Gear shifting method, device, computer equipment and storage medium

Abstract

The present application relates to a shifting method, apparatus, computer device, and storage medium. The method comprises: obtaining multiple shifting enable conditions of a target vehicle, determining an initial skip shift number and an initial upshift number of the target vehicle based on the multiple shifting enable conditions; when it is determined based on the acceleration and acceleration threshold of the target vehicle that the initial skip shift number of the target vehicle needs to be corrected, determining whether the target vehicle's rotational speed meets a rotational speed limit condition after a preset time; when the target vehicle's rotational speed meets the rotational speed limit condition after the preset time, determining a target correction value based on an intermediate value; and determining a target shifting position of the target vehicle based on the target correction value and the initial upshift number. This method comprehensively considers multiple factors to determine the target shifting position, which can improve the rationality of the target shifting position determination, allowing the target vehicle to accelerate and decelerate with fewer gear shifts, thereby ensuring driving comfort of the target vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a gear shifting method, device, computer equipment, and storage medium. Background Art

[0002] The existing automated manual transmission (AMT) is a development of the manual transmission (MT) by adding various sensors, a transmission control unit, an electronically controlled shift selector, and a clutch actuator. Compared to other automatic transmission solutions, it offers advantages such as low cost and high transmission efficiency. While the use of tractor trucks has steadily increased year by year with the development of the logistics industry, the number of tractor trucks equipped with AMT transmissions far exceeds that of those equipped with manual transmissions, which should be standard equipment on tractor trucks. The steady growth in the use of tractor trucks equipped with AMT transmissions in recent years suggests that there is significant market potential for AMT transmissions in the tractor truck market.

[0003] With the popularity of AMT transmissions, drivers' requirements for vehicle driving comfort are gradually increasing. The vehicle's driving comfort is closely related to whether the vehicle can select the correct gear. By correcting the initial number of gear jumps and selecting a reasonable target gear shift position, the vehicle can ensure driving comfort.

[0004] In conventional technology, a shift jump duration is determined based on the current throttle opening and the current gear position of the target vehicle, and a preset shift position is determined based on the vehicle's driving speed within the shift jump duration.

[0005] However, in traditional methods, the factors for determining the gear shift position are relatively single, resulting in low rationality in determining the gear shift position, which in turn affects the driving comfort of the target vehicle. Summary of the Invention

[0006] Based on this, it is necessary to provide a gear shifting method, device, computer equipment and storage medium that comprehensively considers multiple factors to improve the rationality of determining the target gear position, thereby ensuring the driving comfort of the target vehicle.

[0007] In a first aspect, the present application provides a gear shifting method, comprising:

[0008] Acquiring multiple gear shift enabling conditions of the target vehicle, and determining an initial skip gear number and an initial upshift number of the target vehicle according to the multiple gear shift enabling conditions;

[0009] When it is determined that the initial number of shift jumps of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold, determining whether the speed of the target vehicle meets the speed limit condition after a preset time;

[0010] When the speed of the target vehicle meets the speed limit condition after a preset time, a target correction value is determined based on the intermediate value;

[0011] The target shift gear of the target vehicle is determined based on the target correction value and the initial upshift number.

[0012] In one embodiment, determining the target correction value based on the intermediate value includes:

[0013] When the intermediate value is a preset intermediate value, the target correction value is determined according to the speed threshold and output shaft offset value corresponding to the preset intermediate value, the output shaft speed and gear threshold of the target vehicle; wherein there are multiple preset intermediate values.

[0014] In one embodiment, the method further comprises:

[0015] Determining a request to increase the number of upshifts based on a target correction value; the target correction value includes an initial correction value;

[0016] An intermediate value is determined based on the target vehicle's accelerator switch state, the initial number of upshifts, the target vehicle's gear shift end delay activation state, the upshift number increase request, and the upshift number decrease request; wherein the gear shift end delay activation state is determined by the initial upshift number and the target vehicle's current gear number; the upshift number decrease request is determined based on the target vehicle's acceleration, the initial number of upshifts, and the target vehicle's current gear number.

[0017] In one embodiment, determining the target shift position of the target vehicle according to the target correction value and the initial upshift number includes:

[0018] When the transmission of the target vehicle is in the first state, the target shift position of the target vehicle is the initial upshift number;

[0019] When the transmission of the target vehicle is in the second state, a target shift gear position of the target vehicle is determined according to an initial target shift gear position of the target vehicle, a current gear number of the target vehicle, and a shift enable condition.

[0020] In one embodiment, the method further comprises:

[0021] When the current gear number of the target vehicle is greater than the preset gear number of the target vehicle, the initial target shift gear number of the target vehicle is the initial upshift number;

[0022] When the current gear number of the target vehicle is less than the preset gear number of the target vehicle, an initial target shift gear number of the target vehicle is determined according to the target correction value, the engine speed of the target vehicle, and the shift enable condition.

[0023] In one embodiment, when it is determined based on the acceleration of the target vehicle and the acceleration threshold that the initial number of shift jumps of the target vehicle needs to be corrected, determining whether the speed of the target vehicle satisfies the speed limit condition after a preset time includes:

[0024] When it is determined based on the acceleration of the target vehicle and the acceleration threshold that the initial skip number of the target vehicle needs to be corrected, an estimated engine speed and an estimated shift point speed of the target vehicle after a preset time are determined based on the preset time, the input shaft speed of the target vehicle, and the shift point speed change rate;

[0025] It is determined whether the speed of the target vehicle meets the speed limit condition based on the estimated engine speed after a preset time and the estimated shift point speed.

[0026] In one embodiment, the plurality of gear shift enabling conditions include a first gear shift enabling condition, a second gear shift enabling condition, and an upshift enabling condition, and determining an initial skip gear number and an initial upshift number of the target vehicle according to the plurality of gear shift enabling conditions includes:

[0027] determining an initial skip gear number according to the current gear number of the target vehicle, a first gear shift enabling condition, a second gear shift enabling condition, and an upshift enabling condition;

[0028] An initial upshift number is determined based on an engine speed of the target vehicle, a first gear shift enabling condition, a second gear shift enabling condition, and an upshift enabling condition.

[0029] In a second aspect, the present application further provides a shifting device, comprising:

[0030] An initial module, configured to obtain a plurality of gear shift enabling conditions of a target vehicle and determine an initial skip gear number and an initial upshift number of the target vehicle according to the plurality of gear shift enabling conditions;

[0031] a judgment module for judging whether the speed of the target vehicle satisfies a speed limit condition after a preset time when it is determined based on the acceleration of the target vehicle and the acceleration threshold that the initial number of shift jumps of the target vehicle needs to be corrected;

[0032] a correction value determination module for determining a target correction value based on the intermediate value when the speed of the target vehicle meets the speed limit condition after a preset time;

[0033] The target gear determination module is used to determine the target shift gear of the target vehicle according to the target correction value and the initial upshift number.

[0034] In a third aspect, the present application further provides a computer device comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented:

[0035] Acquiring multiple gear shift enabling conditions of the target vehicle, and determining an initial skip gear number and an initial upshift number of the target vehicle according to the multiple gear shift enabling conditions;

[0036] When it is determined that the initial number of shift jumps of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold, determining whether the speed of the target vehicle meets the speed limit condition after a preset time;

[0037] When the speed of the target vehicle meets the speed limit condition after a preset time, a target correction value is determined based on the intermediate value;

[0038] The target shift gear of the target vehicle is determined based on the target correction value and the initial upshift number.

[0039] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the following steps:

[0040] Acquiring multiple gear shift enabling conditions of the target vehicle, and determining an initial skip gear number and an initial upshift number of the target vehicle according to the multiple gear shift enabling conditions;

[0041] When it is determined that the initial number of shift jumps of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold, determining whether the speed of the target vehicle meets the speed limit condition after a preset time;

[0042] When the speed of the target vehicle meets the speed limit condition after a preset time, a target correction value is determined based on the intermediate value;

[0043] The target shift gear of the target vehicle is determined based on the target correction value and the initial upshift number.

[0044] In a fifth aspect, the present application further provides a computer program product, comprising a computer program, which, when executed by a processor, implements the following steps:

[0045] Acquiring multiple gear shift enabling conditions of the target vehicle, and determining an initial skip gear number and an initial upshift number of the target vehicle according to the multiple gear shift enabling conditions;

[0046] When it is determined that the initial number of shift jumps of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold, determining whether the speed of the target vehicle meets the speed limit condition after a preset time;

[0047] When the speed of the target vehicle meets the speed limit condition after a preset time, a target correction value is determined based on the intermediate value;

[0048] The target shift gear of the target vehicle is determined based on the target correction value and the initial upshift number.

[0049] The shifting method, apparatus, computer device, and storage medium described above acquire multiple shift enabling conditions of a target vehicle and determine the target vehicle's initial skip shift count and initial upshift count based on the multiple shift enabling conditions. When the target vehicle's acceleration and acceleration threshold determine that the initial skip shift count needs to be corrected, the method determines whether the target vehicle's rotational speed meets a rotational speed limit after a preset time. When the target vehicle's rotational speed meets the rotational speed limit after the preset time, the method determines a target correction value based on an intermediate value. The method then determines the target shift position of the target vehicle based on the target correction value and the initial upshift count. This shifting method comprehensively considers multiple factors, including acceleration, rotational speed, current gear position, and initial shifting, enabling the target vehicle to accelerate and decelerate with fewer shifts, reducing the frequency of shifting and minimizing power interruptions to the driver caused by frequent shifting, thereby ensuring driving comfort for the target vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0051] Figure 1 A diagram showing an application environment of a shifting method in one embodiment;

[0052] Figure 2 1 is a flow chart of a shifting method in one embodiment;

[0053] Figure 3 FIG1 is a flow chart of the steps of determining an initial target shift gear position in one embodiment;

[0054] Figure 4 is a structural block diagram of a shifting device in one embodiment;

[0055] Figure 5 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0057] The shifting method provided in the embodiment of the present application can be applied to Figure 1 In the application environment shown, terminal 102 communicates with server 104 via a network. A data storage system can store data that server 104 needs to process. The data storage system can be integrated with server 104, or located in the cloud or on another network server. Terminal 102 sends a shift request to server 104. Server 104 receives the shift request, obtains multiple shift enable conditions of the target vehicle, and determines the target vehicle's initial skip shift count and initial upshift count based on the multiple shift enable conditions. When the target vehicle's acceleration and acceleration threshold determine that the initial skip shift count needs to be corrected, it determines whether the target vehicle's speed meets a speed limit after a preset time. If the target vehicle's speed meets the speed limit after the preset time, a target correction value is determined based on an intermediate value. Based on the target correction value and the initial upshift count, a target shift position for the target vehicle is determined. Terminal 102 can be, but is not limited to, various vehicles such as automobiles, motorcycles, and aircraft. Server 104 can be implemented as a standalone server or a server cluster consisting of multiple servers.

[0058] In an exemplary embodiment, Figure 2 As shown, a shifting method is provided, which is applied to Figure 1 The server in the example is used to illustrate the process, including the following steps 202 to 208.

[0059] Step 202 : Acquire multiple gear shift enabling conditions of the target vehicle, and determine an initial skip gear number and an initial upshift number of the target vehicle according to the multiple gear shift enabling conditions.

[0060] The target vehicle refers to the vehicle for which the shift strategy is being analyzed, controlled, or optimized. Multiple shift enabling conditions are determined based on various data from the target vehicle. The initial skip shift count refers to the number of gears that can be skipped, preliminarily determined based on the target vehicle's current gear position and conditions. The initial upshift count refers to the next gear to be shifted to, preliminarily determined based on the target vehicle's current state and conditions.

[0061] For example, multiple data about the target vehicle is acquired through the target vehicle's Controller Area Network (CAN) communication module. The data includes signals such as the target vehicle's acceleration, current gear position, engine speed, output shaft speed, and road gradient. Based on the multiple data, it is determined whether the target vehicle satisfies multiple shift enable conditions. The initial number of skip shifts and the initial number of upshifts for the target vehicle are determined based on the multiple shift enable conditions.

[0062] Step 204 : When it is determined that the initial shift number of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold, it is determined whether the speed of the target vehicle meets the speed limit condition after a preset time.

[0063] The acceleration of the target vehicle refers to the speed change of the target vehicle per unit time. The acceleration of the target vehicle can be measured by a sensor, a positioning device, or calculated by a known speed change and time interval.

[0064] The acceleration threshold of the target vehicle may include a first acceleration threshold and a second acceleration threshold. Optionally, the first acceleration threshold may be a shift-skipping acceleration threshold for the target vehicle, and the second acceleration threshold may be a shift-skipping acceleration threshold for the target vehicle. The first acceleration threshold is determined by the target vehicle's initial shift number and the current gear number.

[0065] The acceleration of the target vehicle is compared with a first acceleration threshold to determine whether the initial number of shift jumps of the target vehicle needs to be corrected. If the acceleration of the target vehicle is not less than the first acceleration threshold, and the duration of the acceleration of the target vehicle not less than the first acceleration threshold exceeds a preset duration, then it is determined that the initial number of shift jumps of the target vehicle needs to be corrected. The preset duration is predetermined based on actual conditions. After determining that the initial number of shift jumps of the target vehicle needs to be corrected, it is determined whether the speed of the target vehicle meets a speed limit condition. The speed of the target vehicle may include an estimated engine speed and an estimated shift point speed of the target vehicle after a preset time.

[0066] Step 206 : When the speed of the target vehicle meets the speed limit condition after the preset time, a target correction value is determined according to the intermediate value.

[0067] The intermediate value is determined based on the target vehicle's acceleration, initial upshift number, current gear number, initial skip shift number, etc. The target correction value is used to determine the target shift gear of the target vehicle.

[0068] Step 208 : Determine the target shift gear of the target vehicle based on the target correction value and the initial upshift number.

[0069] An initial target shift gear position of the target vehicle is determined based on the target correction value, the engine speed and the shift enable condition, and a target shift gear position of the target vehicle is obtained based on a state of a transmission of the target vehicle and the initial target shift gear position of the target vehicle.

[0070] In the above-mentioned shifting method, multiple shifting enabling conditions of the target vehicle are obtained, and the initial skipping number and the initial upshifting number of the target vehicle are determined according to the multiple shifting enabling conditions; when it is determined that the initial skipping number of the target vehicle needs to be corrected according to the acceleration and acceleration threshold of the target vehicle, it is judged whether the speed of the target vehicle meets the speed limit condition after a preset time; when the speed of the target vehicle meets the speed limit condition after the preset time, the target correction value is determined according to the intermediate value; and the target shifting gear position of the target vehicle is determined according to the target correction value and the initial upshifting number. The shifting method determines whether to correct the initial jump gear number according to the acceleration of the target vehicle. After determining to correct the initial jump gear number, the target shift gear of the target vehicle is determined according to the speed and speed limit conditions of the target vehicle. This can improve the rationality of the determination of the target shift gear, avoid the problem of the target vehicle downshifting immediately after shifting due to too many shifting numbers or upshifting immediately after shifting due to too low a shifting number. At the same time, the shifting method comprehensively considers multiple factors such as acceleration, speed, current gear and initial shifting, and can enable the target vehicle to accelerate and decelerate with fewer gear shifts, reduce the frequency of gear shifting, and reduce the power interruption to the driver caused by frequent gear shifting, thereby ensuring the driving comfort of the target vehicle.

[0071] In an exemplary embodiment, multiple gear shift enable conditions include a first gear shift enable condition, a second gear shift enable condition, and an upshift enable condition. Determining an initial skip gear number and an initial upshift number of a target vehicle based on multiple gear shift enable conditions includes: determining the initial skip gear number based on the current gear number of the target vehicle, the first gear shift enable condition, the second gear shift enable condition, and the upshift enable condition; determining the initial upshift number based on the engine speed of the target vehicle, the first gear shift enable condition, the second gear shift enable condition, and the upshift enable condition.

[0072] According to the CAN communication module of the target vehicle, the target vehicle's acceleration, current gear, engine speed, output shaft speed, road slope, accelerator switch (kickdown switch) status, turning radius, vehicle mass, shifting process and other data signals are obtained from the CAN bus of the target vehicle, and the first gear shift enabling condition, the second gear shift enabling condition and the upshift enabling condition are judged respectively.

[0073] Optionally, the first gear shift enabling condition is a 2nd gear skipping enabling condition. When the target vehicle meets all of the following conditions, it indicates that the target vehicle meets the first gear shift enabling condition (2nd gear skipping enabling condition):

[0074] (1) Determine the product of the current output shaft speed change rate of the target vehicle and the current gear ratio to obtain a first product value; and determine the product of the required output shaft speed change rate of the target vehicle and the current gear ratio to obtain a second product value. Compare the first product value and the second product value, and determine the larger of the first product value and the second product value to obtain a first target product value. If the first target product value is not less than the output shaft speed change rate value set for the second gear in the current gear, and the duration exceeds the first time threshold, and the second gear upshift point is not higher than the first maximum upshift point threshold set under the current throttle (or the engine speed of the target vehicle is not less than the second gear upshift point and not less than the continuous upshift point), the first maximum upshift point threshold is set according to actual conditions.

[0075] The target vehicle's current output shaft speed change rate refers to the speed change of the target vehicle's output shaft (i.e., the rate of increase or decrease in speed). The target vehicle's current gear ratio represents the speed relationship between the target vehicle's engine and output shaft. The target vehicle's desired output shaft speed change rate refers to the target vehicle's desired output shaft speed change rate. The set 2nd gear jump output shaft speed change rate in the current gear position refers to the required rate of change in the target vehicle's output shaft speed when performing a 2nd gear jump upshift. The 2nd gear jump upshift point refers to the minimum engine speed required to perform a 2nd gear jump upshift. The first maximum upshift point threshold refers to the maximum allowable upshift speed threshold at the current throttle setting, which is the target vehicle's engine speed. Maintaining the 2nd gear jump upshift point at or below the set first maximum upshift point threshold at the current throttle setting ensures safe and smooth shifting for the target vehicle. The continuous upshift upshift point refers to the minimum engine speed required to perform continuous upshifts between different gears.

[0076] (2) After the target vehicle shifts to 2nd gear, the reserve engine traction of the target vehicle is greater than the vehicle resistance of the target vehicle. This means that after the target vehicle shifts to 2nd gear, the traction (or power) provided by the target vehicle's engine at the current speed is greater than the resistance encountered by the target vehicle during driving.

[0077] (3) The difference between the maximum allowable number of gears of the target vehicle and the current number of gears is greater than a first difference threshold. Optionally, the first difference threshold can be set to 2. That is, the current number of gears of the target vehicle is not greater than the difference between the maximum allowable number of gears of the target vehicle and 2.

[0078] (4) The target vehicle's accelerator pedal opening is not less than the first minimum accelerator opening threshold for skipping 2 gear, or the road slope is not greater than the set first slope threshold. The first minimum accelerator opening threshold for skipping 2 gear refers to the minimum percentage that the accelerator pedal opening must reach when skipping 2 gear and shifting up. The first minimum accelerator opening threshold for skipping 2 gear and the first slope threshold can be set according to actual conditions.

[0079] (5) The road slope is not greater than the first maximum slope range that allows the vehicle to shift to 2nd gear, and the duration exceeds the second time threshold. The first maximum slope range for shifting to 2nd gear refers to the maximum road slope allowed when the target vehicle performs a shifting operation to 2nd gear. For example, when the target vehicle performs a shifting operation to 2nd gear, the target vehicle continues to drive for a time that exceeds the second time threshold while the road slope is not greater than the first maximum slope range that allows the vehicle to shift to 2nd gear. If the road slope exceeds the first maximum slope range, the target vehicle may face problems such as difficulty in accelerating and power loss, resulting in uneven gear shifting or safety hazards. The first maximum slope range is set according to actual conditions.

[0080] (6) The turning radius of the target vehicle when turning is not less than the first minimum turning radius for allowing the shift to 2nd gear, and the duration is longer than the third time threshold (or the road slope is less than the second maximum slope range for allowing the shift to 3rd gear, and the duration is longer than the fourth time threshold), and the turning radius of the target vehicle when turning is not less than the second minimum turning radius for allowing the shift to 3rd gear, and the duration is longer than the fifth time threshold; at the same time, the engine speed must be not less than the shift to 3rd gear upshift point. The first minimum turning radius for shift to 2nd gear refers to the minimum radius value that the target vehicle can accept when turning under the condition of shifting to 2nd gear. The second maximum slope range for shifting to 3rd gear refers to the maximum road slope allowed when the target vehicle performs the shift to 3rd gear upshift operation. The shift to 3rd gear upshift point refers to the minimum speed value required for the engine to reach when performing the shift to 3rd gear upshift operation. The first minimum turning radius for shift to 2nd gear and the second maximum slope range for shifting to 3rd gear can be set according to actual conditions.

[0081] (7) The kickdown switch is not depressed.

[0082] The second gear shift enabling condition is the 3rd gear skipping enabling condition. When the target vehicle meets all of the following conditions, it means that the target vehicle meets the second gear shift enabling condition (3rd gear skipping enabling condition):

[0083] (1) Determine the product of the current output shaft speed change rate of the target vehicle and the current gear ratio to obtain a first product value; and determine the product of the required output shaft speed change rate of the target vehicle and the current gear ratio to obtain a second product value. Compare the first product value and the second product value, and determine the larger of the first product value and the second product value to obtain a second target product value. If the second target product value is not less than the output shaft speed change rate value set for the third gear jump under the current gear position, and the duration exceeds the sixth time threshold, and the third gear jump upshift point is not higher than the second maximum upshift point threshold set under the current throttle (or the engine speed of the target vehicle is not less than the third gear jump upshift point and is not less than the continuous upshift upshift point and the second gear jump upshift point), the second maximum upshift point threshold is set according to actual conditions.

[0084] The output shaft speed change rate for the 3rd gear jump in the current gear position refers to the required rate of change in the output shaft speed when the target vehicle performs a 3rd gear upshift. The second maximum upshift point threshold refers to the maximum upshift speed threshold allowed at the current throttle opening setting, where the speed is the target vehicle's engine speed.

[0085] (2) After shifting to 3rd gear, the target vehicle's backup engine traction is greater than the target vehicle's overall vehicle resistance.

[0086] (3) The difference between the maximum allowable number of gears of the target vehicle and the current number of gears is greater than a second difference threshold. Optionally, the second difference threshold can be set to 3. That is, the current number of gears of the target vehicle is not greater than the difference between the maximum allowable number of gears of the target vehicle and 3.

[0087] (4) The road gradient is not greater than the second maximum gradient range for allowing a 3rd gear shift, and the duration exceeds the seventh time threshold. For example, when the target vehicle is performing a 3rd gear shift upshift, the target vehicle continues to travel for a time exceeding the seventh time threshold while the road gradient is not greater than the second maximum gradient range for allowing a 3rd gear shift.

[0088] (5) The turning radius of the target vehicle when turning is not less than the second minimum turning radius for shifting to 3rd gear, and the duration is longer than the eighth time threshold. The second minimum turning radius for shifting to 3rd gear refers to the minimum radius value that the target vehicle can accept when turning under the condition of shifting to 3rd gear. The second minimum turning radius for shifting to 3rd gear can be set according to actual conditions.

[0089] (6) The road gradient is less than the third maximum gradient range for shifting to 3rd gear, or the target vehicle's accelerator pedal opening is not less than the second minimum accelerator opening threshold for shifting to 3rd gear. The third maximum gradient range and the second minimum accelerator opening threshold are set based on actual conditions.

[0090] (7) The kickdown switch is not depressed.

[0091] Optionally, when the target vehicle meets all of the following conditions, it is indicated that the target vehicle meets the upshift enabling condition:

[0092] (1) The target vehicle's accelerator pedal change rate is no less than the quick-release throttle opening change rate threshold. The accelerator pedal change rate refers to the speed or degree of change when the accelerator pedal is depressed or released. The quick-release throttle opening change rate threshold is determined by an interpolation function that uses the road slope as input and the quick-release accelerator pedal opening change rate as output. The interpolation function can be a calibration table or a function expression.

[0093] (2) The accelerator pedal opening of the target vehicle is greater than 0 and lasts longer than a ninth time threshold, while the driver's demand torque including engine torque loss is greater than 0. The driver's demand torque refers to the power that the driver expects the target vehicle to provide.

[0094] (3) The target vehicle's output shaft speed change rate is not less than the output shaft speed change rate for upshifting in the current gear. The output shaft speed change rate for upshifting in the current gear refers to the rate of change of the output shaft speed required for the target vehicle to perform an upshift operation.

[0095] (4) The target vehicle's downshift enabling conditions are not met. The downshift enabling conditions are determined by data such as engine speed, output shaft speed, and throttle opening.

[0096] (5) The target shift gear of the target vehicle is equal to the current gear and the duration meets the tenth time threshold.

[0097] (6) The target vehicle is not currently in turning mode (or the engine speed is higher than the set first engine speed threshold and the duration exceeds the eleventh time threshold).

[0098] (7) The current road slope is not greater than the fourth maximum slope range and the duration is longer than the twelfth time threshold (or the engine speed is higher than the set second engine speed threshold and the duration exceeds the thirteenth time threshold).

[0099] (8) The target vehicle is not currently in off-road mode (or the engine speed is higher than the set third engine speed threshold and the duration exceeds the fourteenth time threshold)

[0100] For example, determining the initial upshift number according to the engine speed of the target vehicle, the first gear shift enabling condition (skipping 2nd gear enabling condition), the second gear shift enabling condition (skipping 3rd gear enabling condition), and the upshift enabling condition includes:

[0101] If the target vehicle meets the upshift enable conditions but does not meet the 2nd or 3rd gear skip enable conditions, and the engine speed is higher than the continuous upshift upshift point, and the engine traction after the shift is greater than the vehicle's drag, the initial upshift number is the continuous upshift position. The continuous upshift position is the target vehicle's current gear number plus 1. If the target vehicle does not meet the upshift enable conditions, the initial upshift number is the target vehicle's current gear number.

[0102] If the target vehicle meets the upshift enable conditions and the 2nd gear skip enable conditions, but does not meet the 3rd gear skip enable conditions, and the engine speed is higher than the 2nd gear skip upshift point, and the engine traction after the shift is greater than the vehicle resistance, the initial upshift number is the 2nd gear skip upshift point. The 2nd gear skip upshift point is the target vehicle's current gear number plus 2.

[0103] If the target vehicle meets the upshift enable conditions and the 3rd gear skip enable conditions, but does not meet the 2nd gear skip enable conditions, and the engine speed is higher than the 3rd gear skip upshift point, and the engine traction after the shift is greater than the vehicle resistance, the initial upshift number is the 3rd gear skip upshift position. The 3rd gear skip upshift position is the target vehicle's current gear number plus 3.

[0104] Optionally, determining the initial skip gear number according to the current gear number of the target vehicle, the first gear shift enabling condition, the second gear shift enabling condition, and the upshift enabling condition includes:

[0105] If the target vehicle's current gear number is 0, the target vehicle's initial skip gear number is 0. If the current gear number is not 0, then if the target vehicle meets the 3rd gear skipping enable condition, the target vehicle's initial skip gear number is 3; if the target vehicle meets the 2nd gear skipping enable condition but does not meet the 3rd gear skipping enable condition, the target vehicle's initial skip gear number is 2; if the target vehicle meets neither the 2nd gear skipping enable condition nor the 3rd gear skipping enable condition but meets the upshift enable condition, the target vehicle's initial skip gear number is 1. If the target vehicle does not meet the upshift enable condition, the target vehicle's initial skip gear number is 0.

[0106] If the target vehicle's current gear position is not 0, and the transmission requests neutral coasting or satisfies the end-of-shift delay activation condition, the target vehicle's initial skipped gear count remains at the previous value. Only when neutral coasting is exited and the end-of-shift delay activation condition is no longer satisfied can the initial skipped gear count be updated. The process for updating the initial skipped gear count is as described above. If the target vehicle's current gear position is 0, and the transmission requests neutral coasting or satisfies the end-of-shift delay activation condition, the target vehicle's initial skipped gear count remains at the previous value. Only when neutral coasting is exited and the end-of-shift delay activation condition is no longer satisfied can the initial skipped gear count be determined to be 0.

[0107] In this embodiment, multiple data points related to the target vehicle are used to determine whether the target vehicle meets various enabling conditions. This ensures safety and smoothness during the target vehicle's shifting process, minimizing power loss. The target vehicle's initial skip and upshift numbers are determined based on the first shift enabling condition (skipping 2nd gear), the second shift enabling condition (skipping 3rd gear), and the upshift enabling condition. This allows the target vehicle to continuously adjust and optimize during the shifting process to adapt to different driving scenarios, thereby improving shift control accuracy.

[0108] In the previous exemplary embodiment, the determination of the gear shift end delay activation state includes: when the initial upshift number of the target vehicle is greater than the current gear number (or the initial downshift number is less than the current gear number), and at the same time, it is detected that the gear shift process of the target vehicle is on the rising edge and the transmission enters the rising edge of the torque reduction stage, and the vehicle is in a dynamic driving state, it means that the gear shift end delay activation state is met.

[0109] In the above exemplary embodiment, the downshift enabling condition is determined based on multiple data information of the target vehicle. When the target vehicle satisfies all of the following conditions, it means that the target vehicle satisfies the downshift enabling condition:

[0110] (1) The target vehicle's engine speed is less than the downshift point. The downshift point refers to the threshold at which the transmission decides to downshift when the engine speed drops to a certain value. When the target vehicle's engine speed is less than the downshift point, the transmission system automatically decides to downshift, which can avoid insufficient power during acceleration.

[0111] (2) The target vehicle's accelerator is not depressed (or the engine or retarder brake is activated, or the target vehicle's output shaft speed change rate is less than the downshift enable threshold and the duration exceeds the downshift enable time threshold, and the clutch does not enter or exit the lock state, and the throttle opening is maintained greater than 0). The downshift enable time threshold is set according to the actual situation. The downshift enable threshold is determined by an interpolation function with the road slope as input and the downshift enable threshold as output. The interpolation function can be a calibration table or a function expression.

[0112] (3) The target vehicle is not in the process of upshifting.

[0113] (4) The transmission is not in the process of shifting and the duration is longer than the process time threshold (or the transmission is in the process of shifting).

[0114] (5) The current gear of the target vehicle is greater than the starting gear (or the throttle opening is not greater than 0). The starting gear refers to the lowest gear of the transmission used for starting the target vehicle.

[0115] In this embodiment, the downshift enabling condition restricts various conditions of the target vehicle, which can avoid insufficient power during acceleration, ensure that the target vehicle can maintain appropriate power output under various working conditions, optimize the driving experience and improve driving safety.

[0116] Exemplarily, the process of determining the initial downshift number includes: summing the engine idle speed and the post-downshift offset speed to obtain a first downshift speed value; comparing the first downshift speed value with the post-downshift speed value set in the engine economy range; and recording the larger value as a second downshift speed value; summing the current output shaft speed with the set downshift loss output shaft speed to obtain a third downshift speed value; and recording the ratio of the second downshift speed value to the third downshift speed value as the target downshift speed value.

[0117] The post-downshift speed in the engine economy zone setting refers to the area within which the engine achieves optimal fuel efficiency when operating within a specific speed range, i.e., the ideal engine speed after downshifting. The engine idle speed is the minimum engine speed when unloaded. The post-downshift offset speed refers to a "safety speed" that the system may set after considering downshifts, i.e., the additional speed that needs to be maintained during downshifts to avoid power loss. The set downshift loss output shaft speed refers to the speed loss that may occur in the transmission during downshifting.

[0118] The downshift number is determined based on an interpolation function that takes the target downshift speed as input and outputs the original downshift number. The interpolation function can be a calibration table or a functional expression. The original downshift number is rounded toward negative infinity to the nearest integer to obtain the initial downshift number.

[0119] In this embodiment, the target speed of the engine is compared with the actual output speed, which can ensure the stability and power output of the target vehicle during the downshift process.

[0120] In an exemplary embodiment, when it is determined based on the acceleration and acceleration threshold of the target vehicle that the initial number of shift jumps of the target vehicle needs to be corrected, determining whether the speed of the target vehicle after a preset time satisfies the speed limit condition includes: when it is determined based on the acceleration and acceleration threshold of the target vehicle that the initial number of shift jumps of the target vehicle needs to be corrected, determining the estimated engine speed and estimated shift point speed of the target vehicle after the preset time based on the preset time, the input shaft speed of the target vehicle, and the shift point speed change rate; and determining whether the speed of the target vehicle meets the speed limit condition based on the estimated engine speed and estimated shift point speed after the preset time.

[0121] The acceleration threshold of the target vehicle may include a first acceleration threshold and a second acceleration threshold. Optionally, the first acceleration threshold may be a shift-skip acceleration threshold for the target vehicle, and the second acceleration threshold may be a shift-skip acceleration threshold for the target vehicle. The first acceleration threshold (shift-skip acceleration threshold) is determined based on an interpolation function that takes the initial shift number and the current gear number as inputs and outputs the first acceleration threshold.

[0122] Exemplarily, determining whether an initial number of shift jumps for the target vehicle needs to be modified based on the acceleration of the target vehicle and the acceleration threshold, that is, determining whether the target vehicle meets an initial request for an increase in the number of shift jumps based on the acceleration of the target vehicle and the acceleration threshold, includes:

[0123] When the target vehicle's acceleration is no less than a first acceleration threshold (a skip-shift increase acceleration threshold) and the duration exceeds a skip-shift increase time threshold, the target vehicle satisfies the initial request to increase the number of skip shifts. When the target vehicle's acceleration is less than the first acceleration threshold, or the duration of the target vehicle's acceleration being no less than the first acceleration threshold does not exceed the skip-shift increase time threshold, the target vehicle does not satisfy the initial request to increase the number of skip shifts. Optionally, the first acceleration threshold (a skip-shift increase acceleration threshold) may include a skip-shift increase acceleration threshold for in-gear coasting and a skip-shift increase acceleration threshold for out-of-gear coasting.

[0124] When the initial number of shift jumps required for the target vehicle needs to be corrected, that is, when the target vehicle meets the initial request for an increase in the number of shift jumps, a determination is made as to whether the target vehicle's speed meets the speed limit after a preset time. For example, a determination is made as to whether the increase in the number of shift jumps after the preset time meets the request for a second shift or whether the increase in the number of shift jumps after the preset time meets the request for a third shift. Specifically, based on the rate of change of the target vehicle's current speed, an estimate is made as to whether the speed meets the speed limit after a set time. If the speed meets the speed limit after the set time, the target vehicle satisfies the shift jump condition. The speed may include output shaft speed, engine speed, etc.

[0125] When the target vehicle meets the initial request for an increase in the number of upshifts, a speed estimation timer is triggered. After the speed estimation timer reaches a set time, the estimated engine speed for the second-shift jump, the estimated shift point speed for the second-shift jump, the estimated engine speed for the third-shift jump, and the estimated shift point speed for the third-shift jump are determined. When the estimated engine speed for the second-shift jump is not less than the estimated shift point speed for the second-shift jump, the target vehicle's number of upshifts increases to meet the second-shift jump requirement. When the estimated engine speed for the third-shift jump is not less than the estimated shift point speed for the third-shift jump, the target vehicle's number of upshifts increases to meet the third-shift jump requirement. When the transmission is in a torque-up state, or the shift process ends and the current gear is equal to the target gear, or the speed estimation timer exceeds the reset time, the speed estimation timer is reset to 0.

[0126] Specifically, the input shaft speed change rate is denoted as din, the speed change rate at the 2nd gear skip shift point is denoted as dup2, and the speed change rate at the 3rd gear skip shift point is denoted as dup3. The product of the input shaft speed change rate din and the estimated 2nd gear skip shift time tup2 is summed with the current input shaft speed to obtain the estimated 2nd gear skip engine speed. The product of the 2nd gear skip shift point speed change rate dup2 and the estimated 2nd gear skip shift time tup2 is summed with the current 2nd gear skip shift point speed to obtain the estimated 2nd gear skip shift point speed. The product of the input shaft speed change rate din and the estimated 3rd gear skip shift time tup3 is summed with the current input shaft speed to obtain the estimated 3rd gear skip engine speed. The product of the 3rd gear skip shift point speed change rate dup3 and the estimated 3rd gear skip shift time tup3 is summed with the current 3rd gear skip shift point speed to obtain the estimated 3rd gear skip shift point speed.

[0127] In this embodiment, the acceleration of the target vehicle and the acceleration threshold determine whether the initial number of gear jumps is to be corrected. If correction is required, it is also necessary to determine whether the speed of the target vehicle meets the speed limit condition within a preset time after the gear shift. This can improve the rationality of the gear shift determination, allowing the target vehicle to accelerate and decelerate with fewer gear shifts, thereby reducing the feeling of power interruption caused by frequent gear shifting to the driver.

[0128] In an exemplary embodiment, determining the target correction value based on the intermediate value includes: when the intermediate value is a preset intermediate value, determining the target correction value based on the speed threshold and output shaft offset value corresponding to the preset intermediate value, the output shaft speed and gear threshold of the target vehicle; wherein, there are multiple preset intermediate values.

[0129] The sum of the input shaft downshift point and the offset value of the upshift downshift point for skipping 3 gear is compared with the speed ratio corresponding to the target gear position for skipping 3 gear to obtain the output shaft downshift speed noutdwn3 after skipping 3 gear. The sum of the input shaft downshift point and the offset value of the upshift downshift point for skipping 2 gear is compared with the speed ratio corresponding to the target gear position for skipping 2 gear to obtain the output shaft downshift speed noutdwn2 after skipping 2 gear. The sum of the input shaft downshift point and the offset value of the downshift point for continuous upshift is compared with the speed ratio corresponding to the target gear position for continuous upshift to obtain the output shaft downshift speed noutdwn1 after continuous upshift. The target gear position for skipping 3 gear is the current gear position of the target vehicle plus 3, the target gear position for skipping 2 gear is the current gear position of the target vehicle plus 2, and the target gear position for continuous upshift is the current gear position of the target vehicle plus 1.

[0130] The input shaft downshift point refers to the threshold at which the transmission determines when to downshift based on the current speed and load. The 3rd gear upshift downshift point offset refers to the adjustment or offset from the ideal downshift point when performing a 3rd gear upshift from the current gear. Optionally, the speed threshold can be the output shaft downshift speed noutdwn3 after a 3rd gear upshift, the output shaft downshift speed noutdwn2 after a 2nd gear upshift, or the output shaft downshift speed noutdwn1 after consecutive upshifts.

[0131] The gear threshold refers to the minimum gear number allowed for correction based on the downshift point after a skip upshift. For example, the preset intermediate value can be 3, 2, or 1. If the intermediate value is not less than 3, and the difference between the output shaft downshift speed noutdwn3 after a 3rd gear jump and the target vehicle's current output shaft speed nout is less than 0; or the difference between the output shaft downshift speed noutdwn3 after a 3rd gear jump and the current output shaft speed nout is not less than 0 and the difference between noutdwn3 and nout is less than the 3rd gear jump upshift downshift point offset, while the current gear number remains at least the minimum gear number allowed for correction based on the downshift point after a skip upshift, then the target correction value is 3. If the difference between the output shaft downshift speed noutdwn3 after a 3rd gear jump and the target vehicle's current output shaft speed nout is not less than 0 and the difference between noutdwn3 and nout is less than the 3rd gear jump upshift downshift point offset, while the current gear number remains at least the minimum gear number allowed for correction based on the downshift point after a skip upshift, then the target correction value is 2. The minimum number of gears allowed for correction based on the downshift point after a skip upshift is set based on actual conditions. The upshift / downshift point offset for a 3rd-gear skip is calculated using an interpolation function that takes the 3rd-gear skip target as input and outputs the 3rd-gear skip upshift / downshift offset. This interpolation function can be a calibration table or a polynomial function.

[0132] If the intermediate value is 2, and the difference between the output shaft downshift speed noutdwn2 after the second gear shift minus the current output shaft speed nout is less than 0; or the difference between the output shaft downshift speed noutdwn2 after the second gear shift minus the current output shaft speed nout is not less than 0, and the difference between noutdwn3 and nout is less than the offset value for the downshift point after the second gear shift, while the current gear position is maintained at or above the minimum gear position allowed for correction based on the downshift point after the second gear shift, the target correction value is 2. If the difference between the output shaft downshift speed noutdwn2 after the second gear shift minus the current output shaft speed nout of the target vehicle is not less than 0, and this difference is not less than the offset value for the downshift point after the third gear shift, while the current gear position is maintained at or above the minimum gear position allowed for correction based on the downshift point after the second gear shift, the target correction value is 1.

[0133] If the intermediate value is equal to 1, the target correction value is 1 when the difference between the output shaft downshift speed noutdwn1 after consecutive upshifts and the current output shaft speed nout is less than 0; or the difference between the output shaft downshift speed noutdwn1 after consecutive upshifts and the current output shaft speed nout is not less than 0 and is less than the output shaft offset value for consecutive upshifts, while the current gear position is maintained at or above the minimum gear position allowed for correction based on the downshift point after a skip upshift. The target correction value is 0 when the difference between the output shaft downshift speed noutdwn1 after consecutive upshifts and the current output shaft speed nout is not less than 0 and is less than the downshift point offset value for consecutive upshifts, while the current gear position is maintained at or above the minimum gear position allowed for correction based on the downshift point after a skip upshift.

[0134] If the intermediate value is not equal to any of the preset intermediate values ​​(3, 2, or 1), and the current gear is not less than the minimum gear that is allowed to be corrected based on the downshift point after skipping and shifting up, the target correction value is 0.

[0135] If the current gear is less than the minimum gear that is allowed to be corrected based on the downshift point after skipping and upshifting, the target correction value is equal to the value corresponding to the intermediate value.

[0136] In this embodiment, the target correction value is determined based on the intermediate value, the speed threshold and output shaft offset value corresponding to the intermediate value, the output shaft speed of the target vehicle, and the gear threshold. A more accurate target correction value can be determined, and then the target gear shift position of the target vehicle can be determined based on the target correction value. This can improve the reliability of the target gear shift position determination and ensure the driving comfort of the target vehicle.

[0137] In an exemplary embodiment, the method further includes: determining a request to increase the number of upshifts based on a target correction value; the target correction value includes an initial correction value; determining an intermediate value based on an accelerator switch state of the target vehicle, an initial number of upshifts, an activation state of a shift end delay of the target vehicle, a request to increase the number of upshifts, and a request to decrease the number of upshifts; wherein the activation state of the shift end delay is determined by the initial number of upshifts and the current number of gears of the target vehicle; and the request to decrease the number of upshifts is determined based on the acceleration of the target vehicle, the initial number of upshifts, and the current number of gears of the target vehicle.

[0138] Exemplarily, when the target correction value is 2, the request to increase the number of upshift skipping shifts is determined to be an increase in the number of skipping shifts to satisfy the requirement to skip 2 gears. That is, if the target correction value is 2, it indicates that the request to increase the number of upshift skipping shifts is the aforementioned increase in the number of skipping shifts to satisfy the requirement to skip 2 gears. When the target correction value is not less than 3, the request to increase the number of upshift skipping shifts is determined to be an increase in the number of skipping shifts to satisfy the requirement to skip 3 gears. When the target correction value is not equal to 2 and is also less than 3, the request to increase the number of upshift skipping shifts is determined to be 0. When the transmission is in a torque-up state, or when the shift process ends and the current gear is equal to the target gear, or when the speed estimation timer expires, the request to increase the number of upshift skipping shifts is determined to be 0. Optionally, the target correction value also includes an initial correction value, which can be set to 0.

[0139] The acceleration threshold of the target vehicle may include a first acceleration threshold and a second acceleration threshold. Optionally, the first acceleration threshold may be a shift-up acceleration threshold for the target vehicle, and the second acceleration threshold may be a shift-down acceleration threshold for the target vehicle. The request to decrease the number of shifts is determined based on the acceleration of the target vehicle, the initial number of upshifts, and the current number of gears of the target vehicle, and includes:

[0140] The second acceleration threshold (shift-skip reduction acceleration threshold) is determined according to an interpolation function having an initial shift-skip number and a current shift number as inputs and a second acceleration threshold as output.

[0141] When the target vehicle's acceleration is no greater than a second acceleration threshold (a skip-shift reduction acceleration threshold) and the duration of this condition exceeds a skip-shift reduction time threshold, the target vehicle satisfies the request to reduce the number of upshifts. When the target vehicle's acceleration is no greater than the second acceleration threshold, or the duration of the target vehicle's acceleration no greater than the second acceleration threshold does not exceed the skip-shift reduction time threshold, the target vehicle does not satisfy the request to reduce the number of upshifts. Optionally, the second acceleration threshold (a skip-shift reduction acceleration threshold) may include a skip-shift reduction acceleration threshold for in-gear coasting and a skip-shift reduction acceleration threshold for out-of-gear coasting.

[0142] When the accelerator switch of the target vehicle is in the depressed state, the intermediate value is equal to the initial skipping number.

[0143] When the accelerator switch state of the target vehicle is not depressed and the target vehicle satisfies the shift end delay activation state, the intermediate value is frozen and is equal to the value of the previous cycle.

[0144] When the accelerator switch state of the target vehicle is not depressed, and the target vehicle does not meet the shift end delay activation state, but meets the request for reducing the number of upshifts, the intermediate value is equal to the larger value between the difference between the initial number of upshifts and 1.

[0145] When the accelerator switch state of the target vehicle is not depressed, the target vehicle does not meet the gear shift end delay activation state and the request for reducing the number of up-shift gears, but meets the initial request for increasing the number of up-shift gears. At the same time, the transmission is not in the torque increase state and the gear shift process is not completed (or the current gear number is not equal to the target gear shift position); or the speed estimation timer timing exceeds the reset time and the request for increasing the number of up-shift gears is met, the intermediate value is equal to the larger value between the sum of the initial up-shift gear number plus 1 and 1.

[0146] If the initial request to increase the number of up-shift gears is not met and the request to decrease the number of up-shift gears is not met, or the initial request to increase the number of up-shift gears is made but the transmission is in the torque-up state, or the shifting process is not completed and the current gear number is equal to the target gear, or the speed estimation timer exceeds the set reset time and the request to increase the number of up-shift gears is not met, the intermediate value is equal to the larger value between the initial number of up-shift gears and 1.

[0147] In this embodiment, the intermediate value is determined comprehensively based on the accelerator switch state of the target vehicle, the initial number of gear jumps, the gear shift end delay activation state of the target vehicle, the request to increase the number of gear jumps, and the request to decrease the number of gear jumps. The corresponding intermediate value can be determined according to the actual driving environment, and the accuracy of the intermediate value determination can be improved, thereby optimizing the target gear shift position determination method of the target vehicle to achieve a higher gear shift response speed and a smoother driving experience.

[0148] In an exemplary embodiment, Figure 3 As shown, determining the initial target shift gear includes steps 302 to 304. Among them:

[0149] Step 302 : When the current gear number of the target vehicle is greater than the preset gear number of the target vehicle, the initial target shift gear number of the target vehicle is the initial upshift gear number.

[0150] Step 304 : When the current gear number of the target vehicle is less than the preset gear number of the target vehicle, an initial target shift gear number of the target vehicle is determined according to the target correction value, the engine speed of the target vehicle, and the shift enable condition.

[0151] For example, when the current gear number of the target vehicle is not less than a preset gear number of the target vehicle, the initial target shift gear number of the target vehicle is the initial upshift number. The preset gear number is the maximum limit of the gear number allowed for upshifts based on acceleration, and the preset gear number is set according to the situation.

[0152] When the current gear number of the target vehicle is less than the preset gear position of the target vehicle, if the target correction value is not less than 3, and the engine speed is not lower than the 3rd gear upshift point, and the target vehicle meets the upshift enable conditions and gear shift change status, then the initial target gear shift position is equal to the current gear number of the target vehicle plus 3.

[0153] When the current gear number of the target vehicle is less than the preset gear number of the target vehicle, if the target correction value is equal to 2, and the engine speed is not lower than the 2nd gear upshift point, and the target vehicle meets the upshift enable conditions and gear shift change status, then the initial target gear shift position is equal to the current gear number of the target vehicle plus 2.

[0154] When the current gear number of the target vehicle is less than the preset gear number of the target vehicle, if the target correction value is equal to 1, and the engine speed is not lower than the continuous upshift point, and the target vehicle meets the upshift enable conditions and the gear change state, and the initial upshift number does not change continuously for two consecutive adjacent cycles, then the initial target gear shift position is equal to the current gear number of the target vehicle plus 1.

[0155] When the current gear number of the target vehicle is less than the preset gear number of the target vehicle, if none of the above judgment conditions are met, the initial target shift gear is equal to the current gear number of the target vehicle.

[0156] Among them, when the initial upshift number of the target vehicle is greater than the current gear number of the target vehicle, or the initial downshift number of the target vehicle is less than the current gear number of the target vehicle, the target vehicle satisfies the gear change state; conversely, if the initial upshift number or the initial downshift number is equal to the current gear number, the target vehicle does not satisfy the gear change state.

[0157] In this embodiment, the initial target shift position of the target vehicle is determined by comprehensively considering multiple factors, which can more accurately determine the target shift position and ensure the optimal match between vehicle speed and engine speed, thereby improving the accuracy and reliability of shifting.

[0158] In an exemplary embodiment, determining the target shift gear position of the target vehicle based on the target correction value and the initial upshift number includes: when the transmission of the target vehicle is in a first state, the target shift gear position of the target vehicle is the initial upshift number; when the transmission of the target vehicle is in a second state, determining the target shift gear position of the target vehicle based on the initial target shift gear position of the target vehicle, the current gear number of the target vehicle, and the shift enable condition.

[0159] Optionally, the transmission is in the first state when the transmission requests neutral coasting, and the transmission is in the second state when the transmission does not request neutral coasting or when neutral coasting is exited.

[0160] When the transmission of the target vehicle is in the first state, the target shift gear of the target vehicle is determined to be an initial upshift number of the target vehicle.

[0161] When the transmission of the target vehicle is in the second state, if the difference between the initial target shift gear position of the target vehicle and the current gear position is greater than 3, and the target vehicle satisfies an upshift enabling condition, the target shift gear position of the target vehicle is determined to be equal to the current gear position plus 3. If the difference between the initial target shift gear position of the target vehicle and the current gear position is not greater than 3, or the target vehicle does not satisfy the upshift enabling condition, the target shift gear position of the target vehicle is determined to be equal to the initial target shift gear position.

[0162] In this embodiment, a reasonable target shift gear position is determined based on the initial target shift gear position, the current gear number of the target vehicle, and the shift enable condition, which can improve the safety and reliability of the shift, enable the target vehicle to accelerate and decelerate with fewer gear shifts, reduce the power interruption feeling caused by frequent gear shifting to the driver, and thus improve driving comfort, economy and power.

[0163] In an exemplary embodiment, the shifting method further includes: when the transmission of the target vehicle is in a first state, the target downshift gear of the target vehicle is an initial downshift number; when the transmission of the target vehicle is in a second state, the target downshift gear of the target vehicle is determined based on the downshift correction value of the target vehicle, the downshift enable condition and the current gear number of the target vehicle.

[0164] The acceleration threshold of the target vehicle may further include a third acceleration threshold and a fourth acceleration threshold, wherein the third acceleration threshold is derived from an interpolation function having an initial downshift number and a current gear number as inputs and the third acceleration threshold as output. The fourth acceleration threshold is derived from an interpolation function having an initial downshift number and a current gear number as inputs and the fourth acceleration threshold as output.

[0165] If the target vehicle's acceleration is not greater than a third acceleration threshold and the duration exceeds a shift-skip increase time threshold, the target vehicle satisfies the initial request to increase the number of downshifts. If the target vehicle's acceleration is less than the third acceleration threshold, or if the duration of the target vehicle's acceleration not exceeding the third acceleration threshold does not exceed the shift-skip increase time threshold, the target vehicle does not satisfy the initial request to increase the number of downshifts.

[0166] When the target vehicle's acceleration is not less than a fourth acceleration threshold and the duration exceeds a shift reduction time threshold, the target vehicle satisfies the initial request to reduce the number of downshifts. When the target vehicle's acceleration is less than the fourth acceleration threshold, or the duration of the target vehicle's acceleration being not less than the fourth acceleration threshold does not exceed the shift reduction time threshold, the target vehicle does not satisfy the initial request to reduce the number of downshifts.

[0167] Exemplarily, determining the downshift correction value of the target vehicle includes:

[0168] When the accelerator switch (kickdown switch) of the target vehicle is in the depressed state, the downshift correction value is equal to the initial downshift number.

[0169] When the accelerator switch state of the target vehicle is not depressed and the target vehicle satisfies the shift end delay activation state, the downshift correction value is frozen and is equal to the value of the previous cycle.

[0170] When the accelerator switch state of the target vehicle is not depressed, and the target vehicle does not meet the gear shift end delay activation state, but meets the initial request for reducing the number of downshifts, the downshift correction value is equal to the larger value of the downshift number difference obtained by subtracting 1 from the initial downshift number and 1.

[0171] When the accelerator switch state of the target vehicle is not pressed, the target vehicle does not meet the gear shift end delay activation state and the initial request for reducing the number of downshifts, but meets the initial request for increasing the number of downshifts, then the downshift correction value is equal to the larger value between the sum of the downshift numbers obtained by adding 1 to the initial downshift number and 1.

[0172] If the initial request to increase the number of downshifts is not met and the initial request to decrease the number of downshifts is not met, the downshift correction value is equal to the larger value between the initial downshift number and 1.

[0173] Optionally, when the transmission of the target vehicle is in a first state (the first state of the transmission is a state in which the transmission requests neutral coasting), the target downshift position of the target vehicle is equal to the initial downshift number.

[0174] When the target vehicle's transmission is in the first state (the second state is when neutral coasting is not requested or neutral coasting has been exited), if the target vehicle's current gear position is greater than the downshift correction value, and the target vehicle meets the downshift enable conditions and the gear shift change state, the target downshift position is equal to the current gear position minus the downshift correction value. If the target vehicle's current gear position is not greater than the downshift correction value, and the target vehicle meets the downshift enable conditions and the gear shift change state, the target downshift position is equal to the target vehicle's starting gear position.

[0175] In this embodiment, a reasonable target downshift gear is determined based on the downshift enable condition, the gear shift change state, the current gear number of the target vehicle, and the initial downshift number, which can improve the safety and reliability of gear shifting, enable the target vehicle to accelerate and decelerate with fewer gear shifts, reduce the power interruption feeling caused by frequent gear shifting to the driver, and thus improve driving comfort, economy and power.

[0176] In another embodiment, a shifting method is provided, the method comprising:

[0177] Acquire multiple gear shift enable conditions of the target vehicle, the multiple gear shift enable conditions including a first gear shift enable condition, a second gear shift enable condition, and an upshift enable condition; determine an initial skip gear number based on the current gear number of the target vehicle, the first gear shift enable condition, the second gear shift enable condition, and the upshift enable condition; and determine an initial upshift number based on the engine speed of the target vehicle, the first gear shift enable condition, the second gear shift enable condition, and the upshift enable condition.

[0178] When it is determined that the initial number of gear jumps of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold, the estimated engine speed and estimated shift point speed of the target vehicle after the preset time are determined based on the preset time, the input shaft speed of the target vehicle and the shift point speed change rate; and whether the speed of the target vehicle meets the speed limit condition is judged based on the estimated engine speed and estimated shift point speed after the preset time.

[0179] When the speed of the target vehicle meets the speed limit condition after the preset time, the target correction value is determined according to the intermediate value; when the intermediate value is the preset intermediate value, the target correction value is determined according to the speed threshold and output shaft offset value corresponding to the preset intermediate value, the output shaft speed of the target vehicle and the gear threshold.

[0180] A request to increase the number of upshifts is determined based on a target correction value; the target correction value includes an initial correction value; an intermediate value is determined based on an accelerator switch state of the target vehicle, an initial number of upshifts, an activation state of a gear shift end delay of the target vehicle, a request to increase the number of upshifts, and a request to decrease the number of upshifts; wherein the activation state of the gear shift end delay is determined by the initial number of upshifts and the current number of gears of the target vehicle; and a request to decrease the number of upshifts is determined based on the acceleration of the target vehicle, the initial number of upshifts, and the current number of gears of the target vehicle.

[0181] When the current gear number of the target vehicle is greater than the preset gear number of the target vehicle, the initial target shift gear number of the target vehicle is the initial upshift number; when the current gear number of the target vehicle is less than the preset gear number of the target vehicle, the initial target shift gear number of the target vehicle is determined based on the target correction value, the engine speed of the target vehicle and the shift enable condition.

[0182] When the transmission of the target vehicle is in the first state, the target shift gear of the target vehicle is the initial upshift number; when the transmission of the target vehicle is in the second state, the target shift gear of the target vehicle is determined based on the initial target shift gear of the target vehicle, the current gear number of the target vehicle and the shift enable condition.

[0183] In this embodiment, the shifting method determines whether to correct the initial jump gear number according to the acceleration of the target vehicle. After determining that the initial jump gear number is to be corrected, the target shift gear of the target vehicle is determined according to the speed and speed limit conditions of the target vehicle. This can improve the rationality of the determination of the target shift gear, and avoid the problem of the target vehicle immediately downshifting after shifting due to too many shift numbers or immediately upshifting after shifting due to too low a shift number. At the same time, the shifting method comprehensively considers multiple factors such as acceleration, speed, current gear and initial shift, and can enable the target vehicle to continuously adjust and optimize during the shifting process to adapt to different driving scenarios, thereby improving the shifting control accuracy and ensuring the driving comfort of the target vehicle.

[0184] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0185] Based on the same inventive concept, embodiments of the present application also provide a shifting device for implementing the aforementioned shifting method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more shifting device embodiments provided below can be found in the above-described limitations of the shifting method and will not be further elaborated here.

[0186] In an exemplary embodiment, Figure 4 As shown, a shifting device is provided, comprising: an initial module 402, a judgment module 404, a correction value determination module 406 and a target gear determination module 408, wherein:

[0187] The initial module 402 is used to obtain multiple gear shift enabling conditions of the target vehicle and determine the initial skip gear number and initial upshift number of the target vehicle according to the multiple gear shift enabling conditions.

[0188] The judgment module 404 is configured to judge whether the rotation speed of the target vehicle satisfies a rotation speed limit condition after a preset time when it is determined that the initial shift number of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold.

[0189] The correction value determination module 406 is configured to determine a target correction value based on the intermediate value when the speed of the target vehicle meets the speed limit condition after a preset time.

[0190] The target gear determination module 408 is configured to determine a target shift gear of the target vehicle according to the target correction value and the initial upshift number.

[0191] In an exemplary embodiment, the correction value determination module 406 is further configured to determine a target correction value based on a speed threshold and an output shaft offset value corresponding to the preset intermediate value, and an output shaft speed and a gear threshold of the target vehicle when the intermediate value is a preset intermediate value; wherein the preset intermediate value may be multiple.

[0192] In an exemplary embodiment, the shifting device further comprises:

[0193] An intermediate value determination module is used to determine a request to increase the number of upshifts based on a target correction value; the target correction value includes an initial correction value; the intermediate value is determined based on the accelerator switch state of the target vehicle, the initial number of upshifts, the activation state of the gear shift end delay of the target vehicle, the request to increase the number of upshifts, and the request to decrease the number of upshifts; wherein the activation state of the gear shift end delay is determined by the initial number of upshifts and the current number of gears of the target vehicle; the request to decrease the number of upshifts is determined based on the acceleration of the target vehicle, the initial number of upshifts, and the current number of gears of the target vehicle.

[0194] In an exemplary embodiment, the target gear determination module 408 is also used to determine the target gear position of the target vehicle as the initial upshift number when the transmission of the target vehicle is in a first state; and when the transmission of the target vehicle is in a second state, determine the target gear position of the target vehicle based on the initial target gear position of the target vehicle, the current gear number of the target vehicle, and the gear shift enable condition.

[0195] In an exemplary embodiment, the target gear determination module 408 is also used to determine the initial target shift gear of the target vehicle as the initial upshift number when the current gear number of the target vehicle is greater than the preset gear number of the target vehicle; when the current gear number of the target vehicle is less than the preset gear number of the target vehicle, the initial target shift gear of the target vehicle is determined based on the target correction value, the engine speed of the target vehicle and the shift enable condition.

[0196] In an exemplary embodiment, the judgment module 404 is also used to determine the estimated engine speed and estimated shift point speed of the target vehicle after a preset time based on the preset time, the input shaft speed of the target vehicle, and the shift point speed change rate when it is determined that the initial jump gear number of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold; and determine whether the speed of the target vehicle meets the speed limit condition based on the estimated engine speed and the estimated shift point speed after the preset time.

[0197] In an exemplary embodiment, the multiple gear shift enable conditions include a first gear shift enable condition, a second gear shift enable condition, and an upshift enable condition. The initial module 402 is further used to determine the initial skip gear number based on the current gear number of the target vehicle, the first gear shift enable condition, the second gear shift enable condition, and the upshift enable condition; and determine the initial upshift number based on the engine speed of the target vehicle, the first gear shift enable condition, the second gear shift enable condition, and the upshift enable condition.

[0198] Each module in the above-mentioned shifting device can be implemented in whole or in part through software, hardware, or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in the computer device in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0199] In an exemplary embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as shown in FIG. Figure 5 As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, abbreviated as I / O) and a communication interface. The processor, memory and input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and computer program in the non-volatile storage medium. The database of the computer device is used to store intermediate values, target correction values, initial jump gear data and initial upshift data. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a shifting method is implemented.

[0200] Those skilled in the art will understand that Figure 5 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0201] In one embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor implements the steps in the above method embodiments when executing the computer program.

[0202] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0203] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0204] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0205] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0206] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0207] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A shifting method, characterized in that: The method comprises: Acquiring a plurality of gear shift enabling conditions of the target vehicle, and determining an initial skip gear number and an initial upshift number of the target vehicle according to the plurality of gear shift enabling conditions; When it is determined that the initial number of shift jumps of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold, determining whether the speed of the target vehicle meets the speed limit condition after a preset time; When the speed of the target vehicle meets the speed limit condition after a preset time, determining a target correction value based on the intermediate value, including: when the intermediate value is a preset intermediate value, determining the target correction value based on the speed threshold and output shaft offset value corresponding to the preset intermediate value, the output shaft speed of the target vehicle, and the gear threshold; wherein the preset intermediate value is multiple; the intermediate value is determined based on the acceleration of the target vehicle, the initial upshift number, the current gear number of the target vehicle, and the initial skip shift number; The target shift gear position of the target vehicle is determined based on the target correction value and the initial upshift number, including: when the transmission of the target vehicle is in a first state, the target shift gear position of the target vehicle is the initial upshift number; the first state is a state in which the transmission requests neutral coasting; when the transmission of the target vehicle is in a second state, the target shift gear position of the target vehicle is determined based on the initial target shift gear position of the target vehicle, the current gear number of the target vehicle and the shift enable condition; the second state is a state in which the transmission does not request neutral coasting or after neutral coasting is exited.

2. The method according to claim 1, characterized in that The method further comprises: Determining a request to increase the number of upshifts according to the target correction value; the target correction value includes an initial correction value; The intermediate value is determined based on the accelerator switch state of the target vehicle, the initial upshift number, the gear shift end delay activation state of the target vehicle, the upshift number increase request and the upshift number decrease request; wherein the gear shift end delay activation state is determined by the initial upshift number and the current gear number of the target vehicle; the upshift number decrease request is determined based on the acceleration of the target vehicle, the initial upshift number and the current gear number of the target vehicle.

3. The method according to claim 1, characterized in that The method further comprises: When the current gear number of the target vehicle is greater than the preset gear number of the target vehicle, the initial target shift gear number of the target vehicle is the initial upshift number; When the current gear number of the target vehicle is less than the preset gear number of the target vehicle, an initial target shift gear number of the target vehicle is determined according to the target correction value, the engine speed of the target vehicle, and the shift enable condition.

4. The method according to claim 1, wherein When it is determined that the initial number of shift jumps of the target vehicle needs to be corrected based on the acceleration of the target vehicle and the acceleration threshold, determining whether the speed of the target vehicle meets the speed limit condition after a preset time includes: When it is determined based on the acceleration of the target vehicle and the acceleration threshold that the initial skip number of the target vehicle needs to be corrected, an estimated engine speed and an estimated shift point speed of the target vehicle after a preset time are determined based on the preset time, the input shaft speed of the target vehicle, and the shift point speed change rate; It is determined whether the speed of the target vehicle meets a speed limit condition according to the estimated engine speed and the estimated shift point speed after a preset time.

5. The method according to claim 1, wherein The plurality of shift enabling conditions include a first shift enabling condition, a second shift enabling condition, and an upshift enabling condition; and determining the initial skip shift number and the initial upshift number of the target vehicle according to the plurality of shift enabling conditions includes: determining the initial skip gear number according to the current gear number of the target vehicle, the first gear shift enabling condition, the second gear shift enabling condition, and the upshift enabling condition; The initial upshift number is determined according to an engine speed of the target vehicle, a first gear shift enabling condition, a second gear shift enabling condition, and an upshift enabling condition.

6. A gear shifting device, characterized in that: The device comprises: an initial module, configured to obtain a plurality of gear shift enabling conditions of the target vehicle, and determine an initial skip gear number and an initial upshift number of the target vehicle according to the plurality of gear shift enabling conditions; a judgment module for judging whether the rotation speed of the target vehicle satisfies a rotation speed limit condition after a preset time when it is determined based on the acceleration of the target vehicle and the acceleration threshold that the initial number of shift jumps of the target vehicle needs to be corrected; a correction value determination module, configured to determine a target correction value based on an intermediate value when the speed of the target vehicle satisfies a speed limit condition after a preset time, including: when the intermediate value is a preset intermediate value, determining the target correction value based on a speed threshold and an output shaft offset value corresponding to the preset intermediate value, the output shaft speed of the target vehicle, and a gear threshold; wherein the preset intermediate value may be multiple; and the intermediate value is determined based on the acceleration of the target vehicle, an initial upshift number, a current gear number of the target vehicle, and an initial skip shift number; A target gear determination module is used to determine the target gear shift position of the target vehicle based on the target correction value and the initial upshift number, including: when the transmission of the target vehicle is in a first state, the target gear shift position of the target vehicle is the initial upshift number; the first state is a state in which the transmission requests neutral coasting; when the transmission of the target vehicle is in a second state, the target gear shift position of the target vehicle is determined based on the initial target gear shift position of the target vehicle, the current gear number of the target vehicle and the gear shift enable condition; the second state is a state in which the transmission does not request neutral coasting or after neutral coasting is exited.

7. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 5 are implemented.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 5 are implemented.

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