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

Abstract

This application relates to a vehicle control method, device, medium, transmission control unit, and vehicle. The method comprises: obtaining the vehicle's current first operating parameters, including the vehicle's current first driving gradient and current first mass; determining a first preset vehicle speed based on the current first driving gradient and current first mass; and, when the vehicle's current first driving speed is lower than the first preset speed, controlling the transmission to enter a power interruption state and execute a main transmission shift action; wherein the first preset vehicle speed is greater than a second preset vehicle speed, and the second preset vehicle speed is used to indicate the sliding sleeve downshift execution phase. The above method can shorten shifting time and improve vehicle response speed.

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 a manual transmission with an electronically controlled shifting system added. Sensors detect various operating condition signals, which are judged by the transmission control unit (TCU) and sent to the electronic 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 increasing popularity of automated manual transmissions (AMTs), drivers' demands for vehicle comfort are also increasing, leading to higher demands for shifting comfort. In situations such as when following a vehicle in a queue, vehicle speed fluctuates constantly, requiring braking or coasting to slow down and reaccelerating at will. Current AMT transmissions often suffer from long shift response times and slow acceleration when handling sliding sleeve shifts, severely impacting shifting comfort. 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 shifting time in order to address the above technical problems.

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

[0006] 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;

[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 speed, controlling the transmission to enter a power interruption state and executing a main transmission gear shifting action;

[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 transmission main box has completed the gear shifting action, the gear position of the rear auxiliary box of the transmission 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 current second operating parameters of the vehicle after the transmission rear auxiliary box downshifting action is completed, the current second operating parameters including the vehicle's current second driving speed, current second mass, and current second driving gradient;

[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, executing 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 gear selection and speed regulation actions;

[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, executing 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 further provides a vehicle control device. The device comprises:

[0026] an acquisition module, configured to 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;

[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, configured to control the transmission to enter a power interruption state and execute a main transmission gear-shifting action 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 comprising a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the vehicle control method provided in the first aspect of the present application.

[0031] In a fourth aspect, the present application further provides a computer-readable storage medium comprising 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.

[0032] In a fifth aspect, the present application also 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-mentioned vehicle control method obtains the vehicle's current first operating parameters, including the vehicle's current first driving gradient and current first mass; determines a first preset vehicle speed based on the current first driving gradient and the current first mass; and controls the transmission to enter a power interruption state and execute a main transmission shift-down action when the vehicle's current first driving speed is lower than the first preset speed; wherein the first preset vehicle speed is greater than a second preset vehicle speed, and the second preset vehicle speed is used to indicate the sliding gear sleeve downshift execution phase. This application anticipates the AMT shifting process in advance for vehicle braking and re-acceleration driving conditions or continuous deceleration driving conditions, and executes the shift-down action in advance when the vehicle's driving speed is lower than the first preset speed, avoiding waiting until the vehicle speed drops to an extremely low level or the driver steps on the accelerator pedal before executing the shift-down action in sequence. This can shorten the shifting time and improve the vehicle's response speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 11 is a flow chart of a vehicle control method according to an embodiment;

[0036] Figure 2 is a flow chart of a vehicle control method according to another embodiment;

[0037] Figure 3 is a flow chart of a vehicle control method according to another embodiment;

[0038] Figure 4 FIG. 1 is a flow chart of executing a transmission shift control step based on a target gear position in one embodiment;

[0039] Figure 5 is a flow chart of a vehicle control method according to another embodiment;

[0040] Figure 6 is a structural block diagram of a vehicle control device in one embodiment;

[0041] Figure 7 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0042] 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.

[0043] In situations like queuing and following other vehicles, the driver's vehicle speed fluctuates constantly, requiring braking or coasting to slow down and reaccelerating at any time. Due to these significant speed fluctuations, the transmission must shift to a new gear to match the vehicle's speed at the time of reacceleration or when the vehicle is nearing a complete stop. Sliding sleeve shifting, a key shifting method, is widely used in electronically controlled automatic mechanical transmissions (AMTs).

[0044] To address the problems of long gear shifting response time of the sliding gear sleeve and slow vehicle acceleration response during the process of vehicle braking and then accelerating or 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. This vehicle control method 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, Figure 1 As shown, a vehicle control method is provided, which is described by taking the application of the method to a transmission control unit as an example, and includes the following steps:

[0046] Step 102: Obtain the current first operating parameter of the vehicle.

[0047] Among them, the current first operating parameter includes the vehicle's current first driving slope and current first mass. 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 an embodiment of the present application can obtain the vehicle's current first operating parameter in real time. For example, the transmission control unit can obtain the current first mass in real time from a load cell installed on the vehicle, measure the vehicle's tilt angle using an accelerometer or tilt sensor, and calculate the current first driving slope based on the tilt angle and gravitational acceleration. Alternatively, the transmission control unit can also infer the current vehicle mass by monitoring changes in acceleration and wheel speed, combining the powertrain's output power and vehicle speed, and then, by combining vehicle speed and acceleration information and real-time monitoring of the vehicle's acceleration and deceleration on different slopes, the TCU can infer the slope of the road surface.

[0049] Step 104 : Determine 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 can 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 can 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 a main gear shifting action of the transmission 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 execution phase of the sliding sleeve downshift. Main gear disengagement refers to the release of the current gear in the main transmission case, that is, disengaging the transmission from the current gear position, placing the transmission in neutral. The transmission control unit can operate the shifting device via an electronic or hydraulic actuator to disengage the current gear pair within the transmission, placing the transmission in neutral.

[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 to decelerate, 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 downshift operations, including main box disengagement, auxiliary box shifting, gear selection, speed adjustment, main box shifting and other steps.

[0055] Understandably, in the above process, since the sliding sleeve shifting involves many steps and is performed 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 perform related actions, which causes the entire process to take a long time. If braking and then accelerating, the above actions are performed sequentially after the acceleration request is issued. After the gear shift is finally completed, the clutch is re-engaged, power transmission is restored, and the vehicle's acceleration response is slow.

[0056] In an embodiment of the present application, the transmission entering a power interruption state and the transmission main gear shifting action can be used to characterize the sliding gear sleeve shifting preparation stage, and the gear selection, speed adjustment, main gear shifting and other processes 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 close to a complete stop, so that a downshifting 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 main gear disengaging, auxiliary gear shifting, gear selection, speed adjustment, main gear engaging and other actions 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 speed (that is, when 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 enter 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-mentioned vehicle control method, the vehicle's current first operating parameters are obtained, including the vehicle's current first driving gradient and current first mass; a first preset vehicle speed is determined based on the current first driving gradient and the current first mass; and when the vehicle's current first driving speed is lower than the first preset speed, the transmission is controlled to enter a power interruption state and execute a main transmission shift-down action; wherein the first preset vehicle speed is greater than a second preset vehicle speed, and the second preset vehicle speed is used to indicate the sliding sleeve downshift execution phase. This embodiment of the present application anticipates the AMT shifting process in advance, executing the shift-down action in advance when the vehicle's driving speed is lower than the first preset speed, thereby avoiding waiting until the vehicle speed drops to an extremely low level or the driver presses the accelerator pedal before executing the shift-down action in sequence. This can shorten the shifting time and improve the vehicle's response speed.

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

[0060] For example, the transmission control unit obtains in real time through sensors 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 vehicle's current first driving speed 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 shifting 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 greater the current first mass, the higher the first preset speed and the second preset speed; 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 greater the uphill slope of the current first driving slope, the higher the first preset speed and the second preset speed, and the greater the downhill slope of the current first driving slope, the lower the first preset speed and the second preset speed.

[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 introduction of engine speed judgment 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, ensuring rapid recovery of power.

[0064] In such Figure 1 In an optional implementation of the embodiment shown, as Figure 2 As shown, the method further includes:

[0065] Step 202: When the transmission main box shifting action is completed, the gear position of the transmission rear auxiliary box is obtained.

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

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

[0068] In this embodiment, the rear auxiliary transmission downshift is placed during the gearshift preparation phase, rather than waiting for the vehicle speed to further decrease or for an engine acceleration request to be issued. This effectively shortens the overall shift time. Preempting the rear auxiliary transmission downshift allows for faster subsequent gear selection and main transmission upshifts, reducing overall shift delays and improving shift efficiency. Distributing the various shift steps throughout the relatively long vehicle braking process avoids shift failures caused by concentrated shifting and improves the shift success rate.

[0069] In such Figure 2 In an optional implementation of the embodiment shown, as Figure 3 As shown, the method further includes:

[0070] Step 302: Acquire the current second operating parameter of the vehicle after the transmission rear auxiliary box downshift action is completed.

[0071] The current second operating parameters include the vehicle's current second speed, current second mass, and current second driving gradient. The current second speed, current second mass, and current second driving gradient refer to the vehicle's current speed after the rear auxiliary gearbox downshift is complete, the vehicle's weight and / or load, and the ground or road inclination angle, respectively.

[0072] Step 304 : Determine the 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 the 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, executing transmission shift control based on the target gear position.

[0075] The transmission control unit of the embodiment of the present application can only begin the sliding gear sleeve downshift execution phase based on the target gear position when it recognizes a vehicle acceleration signal or the current second driving speed is lower than the second preset vehicle speed. This can avoid premature shifting to ensure smooth power connection. If the driver requests acceleration, initiating gear selection and shifting at this time can better match the new driving conditions. At the same time, because the transmission control unit has already executed the sliding gear sleeve shift preparation phase before executing 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 vehicle speed, it is no longer necessary to execute the main transmission disengagement and rear auxiliary transmission downshift operations, thereby shortening 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, Figure 4 As shown, the transmission shift control is executed based on the target gear, including:

[0078] Step 402: When the target gear position does not match the current gear position of the vehicle, the transmission is controlled to simultaneously perform a gear selection action and a speed adjustment action.

[0079] When selecting a gear, the transmission control unit can pre-move the gear set of the target gear to the correct position in the transmission by controlling the shift actuator, such as the selector fork or sleeve, so that it is ready to be engaged. When adjusting the speed, the transmission control unit can issue a motor speed control command to the motor control unit (MCU) to match the engine output speed with the gear set speed required by the target gear. It can also adjust the speed of the transmission input and output shafts to match the speed required by the target gear, and use the transmission's synchronizer device to synchronize the rotating gear with the gear in the target gear, avoiding gear meshing difficulties or tooth knocking caused by gear speed mismatch.

[0080] In step 404, when the gear selection action and the speed regulation action are both in place, the transmission is controlled to shift into the main gear.

[0081] Main gear shifting refers to the actual shifting of the gears within the main transmission case, formally engaging the previously selected target gear, completing the gear shift and reconnecting power. For example, the gears within the transmission are physically meshed together, initiating the new gear and shifting power from the previous gear to the new one. Once engaged, the transmission locks into the target gear, and the transmission control unit commands the clutch to reengage, retransmitting engine power to the transmission, which then outputs it to the wheels, allowing the vehicle to operate in the target gear.

[0082] In this embodiment, during the sliding gear sleeve shift execution phase, the gear selection and speed regulation processes overlap in timing and are performed in parallel to shorten the shift time, thereby enabling the vehicle to quickly recover power, reduce speed loss during the shift process, and save 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, Figure 5 As shown, the present application provides a vehicle control method, the method comprising:

[0085] Step 1: Obtain the target engine speed value and the first and second preset vehicle speeds 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 disengages.

[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 interrupt 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 speed. If so, proceed to step 13; if not, proceed to step 11.

[0097] Step 13: Based on the target gear position, determine whether the gear selection, speed regulation, and main gear advance processes are executed, and determine the target actions 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 gear selection and speed regulation at the same time.

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

[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 shift 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 anticipates the AMT shift process for braking-and-accelerating driving conditions, preemptively executing gear disengagement and rear-segment shifting to shorten shift times. Furthermore, during the shift process, the gear selection and speed adjustment processes overlap and are performed in parallel, shortening shift times. This allows for rapid vehicle power recovery, minimizes speed loss during the shift, and saves fuel. Under these conditions, the various shift steps are dispersed throughout the relatively long braking period, avoiding shift failures caused by concentrated shifting and improving the shift success rate.

[0105] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence 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 executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed 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 portion of steps or stages in other steps.

[0106] Based on the same inventive concept, embodiments of the present application further provide a vehicle control device for implementing the aforementioned vehicle control 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 vehicle control device embodiments provided below can be found in the above-described limitations of the vehicle control method and will not be further elaborated here.

[0107] In one embodiment, Figure 6 As shown, 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 configured 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 main gear 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 aforementioned vehicle control device may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within a computer device in the form of hardware, or may be stored in a computer device memory in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0113] In one embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as follows: Figure 7 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 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 vehicle control method is implemented.

[0114] Those skilled in the art will understand that Figure 6 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.

[0115] 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.

[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 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 the relevant laws, regulations and standards of relevant countries and regions.

[0119] 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.

[0120] 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.

[0121] 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 vehicle control method, characterized in that: The method comprises: 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; 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 speed, controlling the transmission to enter a power interruption state and executing a main transmission gear shifting action; 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 method further comprises: When the transmission main box has completed the gear shifting action, the gear position of the rear auxiliary box of the transmission is obtained; When the gear position of the transmission rear auxiliary box is in a high gear position, controlling the transmission rear auxiliary box to perform a downshift action; The method further comprises: Acquiring current second operating parameters of the vehicle after the transmission rear auxiliary box downshifting action is completed, the current second operating parameters including the vehicle's current second driving speed, current second mass, and current second driving gradient; 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; executing transmission shift control based on the target gear position when a vehicle acceleration signal is recognized or the current second driving speed is lower than the second preset vehicle speed; The performing transmission shift control based on the target gear position includes: When the target gear position does not match the current gear position of the vehicle, controlling the transmission to simultaneously perform gear selection and speed regulation actions; When the gear selection action and the speed regulation action are both in place, the transmission is controlled to advance the main gear; The performing transmission shift control based on the target gear position includes: 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.

2. The method according to claim 1, 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.

3. A vehicle control device, characterized in that: The device comprises: an acquisition module, configured to 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; 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, configured to control the transmission to enter a power interruption state and execute a main transmission gear-shifting 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 a downshift action of the sliding gear sleeve; The acquisition module is further configured to acquire the gear position of the rear auxiliary gearbox of the transmission when the gear shifting action of the transmission main gearbox is completed; The control module is further configured to control the transmission rear auxiliary box to perform a downshift action when the gear position of the transmission rear auxiliary box is in a high gear position; The acquisition module is further configured to acquire current second operating parameters of the vehicle after the transmission rear auxiliary box downshifting action is completed, the current second operating parameters including the vehicle's current second driving speed, current second mass, and current second driving gradient; The determination module is further configured to determine a target gear position of the vehicle based on the current second driving speed, the current second mass, and the current second driving gradient; The control module is further configured to execute transmission shift control based on the target gear position when a vehicle acceleration signal is recognized or the current second driving speed is lower than the second preset vehicle speed; The performing transmission shift control based on the target gear position includes: When the target gear position does not match the current gear position of the vehicle, controlling the transmission to simultaneously perform gear selection and speed regulation actions; When the gear selection action and the speed regulation action are both in place, the transmission is controlled to advance the main gear; The performing transmission shift control based on the target gear position includes: 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.

4. 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 2 are implemented.

5. 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 2 are implemented.

6. A vehicle, characterized in that: Comprising a transmission control unit as claimed in claim 4.

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