Vehicle shift control method, device, electronic device and storage medium

Abstract

The present application discloses a vehicle shift control method, device, electronic device and storage medium, belonging to the field of vehicle technology. The method includes: judging whether the vehicle meets the basic conditions of calculating the target shift point speed and the vehicle's traction capacity after shifting using only a basic shift map, and whether the vehicle is in a coasting state in gear, to generate a first judgment result; determining the target shift point speed and the vehicle's traction capacity after shifting based on driving environment parameters, internal system parameters, target shift mode and the first judgment result; judging whether the vehicle meets the shift conditions based on the internal system parameters, the target shift point speed and the vehicle's traction capacity after shifting, to generate a second judgment result and perform an automatic shift operation based on the second judgment result. The present application can propose a set of gear switching control logic that takes into account both vehicle driving dynamics and fuel economy on the basis of reducing calibration tables, which is conducive to improving the user's driving experience.

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] Currently, most automatic mechanical transmissions (AMTs) are based on manual transmissions (MTs) by adding various sensors, a transmission control unit, an electronically controlled shift selector, and a clutch actuator. Compared to other automatic transmission solutions, AMTs offer advantages such as low cost and high transmission efficiency, leading to their widespread adoption in vehicles such as tractor trucks.

[0003] With the increasing popularity of automated manual transmission (AMT), users often tend to use the shift points used by experienced drivers as a reference to judge the rationality of AMT shift point selection. This requires that AMT shift point selection can adapt to different vehicle operating conditions. However, existing conventional shift point calculations are entirely based on calibration tables. This is not only labor-intensive but also difficult to balance between vehicle driving performance and fuel economy. In other words, either excessive emphasis on driving performance leads to a significant increase in vehicle energy consumption, or excessive emphasis on fuel economy leads to insufficient vehicle dynamics under certain operating conditions. This results in a poor driving experience for users. Summary of the Invention

[0004] Embodiments of the present invention provide a vehicle gear shift control method, device, electronic device, and storage medium, which, on the basis of reducing calibration tables, propose a set of gear shift control logic that takes into account both vehicle driving dynamics performance and fuel economy, thereby improving the user's 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. Acquiring driving environment parameters and internal system parameters of the vehicle, and then determining a target shifting mode of the vehicle;

[0007] S2. Determining whether the vehicle satisfies basic conditions for calculating the target shift point speed and the post-shift traction capacity of the vehicle using only a basic shift map, and whether the vehicle is in an in-gear coasting state, to generate a first determination result;

[0008] S3, determining the target shift point speed and the vehicle's post-shift traction capacity based on the driving environment parameter, the internal system parameter, the target shift mode, and the first judgment result;

[0009] S4. Determine whether the vehicle meets a shifting condition based on the internal system parameters, the target shift point speed, and the vehicle's traction capacity after shifting, to generate a second determination result and perform an automatic shifting operation based on the second determination 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 includes:

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

[0016] Acquiring the transmission oil temperature; when the transmission oil temperature is not lower than a first thermal mode priority activation oil temperature threshold and the vehicle is calibrated to enable the first thermal mode priority, outputting the first thermal mode first; when the transmission oil temperature is lower than a first thermal mode priority exit oil temperature threshold, outputting the first thermal mode lowest level;

[0017] Obtaining the transmission oil temperature and the clutch temperature; when the transmission oil temperature is not lower than a second thermal mode priority activation oil temperature threshold and the vehicle is calibrated to enable the second thermal mode priority, giving priority to outputting the second thermal mode; or, when the clutch temperature is not lower than a second thermal mode priority activation clutch temperature and the timed time after the aforementioned conditions are met reaches a second time setting threshold, giving priority to outputting the second thermal mode; or, when the transmission oil temperature is lower than a second thermal mode priority exit oil temperature threshold, the clutch temperature is lower than a second thermal mode priority exit clutch temperature, and the timed time after the clutch temperature is lower than the second thermal mode priority exit clutch temperature reaches a third time setting threshold, outputting the second thermal mode lowest level;

[0018] Acquiring the transmission oil temperature; when the transmission oil temperature is not higher than a cold mode priority activation oil temperature threshold and the vehicle is calibrated to enable cold mode priority determination, outputting the cold mode first; or, when the transmission oil temperature is higher than a cold mode priority exit oil temperature threshold, outputting the lowest cold mode level;

[0019] The transmission strategy mode includes at least one of an automatic mode, a sports mode, an economic mode, an off-road mode, a winter mode, a power mode, and a liquid transport mode.

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

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

[0022] The first judgment result at least includes that the vehicle satisfies the basic condition that the target shift point speed and the vehicle traction capacity after the gear shift 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 and the vehicle traction capacity after the gear shift 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 and the vehicle traction capacity after the gear shift 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 and the vehicle traction capacity after the gear shift 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 include at least the in-gear coasting state level, the estimated vehicle mass and the gear shift number matrix;

[0025] When the vehicle satisfies the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map and the vehicle is in the in-gear coasting state, or when the vehicle does not satisfy the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map but the vehicle is in the in-gear coasting state, step S3 at least includes the step of determining an intermediate shift point speed that does not take into account speed loss during the 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 for 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, according to the in-gear coasting state level and the estimated vehicle mass, a mass-compensated rotational speed of the vehicle in the target shift pattern and in the in-gear coasting shift state;

[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 coasting shift state;

[0030] calculating a base engine speed of the vehicle after an in-gear coasting shift in the target shift pattern according to the in-gear coasting state level and the gear shift 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 include at least vehicle speed, estimated vehicle mass, gear shift matrix and accelerator pedal opening;

[0034] When the vehicle satisfies the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map and the vehicle is not in the in-gear coasting state, step S3 at least includes the step of determining an intermediate shift point speed without considering speed loss during the shifting 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 drag 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 map 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 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;

[0042] When the vehicle does not meet the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map and the vehicle is not in the in-gear coasting state, step S3 at least includes the step of determining an intermediate shift point speed without considering speed loss during the shifting 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 shift throttle and drag coefficient of the vehicle in the target shift mode according to the shift gear number matrix and the vehicle resistance torque;

[0045] Calculating 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;

[0046] Calculating the shift pressure and drag coefficient of the vehicle in the target shift mode according to the shift 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 a shift oil temperature and a drag coefficient of the vehicle in the target shift mode according to the shift gear 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 based on the shift gear matrix, the throttle pedal opening, the throttle pedal opening threshold for triggering a forced downshift, and the shift throttle and drag coefficient;

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

[0054] Calculating a shift oil temperature compensated 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 skips, 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, maximum engine speed limit, minimum engine 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 speed loss during the shifting process and the speed of the intermediate shift point to determine the target shift point speed;

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

[0059] determining the loss speed according to the number of gear shift skips, the vehicle resistance torque, the current gear, the target gear, and a threshold speed calculated for shutting down the loss speed;

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

[0063] Calculating the idle reverse upshift speed according to the engine idle speed setting, 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 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 maximum engine speed limit;

[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, 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 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;

[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 target gear position, the vehicle resistance torque, and the estimated vehicle mass;

[0070] determining a target downshift point speed under the power downshift condition according to the engine idle speed setting, the downshift idle speed offset value, the engine minimum speed limit, the intermediate downshift point speed, the speed ratio corresponding to the target gear, the speed ratio corresponding to the current gear, 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 target gear position, the vehicle resistance torque, and the estimated vehicle mass;

[0073] determining a target downshift point speed under the non-power downshift condition based on the engine idle speed setting, the downshift idle offset value, the engine minimum speed limit, the intermediate downshift point speed, the speed ratio corresponding to the target gear, the speed ratio corresponding to the current gear, and the loss speed;

[0074] The step S3 at least further includes 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 includes at least 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 requirement is determined at least in the following manner:

[0077] determining whether the vehicle's traction capacity after upshifting meets vehicle requirements based on 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's rear axle speed ratio, the vehicle's resistance torque, the vehicle's transmission system acceleration inertia torque, and a threshold value set for the upshift backup traction coefficient;

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

[0079] determining whether the vehicle's traction capacity after downshifting meets vehicle requirements based on 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's rear axle speed ratio, the vehicle's resistance torque, the vehicle's transmission system acceleration inertia torque, and a downshift backup traction coefficient threshold;

[0080] The shifting conditions include at least 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 outside a 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 conditions include at least:

[0084] The vehicle is not in the 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 a 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 vehicle requirements, 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.

[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, configured to obtain at least driving environment parameters and internal system parameters of the vehicle, and thereby determine a target shift mode of the vehicle;

[0087] an intermediate determination module, configured to determine at least whether the vehicle satisfies basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only a basic shift map, and whether the vehicle is in an in-gear coasting state, to generate a first determination result;

[0088] a data determination module, configured to determine at least the target shift point speed and the vehicle's post-shift traction capacity 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 conditions based on 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. When the computer-readable instructions are executed by the processor, the steps of 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] Embodiments of the present invention provide a vehicle shift control method, device, electronic device, and storage medium. First, the method obtains vehicle driving environment parameters and internal system parameters to determine the vehicle's target shift pattern. Second, the method determines whether the vehicle meets basic conditions for calculating the vehicle's target shift point speed and post-shift traction capacity using only a basic shift map, and whether the vehicle is in an in-gear coasting state, thereby generating a first judgment result. Then, the method determines the target shift point speed and post-shift traction capacity based on the driving environment parameters, internal system parameters, target shift pattern, and the first judgment result. Finally, the method determines whether the vehicle meets the shift conditions based on the internal system parameters, the target shift point speed, and the post-shift traction capacity, thereby generating a second judgment result and performing an automatic shift operation based on the second judgment result.

[0093] Thus, 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 judged 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, If the vehicle does not meet the basic conditions for calculating the target shift point speed and the post-shift tractive capacity using only the basic shift map but is in a coasting state, or if the vehicle does not meet the basic conditions for calculating the target shift point speed and the post-shift tractive capacity using only the basic shift map and is not in a coasting state, the corresponding target shift point speed and the post-shift tractive capacity are calculated based on the corresponding driving environment parameters and internal system parameters. Furthermore, whether the vehicle meets the shift conditions is determined based on the corresponding internal system parameters, the target shift point speed, and the post-shift tractive capacity. If the vehicle meets the shift conditions, the shift operation is automatically executed. Conversely, if the vehicle does not meet the shift conditions, the original gear position is maintained (i.e., the shift operation is not executed). Thus, the shift points determined by the embodiments of the present invention can be adapted to different vehicle applications, reducing calibration tables while balancing vehicle driving dynamics and fuel economy in gear shift control, thereby improving the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0094] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any 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 This is a flow chart of a method for determining the intermediate shift point speed 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 flowchart of a method for determining an intermediate shift point speed without considering speed loss during the shifting process, provided by an embodiment of the present invention, when a vehicle satisfies the basic conditions of calculating the vehicle's target shift point speed and the vehicle's post-shift traction capacity using only a basic shift map and the vehicle is not in a coasting state;

[0099] Figure 5 A flowchart of a method for determining an intermediate shift point speed without considering speed loss during a shift, provided by an embodiment of the present invention, when a vehicle does not meet the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only a basic shift map and the vehicle is not in a coasting state;

[0100] Figure 6 1 is a schematic structural diagram of a vehicle shift control device provided by an embodiment of the present invention;

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

[0102] To make the objectives, technical solutions, and advantages of this application more clear, this application will be further described in detail below with reference to the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of this application.

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

[0104] It should be understood that the term "and / or" as used herein is merely a description of the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. Furthermore, the character " / " in this document generally indicates that the associated objects 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 the determination" 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 terms "include," "comprises," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a product or device comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such product or device. In the absence of further limitations, an element defined by the phrase "comprises a..." does not exclude the presence of other identical elements in the product or device comprising the element.

[0108] It should be noted in particular 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 carried by the vehicle may be, for example, an AMT, an automatic transmission (AT), a continuously variable transmission (CVT), a dual clutch transmission (DCT), a 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 includes at least the following steps:

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

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

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

[0113] S2. Determine whether the vehicle meets the basic conditions for calculating the 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, to generate a first determination result.

[0114] The target shift point speed may refer to the engine speed corresponding to the vehicle's intended gear. It is understood that the vehicle's post-shift traction capacity may refer to the vehicle's ability to propel itself after the gear is shifted. Furthermore, the in-gear coasting state may refer to the state in which the vehicle is traveling by inertia when the transmission is in gear and the driver releases the accelerator (also known as the accelerator pedal).

[0115] In a specific embodiment, optionally, the first judgment result at least includes that the vehicle meets 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 meets 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 meet 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 meet 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.

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

[0117] S4. Determine 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 the shift, to generate a second determination result and perform an automatic shifting operation based on the second determination result.

[0118] The second judgment result may, for example, indicate that the vehicle satisfies the gear shifting condition or that the vehicle does not satisfy the gear shifting condition. Adaptively, executing the automatic gear shifting operation based on the second judgment result may mean executing the automatic gear shifting operation only when the vehicle satisfies the gear shifting condition. Conversely, if the vehicle does not satisfy the gear shifting condition, the automatic gear shifting operation is not executed, and the vehicle gear position remains unchanged.

[0119] This embodiment provides a vehicle shift control method. First, the method obtains vehicle driving environment parameters and internal system parameters to determine the vehicle's target shift pattern. Second, the method determines whether the vehicle meets the basic conditions for calculating the vehicle's target shift point speed and post-shift traction capacity using only a basic shift map, and whether the vehicle is in a coasting state, thereby generating a first judgment result. Then, the method determines the target shift point speed and post-shift traction capacity based on the driving environment parameters, internal system parameters, target shift pattern, and the first judgment result. Finally, the method determines whether the vehicle meets the shift conditions based on the internal system parameters, target shift point speed, and post-shift traction capacity, thereby generating a second judgment result and executing an automatic shift operation based on the second judgment result.

[0120] It can be seen that this embodiment determines the target shift mode of the vehicle based on the changes in the vehicle's driving environment (i.e., driving environment parameters) and the parameter adjustments of the vehicle's internal system (i.e., internal system parameters) by the user or the vehicle itself; under different target shift modes, it is further judged 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 a coasting state in gear; 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 a coasting state in gear, 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 a coasting state in gear If the vehicle is in a coasting state, or if the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map are not met, or if the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map are not met and the vehicle is not in a coasting state, the corresponding target shift point speed and the vehicle's post-shift traction capacity are calculated based on the corresponding driving environment parameters and internal system parameters. Furthermore, based on the corresponding internal system parameters, the target shift point speed, and the vehicle's post-shift traction capacity, it is determined whether the vehicle meets the shift conditions. If the vehicle meets the shift conditions, the shift operation is automatically executed; otherwise, if the vehicle does not meet the shift conditions, the shift operation is not executed. Thus, the shift points determined by this embodiment can be adapted to different vehicle applications, reducing the number of calibration tables while balancing vehicle driving dynamics and fuel economy in gear shift control, thereby improving the user's driving experience.

[0121] Based on the above embodiments or implementations, the following describes a method for determining a target shift pattern of a vehicle, but does not limit the present invention. Figure 2 This 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 includes at least a transmission strategy mode, a cruise control mode (specifically corresponding to the vehicle's cruise control function; accordingly, the aforementioned cruise control activation logic value can switch back and forth between true and false as the cruise control function button is lifted or pressed. When the cruise control function button is lifted, the cruise control activation logic value is false, and when the cruise control function button is pressed, the cruise control activation logic value is true), a warm-up start mode (specifically corresponding to the vehicle's engine start-up warm-up start function. The configuration method of the aforementioned engine warm-up start mode activation logic value is similar to the cruise control activation logic value and will not be repeated here), a first hot mode (specifically corresponding to the actual application scenario of the vehicle with too high transmission oil temperature), a second hot mode (specifically corresponding to the actual application scenario of the vehicle with too high clutch temperature or the transmission oil temperature is higher than the threshold of the aforementioned first hot mode) or a cold mode (specifically corresponding 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 prioritize outputting a transmission strategy mode according to the transmission strategy signal.

[0125] S12. Obtain a cruise control activation logic value; when the cruise control activation logic value is true or the vehicle is calibrated for cruise control to be forced on (this operating condition may correspond, for example, to the vehicle's testing or debugging phase), and the vehicle is calibrated for cruise control mode to be confirmed enabled (this operating condition may correspond, for example, to the process of technicians setting permissions for the vehicle's cruise control mode when the vehicle is to be sold), output the cruise control mode first (i.e., the cruise control mode level is the highest level); otherwise, output the cruise control mode level 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 the warm-up start mode to be started (this working condition may correspond to the technician's permission setting process for the vehicle engine start mode when the vehicle is to be sold, for example), and the timing time after both of 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 first (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 working condition may correspond to 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 first (that is, the level of the first thermal mode is 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 lowest level of the first thermal mode is output.

[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 to enable the second thermal mode priority (this working condition may correspond to the technician's authority setting process for the vehicle's second thermal mode when the vehicle is to be sold), the second thermal mode is output first (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 output first; 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 lowest level of the second thermal mode is output.

[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 may, for example, 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 first (i.e., the cold mode level 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 cold mode level is output at the lowest level.

[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 (specifically corresponding 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] As can be appreciated, 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 the vehicle's cockpit. For example, if the transmission strategy signal corresponds to the vehicle's economy mode at a given moment, the transmission strategy mode prioritized by the transmission strategy signal is economy mode, i.e., the economy mode is configured as the highest level.

[0132] It is understood that at any given moment, 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. This 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, thereby 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 and the vehicle's traction capacity after shifting using only the basic shift map are described below, but this does not limit the present invention.

[0135] In a specific embodiment, optionally, the internal system parameters include at least the resistance torque of the entire vehicle.

[0136] The basic conditions for the vehicle to satisfy the calculation of the vehicle's target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map include at least one of the following conditions: the target shift pattern determined in step S1 has been pre-calibrated to calculate the vehicle's target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map; the vehicle's resistance torque is not less than the set dynamic shift minimum resistance torque threshold, and the vehicle is in a power upshift state; and 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 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 seen that the resistance torque of the entire vehicle may refer to the torque corresponding to the total resistance experienced by the entire vehicle. In addition, the setting of the minimum resistance torque threshold for dynamic shifting may be related to the road slope, turning conditions, etc. during vehicle driving; generally speaking, the minimum resistance torque threshold for dynamic shifting corresponding to flat road conditions may be 2000Nm to 3000Nm, and the minimum resistance torque threshold for dynamic shifting corresponding to slope or turning conditions may be 3000Nm to 30000Nm. The power upshift state may refer to the state in which the vehicle upshifts while driving. It is understandable that the activation of the vehicle's forced downshift function may correspond to the actual application scenario of the vehicle in which the vehicle's kickdown switch 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 does not limit the present invention.

[0140] In a specific embodiment, optionally, the driving environment parameters include at least a road slope; the internal system parameters also include at least an in-gear coasting state level (the in-gear coasting state level can be used to indicate a braking effect level when the vehicle 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 activation gear, or the engine brake activation gear. Generally, the smaller the vehicle's acceleration, or the higher the retarder activation gear, or the higher the engine brake activation gear, the higher the in-gear coasting state level), the estimated vehicle mass (the estimated vehicle mass can, for example, be measured by a mass sensor in the vehicle, and the estimated vehicle mass can include both sprung mass and unsprung mass), and a gear shift number matrix (the gear shift number matrix can, for example, be 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 shifting).

[0141] When the vehicle satisfies the basic conditions for calculating the target shift point speed and the vehicle's traction capacity after gear shifting using only the basic shift diagram and the vehicle is in a coasting state, or the vehicle does not satisfy the basic conditions for calculating the target shift point speed and the vehicle's traction capacity after gear shifting using only the basic shift diagram but the vehicle is in a coasting state (i.e., when the vehicle is in a coasting state, it is not necessary to consider whether the vehicle satisfies the basic conditions for calculating the target shift point speed and the vehicle's traction capacity after gear shifting using only the basic shift diagram), step S3 at least includes a step of determining an intermediate shift point speed without considering the speed loss during the gear shifting process.

[0142] Figure 3This is 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. 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 ways:

[0143] S301. Calculate the output shaft speed change rate compensation speed of the vehicle in the target shift mode and the coasting shift state based on 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 used to compensate for the base engine speed after a coasting shift in order to reduce the impact of changes in the in-gear coasting state level and the vehicle's output shaft speed on the base engine speed. Generally, the higher the in-gear coasting state level and the greater the vehicle's output shaft speed change rate, the greater the output shaft speed change rate compensation speed.

[0145] It is understandable that, assuming 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 based on the in-gear coasting state level and the output shaft speed change rate of the vehicle after filtering;

[0147] (2) Calculate the output shaft speed change rate compensation speed of the vehicle in the economic mode and in the coasting downshift state based on the in-gear coasting state level and the output shaft speed change rate of the vehicle after filtering.

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

[0149] The mass compensation speed may refer to the speed used to compensate for the base engine speed after a coasting shift in order to reduce the impact of changes in the in-gear coasting state level and estimated vehicle mass on the base engine speed. Generally, the lower the in-gear coasting state level and the smaller the estimated vehicle mass, the lower the mass compensation speed.

[0150] It is understandable that, assuming 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 based on 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 gradient compensation speed of the vehicle in the target shift mode and the coasting shift state according to the in-gear coasting state level and the road gradient.

[0154] The road gradient compensation speed refers to the speed used to compensate for the base engine speed after a coasting shift, in order to reduce the impact of changes in the in-gear coasting state level and road gradient on the base engine speed. Typically, the lower the in-gear coasting state level and the shallower the road gradient, the lower the road gradient compensation speed.

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

[0156] (1) Calculate the road slope compensation speed of the vehicle in the economy mode and in the coasting upshift state based on the coasting state level and road slope;

[0157] (2) Calculate the road slope compensation speed of the vehicle in the economic mode and in the coasting downshift state based on the 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 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 is understandable that, assuming the target shift mode is the economic mode, step S304 may at least include:

[0161] (1) Calculate the base engine speed of the vehicle in economy mode after coasting upshifting based on the coasting state level and the gear shift matrix;

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

[0163] S305 , accumulating the output shaft speed change rate compensation speed, mass compensation speed, road gradient compensation speed, and basic engine speed in the in-gear coasting shift state of the vehicle to obtain an intermediate shift point speed.

[0164] Step S305 may at least include:

[0165] (1) The output shaft speed change rate compensation speed, mass compensation speed, road gradient compensation speed, and base engine speed are accumulated during the vehicle's in-gear coasting upshift state to obtain the intermediate upshift point speed during the vehicle's in-gear coasting upshift in economy mode;

[0166] (2) 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 downshift state are accumulated to obtain the intermediate downshift point speed of the vehicle in the economic mode when coasting downshifting.

[0167] It should be noted that, in addition to the economic 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 the coasting state, and without considering the speed loss during the shifting process can also be executed according to the above process, and will not be repeated here.

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

[0169] In a specific embodiment, optionally, the driving environment parameters include at least the turning radius and the road slope; the internal system parameters also include at least the vehicle speed, the estimated vehicle mass, the gear shift matrix and the 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 pressed to the bottom when the driver presses the accelerator pedal).

[0170] When the vehicle meets the basic conditions of calculating the target shift point speed and the vehicle's traction capacity after shifting using only the basic shift map 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 This is a flow chart of a method for determining an intermediate shift point speed when a vehicle satisfies the basic conditions of calculating the target shift point speed and the vehicle's traction capacity after shifting using only a basic shift map 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 ways:

[0172] S311. Calculate the equivalent drag torque coefficient of the vehicle based on the vehicle speed, turning radius, estimated vehicle mass, and road slope.

[0173] The equivalent resistance torque coefficient may be used to indicate the magnitude 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] For example, the specific implementation process of step S311 may be:

[0175] The equivalent cornering drag coefficient is obtained by applying an interpolation function (the interpolation function can be in the form of a table, a function expression, a function curve, etc.) that takes vehicle speed and turning radius as input and outputs the equivalent cornering drag coefficient. (The equivalent cornering drag coefficient can be used to characterize the resistance perceived by the user when the vehicle is turning and must also be normalized.) The equivalent resistance torque coefficient is obtained by multiplying the equivalent cornering drag coefficient, the estimated vehicle mass, and the road slope, and then dividing by 100.

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

[0177] The basic shifting diagram may be a basic shifting regular line obtained according to a shifting gear number matrix, an equivalent resistance torque coefficient, and an accelerator pedal opening.

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

[0179] (1) Calculate the basic upshift point speed based on the basic shifting diagram according to the gear number matrix and the equivalent resistance torque coefficient. The basic upshift point speed can be a 12-row, 2-column matrix, where 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) Calculate the basic downshift speed based on the basic shifting diagram according to the gear number matrix and the equivalent resistance torque coefficient. The basic downshift speed can be a matrix with 12 rows and 2 columns, where the first column is the gear number matrix and the second column is the basic downshift speed corresponding to each gear.

[0181] S313: Calculate the throttle opening shift point compensation speed based on the basic shift map 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) Calculate the throttle opening upshift point compensation speed based on the basic shift map according to the shift gear number matrix and the accelerator pedal opening. The throttle opening upshift point compensation speed can be a 12-row, 2-column matrix, where the first column is the shift gear number matrix and the second column is the throttle opening upshift point compensation speed value corresponding to each shift gear.

[0185] (2) Calculate the throttle opening downshift point compensation speed based on the basic shift map according to the shift gear number matrix and the accelerator pedal opening. The throttle opening downshift point compensation speed can be a 12-row, 2-column matrix, where the first column is the shift gear number matrix and the second column is the throttle opening downshift point compensation speed value corresponding to each shift gear.

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

[0187] 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 and the vehicle's traction capacity after upshifting using only the basic shift map, and when 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 and the vehicle's traction capacity after downshifting using only the basic shift map, and when the vehicle is not in a coasting state and the speed loss during downshifting is not considered.

[0190] It should be noted that if one or more of the target shift patterns have been pre-calibrated to use only the basic shift map to calculate the target shift point speed of the vehicle and the vehicle's post-shift traction capacity, then in the corresponding target shift pattern, when the vehicle is not in a coasting state, and without considering the speed loss during the downshift process, the intermediate downshift point speed can be calculated and obtained through the above-mentioned process, and no further details will be given.

[0191] Based on the above embodiments or implementation methods, the following describes a process for determining the intermediate shift point speed when the vehicle is not in a coasting state and the vehicle does not meet the basic conditions for calculating the vehicle's target shift point speed and the vehicle's traction capacity after shifting using only the basic shift map, without considering the speed loss during the shifting process. However, this 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 for calculating the target shift point speed and the vehicle's traction capacity after shifting using only the basic shift map 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 This is 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 does not meet the basic conditions for calculating the target shift point speed and the vehicle's traction capacity after the shift using only the basic shift map and the vehicle is not in a coasting state, provided by 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 shift throttle and drag coefficient of the vehicle in the target shift mode based on the shift gear number matrix and the vehicle resistance torque.

[0196] The shift throttle and drag coefficient refers to a coefficient that compensates the original shift point speed based on the throttle opening. This coefficient represents the percentage of the throttle opening compensation to the total compensation of the original shift point speed. Generally, the smaller the vehicle's drag torque, the larger the shift throttle and drag coefficient.

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

[0198] (1) The upshift throttle opening compensation coefficient is obtained based on the gear shift matrix and the vehicle resistance torque. The upshift throttle opening compensation coefficient is multiplied by 0.01 to calculate the vehicle's upshift throttle and resistance coefficient in the economy mode.

[0199] (2) The downshift throttle opening compensation coefficient is obtained based on the gear shift 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 economic mode.

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

[0201] The shift mass and drag coefficient refers to a coefficient that compensates the original shift point speed based on the estimated vehicle mass. This coefficient represents the percentage of the estimated vehicle mass compensation as a percentage of the total compensation for the original shift point speed. Generally, the lower the vehicle's drag torque, the greater the shift mass and drag coefficient.

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

[0203] (1) The upshift mass compensation coefficient is obtained based on the gear shift matrix and the vehicle resistance torque. The upshift mass compensation coefficient is multiplied by 0.01 to calculate the vehicle's upshift mass and resistance coefficient in the economy mode.

[0204] (2) The downshift mass compensation coefficient is obtained based on the gear shift matrix and the vehicle resistance torque. The downshift mass compensation coefficient is multiplied by 0.01 to calculate the vehicle's downshift mass and resistance coefficient in the economy mode.

[0205] S32C. Calculate the shift air pressure and drag coefficient of the vehicle in the target shift mode based on the shift gear number matrix and the vehicle resistance torque.

[0206] The shift pressure and resistance 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 is understandable that, assuming the target shift mode is the economic mode, step S32C may at least include:

[0208] (1) The upshift air pressure compensation coefficient is obtained based on the gear number matrix and the vehicle resistance torque. The upshift air pressure and drag coefficient of the vehicle in the economy mode can be calculated by multiplying the upshift air pressure compensation coefficient by 0.01.

[0209] (2) The downshift air pressure compensation coefficient is obtained based on the gear shift 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 based on the gear shifting number matrix and the vehicle resistance torque.

[0211] The gear shift turning and resistance 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 is understandable that, assuming the target shift mode is the economic mode, step S32D may at least include:

[0213] (1) The upshift turning compensation coefficient is obtained based on the gear shift matrix and the vehicle resistance torque. The upshift turning compensation coefficient is multiplied by 0.01 to calculate the vehicle's upshift turning and resistance coefficient in the economy mode.

[0214] (2) The downshift turning compensation coefficient is obtained based on the gear shift 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. Calculate the shift oil temperature and drag coefficient of the vehicle in the target shift mode based on the shift gear 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 is understandable that, assuming the target shift mode is the economic mode, step S32E may at least include:

[0218] (1) The upshift oil temperature compensation coefficient is obtained based on the gear shift 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 matrix and the vehicle resistance torque. The downshift oil temperature and resistance coefficient of the vehicle in the economy mode can be calculated by multiplying the downshift oil temperature compensation coefficient by 0.01.

[0220] S32F: Calculate the original shift point speed of the vehicle in the target shift mode based on the gear shift number matrix and the vehicle resistance torque.

[0221] 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 economy mode based on the gear shift 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 economic mode is calculated.

[0224] S32G, calculating a shift throttle opening compensation speed of the vehicle based on 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 shift gear matrix and the current accelerator pedal opening (or virtual accelerator pedal opening in cruise control mode) and the accelerator pedal opening threshold value 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 at which the original upshift point speed is compensated based on the accelerator pedal opening) is obtained by multiplying the upshift accelerator pedal opening offset speed by the upshift throttle and drag coefficients.

[0227] (2) The minimum value between the gear shift matrix, the current throttle pedal opening (the virtual throttle pedal opening in cruise control mode) and the throttle pedal opening threshold when the kickdown is triggered is 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 at which the original downshift point speed is compensated 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. Calculate the shift mass compensation speed of the vehicle based on the shift gear number matrix, the estimated vehicle mass, 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 based on the shift gear matrix and the estimated vehicle mass. The upshift mass offset speed is multiplied by the aforementioned upshift mass and the drag coefficient to obtain the upshift mass compensation speed (i.e., the speed at which the original upshift point speed is compensated 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 matrix and the estimated mass of the vehicle. 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 at which the original downshift point speed is compensated based on the estimated mass of the vehicle).

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

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

[0234] (1) The upshift pressure offset speed (an intermediate speed value for calculating the upshift pressure compensation speed) is obtained based on the shift gear matrix and the air pressure. The upshift pressure offset speed is multiplied by the upshift pressure and the drag coefficient to obtain the upshift pressure compensation speed (i.e., the speed value used to compensate 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 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 at which the original downshift point speed is compensated based on the air pressure).

[0236] S32J. Calculate the gear shifting and turning compensation speed of the vehicle based on the gear shifting matrix, the turning radius, and the gear shifting and turning and resistance coefficients.

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

[0238] (1) An upshift turning offset speed (an intermediate speed value for calculating the upshift turning compensation speed) is obtained based on the shift gear matrix and the turning radius. The upshift turning offset speed is multiplied by the upshift turning and drag coefficients to obtain the upshift turning compensation speed (i.e., the speed value used to compensate the original upshift point speed based on the turning radius).

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

[0240] S32K, calculate the shift oil temperature compensation speed of the vehicle based on 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 based on the shift gear 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 value used to compensate 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 shift gear 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 size for compensating the original downshift point speed based on the transmission oil temperature).

[0244] S32L, accumulating 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 to obtain the intermediate shift point speed.

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

[0246] (1) 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 are accumulated to obtain the intermediate upshift point speed;

[0247] (2) The original downshift point speed, downshift throttle opening compensation speed, downshift mass compensation speed, downshift air pressure compensation speed, downshift turning compensation speed and 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 using only the basic shift map, the process for determining the intermediate shift point speed without considering the speed loss during the shifting process can also be executed according to the above process and will not be repeated here.

[0249] Based on the above embodiments or implementations, 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 resistance torque of the vehicle, the current gear, the target gear for shifting, the estimated mass of the vehicle, the engine idle speed setting, the idle offset value for upshifting, the speed ratio corresponding to the target gear for shifting, the speed ratio corresponding to the current gear, the maximum speed limit of the engine, the minimum speed limit of the engine, the engine torque, the accelerator pedal percentage, the engine speed, the vehicle transmission efficiency, the vehicle rear axle speed ratio, the acceleration inertia torque of the vehicle transmission system, the threshold value for setting the backup traction coefficient for upshifting, the threshold value for setting the backup traction coefficient for downshifting, the driver's demand torque and the engine torque.

[0251] Step S3 at least includes the step of determining the target shift point speed by taking into account the speed loss during the shifting process and the speed at the intermediate shift point.

[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 calculated to shut down the loss speed.

[0254] Among them, for the upshift process, the upshift duration estimate can be first obtained based on the upshift skip number (that is, 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 (that is, the transmission speed ratio corresponding to the gear to which the vehicle intends to shift up, which is equivalent to the transmission speed 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 absolute value of the upshift speed; further, when the absolute value of the upshift speed is not less than the threshold speed for shutting down the loss speed calculation, the loss speed of the upshift process is equal to the absolute value of the upshift speed; 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 downshift jump number 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 shutting down 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 in the power upshift condition is determined by at least the following methods:

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

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

[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 maximum engine speed limit.

[0261] The "upshift resistance limit speed" refers to the maximum speed calculated based on vehicle resistance, limiting the upshift point. The upshift point should not exceed this value. The "idle reverse upshift speed" refers to the minimum upshift speed calculated based on the engine idle speed. The final target upshift point should not be less than this value. The engine idle speed setting can generally be configured between 550 and 600 revolutions per minute (RPM).

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

[0263] First, the engine's maximum shift speed limit is determined from the target shift position and the vehicle's drag torque (this refers to the maximum engine speed limit during the shift process). The engine's maximum shift speed limit offset is then determined from the estimated vehicle mass and the vehicle's drag torque. The sum of the engine's maximum shift speed limit and the engine's maximum shift speed limit offset is the upshift drag speed limit. Second, the sum of the engine's idle speed setting and the upshift idle speed offset (a manually set offset) is calculated and divided by the transmission speed ratio corresponding to the target shift position (i.e., the speed ratio corresponding to the target shift position) to obtain a quotient. This quotient is then 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. Third, based on the intermediate upshift point speed indexed by the target shift position, the output shaft speed for the target shift position is determined by dividing the intermediate upshift point speed by the transmission speed ratio corresponding to the target shift position. Next, the output shaft speed of the target gear is multiplied by the speed ratio corresponding to the current gear to obtain a first speed. The speed loss during the upshift process is then added to the first speed to obtain a second speed. Furthermore, the minimum value (herein referred to as the first minimum value) is selected between the second speed and the upshift resistance limit speed. The maximum value is then selected between the first minimum value and the idle reverse upshift speed. Finally, the minimum value (herein referred to as 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). This second minimum value is then determined as the target upshift point speed under the power upshift condition.

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

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

[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 in the non-power upshift condition can be calculated by the following process:

[0268] First, the sum of the engine idle speed setting and the upshift idle speed offset is calculated and then divided by the transmission speed ratio corresponding to the target gear. This quotient is then multiplied by the transmission speed ratio corresponding to the current gear to obtain the idle reverse upshift speed. Next, the output shaft speed for the target gear is obtained by dividing the intermediate upshift speed indexed by the transmission speed ratio corresponding to the target gear. Third, the output shaft speed for the target gear is multiplied by the speed ratio corresponding to the current gear to obtain a first speed. The speed loss during the upshift process is then added to the first speed to obtain a second speed. Finally, the maximum value between the second speed and the idle reverse upshift speed is taken. Finally, the minimum value between the maximum value and the maximum engine speed limit is selected. This minimum value is then determined as the target upshift speed for 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 based on the target gear, vehicle resistance torque and vehicle estimated 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's minimum shift speed limit is determined from the target shift position and the vehicle's drag torque (this refers to the minimum engine speed limit during the shift process). The engine's minimum shift speed limit offset is then determined from the estimated vehicle mass and the vehicle's drag torque. The sum of the engine's minimum shift speed limit and the engine's minimum shift speed limit offset is the downshift drag speed limit. Secondly, the sum of the engine idle speed setting and the downshift idle speed offset is calculated (herein referred to as the first sum). Thirdly, based on the intermediate downshift point speed indexed by the target shift position, the output shaft speed for the target shift position is calculated by dividing the intermediate downshift point speed by the transmission speed ratio corresponding to the target shift position. Thirdly, the output shaft speed for the target shift position is multiplied by the speed ratio corresponding to the current gear position to obtain a third speed. The speed loss during the downshift process is then added to the third speed to obtain a fourth speed. Finally, the maximum value between the fourth speed and the downshift drag speed limit is selected (herein referred to as the first maximum value). Finally, the maximum value (herein, it can be named as the second maximum value) is selected from the first sum value, the engine minimum speed limit 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 based on the target gear, vehicle resistance torque and vehicle estimated mass;

[0276] The target downshift point speed under non-power downshift conditions is determined based on the engine idle speed setting, 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's minimum shift speed limit is determined from the target gear and the vehicle's drag torque. A minimum shift speed limit offset is then determined from the estimated vehicle mass and the vehicle's drag torque. The sum of the minimum shift speed limit and the minimum shift speed limit offset is the downshift drag speed limit. Secondly, the sum of the engine idle speed setting and the downshift idle speed offset (herein referred to as the first sum) is calculated. Thirdly, based on the intermediate downshift point speed indexed by the target gear, the output shaft speed for the target gear is calculated by dividing the intermediate downshift point speed by the transmission speed ratio corresponding to the target gear. Thirdly, the output shaft speed for the target gear is multiplied by the speed ratio corresponding to the current gear to obtain a third speed. The speed loss during the downshift process is then added to this third speed to obtain a fourth speed. Finally, the maximum value among the first sum, the minimum engine speed limit, and the fourth speed is selected; this maximum value is the target downshift point speed for the non-power downshift condition.

[0279] Step S3 at least further includes the step of determining whether the vehicle's traction capacity after gear shifting meets the vehicle's requirements; 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.

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

[0281] A threshold is set based on engine torque, accelerator pedal percentage, engine speed, intermediate shift 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 shift-up backup traction coefficient to determine whether the vehicle's traction capacity after shifting up meets vehicle requirements.

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

[0283] First, a first accelerator pedal coefficient after upshifting is determined based on the accelerator pedal percentage and engine speed (which may be the current engine speed). A second accelerator pedal coefficient after upshifting is determined based on the accelerator pedal percentage and the intermediate upshift point speed. Second, the product of the first accelerator pedal coefficient and engine torque is calculated and divided by the second accelerator pedal coefficient to obtain the engine reserve torque after upshifting. Third, the engine reserve torque, vehicle transmission efficiency (e.g., the transmission efficiency of the vehicle's transmission), the speed ratio corresponding to the current gear, and the vehicle's rear axle speed ratio are cumulatively multiplied to obtain the vehicle's reserve output shaft torque. Third, the vehicle's drag torque is subtracted from the reserve output shaft torque to obtain a first difference, and the vehicle's driveline acceleration inertia torque (e.g., an inertia torque generated by the driveline's own inertia) is subtracted from the reserve output shaft torque to obtain a second difference. Third, the first difference is divided by the second difference to obtain a quotient, which is then subjected to a first-order filter to obtain the reserve traction coefficient after upshifting. Finally, if the backup traction coefficient is not less than the threshold value set for the upshift backup traction coefficient (generally set to 0.1-0.4), it is considered that the vehicle's traction capacity after upshifting meets the vehicle demand; otherwise, it is considered that the vehicle's traction capacity after upshifting does not meet the vehicle demand.

[0284] Whether the vehicle's traction capacity after downshifting meets the vehicle's requirements is 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 requirement can be determined specifically through the following process:

[0287] First, a third accelerator pedal coefficient after downshifting is determined based on the accelerator pedal percentage and engine speed, and a fourth accelerator pedal coefficient after downshifting is determined based on the accelerator pedal percentage and the intermediate downshift point speed. Second, the product of the third accelerator pedal coefficient and engine torque is calculated and divided by the fourth accelerator pedal coefficient to obtain the engine reserve torque after downshifting. Third, the engine reserve torque, vehicle transmission efficiency, the speed ratio corresponding to the current gear, and the vehicle's rear axle speed ratio are cumulatively multiplied to obtain the vehicle's reserve output shaft torque. Third, the vehicle's resistance torque is subtracted from the reserve output shaft torque to obtain a third difference, and the vehicle's driveline acceleration inertia torque is subtracted from the reserve output shaft torque to obtain a fourth difference. Third, the quotient obtained by dividing the third difference by the fourth difference is first-order filtered to obtain the reserve traction coefficient after downshifting. Finally, if the reserve traction coefficient is not less than a set threshold for the reserve traction coefficient after downshifting, the vehicle's traction capacity after downshifting is deemed to meet the vehicle's requirements; otherwise, the vehicle's traction capacity after downshifting is deemed to fail to meet the vehicle's requirements.

[0288] The shifting condition includes at least 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 ranges, 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 towing capacity after upshifting meets vehicle requirements, 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 outside the set ranges, 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 requirements, 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 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 6This is a schematic diagram of the structure of a vehicle shift control device provided by an embodiment of the present invention. This embodiment is applicable 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 includes at least:

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

[0295] The intermediate determination module 120 is configured to determine whether the vehicle satisfies the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map, and whether the vehicle is in a coasting state, thereby generating a first determination result.

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

[0297] The shift operation module 140 is at least used to determine whether the vehicle meets the shift condition based on 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.

[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 specifically configured to:

[0301] Acquiring a transmission strategy signal to prioritize outputting 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 confirmed to be 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 confirmed to start in the warm-up start mode, and the timer time after both of the above two conditions are met is not zero and is less than the first time set threshold, outputting the warm-up start mode first; otherwise, outputting the lowest level of the warm-up start mode;

[0304] Acquiring 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 to enable the first thermal mode priority, outputting the first thermal mode first; when the transmission oil temperature is lower than the first thermal mode priority exit oil temperature threshold, outputting the first thermal mode lowest level;

[0305] Obtaining 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 to enable the second thermal mode priority, giving 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 timed time after the aforementioned conditions are met reaches a second time setting threshold, giving 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 timed time after the clutch temperature is lower than the second thermal mode priority exit clutch temperature reaches a third time setting threshold, outputting the lowest level of the second thermal mode;

[0306] Obtaining 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 to enable the cold mode priority determination, outputting the cold mode first; or, when the transmission oil temperature is higher than the cold mode priority exit oil temperature threshold, outputting the lowest cold mode level;

[0307] The transmission strategy mode includes at least one of an automatic mode, a sports mode, an economic mode, an off-road mode, a winter mode, a power mode, and a liquid transport mode.

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

[0309] The basic conditions for the vehicle to satisfy the calculation of the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map include at least one of the following conditions: the target shift pattern determined by the pattern determination module 130 has been pre-calibrated to calculate the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map; the vehicle's resistance torque is not less than a 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 meets 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 meets 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 meet 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 meet 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 include at least the in-gear coasting state level, the estimated vehicle mass, and the gear shift number matrix;

[0313] When the vehicle satisfies the basic conditions for calculating the target shift point speed and the vehicle's traction capacity after the gear shift using only the basic shift map and the vehicle is in a coasting state, or when the vehicle does not satisfy the basic conditions for calculating the target shift point speed and the vehicle's traction capacity after the gear shift using only the basic shift map but the vehicle is in a coasting state, the data determination module 130 is configured to at least determine an intermediate shift point speed that does not take into account speed loss during the gear shift process;

[0314] The speed of the intermediate shift points, without taking into account speed losses during the shifting process, is determined at least in the following ways:

[0315] Calculating the output shaft speed change rate compensation speed of the vehicle in the target shift mode and 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-compensated speed of the vehicle in the target shift pattern and in the coasting shift state based on the in-gear coasting state level and the estimated vehicle mass;

[0317] Calculating a road slope compensation speed for the vehicle in the target shift mode and in the coasting shift state based on the in-gear coasting state level and the road slope;

[0318] Calculating a base engine speed of the vehicle after the in-gear coasting shift in the target shift pattern based on the in-gear coasting state level and the gear number matrix;

[0319] The output shaft speed change rate compensation speed, mass compensation speed, road gradient compensation speed and basic engine speed in the vehicle's 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 satisfies the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map and the vehicle is not in a coasting state, the data determination module 130 is configured to at least determine an intermediate shift point speed that does not take into account speed loss during the shift process;

[0323] The speed of the intermediate shift points, without taking into account speed losses during the shifting process, is determined at least in the following ways:

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

[0325] Calculate the basic shift point speed based on the basic shift diagram according to the gear shift number matrix and the equivalent resistance torque coefficient;

[0326] Calculate the throttle opening shift point compensation speed based on the basic shift map according to the shift gear number matrix and the accelerator pedal opening;

[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 include at least a matrix of gear shift numbers, 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 and the vehicle's post-shift traction capacity using only the basic shift map and the vehicle is not in a coasting state, the data determination module 130 is at least configured to determine an intermediate shift point speed that does not take into account speed loss during the shift process;

[0331] The speed of the intermediate shift points, without taking into account speed losses during the shifting process, is determined at least in the following ways:

[0332] Calculate the shift throttle and drag coefficient of the vehicle in the target shift mode based on the gear shift matrix and the vehicle resistance torque;

[0333] Calculate the shift quality and drag coefficient of the vehicle in the target shift mode based on the gear shift matrix and vehicle resistance torque;

[0334] Calculate the shift pressure and drag coefficient of the vehicle in the target shift mode based on the gear shift matrix and the vehicle resistance torque;

[0335] Calculate the gear shifting turning and drag coefficient of the vehicle in the target gear shifting mode based on the gear shifting matrix and the vehicle resistance torque;

[0336] Calculate the shift oil temperature and drag coefficient of the vehicle in the target shift mode based on the shift gear matrix and vehicle resistance torque;

[0337] Calculate the original shift point speed of the vehicle in the target shift mode based on the gear shift matrix and the vehicle resistance torque;

[0338] Calculate the vehicle's shift throttle opening compensation speed based on the shift gear matrix, throttle pedal opening, throttle pedal opening threshold for triggering forced downshift, and shift throttle and drag coefficients;

[0339] Calculate the vehicle's shift mass compensation speed based on the shift gear matrix, the estimated vehicle mass, the shift mass, and the drag coefficient;

[0340] Calculate the shift pressure compensation speed of the vehicle based on the shift gear matrix, air pressure, shift pressure and drag coefficient;

[0341] Calculate the vehicle's gear shifting and turning compensation speed based on the gear shifting matrix, turning radius, gear shifting and turning and resistance coefficient;

[0342] Calculate the vehicle's shift oil temperature compensation speed based on the shift gear 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 further include at least the number of gear shift skips, 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, maximum engine speed limit, minimum engine 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;

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

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

[0347] Determine the loss speed based on the number of gear shift jumps, vehicle resistance torque, current gear, target gear, and a threshold speed for shutting off the loss speed;

[0348] 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;

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

[0350] Calculate the upshift resistance limit speed based on the target gear, vehicle resistance torque and vehicle estimated mass;

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

[0352] Determining the target upshift point speed under the power upshift condition 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 maximum engine speed limit;

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

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

[0355] Determining a target upshift point speed under a non-power upshift condition based on an intermediate upshift point speed, a speed ratio corresponding to the target gear, a speed ratio corresponding to the current gear, a loss speed, an idle reverse upshift speed, and a 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 based on the target gear, vehicle resistance torque and vehicle estimated mass;

[0358] Determine the target downshift point speed under the power downshift condition based on the engine idle speed setting, downshift idle speed 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;

[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 based on the target gear, vehicle resistance torque and vehicle estimated mass;

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

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

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

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

[0367] 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;

[0368] The shifting condition includes at least 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 ranges, 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 towing capacity after upshifting meets vehicle requirements, 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 ranges, 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 requirements, 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] This embodiment provides a vehicle shift control device. First, a mode determination module obtains vehicle driving environment parameters and internal system parameters to determine the vehicle's target shift mode. Second, an intermediate judgment module determines whether the vehicle meets the basic conditions for calculating the vehicle's target shift point speed and post-shift traction capacity using only a basic shift map, and whether the vehicle is in a coasting state, thereby generating a first judgment result. Then, a data determination module determines the target shift point speed and post-shift traction capacity based on the driving environment parameters, internal system parameters, target shift mode, and the first judgment result. Finally, a shift operation module determines whether the vehicle meets the shift conditions based on the internal system parameters, the target shift point speed, and the post-shift traction capacity, thereby generating a second judgment result and executing an automatic shift operation based on the second judgment result.

[0374] It can be seen that this embodiment determines the target shift mode of the vehicle based on the changes in the vehicle's driving environment (i.e., driving environment parameters) and the parameter adjustments of the vehicle's internal system (i.e., internal system parameters) by the user or the vehicle itself; under different target shift modes, it is further judged 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 a coasting state in gear; 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 a coasting state in gear, 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 a coasting state in gear If the vehicle is in a coasting state, or if the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map are not met, or if the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map are not met and the vehicle is not in a coasting state, the corresponding target shift point speed and the vehicle's post-shift traction capacity are calculated based on the corresponding driving environment parameters and internal system parameters. Furthermore, based on the corresponding internal system parameters, the target shift point speed, and the vehicle's post-shift traction capacity, it is determined whether the vehicle meets the shift conditions. If the vehicle meets the shift conditions, the shift operation is automatically executed; otherwise, if the vehicle does not meet the shift conditions, the shift operation is not executed. Thus, the shift points determined by this embodiment can be adapted to different vehicle applications, reducing the number of calibration tables while balancing vehicle driving dynamics and fuel economy in gear shift control, thereby improving the user's driving experience.

[0375] An embodiment of the present invention further provides an electronic device, Figure 7 This is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. 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 shown). 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 perform 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 for calculating the vehicle's target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map, and whether the vehicle is in a coasting state, to generate a first judgment result; determining the target shift point speed and the vehicle's post-shift traction capacity 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 shift conditions based on the internal system parameters, the target shift point speed, and the vehicle's post-shift traction capacity, to generate a second judgment result and perform an automatic shift operation based on the second judgment result.

[0376] An embodiment of the present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle shift control method 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 meets the basic conditions of calculating the vehicle's target shift point speed and the vehicle's traction capacity after shifting using only a basic shift map, and whether the vehicle is in a coasting state in gear, to generate a first judgment result; determining the target shift point speed and the vehicle's traction capacity after shifting 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, 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 can be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, 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 can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or device.

[0378] A computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal may take a variety of forms, including, but not limited to, electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport 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 stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving 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., through 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. Acquiring driving environment parameters and internal system parameters of the vehicle, and then determining a target shifting mode of the vehicle; S2. Determining whether the vehicle satisfies basic conditions for calculating the target shift point speed and the post-shift traction capacity of the vehicle using only a basic shift map, and whether the vehicle is in an in-gear coasting state, to generate a first determination result; S3, determining the target shift point speed and the vehicle's post-shift traction capacity based on the driving environment parameter, the internal system parameter, the target shift mode, and the first judgment result; S4. Determine whether the vehicle meets a shifting condition based on the internal system parameters, the target shift point speed, and the vehicle's traction capacity after shifting, to generate a second determination result and perform an automatic shifting operation based on the second determination 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 includes: 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 engine warm-up start mode activation logic value; when the engine warm-up start mode activation logic value is true, the vehicle is marked as confirmed to start in the warm-up start mode, and the timer time after both of the above two conditions are met is not zero and the timer time is less than a first time setting threshold, outputting the warm-up start mode first; otherwise, outputting the lowest level of the warm-up start mode; Acquiring the transmission oil temperature; when the transmission oil temperature is not lower than a first thermal mode priority activation oil temperature threshold and the vehicle is calibrated to enable the first thermal mode priority, outputting the first thermal mode first; when the transmission oil temperature is lower than a first thermal mode priority exit oil temperature threshold, outputting the first thermal mode lowest level; Obtaining the transmission oil temperature and the clutch temperature; when the transmission oil temperature is not lower than a second thermal mode priority activation oil temperature threshold and the vehicle is calibrated to enable the second thermal mode priority, giving priority to outputting the second thermal mode; or, when the clutch temperature is not lower than a second thermal mode priority activation clutch temperature and the timed time after the aforementioned conditions are met reaches a second time setting threshold, giving priority to outputting the second thermal mode; or, when the transmission oil temperature is lower than a second thermal mode priority exit oil temperature threshold, the clutch temperature is lower than a second thermal mode priority exit clutch temperature, and the timed time after the clutch temperature is lower than the second thermal mode priority exit clutch temperature reaches a third time setting threshold, outputting the second thermal mode lowest level; Acquiring the transmission oil temperature; when the transmission oil temperature is not higher than a cold mode priority activation oil temperature threshold and the vehicle is calibrated to enable cold mode priority determination, outputting the cold mode first; or, when the transmission oil temperature is higher than a cold mode priority exit oil temperature threshold, outputting the lowest cold mode level; The transmission strategy mode includes at least one of an automatic mode, a sports mode, an economic mode, an off-road mode, a winter mode, a power mode, and a liquid transport mode.

3. The vehicle shift control method according to claim 1, characterized in that: The internal system parameters include at least the vehicle resistance torque; The basic conditions for the vehicle to satisfy the calculation of the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map include at least one of the following conditions: the target shift pattern determined in step S1 has been pre-calibrated to calculate the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map; the vehicle's resistance torque is not less than a set dynamic shift minimum resistance torque threshold, and the vehicle is in a power upshift state; and the vehicle's forced downshift function is activated. The first judgment result at least includes that the vehicle satisfies the basic condition that the target shift point speed and the vehicle traction capacity after the gear shift 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 and the vehicle traction capacity after the gear shift 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 and the vehicle traction capacity after the gear shift 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 and the vehicle traction capacity after the gear shift 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 include at least the in-gear coasting state level, the estimated vehicle mass and the gear shift number matrix; When the vehicle satisfies the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map and the vehicle is in the in-gear coasting state, or when the vehicle does not satisfy the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map but the vehicle is in the in-gear coasting state, step S3 at least includes the step of determining an intermediate shift point speed that does not take into account speed loss during the 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 for 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, according to the in-gear coasting state level and the estimated vehicle mass, a mass-compensated rotational speed of the vehicle in the target shift pattern and in the in-gear coasting shift state; 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 coasting shift state; calculating a base engine speed of the vehicle after an in-gear coasting shift in the target shift pattern according to the in-gear coasting state level and the gear shift 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 include at least vehicle speed, estimated vehicle mass, gear shift matrix and accelerator pedal opening; When the vehicle satisfies the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map and the vehicle is not in the in-gear coasting state, step S3 at least includes the step of determining an intermediate shift point speed without considering speed loss during the 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 an equivalent drag 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 map 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 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; When the vehicle does not meet the basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only the basic shift map and the vehicle is not in the in-gear coasting state, step S3 at least includes the step of determining an intermediate shift point speed without considering speed loss during the 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 the shift throttle and drag coefficient of the vehicle in the target shift mode according to the shift gear number matrix and the vehicle resistance torque; Calculating 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; Calculating the shift pressure and 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 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 a shift oil temperature and a drag coefficient of the vehicle in the target shift mode according to the shift gear 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 based on the shift gear matrix, the throttle pedal opening, the throttle pedal opening threshold for triggering a forced downshift, and the shift throttle and drag coefficient; Calculating a shift mass compensation speed of the vehicle according to the shift gear number matrix, the estimated vehicle mass, the shift mass and the 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 drag coefficient; Calculating a shift oil temperature compensated 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 skips, vehicle resistance torque, current gear, target gear, vehicle estimated mass, engine idle speed setting, upshift idle offset, 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 speed loss during the shifting process and the speed of the intermediate shift point to determine the target shift point speed; The lost speed is determined at least in the following manner: determining the loss speed according to the number of gear shift skips, the vehicle resistance torque, the current gear, the target gear, and a threshold speed calculated for shutting down the loss speed; 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 an upshift resistance limit speed according to the target gear position, the vehicle resistance torque, and the estimated vehicle mass; Calculating the idle reverse upshift speed according to the engine idle speed setting, 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 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 maximum engine speed limit; 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, 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 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; 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 target gear position, the vehicle resistance torque, and the estimated vehicle mass; determining a target downshift point speed under the power downshift condition according to the engine idle speed setting, the downshift idle speed offset value, the engine minimum speed limit, the intermediate downshift point speed, the speed ratio corresponding to the target gear, the speed ratio corresponding to the current gear, 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 target gear position, the vehicle resistance torque, and the estimated vehicle mass; determining a target downshift point speed under the non-power downshift condition based on the engine idle speed setting, the downshift idle offset value, the engine minimum speed limit, the intermediate downshift point speed, the speed ratio corresponding to the target gear, the speed ratio corresponding to the current gear, and the loss speed; The step S3 at least further includes 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 includes at least 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 requirement is determined at least in the following manner: determining whether the vehicle's traction capacity after upshifting meets vehicle requirements based on 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's rear axle speed ratio, the vehicle's resistance torque, the vehicle's transmission system acceleration inertia torque, and a threshold value set for the upshift backup traction coefficient; Whether the traction capacity of the vehicle after downshifting meets the vehicle requirement is determined at least in the following manner: determining whether the vehicle's traction capacity after downshifting meets vehicle requirements based on 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's rear axle speed ratio, the vehicle's resistance torque, the vehicle's transmission system acceleration inertia torque, and a downshift backup traction coefficient threshold; The shifting conditions include at least 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 outside a 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 conditions include at least: The vehicle is not in the 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 a 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 vehicle requirements, 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.

8. A vehicle shift control device, characterized in that: At least: a mode determination module, configured to obtain at least driving environment parameters and internal system parameters of the vehicle, and thereby determine a target shift mode of the vehicle; an intermediate determination module, configured to determine at least whether the vehicle satisfies basic conditions for calculating the target shift point speed and the vehicle's post-shift traction capacity using only a basic shift map, and whether the vehicle is in an in-gear coasting state, to generate a first determination result; a data determination module, configured to determine at least the target shift point speed and the vehicle's post-shift traction capacity 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 conditions based on 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 according to any one of claims 1 to 7 is implemented.

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