Vehicle control method and device, medium, gearbox control unit and vehicle

Abstract

The invention relates to a vehicle control method and device, a medium, a gearbox control unit and a vehicle. The method comprises the following steps: acquiring a current first operation parameter of a vehicle, wherein the current first operation parameter comprises a current first driving gradient and a current first mass of the vehicle; determining a first preset vehicle speed according to the current first driving gradient and the current first mass; under the condition that the current first running speed of the vehicle is lower than the first preset vehicle speed, a transmission is controlled to enter a power interruption state, and a transmission main box gear taking-off action is executed; wherein the first preset vehicle speed is larger than a second preset vehicle speed, and the second preset vehicle speed is used for indicating the downshift execution stage of the sliding gear sleeve. By means of the method, the gear shifting time can be shortened, and the vehicle response speed is increased.

Description

Technical Field

[0001] The present application relates to the technical field of automatic transmission control, and in particular to a vehicle control method, device, medium, transmission control unit and vehicle. Background Art

[0002] Vehicle AMT (Advanced Manufacturing Technology, electronically controlled mechanical automatic transmission) refers to an electronically controlled shifting system added to a manual transmission. Sensors detect various operating condition signals, which are judged by the transmission control unit (TCU) and send commands to the electronically controlled actuator to control the transmission's gear selection and shifting actions and the separation and engagement of the clutch, thereby realizing automatic shifting and starting and stopping functions.

[0003] With the popularity of AMT transmissions, drivers' requirements for vehicle comfort are gradually increasing, which leads to higher requirements for comfort during the gear shifting process. When drivers are queuing and following other vehicles, the vehicle speed is constantly changing, and it is necessary to reduce the speed by braking or coasting, and refuel at any time to speed up again. When the current AMT transmission handles the sliding gear shift, there are usually problems such as long gear shift response time and slow vehicle acceleration response, which seriously affects the comfort of the gear shifting process. Summary of the invention

[0004] Based on this, it is necessary to provide a vehicle control method, device, medium, transmission control unit and vehicle that can shorten the gear shifting time in order to solve the above technical problems.

[0005] In a first aspect, the present application provides a vehicle control method. The method comprises:

[0006] Acquire a current first operating parameter of the vehicle, wherein the current first operating parameter includes a current first driving slope and a current first mass of the vehicle;

[0007] determining a first preset vehicle speed according to the current first driving gradient and the current first mass;

[0008] When the current first driving speed of the vehicle is lower than the first preset vehicle speed, the transmission is controlled to enter a power interruption state and the main gearbox of the transmission is disengaged;

[0009] The first preset vehicle speed is greater than the second preset vehicle speed, and the second preset vehicle speed is used to indicate the sliding gear sleeve downshift execution stage.

[0010] In one embodiment, the method further comprises:

[0011] When the gear shifting action of the transmission main box is in place, the gear position of the transmission rear auxiliary box is obtained;

[0012] When the gear position of the transmission rear auxiliary box is in a high gear position, the transmission rear auxiliary box is controlled to perform a downshifting action.

[0013] In one embodiment, the method further comprises:

[0014] Acquiring the current second operating parameters of the vehicle after the transmission rear auxiliary box shifts down to the next gear, wherein the current second operating parameters include the current second driving speed, the current second mass and the current second driving slope of the vehicle;

[0015] determining a target gear position of the vehicle based on the current second driving speed, the current second mass and the current second driving gradient;

[0016] In a case where a vehicle acceleration signal is recognized or the current second driving speed is lower than the second preset vehicle speed, a transmission shift control is performed based on the target gear position.

[0017] In one embodiment, performing transmission shift control based on the target gear position includes:

[0018] When the target gear position does not match the current gear position of the vehicle, controlling the transmission to simultaneously perform a gear selection action and a speed adjustment action;

[0019] When the gear selection action and the speed regulation action are both in place, the transmission is controlled to advance the main gear.

[0020] In one embodiment, performing transmission shift control based on the target gear position includes:

[0021] When the target gear position matches the current gear position of the vehicle, controlling the transmission to perform a speed adjustment action;

[0022] When the speed regulation action is in place, the transmission is controlled to shift into the main gear.

[0023] In one embodiment, the method further comprises:

[0024] When the vehicle acceleration signal is not recognized and the current second driving speed is not lower than the second preset vehicle speed, the steps of obtaining the current second operating parameter and determining the target gear position of the vehicle are repeated.

[0025] In a second aspect, the present application also provides a vehicle control device. The device comprises:

[0026] An acquisition module, used for acquiring a current first operating parameter of the vehicle, wherein the current first operating parameter includes a current first driving slope and a current first mass of the vehicle;

[0027] a determination module, configured to determine a first preset vehicle speed according to the current first driving gradient and the current first mass;

[0028] A control module, used for controlling the transmission to enter a power interruption state and executing a main box shifting action of the transmission when the current first driving speed of the vehicle is lower than the first preset vehicle speed;

[0029] The first preset vehicle speed is greater than the second preset vehicle speed, and the second preset vehicle speed is used to indicate a downshifting action of the sliding gear sleeve.

[0030] In a third aspect, the present application further provides a computer device, which includes a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the steps of the vehicle control method provided in the first aspect of the present application are implemented.

[0031] In a fourth aspect, the present application further provides a computer-readable storage medium. The computer-readable storage medium includes a memory and a processor, the memory stores a computer program, and the processor implements the steps of the vehicle control method provided in the first aspect of the present application when executing the computer program.

[0032] In a fifth aspect, the present application further provides a transmission control unit, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the vehicle control method provided in the first aspect of the present application when executing the computer program.

[0033] In a sixth aspect, the present application further provides a vehicle, which includes a vehicle body and the transmission control unit provided in the fifth aspect of the present application.

[0034] The above vehicle control method obtains the current first operating parameter of the vehicle, wherein the current first operating parameter includes the current first driving slope and the current first mass of the vehicle; determines the first preset vehicle speed according to the current first driving slope and the current first mass; and controls the transmission to enter the power interruption state and executes the main transmission box disengagement action when the current first driving speed of the vehicle is lower than the first preset vehicle speed; wherein the first preset vehicle speed is greater than the second preset vehicle speed, and the second preset vehicle speed is used to indicate the sliding gear sleeve downshift execution stage. This application aims at the vehicle braking and re-acceleration driving condition or the continuous deceleration driving condition, and performs the disengagement action in advance when the vehicle speed is lower than the first preset vehicle speed by prejudging the AMT shifting process in advance, avoiding the sequential execution after the vehicle speed drops to an extremely low level or the driver steps on the accelerator pedal, thereby shortening the shifting time and improving the vehicle response speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] FIG1 is a schematic flow chart of a vehicle control method in one embodiment;

[0036] FIG2 is a schematic flow chart of a vehicle control method in another embodiment;

[0037] FIG3 is a schematic flow chart of a vehicle control method in another embodiment;

[0038] FIG4 is a schematic diagram of a flow chart of a transmission shift control step based on a target gear position in one embodiment;

[0039] FIG5 is a schematic flow chart of a vehicle control method in another embodiment;

[0040] FIG6 is a block diagram of a vehicle control device according to an embodiment;

[0041] FIG. 7 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0043] When the driver is queuing and following other vehicles, the vehicle speed is constantly changing, and the driver needs to reduce the speed by braking or coasting, and re-accelerate at any time. Due to the large speed change, the transmission needs to shift to a new gear to match the speed when re-accelerating, or to match the speed when the vehicle is close to a complete stop. As an important shifting method, the sliding gear sleeve shifting method is widely used in electronically controlled mechanical automatic transmissions (AMTs).

[0044] To address the problems of long gear shifting response time and slow vehicle acceleration response during vehicle braking and then accelerating or vehicle braking to a state close to a complete stop under conditions such as following a vehicle in a queue, an embodiment of the present application provides a vehicle control method, which can be applied to a transmission control unit (TCU). The TCU is mainly used for transmission gear management and real-time torque distribution based on the vehicle torque request issued by the VCU.

[0045] In one embodiment, as shown in FIG1 , a vehicle control method is provided, which is described by taking the method applied to a transmission control unit as an example, and includes the following steps:

[0046] Step 102, obtaining the current first operating parameter of the vehicle.

[0047] Among them, the current first operating parameter includes the current first driving slope and the current first mass of the vehicle. The current first driving slope refers to the inclination angle of the ground or road when the vehicle is currently driving, and the current first mass refers to the weight and / or load of the vehicle itself when the vehicle is currently driving.

[0048] The transmission control unit of the embodiment of the present application can obtain the current first operating parameter of the vehicle in real time. For example, the transmission control unit can obtain the current first mass in real time through a weighing sensor installed on the vehicle, measure the inclination angle of the vehicle by using an accelerometer or a tilt sensor, and calculate the current first driving slope based on the inclination angle and the acceleration of gravity. Alternatively, the transmission control unit can also calculate the current vehicle mass by monitoring the acceleration and wheel speed changes, combining the output power of the power system and the vehicle speed, and combining the vehicle speed and acceleration information, by real-time monitoring the acceleration and deceleration of the vehicle on different slopes, the TCU can calculate the slope of the road surface.

[0049] Step 104 , determining a first preset vehicle speed according to the current first driving gradient and the current first mass.

[0050] The transmission control unit or vehicle information database of the embodiment of the present application may pre-store a first mapping relationship between the current first driving slope, the current first mass and the first preset vehicle speed. When the transmission control unit obtains the current first driving slope and the current first mass, it may determine the first preset vehicle speed based on the first mapping relationship.

[0051] Specifically, in the first mapping relationship, when the slope is constant, the vehicle mass and the first preset speed are positively correlated, that is, the greater the current first mass, the higher the first preset speed; when the vehicle mass is constant, the uphill slope and the first preset speed are positively correlated, and the downhill slope and the first preset speed are negatively correlated, that is, the greater the uphill slope of the current first driving slope, the higher the first preset speed, and the greater the downhill slope of the current first driving slope, the lower the first preset speed.

[0052] Step 106, when the current first driving speed of the vehicle is lower than the first preset vehicle speed, the transmission is controlled to enter a power interruption state and the transmission main box shifting action is executed.

[0053] The first preset vehicle speed is greater than the second preset vehicle speed, and the second preset vehicle speed is used to indicate the sliding sleeve downshift execution stage. Main gear disengagement means that in the main gearbox of the transmission, the current gear is released, that is, the transmission is disengaged from the current gear, so that the transmission enters a neutral state. The transmission control unit can operate the shift device through an electronically controlled or hydraulic actuator to disengage the current gear pair in the transmission and enter a neutral state.

[0054] The current gear shifting process of the AMT matched with the sliding gear sleeve under the aforementioned queuing and following conditions can include the following process: when the clutch is disengaged and the driver releases the accelerator or the vehicle coasts and decelerates, the AMT system first disengages the clutch and disconnects the engine from the transmission system; no gear shifting is performed. After the engine power is disengaged, the vehicle is in a deceleration and coasting state. At this time, the transmission usually does not shift gears to avoid affecting the smoothness of the deceleration process; when the vehicle speed drops to an extremely low speed or the driver steps on the accelerator pedal, the system starts to execute complex sliding gear sleeve downshifting operations, including main box disengagement, auxiliary box shifting, gear selection, speed regulation, main box shifting and other steps.

[0055] It is understandable that in the above process, since the sliding gear sleeve shifting involves many steps in execution and is executed sequentially, especially when deceleration or re-acceleration is required, the transmission needs to take time to identify vehicle speed changes, determine the timing of shifting, and execute related actions, which causes the entire process to take a long time. If braking and re-acceleration occur, the above actions are performed in sequence after the acceleration request is issued. After the gear shift is finally completed, the clutch re-engages, power transmission is restored, and the vehicle's acceleration response is slow.

[0056] In the embodiment of the present application, the transmission entering the power interruption state and the transmission main gear shifting action can be used to characterize the sliding gear sleeve shifting preparation stage, and the processes of gear selection, speed regulation, main gear shifting, etc. can be used to characterize the sliding gear sleeve downshifting execution stage. The second preset vehicle speed represents the vehicle speed dropping to an extremely low speed, such as approaching a complete stop, so that a downshift action needs to be executed.

[0057] The embodiment of the present application is aimed at the working conditions of vehicle braking and then accelerating or decelerating and gliding, and divides the actions of main gear disengaging, auxiliary gear shifting, gear selection, speed regulation, main gear entering, etc. in the gear shifting operation into a sliding gear sleeve shifting preparation stage and a sliding gear sleeve downshifting execution stage. Different from the gear shifting operation that starts only when the vehicle speed drops to an extremely low level (that is, the vehicle speed is less than a second preset speed) or the driver steps on the accelerator pedal, the embodiment of the present application controls the transmission to perform the sliding gear sleeve shifting preparation stage when the current first driving speed of the vehicle is lower than the first preset speed, that is, controls the transmission to enter a power interruption state and executes the transmission main gear disengaging action.

[0058] In the above vehicle control method, the first current operating parameter of the vehicle is obtained, and the first current operating parameter includes the first current driving slope and the first current mass of the vehicle; the first preset vehicle speed is determined according to the first current driving slope and the first current mass; when the current first driving speed of the vehicle is lower than the first preset vehicle speed, the transmission is controlled to enter the power interruption state and the main transmission box disengagement action is executed; wherein the first preset vehicle speed is greater than the second preset vehicle speed, and the second preset vehicle speed is used to indicate the sliding gear sleeve downshift execution stage. The embodiment of the present application aims at the vehicle braking and re-acceleration driving condition or the continuous deceleration driving condition, and by pre-judging the AMT shifting process, the disengagement action is executed in advance when the vehicle speed is lower than the first preset vehicle speed, so as to avoid waiting for the vehicle speed to drop to an extremely low level or the driver to step on the accelerator pedal before executing in sequence, which can shorten the shifting time and improve the vehicle response speed.

[0059] Optionally, the second preset vehicle speed may be predetermined and stored in a transmission control unit or a vehicle information database, or a second mapping relationship between the current first driving slope, the current first mass and the second preset vehicle speed may be pre-stored. When the transmission control unit obtains the current first driving slope and the current first mass, it may determine the second preset vehicle speed based on the second mapping relationship.

[0060] For example, the transmission control unit obtains in real time through the sensor the current vehicle mass of 600 kg and the uphill slope of 5°. According to the first mapping relationship, the transmission control unit calculates the first preset vehicle speed as 30 km / h, and according to the second mapping relationship, the transmission control unit calculates the second preset vehicle speed as 5 km / h. If the current first driving speed of the vehicle is lower than 30 km / h, the transmission control unit controls the clutch to perform the disengagement action. After the clutch is disengaged, the transmission enters the power interruption state, and the transmission control unit controls the transmission main box to perform the gear disengagement action.

[0061] Optionally, in the first mapping relationship and the second mapping relationship, when the slope is constant, the vehicle mass is positively correlated with the first preset speed and the second preset speed, that is, the larger the current first mass is, the higher the first preset speed and the higher the second preset speed is; when the vehicle mass is constant, the uphill slope is positively correlated with the first preset speed and the second preset speed, and the downhill slope is negatively correlated with the first preset speed and the second preset speed, that is, the larger the uphill slope of the current first driving slope is, the higher the first preset speed and the higher the second preset speed is, and the larger the downhill slope of the current first driving slope is, the lower the first preset speed and the lower the second preset speed is.

[0062] Optionally, the transmission control unit can also determine a preset engine speed value based on the current first driving slope and the current first mass. When the engine speed is lower than the preset engine speed value, the transmission is controlled to enter a power interruption state and execute the transmission main box shifting action.

[0063] The judgment of engine speed introduced in the embodiment of the present application can more accurately select the timing of the sliding gear sleeve shift preparation stage for early main gear disengagement. If the engine speed is lower than the preset value, it means that the engine may soon find it difficult to provide sufficient power. Early execution of main gear disengagement can enable the transmission to quickly switch to the appropriate gear when the driver requests acceleration, thereby ensuring rapid recovery of power.

[0064] In an optional implementation of the embodiment shown in FIG. 1 , as shown in FIG. 2 , the method further includes:

[0065] Step 202, when the gear shifting action of the transmission main box is in place, the gear position of the transmission rear auxiliary box is obtained.

[0066] Step 204, when the gear position of the rear auxiliary gearbox of the transmission is in a high gear position, control the rear auxiliary gearbox of the transmission to perform a downshifting action.

[0067] The sliding gear sleeve shifting preparation stage in the embodiment of the present application also includes controlling the transmission rear auxiliary section to execute a down gear shifting action. When it is determined that the transmission main section has shifted into place, it is determined whether the transmission rear auxiliary section is in a high gear position. If the transmission rear auxiliary section is in a high gear position, the transmission rear auxiliary section is downshifted from the high gear position to the low gear position.

[0068] In this embodiment, the rear auxiliary box downshifting action is placed in the gear shift preparation stage, rather than waiting for the vehicle speed to further decrease or the engine acceleration request to be issued before execution, which can effectively shorten the overall gear shifting time, complete the rear auxiliary box downshifting in advance, so that the subsequent gear selection and main box shifting actions can be carried out faster, reduce the time delay in the entire gear shifting process, and improve the gear shifting efficiency. The various gear shifting steps are dispersed in the relatively long vehicle braking process to avoid gear shifting failures caused by concentrated gear shifting and improve the gear shifting success rate.

[0069] In an optional implementation of the embodiment shown in FIG2 , as shown in FIG3 , the method further includes:

[0070] Step 302, obtaining the current second operating parameter of the vehicle after the transmission rear auxiliary box has completed the downshifting action.

[0071] The current second operating parameters include the current second driving speed, the current second mass and the current second driving slope of the vehicle. The current second driving speed, the current second mass and the current second driving slope refer to the current driving speed of the vehicle after the transmission rear auxiliary box shifts down to the next gear, the weight and / or load of the vehicle itself, and the inclination angle of the ground or road.

[0072] Step 304 , determining a target gear position of the vehicle based on the current second driving speed, the current second mass and the current second driving gradient.

[0073] The transmission control unit or vehicle information database of the embodiment of the present application can pre-store a target mapping relationship between driving speed, vehicle mass, driving slope and target gear. When the transmission control unit obtains the current second driving speed, the current second mass and the current second driving slope, it can determine the target gear based on the target mapping relationship and the current second driving speed, the current second mass and the current second driving slope.

[0074] Step 306 , when a vehicle acceleration signal is identified or the current second driving speed is lower than a second preset vehicle speed, a transmission shift control is performed based on the target gear position.

[0075] The transmission control unit of the embodiment of the present application can start the sliding gear sleeve downshift execution phase based on the target gear position only when the vehicle acceleration signal is recognized or the current second driving speed is lower than the second preset speed, which can avoid premature gear shifting to ensure smooth power connection, and when the driver issues a request for acceleration, starting gear selection and shifting at this time can better match the new driving conditions. At the same time, because the transmission control unit has executed the sliding gear sleeve shift preparation phase before executing the transmission shift control based on the target gear position, when the vehicle acceleration signal is recognized or the current second driving speed is lower than the second preset speed, there is no need to execute the main gear box disengagement and the rear auxiliary gear box downshift operations, which can shorten the shift time.

[0076] In an optional embodiment, when the vehicle acceleration signal is not recognized and the current second driving speed is not lower than the second preset vehicle speed, the steps of obtaining the current second operating parameters and determining the target gear of the vehicle are repeated until the vehicle acceleration signal is recognized or the current second driving speed is lower than the second preset vehicle speed.

[0077] In one embodiment, as shown in FIG4 , the transmission shift control is performed based on the target gear position, including:

[0078] Step 402, when the target gear position and the current gear position of the vehicle do not match, control the transmission to simultaneously perform a gear selection action and a speed adjustment action.

[0079] Among them, when executing the gear selection action, the transmission control unit can move the gear set of the target gear to the correct position of the transmission in advance by controlling the shift actuator such as the shift fork or the sliding sleeve according to the target gear, so that it is in a ready state. When the transmission control unit is in the speed adjustment action, it can send a motor speed adjustment command to the motor control unit (Motor Control Unit, MCU) to make the speed of the engine output match the speed requirement of the gear set of the target gear. It can also adjust the speed of the input shaft and output shaft of the transmission to match the speed requirement of the target gear, and use the synchronizer device of the transmission to synchronize the rotating gear with the gear of the target gear, so as to avoid gear meshing difficulties or tooth knocking caused by mismatched gear speeds.

[0080] Step 404: When the gear selection action and the speed regulation action are in place, the transmission is controlled to shift the main gear.

[0081] Among them, the main gear shift refers to the actual shift operation of the gear set in the main gearbox of the transmission, that is, the previously selected target gear is formally engaged, the gear switch is completed, and the power transmission is reconnected. For example, the gear set of the transmission is actually meshed together, the new gear starts to work, and the power transmission will switch from the original gear to the new gear. After the meshing is completed, the transmission locks the target gear, and the transmission control unit issues a command to re-engage the clutch, re-transmit the engine power to the transmission, and output it to the wheels through the transmission to make the vehicle run according to the target gear.

[0082] In this embodiment, during the sliding gear sleeve shifting execution stage, the gear selection and speed regulation processes overlap in timing and are performed in parallel to shorten the shifting time, thereby achieving rapid power recovery for the vehicle, reducing speed loss during the shifting process, and saving fuel consumption.

[0083] In an optional embodiment, if the target gear matches the current gear of the vehicle, there is no need to perform a gear selection operation. The transmission control unit directly controls the transmission to perform a speed regulation action, and when the speed regulation action is in place, controls the transmission to shift gears in the main gear.

[0084] In a specific embodiment, as shown in FIG5 , the present application provides a vehicle control method, the method comprising:

[0085] Step 1: Obtain the target engine speed value and the first preset vehicle speed and the second preset vehicle speed according to the vehicle mass and the driving slope.

[0086] Step 2: Determine whether the engine speed is lower than the target engine speed value, or whether the vehicle speed is lower than the first preset vehicle speed. If so, proceed to step 3; if not, proceed to step 1.

[0087] Step 3: The clutch performs the disengagement action.

[0088] Step 4: Determine whether the clutch is fully disengaged. If so, proceed to step 5; if not, proceed to step 3.

[0089] Step 5: The transmission enters power cut mode.

[0090] Step 6: The transmission executes the main gear shifting action.

[0091] Step 7: Determine whether the transmission main box is in gear. If so, proceed to step 8; if not, proceed to step 6.

[0092] Step 8: Determine whether the rear auxiliary box of the transmission is in the high gear position. If so, proceed to step 9; if not, proceed to step 11.

[0093] Step 9: The transmission rear auxiliary box performs a downshift.

[0094] Step 10: Determine whether the transmission rear auxiliary box has shifted to a lower gear. If so, proceed to step 11; if not, proceed to step 9.

[0095] Step 11: Determine the target gear according to the current vehicle speed, mass and slope.

[0096] Step 12: Determine whether the accelerator pedal signal is recognized, or whether the vehicle speed is lower than the second preset vehicle speed. If so, proceed to step 13; if not, proceed to step 11.

[0097] Step 13: According to the target gear position, determine whether the gear selection, speed regulation, and main gear shifting process are executed, and determine the target action of the relevant actuators.

[0098] Step 14: Determine whether the transmission needs to execute a gear selection action. If so, proceed to step 15; if not, proceed to step 16.

[0099] Step 15: The transmission performs the gear selection action and the speed regulation action at the same time.

[0100] Step 16: The transmission performs speed regulation action.

[0101] Step 17: Determine whether the speed adjustment is completed. If so, proceed to step 18; if not, proceed to step 16.

[0102] Step 18: The transmission executes the main gear shifting action.

[0103] Step 19: Determine whether the transmission main box has shifted into gear. If so, brake and then accelerate the shift control to complete the shift; if not, proceed to step 18.

[0104] This embodiment predicts the AMT shifting process in advance for the vehicle braking and then accelerating driving conditions, executes the gear removal and rear auxiliary box shifting actions in advance, and shortens the shifting time; in addition, during the shifting process, the gear selection and speed adjustment processes overlap in time sequence and are performed in parallel to shorten the shifting time; thereby achieving rapid recovery of vehicle power, reducing speed loss during the shifting process, and saving fuel consumption. Under the above conditions, the various steps of the shifting are dispersed in the relatively long vehicle braking process to avoid shifting failures caused by concentrated shifting and improve the shifting success rate.

[0105] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0106] Based on the same inventive concept, the embodiment of the present application also provides a vehicle control device for implementing the vehicle control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more vehicle control device embodiments provided below can refer to the limitations on the vehicle control method above, and will not be repeated here.

[0107] In one embodiment, as shown in FIG6 , a vehicle control device is provided, including: an acquisition module 602 , a determination module 604 and a control module 606 , wherein:

[0108] The acquisition module 602 is used to acquire the current first operating parameters of the vehicle, where the current first operating parameters include the current first driving slope and the current first mass of the vehicle.

[0109] The determination module 604 is used to determine a first preset vehicle speed according to the current first driving gradient and the current first mass.

[0110] The control module 606 is used to control the transmission to enter a power interruption state and execute a transmission main box shifting action when the current first driving speed of the vehicle is lower than the first preset vehicle speed.

[0111] The first preset vehicle speed is greater than the second preset vehicle speed, and the second preset vehicle speed is used to indicate a downshifting action of the sliding gear sleeve.

[0112] Each module in the above vehicle control device can be implemented in whole or in part by 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 a computer device in the form of software, so that the processor can call and execute the operations corresponding to each module.

[0113] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be shown in FIG7. The computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. The processor, the memory and the input / output interface are connected via a system bus, and the communication interface is connected to the system bus via 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 the computer program in the non-volatile storage medium. 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 via a network connection. When the computer program is executed by the processor, a vehicle control method is implemented.

[0114] Those skilled in the art will understand that the structure shown in FIG. 6 is merely a block diagram of a partial 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 arrangement of components.

[0115] In one embodiment, a computer device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0116] 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.

[0117] In one embodiment, a transmission control unit is provided, comprising a computer program, which implements the steps in the above-mentioned method embodiments when executed by a processor.

[0118] 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 laws, regulations and standards of relevant countries and regions.

[0119] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and 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 embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium 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), magnetoresistive 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. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but are not limited to this.

[0120] The technical features of the above embodiments may 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.

[0121] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Acquire a current first operating parameter of the vehicle, wherein the current first operating parameter includes a current first driving slope and a current first mass of the vehicle; determining a first preset vehicle speed according to the current first driving gradient and the current first mass; When the current first driving speed of the vehicle is lower than the first preset vehicle speed, the transmission is controlled to enter a power interruption state and the main gearbox of the transmission is disengaged; The first preset vehicle speed is greater than the second preset vehicle speed, and the second preset vehicle speed is used to indicate the sliding gear sleeve downshift execution stage.

2. The method according to claim 1, characterized in that The method further comprises: When the gear shifting action of the transmission main box is in place, the gear position of the transmission rear auxiliary box is obtained; When the gear position of the transmission rear auxiliary box is in a high gear position, the transmission rear auxiliary box is controlled to perform a downshifting action.

3. The method according to claim 1, characterized in that The method further comprises: Acquiring the current second operating parameters of the vehicle after the transmission rear auxiliary box shifts down to the next gear, wherein the current second operating parameters include the current second driving speed, the current second mass and the current second driving slope of the vehicle; determining a target gear position of the vehicle based on the current second driving speed, the current second mass and the current second driving gradient; In a case where a vehicle acceleration signal is recognized or the current second driving speed is lower than the second preset vehicle speed, a transmission shift control is performed based on the target gear position.

4. The method according to claim 3, characterized in that The performing transmission shift control based on the target gear position comprises: When the target gear position does not match the current gear position of the vehicle, controlling the transmission to simultaneously perform a gear selection action and a speed adjustment action; When the gear selection action and the speed regulation action are both in place, the transmission is controlled to advance the main gear.

5. The method according to claim 4, characterized in that The performing transmission shift control based on the target gear position comprises: When the target gear position matches the current gear position of the vehicle, controlling the transmission to perform a speed adjustment action; When the speed regulation action is in place, the transmission is controlled to shift into the main gear.

6. The method according to claim 3, characterized in that The method further comprises: When the vehicle acceleration signal is not recognized and the current second driving speed is not lower than the second preset vehicle speed, the steps of obtaining the current second operating parameter and determining the target gear position of the vehicle are repeated.

7. A vehicle control device, characterized in that: The device comprises: An acquisition module, used for acquiring a current first operating parameter of the vehicle, wherein the current first operating parameter includes a current first driving slope and a current first mass of the vehicle; a determination module, configured to determine a first preset vehicle speed according to the current first driving gradient and the current first mass; A control module, used for controlling the transmission to enter a power interruption state and executing a main box shifting action of the transmission when the current first driving speed of the vehicle is lower than the first preset vehicle speed; The first preset vehicle speed is greater than the second preset vehicle speed, and the second preset vehicle speed is used to indicate a downshifting action of the sliding gear sleeve.

8. A transmission control unit, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. 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 6 are implemented.

10. A vehicle, characterized in that: Comprising a transmission control unit as claimed in claim 8.

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