Method, device and equipment for determining gear shifting point of vehicle, vehicle and medium

Abstract

The embodiment of the invention relates to a method, device and equipment for determining a gear shifting point of a vehicle, the vehicle and a medium. The method includes determining a slope resistance of the vehicle based on a driving force, a rolling resistance, an air resistance, and an acceleration resistance of the vehicle. The method further includes determining a slope indicator for the vehicle based on the slope resistance and a reference mass of the vehicle, where the slope indicator is associated with a slope of the vehicle. In addition, the method further comprises the step of determining a target gear shifting point of the vehicle in the gradient state based on the gradient indication value, the gear of the vehicle and the accelerator opening degree. By means of the method, under the condition that the vehicle is not provided with a gradient sensor and a gravity sensor, the appropriate gear shifting point can be determined through the gradient indication value, the gear shifting point and the gear shifting force can be optimized, the gear shifting quality is improved, and gear shifting failures and other serious driving faults are avoided.

Description

Technical Field

[0001] Embodiments of the present disclosure relate to the field of computers, and more particularly, to a method, an apparatus, a device, a vehicle, and a medium for determining a shift point of a vehicle. Background Art

[0002] In the vehicle's multi-speed transmission technology, taking into account the real-time changes in factors such as road slope and vehicle weight has become a crucial adjustment factor. Through sensors that accurately sense road conditions and vehicle status, the system can continuously collect data and combine it with preset algorithms to determine the best shift timing and shift force. This intelligent speed control can not only ensure smooth power output and driving comfort, but also optimize the use of electrical energy to the greatest extent and improve energy efficiency.

[0003] Therefore, it is extremely important to fine-tune the shift lines to optimize the shift quality for different types of multi-speed transmissions, such as traditional fuel vehicles and electric vehicles. This optimization involves many considerations, including power output stability, fuel economy, driving comfort, etc. Through precise control of the timing and force of shifting, the system can achieve optimal performance in different driving scenarios, which not only improves the vehicle's acceleration response, but also minimizes energy waste, thus bringing users a better driving experience. Summary of the invention

[0004] Embodiments of the present disclosure provide a method, an apparatus, a device, a vehicle, and a medium for determining a shift point of a vehicle.

[0005] According to a first aspect of the present disclosure, a method for determining a shift point of a vehicle is provided. The method includes determining a slope resistance of the vehicle based on a driving force, rolling resistance, air resistance, and acceleration resistance of the vehicle. The method also includes determining a slope indication value of the vehicle based on the slope resistance and a reference mass of the vehicle, wherein the slope indication value is associated with the slope of the vehicle. In addition, the method also includes determining a target shift point of the vehicle under a slope state based on the slope indication value, a gear position of the vehicle, and a throttle opening.

[0006] According to a second aspect of the present disclosure, a device for determining a shift point of a vehicle is provided. The device includes a slope resistance determination unit configured to determine the slope resistance of the vehicle based on the driving force, rolling resistance, air resistance, and acceleration resistance of the vehicle. The device also includes a slope indication value determination unit configured to determine the slope indication value of the vehicle based on the slope resistance and the reference mass of the vehicle, wherein the slope indication value is associated with the slope of the vehicle. In addition, the device also includes a target shift point determination unit configured to determine the target shift point of the vehicle under a slope state based on the slope indication value, the gear position of the vehicle, and the throttle opening.

[0007] According to a third aspect of the present disclosure, an electronic device is provided. The electronic device includes at least one controller; and a memory coupled to the at least one controller and having instructions stored thereon, which, when executed by the at least one controller, causes the device to perform the steps of the method in the first aspect of the present disclosure.

[0008] According to a fourth aspect of the present disclosure, a vehicle is provided. The vehicle includes the electronic device in the third aspect of the present disclosure.

[0009] According to a fifth aspect of the present disclosure, a computer-readable storage medium is provided, wherein computer-executable instructions are stored on the computer-readable storage medium, wherein the computer-executable instructions are executed by a controller to implement the steps of the method in the first aspect of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The above and other objects, features and advantages of the present disclosure will become more apparent through a more detailed description of exemplary embodiments of the present disclosure in conjunction with the accompanying drawings, wherein like reference numerals generally represent like components throughout the exemplary embodiments of the present disclosure.

[0011] Figure 1 A schematic diagram illustrating an example environment in which devices and / or methods according to embodiments of the present disclosure may be implemented;

[0012] Figure 2 A flow chart illustrating a method for determining a shift point of a vehicle according to an embodiment of the present disclosure;

[0013] Figure 3A A flow chart illustrating a method of determining a slope indication value according to an embodiment of the present disclosure is illustrated;

[0014] Figure 3B A schematic diagram showing a force analysis of a vehicle on a slope according to an embodiment of the present disclosure

[0015] Figure 4A is a flow chart of a method for determining a target shift point according to an embodiment of the present disclosure;

[0016] Figure 4B is a schematic diagram of a shift line according to an embodiment of the present disclosure;

[0017] Figure 5 is a flow chart of a method for adjusting a slope indication value according to an embodiment of the present disclosure;

[0018] Figure 6 A schematic diagram of a device for determining a target shift point according to an embodiment of the present disclosure is illustrated;

[0019] Figure 7A schematic block diagram of an example device suitable for implementing embodiments of the present disclosure is illustrated.

[0020] In the various drawings, the same or corresponding reference numerals represent the same or corresponding parts. DETAILED DESCRIPTION

[0021] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments set forth herein, but rather these embodiments are provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure. The embodiments of the present disclosure described below with reference to the accompanying drawings are only for exemplary purposes.

[0022] Usually, the initial shift line of a vehicle is calibrated for the vehicle on a flat road and without load. Therefore, this initial shift line is not suitable for use under conditions with slope and load. This is because when the slope and vehicle weight increase, traction needs to be increased, so the actual shift line needs to be speed compensated on the initial shift line. Under conditions with slope and load, the shift point needs to be adjusted according to the slope value and vehicle weight. However, many vehicles, especially electric heavy-duty vehicles, do not have slope sensors and gravity sensors. Therefore, the transmission can only shift based on the shift point and shift force of the initial shift line, which may result in shift failure and may cause other serious driving faults.

[0023] To this end, the embodiments of the present disclosure propose a scheme for determining the target shift point by a slope indication value, wherein the slope indication value comprehensively considers the factors of the slope and the vehicle weight, and adjusts the shift line by the slope indication value, so that the vehicle can use the appropriate shift point and shift force to perform the shift operation under different slopes and loads, thereby improving the shift quality and avoiding shift failure and other serious driving faults. The slope indication value can also be called a generalized slope. Although the slope indication value is not equal to the actual slope, it can indicate the degree of the slope. Therefore, through the scheme proposed by the embodiments of the present disclosure, when the vehicle does not have a slope sensor and a gravity sensor, the target shift point can also be determined by the slope indication value, the shift point and shift force can be optimized, the shift quality can be improved, and shift failure and other serious driving faults can be avoided. In addition, since the calculation of the slope indication value does not require additional data from other sensors, the data acquisition cost is reduced, and the calculation efficiency is also improved.

[0024] The embodiments of the present disclosure will be described in detail below in conjunction with the accompanying drawings. Figure 1 A schematic diagram of an example environment 100 is shown in which devices and / or methods of embodiments of the present disclosure may be implemented.

[0025] like Figure 1 As shown, the example environment 100 includes a vehicle control unit (VCU) 102, which is a key automotive electronic control unit responsible for coordinating and managing various key systems of the vehicle to ensure the safety, performance and efficiency of the vehicle. The VCU integrates multiple sensors, actuators and control strategies to achieve real-time monitoring and precise control of the vehicle's driving process. The corresponding vehicle parameters and environmental parameters can be obtained through the VCU 102, including but not limited to the transmission ratio, tire radius, vehicle weight, air density, vehicle windward area, etc., and the vehicle driving parameters such as driving force, rolling resistance, air resistance, slope resistance, and acceleration resistance can be calculated through these parameters. In addition, the VCU 102 can also have multiple functions, such as power management, drive mode switching, vehicle stability control, intelligent driving assistance, fault diagnosis and maintenance.

[0026] In some embodiments, the throttle opening of the vehicle is obtained through VCU 102, and the slope indication value is adjusted to determine the corresponding shift point. For example, after determining the slope indication value corresponding to the driving slope of the vehicle and the vehicle weight (the sum of the empty vehicle and the loaded vehicle), the optimized shift line is obtained. At this time, the corresponding shift point needs to be obtained according to the vehicle speed and the throttle opening. The corresponding shift point may also change when the throttle opening changes. For example, when the throttle opening is 10%, the vehicle may use 20km / h as the shift point from 1st gear to 2nd gear; and when the throttle opening is 40%, the vehicle may use 25km / h as the shift point from 1st gear to 2nd gear. It should be understood that usually when the throttle opening is greater than 80%, such as between 80% and 100%, the shift point will not change, because at this time it is difficult for the driver to perceive the difference between the throttle opening of 80% and 100%. In addition, the participation of VCU 102 is also required in scenarios such as energy management of electric vehicles, vehicle stability improvement, and intelligent safety assistance.

[0027] In some embodiments, the calculated slope indication value is adjusted by obtaining the brake opening of the vehicle through the VCU 102. For example, when the VCU 102 detects that the driver is braking, some vehicle driving parameters will change (for example, the speed and acceleration of the vehicle), which will affect the calculation of the slope indication value. At this time, it is necessary to continue to use the previously calculated slope indication value.

[0028] like Figure 1As shown, the example environment 100 also includes a transmission control unit (TCU) 104, which is a key component of the automotive electronic control system and is responsible for accurately managing and adjusting the vehicle's transmission operation. It integrates sensor data and algorithms to intelligently control the transmission's shift timing, shift sequence, and shift process. Corresponding vehicle parameters can be obtained through TCU 104, including but not limited to engine torque, gear state, vehicle speed, etc., and vehicle driving parameters such as driving force, rolling resistance, air resistance, slope resistance, and acceleration resistance can be calculated through these parameters. In addition, TCU 104 can also have multiple functions, such as intelligent shifting strategy, driving mode adaptation, downhill assist control, start-stop system coordination, fault diagnosis and protection, etc.

[0029] In some embodiments, the gear status of the vehicle is obtained through TCU 104, and the slope indication value is adjusted to determine the corresponding shift point. For example, when it is determined through TCU 104 that the vehicle is in the process of shifting, such as shifting from 2nd gear to 3rd gear, some vehicle parameters will change at this time. For example, since the engine does not transmit torque during the shifting process, the driving force is 0. Therefore, the vehicle cannot calculate the slope indication value during the shifting process, and needs to continue to use the previously calculated slope indication value. It should be understood that the entire shifting process is very fast, usually completed within a few seconds, so it has little effect on the calculation of the slope indication value. In addition, in some other scenarios, TCU 104 may also be involved, including but not limited to intelligent shifting adaptation, multi-mode driving, automatic downhill control, etc.

[0030] like Figure 1As shown, the example environment 100 also includes a controller 106, which may include but is not limited to a motor controller (MCU), an electronic control unit (ECU), etc. The controller 106 calculates the slope indication value of the vehicle under the current slope and load conditions by obtaining vehicle parameters and environmental parameters from the VCU 102 and the TCU 104. In some embodiments, the controller 106 can calculate the current driving force of the vehicle by the transmission ratio and tire radius obtained from the VCU 102 and the engine torque obtained from the TCU 104. The driving force is an important parameter in the calculation of the slope indication value. The controller 106 can calculate the slope indication value 110 through the vehicle driving parameters such as the driving force. In addition, in some embodiments, the controller 106 is a controller on a cloud service outside the vehicle, such as a cloud control platform. The cloud control platform integrates perception, communication, calculation, control and other technologies, receives relevant parameters from the vehicle based on a standardized communication protocol, and obtains the slope indication value 110 after the calculation is completed and transmits it to the controller of the vehicle. Furthermore, in some embodiments, the controller 106 is not required and the calculation of the grade indication value may be performed in the TCU 104 .

[0031] like Figure 1 As shown, the example environment 100 also includes an initial shift line 108, which is obtained when the vehicle is on a flat road and unloaded. On a vehicle equipped with a stepped automatic transmission (AT / AMT / DCT), the function of the automatic transmission to achieve engine operating characteristics matching is achieved by shifting, so the setting of the shift line (including upshift points and downshift points) will directly affect the fuel economy, power and driving performance of the entire vehicle. In addition, if the initial shift line 108 is still used for shifting in the case of a slope and a load, it may cause a shift failure and may cause other serious driving failures. Based on the initial shift line 108 and the previously calculated slope indication value 110, a shift point 112 corresponding to the slope indication value 110 can be obtained. For example, the current actual slope is 20%, and the vehicle's load is 50 tons, but due to the lack of a slope sensor and a gravity sensor, the vehicle itself cannot obtain the slope and load. However, it is determined through calculation that the slope indication value is 30%, and therefore the shift operation can be performed using the shift point corresponding to the slope indication value of 30%.

[0032] Combined with the above Figure 1 An example environment 100 is described in which the devices and / or methods of embodiments of the present disclosure may be implemented. Figure 2 A flow chart describing a method 200 of determining a shift point of a vehicle according to an embodiment of the present disclosure.

[0033] At block 202, the slope resistance of the vehicle is determined based on the driving force, rolling resistance, air resistance, and acceleration resistance of the vehicle. Figure 1 The VCU 102 and TCU 104 shown in the figure obtain the driving force, rolling resistance, air resistance and acceleration resistance of the vehicle. Based on the obtained driving force, rolling resistance, air resistance and acceleration resistance, the slope resistance of the vehicle is determined. Each force can be obtained in a variety of ways. Figure 3A One way to get these forces is to describe specific formulas.

[0034] At box 204, a slope indication value of the vehicle is determined based on the slope resistance and the reference mass of the vehicle, wherein the slope indication value is associated with the slope of the vehicle. For example, the slope of the vehicle refers to the actual slope of the vehicle, and the slope resistance is related to the actual slope, but the actual slope cannot be directly obtained due to the lack of a slope sensor, so the slope resistance is calculated based on the above-mentioned multiple forces. The reference mass is the empty vehicle mass of the vehicle, which can be directly obtained without the need to use a gravity sensor to determine it. The slope indication value is not the actual slope value, but is related to the actual slope. The slope indication value of the vehicle is determined based on the slope resistance and the empty vehicle mass, without the need for a slope sensor and a gravity sensor.

[0035] At box 206, the target shift point of the vehicle under the slope state is determined based on the slope indication value, the gear position of the vehicle, and the throttle opening. For example, the slope size related to the actual slope can be determined through the slope indication value. The gear position of the vehicle indicates the gear state of the vehicle. For example, the current vehicle gear position is 2nd gear. If an upshift operation is performed, it will be upshifted to 3rd gear. Different gears correspond to different shift points. The throttle opening indicates the position of the accelerator pedal, which varies between 0% and 100%. Different throttle openings correspond to different shift points. Therefore, when determining the target shift point, the slope indication value, the gear position, and the throttle opening need to be considered simultaneously.

[0036] In this way, method 200 can determine the slope indication value of the vehicle without the need for slope and gravity sensors, and determine the target shift point of the vehicle through the slope indication value, thereby improving the shift quality of the vehicle under conditions with a certain slope and load, and avoiding shift failures and other serious driving faults.

[0037] Figure 3A A flow chart of a method 300A for determining a grade indication value according to an embodiment of the present disclosure is shown. Figure 3B A schematic diagram of a force analysis 300B of a vehicle on a slope according to an embodiment of the present disclosure is shown. The process of the method 300A for determining a slope indication value will be described below in conjunction with the force analysis 300B.

[0038] First, at box 302, a vehicle driving equation on a slope is determined by performing a force analysis on the vehicle, wherein the vehicle driving equation includes driving force, rolling resistance, air resistance, slope resistance, and acceleration resistance. Figure 1 As described above, these forces are obtained or calculated by VCU 102 and TCU 104. Figure 3B , the vehicle 310 is traveling on the slope 320, the angle between the slope 320 and the flat road 330 is α, that is, the actual slope is α, so the vehicle driving equation is shown in equation 1:

[0039] F t =F f +F w +F i +F j (1)

[0040] Among them, F t is the driving force, and Where T is the engine torque (e.g., Figure 1 (obtained from TCU104 in the figure), i0 is the transmission ratio, η is the efficiency value, and r is the tire radius. f is the rolling resistance, and F f = mgfcosα, where m is the weight of the empty vehicle, g is the acceleration of gravity, and f is the rolling resistance coefficient. w is the air resistance, and Where ρ is the air density, A is the frontal area of ​​the vehicle, C D is the air resistance coefficient, and v is the vehicle speed. i Slope resistance, and F i = mgsinα, where m is the weight of the empty vehicle, g is the acceleration of gravity, and α is the actual slope value (combined with Figure 3B The slope α is shown). j is the acceleration resistance, and Where m is the empty vehicle weight and δ is the rotational mass coefficient. Figure 3B The slope is shown as α, but due to the lack of a slope sensor, α cannot be directly obtained in actual use.

[0041] At box 302, the vehicle driving equation is processed. Substituting the above parameters into equation 1 and rearranging the formula, equation 2 is obtained as shown below:

[0042]

[0043] By introducing the slope α and the above series of parameters in equation 2, the relationship between the slope α and other parameters can be obtained. In some embodiments, since the slope α is generally small, the cosine value of the slope α is set to 1, that is, cosα≈1. In addition, since the first term mgfcosα in equation 2 is generally small, setting the cosine value to 1 has a relatively small impact on the overall.

[0044] At block 303, the tangent value of the slope indication value is determined. By replacing the actual slope α with the slope indication value θ and performing corresponding mathematical changes, the following equation 3 can be obtained from equation 2:

[0045]

[0046] It can be seen from equation 3 that the calculation of the slope indication value θ does not require the use of a slope sensor and a gravity sensor, nor does it require other additional sensors. In addition, through equation 3, the tangent value of the slope indication value θ can be calculated to obtain the slope indication value θ. It can be understood that the slope indication value θ is greater than the actual slope α because the slope indication value takes into account the weight of the vehicle. At the same time, the following discussion can also illustrate that the slope indication value θ is greater than the actual slope α. After obtaining the tangent value of the slope indication value, the corresponding slope indication value can be obtained.

[0047] In some embodiments, the vehicle load is Δm, so the actual vehicle weight is m+Δm. The following equation 4 can be obtained through the vehicle driving equation:

[0048]

[0049] Through mathematical transformation, we can get the following equation 5:

[0050]

[0051] Therefore, substituting Equation 3 into Equation 5 yields Equation 6:

[0052]

[0053] Formula 7 is obtained through mathematical transformation:

[0054] tanθ=tanα+Δtanα (7)

[0055] Thus, the relationship between the gradient indication value θ and the actual gradient α can be compared, and the gradient indication value θ is greater than the actual gradient α.

[0056] Figure 4A is a flow chart of a method 400 for determining a target shift point according to an embodiment of the present disclosure. Figure 4B400B is a schematic diagram of a shift line according to an embodiment of the present disclosure. In block 402, an initial shift line, an initial slope indication value, a maximum shift line, and a maximum slope indication value are selected based on the gear position of the vehicle. Figure 4B As shown, schematic diagram 400B is a 2-to-3 gear shift line, the horizontal axis is the speed value, and the vertical axis is the throttle opening, wherein the gear shift line 402 is the initial gear shift line of the vehicle, that is, the gear shift line corresponding to the vehicle when it is unloaded and on a flat road, and 406 is the maximum gear shift line of the vehicle, that is, the gear shift line corresponding to the vehicle when it is fully loaded and at a maximum slope. Here, the full load weight and the maximum slope are related to the vehicle itself. For example, the full load weight of the vehicle is 50 tons, and the vehicle can travel on a maximum slope of 45%. In some embodiments, the initial gear shift line and the maximum gear shift line are predetermined. For example, when the vehicle is traveling on an unloaded and flat road, the initial gear shift line is obtained through experimental calibration, and the corresponding initial slope indication value is calculated. It should be understood that although the vehicle is traveling on a flat road with an actual slope of 0%, since the slope indication value takes into account the vehicle weight, the initial slope indication value is not necessarily 0%, but is calculated by the above formula 3. In addition, the vehicle is driven under full load and maximum slope conditions, the maximum shift line is obtained through experimental calibration, and the corresponding maximum slope indication value is calculated through the above formula 3. It should be understood that the initial shift line and the maximum shift line corresponding to different gears are different, and the lower the gear, the better the power, the larger the transmission ratio, and the larger the torque transmitted to the wheel end.

[0057] In block 404, the initial shift point and the maximum shift point are determined based on the throttle opening, the initial shift line, and the maximum shift line. Figure 4B , when the throttle opening is 30%, the corresponding initial shift point is 10, and the maximum shift point is 50. Different throttle openings correspond to different shift points. For example, when the throttle opening is between 30% and 70%, the shift point will increase as the throttle opening increases. It should be understood that the shift line given in the embodiment of the present disclosure is only used as an example, and the actual shift line should be obtained according to the vehicle through calibration.

[0058] In box 406, a first difference is determined based on the slope indication value and the initial slope indication value, and a second difference is determined based on the slope indication value and the maximum slope indication value. For example, in some embodiments, the slope indication value is 30%, the initial slope indication value obtained at box 402 is 10%, and the maximum slope indication value is 50%, so the first difference is 20% and the second difference is also 20%. In box 408, a target shift point is determined based on the slope indication value, the first difference, the second difference, the initial shift point and the maximum shift point. For example, as described above, the first difference is 20%, the second difference is 20%, the initial shift point is 10, and the maximum shift point is 50. Then, according to the difference method, that is, (maximum slope indication value-slope indication value) / (slope indication value-initial slope indication value)=(maximum shift point-target shift point) / (target shift point-initial shift point), the target shift point can be calculated to be 30. Combined with Figure 4B , where shift line 404 is the "target shift line", that is, the shift line corresponding to the vehicle at the slope indication value. The target shift point can be calculated through the above process, so there is no need to determine the target shift line in advance, but only to calibrate the initial shift line and the maximum shift line in advance through experiments.

[0059] In addition, experiments can be conducted to verify whether the target shift point obtained by method 400A is the expected shift point. For example, tests can be conducted under some predetermined working conditions, such as on a flat road, the accelerator pedal is at 50%, and the vehicle starts to move from a standstill; on a road with a 20% slope, the same accelerator pedal, the vehicle starts to move from a standstill; on a road with a 20% slope, the vehicle starts to move from a standstill when fully loaded. Record the shift line and shift force under the above working conditions, and compare and find that as the slope and vehicle weight increase, the shift line and shift force will gradually increase, then record the corresponding target shift point, and make corresponding adjustments.

[0060] Through the method 400A of the embodiment of the present disclosure, the target shift point can be determined by the slope indication value. Since the calculation of the slope indication value does not require the actual slope and vehicle weight, the vehicle can also perform shift optimization by the slope indication value without a slope sensor and a gravity sensor. In addition, since the calculation of the slope indication value does not require additional data from other sensors, the data acquisition cost is reduced and the calculation efficiency is also improved.

[0061] Figure 5is a flow chart of a method 500 for adjusting a slope indication value according to an embodiment of the present disclosure. In some embodiments, the slope indication value of the vehicle can be calculated using formula 3 by using real-time parameters during vehicle driving, but in some cases, the slope indication value obtained using formula 3 is not the expected slope indication value. For example, in some embodiments, when the vehicle is braking, the braking resistance is increased, so the expected slope indication value cannot be obtained using formula 3. In some embodiments, when the vehicle is in the process of shifting gears, the vehicle cannot transmit torque, so the actual driving force is 0, and the expected slope indication value cannot be obtained. Therefore, in these cases, the slope indication value needs to be adjusted to ensure that a reasonable slope indication value is obtained. It should be understood that the duration of braking and shifting gears is relatively short, so after adjustment, the impact on the target shift point is small.

[0062] In block 502, the brake opening and gear status are obtained. For example, in some embodiments, the brake opening can be obtained from Figure 1 The brake opening indicates the position of the brake pedal, and the gear state can be obtained from the VCU 102 shown in FIG. Figure 1 The gear state is obtained from the TCU104 shown in FIG. 5 , indicating whether the vehicle is in the braking process. In box 504, it is determined whether the brake opening is greater than the brake opening threshold. For example, if the brake opening is 15% and the brake opening threshold is 10%, the slope indication value needs to be adjusted. In response to the brake opening being greater than the brake opening threshold, proceed to box 506 to adjust the slope indication value. For example, since the brake opening is greater than the brake opening threshold, the slope indication value calculated at this time is not the expected slope indication value, so the slope indication value is adjusted to be consistent with the previously calculated slope indication value. Since the braking process lasts for a short time, the slope change during the braking period will not be very large, so the actual slope indication value and the previously calculated slope indication value are not much different, and the previously calculated slope indication value can be used to determine the target shift point. In box 504, if the brake opening is greater than the brake opening threshold, proceed to box 508 and do not adjust the slope indication value. At this time, since the brake opening is less than the brake opening threshold, there is no need to adjust the slope indication value, and the calculated slope indication value is directly used to determine the target shift point.

[0063] In box 510, it is determined whether the vehicle is in the process of shifting gears according to the gear state. For example, when it is determined by the gear state that the vehicle is in the process of shifting gears, such as the process of shifting from 2nd gear to 3rd gear, the slope indication value needs to be adjusted. If the vehicle is in the process of shifting gears, the process proceeds to box 512 to adjust the slope indication value. For example, since the vehicle is in the process of shifting gears, the vehicle does not transmit torque and the driving force is 0, so the slope indication value calculated at this time is not the expected slope indication value, so the slope indication value is adjusted to be consistent with the previously calculated slope indication value. Since the duration of the shifting process is short, the slope change during the shifting period will not be large, so the actual slope indication value and the previously calculated slope indication value are not much different, and the previously calculated slope indication value can be used to determine the target shift point. In box 510, in response to the vehicle not being in the process of shifting gears, the process proceeds to box 514 and does not adjust the slope indication value. At this time, since the vehicle is not in the process of shifting gears, it is not necessary to adjust the slope indication value, and the calculated slope indication value is directly used to determine the target shift point.

[0064] Figure 6 FIG. 6 is a schematic diagram of a device 600 for determining a target shift point according to an embodiment of the present disclosure. The device 600 may include multiple modules for performing the following steps: Figure 2 The corresponding steps in the method 200 discussed in Figure 6 As shown, the device 600 includes a slope resistance determination unit, which is configured to determine the slope resistance of the vehicle based on the driving force, rolling resistance, air resistance and acceleration resistance of the vehicle. The device 600 also includes a slope indication value determination unit, which is configured to determine the slope indication value of the vehicle based on the slope resistance and the reference mass of the vehicle, wherein the slope indication value is associated with the slope of the vehicle. In addition, the device 600 also includes a target shift point determination unit, which is configured to determine the target shift point of the vehicle under the slope state based on the slope indication value, the gear position of the vehicle and the throttle opening.

[0065] In some embodiments, the slope indication value determination unit includes: a slope indication tangent determination unit, configured to determine the tangent value of the slope indication value based on the vehicle's driving force, rolling resistance, air resistance, acceleration resistance and reference mass; and a slope indication second determination unit, configured to determine the slope indication value based on the tangent value of the slope indication value.

[0066] In some embodiments, the apparatus 600 further includes: a driving force determination unit configured to determine the driving force based on the engine torque, transmission ratio, transmission efficiency, and tire radius of the vehicle.

[0067] In some embodiments, the apparatus 600 further includes: a rolling resistance determination unit configured to determine the rolling resistance based on a reference mass of the vehicle, gravitational acceleration, and a cosine value of the slope, wherein the cosine value of the slope is set to a predetermined value.

[0068] In some embodiments, the apparatus 600 further includes: an air resistance determination unit configured to determine the air resistance based on the speed, air density, frontal area, and air resistance coefficient of the vehicle.

[0069] In some embodiments, the apparatus 600 further includes: an acceleration resistance determination unit configured to determine the acceleration resistance based on a reference mass, a rotational mass coefficient, and an acceleration of the vehicle.

[0070] In some embodiments, the target shift point determination unit also includes: a shift information acquisition unit, configured to obtain an initial shift line, an initial slope indication value, a maximum shift line and a maximum slope indication value based on the gear position of the vehicle, wherein the initial shift line and the initial slope indication value correspond to the shift line and the slope indication value of the vehicle when it is unloaded and on a flat road, and the maximum shift line and the maximum slope indication value correspond to the shift line and the slope indication value of the vehicle when it is fully loaded and at a maximum slope; and a second target shift point determination unit, configured to determine the target shift point based on the throttle opening, the slope indication value, the initial shift line, the initial slope indication value, the maximum shift line and the maximum slope indication value.

[0071] In some embodiments, a second target shift point determination unit includes: a reference shift point determination unit, which determines the initial shift point and the maximum shift point based on the throttle opening, the initial shift line and the maximum shift line; a first difference determination unit, which is configured to determine the first difference based on the slope indication value and the initial slope indication value; a second difference determination unit, which is configured to determine the second difference based on the slope indication value and the maximum slope indication value; and a third target shift point determination unit, which is configured to determine the target shift point based on the slope indication value, the first difference, the second difference, the initial shift point and the maximum shift point.

[0072] In some embodiments, the device 600 further includes: a gear brake acquisition unit configured to acquire the brake opening or gear status of the vehicle; and a slope indication value adjustment unit configured to adjust the slope indication value based on the brake opening or gear status.

[0073] In some embodiments, the slope indication value adjustment unit includes: a brake opening determination unit configured to determine whether the brake opening is greater than a brake opening threshold; and a slope indication value second adjustment unit configured to adjust the slope indication value to be consistent with a previous slope indication value in response to the brake opening being greater than the brake opening threshold.

[0074] In some embodiments, the slope indication value adjustment unit includes: a gear shifting process determination unit, configured to determine whether the gear status indicates that the vehicle is in a gear shifting process; and a slope indication value third adjustment unit, configured to adjust the slope indication value to be consistent with a previous slope indication value in response to the gear status indicating that the vehicle is in a gear shifting process.

[0075] Figure 7 A schematic block diagram of an example device 700 that can be used to implement an embodiment of the present disclosure is shown. As shown, the device 700 includes a central processing unit (CPU) 701, which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) 702 or loaded from a storage unit 708 into a random access memory (RAM) 703. In the RAM 703, various programs and data required for the operation of the device 700 can also be stored. The CPU 701, the ROM 702, and the RAM 703 are connected to each other via a bus 704. An input / output (I / O) interface 705 is also connected to the bus 904.

[0076] A number of components in the device 700 are connected to the I / O interface 705, which may include, for example: an input unit 706, such as a keyboard, a mouse, etc.; an output unit 707, such as various types of displays, speakers, etc.; a memory 708, such as a disk, an optical disk, etc.; and a communication unit 709, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 709 allows the device 700 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0077] The various processes and processing described above may be performed by the processing unit 701. For example, in some embodiments, the method 200 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as the storage unit 708. In some embodiments, part or all of the computer program may be loaded and / or installed on the device 700 via the ROM 702 and / or the communication unit 709. When the computer program is loaded into the RAM 703 and executed by the CPU 701, one or more actions of the method 200 described above may be performed.

[0078] The present disclosure may be a method, an apparatus, a system and / or a computer program product. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for executing various aspects of the present disclosure.

[0079] Computer readable storage medium can be a tangible device that can hold and store instructions used by an instruction execution device. Computer readable storage medium can be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the above. More specific examples (non-exhaustive list) of computer readable storage medium include: portable computer disk, hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disk read-only memory (CD-ROM), digital versatile disk (DVD), memory stick, floppy disk, mechanical encoding device, such as a punch card or a convex structure in a groove on which instructions are stored, and any suitable combination of the above. The computer readable storage medium used here is not interpreted as a transient signal itself, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagated by a waveguide or other transmission medium (e.g., a light pulse by an optical fiber cable), or an electrical signal transmitted by a wire.

[0080] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, optical fiber transmissions, wireless transmissions, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in the computer-readable storage medium in each computing / processing device.

[0081] The computer program instructions for performing the operation of the present disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages, such as Smalltalk, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. Computer-readable program instructions may be executed completely on a user's computer, partially on a user's computer, as an independent software package, partially on a user's computer, partially on a remote computer, or completely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., using an Internet service provider to connect via the Internet). In some embodiments, an electronic circuit, such as a programmable logic circuit, a field programmable gate array (FPGA), or a programmable logic array (PLA), may be customized by utilizing the state information of the computer-readable program instructions, and the electronic circuit may execute the computer-readable program instructions, thereby realizing various aspects of the present disclosure.

[0082] Various aspects of the present disclosure are described herein with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer-readable program instructions.

[0083] These computer-readable program instructions can be provided to a processing unit of a general-purpose computer, a special-purpose computer, or other programmable data processing device, thereby producing a machine, so that when these instructions are executed by the processing unit of the computer or other programmable data processing device, a device that implements the functions / actions specified in one or more boxes in the flowchart and / or block diagram is generated. These computer-readable program instructions can also be stored in a computer-readable storage medium, and these instructions cause the computer, programmable data processing device, and / or other equipment to work in a specific manner, so that the computer-readable medium storing the instructions includes a manufactured product, which includes instructions for implementing various aspects of the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0084] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operating steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0085] The flow chart and block diagram in the accompanying drawings show the possible architecture, function and operation of the system, method and computer program product according to multiple embodiments of the present disclosure. In this regard, each square box in the flow chart or block diagram can represent a part of a module, program segment or instruction, and a part of the module, program segment or instruction includes one or more executable instructions for realizing the specified logical function. In some alternative implementations, the function marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two continuous square boxes can actually be executed substantially in parallel, and they can sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs the specified function or action, or can be implemented with a combination of special hardware and computer instructions.

[0086] The embodiments of the present disclosure have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. A method for determining a shift point of a vehicle, comprising: Determining a slope resistance of the vehicle based on a driving force, rolling resistance, air resistance, and acceleration resistance of the vehicle; determining a grade indication value of the vehicle based on the grade resistance and a reference mass of the vehicle, wherein the grade indication value is associated with a grade of the vehicle; as well as A target shift point of the vehicle under the slope is determined based on the slope indication value, the gear position of the vehicle, and the accelerator opening.

2. The method of claim 1 , wherein determining the slope indication value comprises: determining a tangent value of the slope indication value based on the driving force of the vehicle, the rolling resistance, the air resistance, the acceleration resistance, and the reference mass; as well as The slope indication value is determined based on the tangent value of the slope indication value.

3. The method according to claim 2, further comprising: The driving force is determined based on the engine torque, gear ratio, transmission efficiency, and tire radius of the vehicle.

4. The method according to claim 2, further comprising: The rolling resistance is determined based on the reference mass of the vehicle, the gravitational acceleration, and a cosine value of the slope, wherein the cosine value of the slope is set to a predetermined value.

5. The method according to claim 2, further comprising: The air resistance is determined based on the speed, air density, frontal area, and air resistance coefficient of the vehicle.

6. The method according to claim 2, further comprising: The acceleration resistance is determined based on the reference mass, the rotational mass coefficient, and the acceleration of the vehicle.

7. The method according to claim 1, wherein determining the target shift point of the vehicle under the slope condition comprises: Based on the gear position of the vehicle, an initial gear shift line, an initial slope indication value, a maximum gear shift line, and a maximum slope indication value are obtained, wherein the initial gear shift line and the initial slope indication value correspond to the gear shift line and the slope indication value when the vehicle is unloaded and on a flat road, and the maximum gear shift line and the maximum slope indication value correspond to the gear shift line and the slope indication value when the vehicle is fully loaded and on a maximum slope; as well as The target shift point is determined based on the accelerator opening, the slope indication value, the initial shift line, the initial slope indication value, the maximum shift line, and the maximum slope indication value.

8. The method of claim 7, wherein determining the target shift point comprises: Determining an initial shift point and a maximum shift point based on the throttle opening, the initial shift line, and the maximum shift line; determining a first difference based on the slope indication value and the initial slope indication value; determining a second difference based on the slope indication value and the maximum slope indication value; as well as The target shift point is determined based on the slope indication value, the first difference, the second difference, the initial shift point, and the maximum shift point.

9. The method according to claim 1, further comprising: Obtaining the brake opening or gear status of the vehicle; as well as The slope indication value is adjusted based on the brake opening degree or the gear state.

10. The method of claim 9, wherein adjusting the slope indication value comprises: Determining whether the brake opening is greater than a brake opening threshold; as well as In response to the brake opening being greater than the brake opening threshold, the slope indication value is adjusted to be consistent with the previous slope indication value.

11. The method of claim 9, wherein adjusting the slope indication value comprises: determining whether the gear status indicates that the vehicle is in the process of shifting gears; as well as In response to the gear state indicating that the vehicle is in the gear shift process, the grade indication value is adjusted to be consistent with a previous grade indication value.

12. A device for determining a shift point of a vehicle, comprising: a slope resistance determination unit configured to determine the slope resistance of the vehicle based on the driving force, rolling resistance, air resistance, and acceleration resistance of the vehicle; a slope indication value determining unit configured to determine a slope indication value of the vehicle based on the slope resistance and a reference mass of the vehicle, wherein the slope indication value is associated with a slope of the vehicle; as well as The target shift point determination unit is configured to determine a target shift point of the vehicle under the slope state based on the slope indication value, the gear position of the vehicle, and the accelerator opening.

13. An electronic device comprising: at least one controller; as well as A memory coupled to the at least one controller and having instructions stored thereon, the instructions, when executed by the at least one controller, causing the apparatus to perform the method according to any one of claims 1-11.

14. A vehicle comprising the electronic device according to claim 13. 15 . A computer-readable storage medium having computer-executable instructions stored thereon, wherein the computer-executable instructions are executed by a controller to implement the method according to claim 1 .

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