downshift idle speed offset value, the engine minimum speed limit, the intermediate downshift point speed, the speed ratio corresponding to the gear shift target position, the speed ratio corresponding to the current gear position, the loss speed and the downshift resistance limit speed; The target downshift point speed under the non-power downshift condition is determined at least in the following manner: Calculating a downshift resistance limit speed according to the gear shift target gear, the vehicle resistance torque and the vehicle estimated mass; Determining the target downshift point speed under the non-power downshift condition according to the engine idle speed setting speed, the downshift idle offset value, the engine minimum speed limit, the intermediate downshift point speed, the speed ratio corresponding to the gear shift target position, the speed ratio corresponding to the current gear position and the loss speed; The step S3 at least further comprises the step of determining whether the traction capacity of the vehicle after the gear shift meets the vehicle demand; The vehicle's traction capacity after gear shifting at least includes the vehicle's traction capacity after upshifting and the vehicle's traction capacity after downshifting; Whether the traction capacity of the vehicle after upshifting meets the vehicle demand is determined at least in the following ways: According to the engine torque, the accelerator pedal percentage, the engine speed, the intermediate upshift point speed, the vehicle transmission efficiency, the speed ratio corresponding to the current gear, the vehicle rear axle speed ratio, the vehicle resistance torque, the vehicle transmission system acceleration inertia torque and the upshift backup traction coefficient setting threshold, determining whether the traction capacity of the vehicle after upshifting meets the vehicle demand; Whether the traction capacity of the vehicle after downshifting meets the vehicle demand is determined at least in the following ways: According to the engine torque, the accelerator pedal percentage, the engine speed, the intermediate downshift point speed, the vehicle transmission efficiency, the speed ratio corresponding to the current gear, the vehicle rear axle speed ratio, the vehicle resistance torque, the vehicle transmission system acceleration inertia torque and the downshift backup traction coefficient setting threshold, determining whether the vehicle's traction capacity after downshifting meets the vehicle demand; The shifting condition at least includes an upshifting condition and a downshifting condition; The applicable conditions for the vehicle to meet the upshift conditions include at least: The vehicle is not in the power upshift state, and the predicted engine speed is greater than the target upshift point speed, and the current gear of the vehicle is less than the highest gear; or the engine torque, driver demand torque and engine speed of the vehicle are all not within the set range, and the predicted engine speed is greater than the target upshift point speed, and the current gear of the vehicle is less than the highest gear; or the traction capacity of the vehicle after upshifting meets the vehicle demand, and the predicted engine speed is greater than the target upshift point speed, and the current gear of the vehicle is less than the highest gear; The applicable conditions for the vehicle to meet the downshift condition include at least: The vehicle is not in the power downshift state, and the vehicle is not in the static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed; or, the vehicle's engine torque, driver demand torque and engine speed are all not within a set range, and the vehicle is not in the static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed; or, the vehicle's traction capacity after downshifting meets the vehicle's demand, and the vehicle is not in the static shift state or the shift target gear is greater than the vehicle's starting gear, and the estimated engine speed is less than the target downshift point speed.

8. A vehicle shift control device, characterized in that: At least: a mode determination module, at least used to obtain driving environment parameters and internal system parameters of the vehicle, and then determine a target shift mode of the vehicle; an intermediate judgment module, at least used to judge whether the vehicle satisfies the basic conditions of calculating the target shift point speed of the vehicle and the traction capacity of the vehicle after the gear shift using only the basic shift map, and whether the vehicle is in a coasting state in gear, so as to generate a first judgment result; a data determination module, at least for determining the target shift point speed and the vehicle's traction capacity after shifting gears based on the driving environment parameter, the internal system parameter, the target shift mode and the first judgment result; The gear shifting operation module is at least used to determine whether the vehicle meets the gear shifting condition according to the internal system parameters, the target gear shifting point speed and the vehicle's traction capacity after gear shifting, so as to generate a second judgment result and perform an automatic gear shifting operation based on the second judgment result.

9. An electronic device, characterized in that: The method comprises a processor and a memory, wherein the memory stores computer-readable instructions. When the computer-readable instructions are executed by the processor, the steps in the vehicle shift control method according to any one of claims 1 to 7 are executed.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle shift control method described in any one of claims 1 to 7 is implemented.

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