Vehicle gear shifting control method, device, equipment and medium

Abstract

The invention relates to a vehicle gear shifting control method and device, equipment and a medium. The vehicle shift control method includes receiving an accelerator pedal opening signal and an accelerator pedal gradient signal, and triggering a shift prohibition function based at least on the accelerator pedal opening and the accelerator pedal gradient, where during the shift prohibition, a shift responsive to at least a decrease in the accelerator pedal opening is stopped. Therefore, the gear shifting frequency is reduced, and the vehicle drivability is improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control, and more particularly, to a vehicle gear shifting control method, apparatus, device, and medium. Background Art

[0002] Increasing fuel costs and environmental concerns have prompted the automotive industry to gradually replace internal combustion engine vehicles with hybrid electric vehicles and battery electric vehicles. Since the energy density of the battery is much lower than that of fossil fuels, when changing the power source from an internal combustion engine to an electric motor, it is necessary to consider minimizing the energy loss of the transmission system to maximize the driving range of the electric vehicle.

[0003] Electric vehicles on the market use multi-speed gearboxes to provide an appropriate balance between efficiency and dynamic performance. Automated manual transmissions or mechanical automated transmissions (AMTs) are lighter and more efficient than automatic transmissions (ATs), dual-clutch transmissions (DCTs), and continuously variable transmissions (CVTs), and thus have attracted much attention. However, during the gear shifting operation, torque interruption caused by the separation and re-engagement of the gearbox and the drive motor, that is, the process of disengaging and engaging the gears, will cause power loss and gear shifting jerks, reducing the comfort of passengers. In the prior art, a sliding mode controller that reduces the torque interruption gap (gear shifting time) is used to improve the gear shifting and drivability of the clutchless AMT of electric vehicles. Summary of the Invention

[0004] Embodiments of the present disclosure provide a vehicle gear shifting control method, apparatus, device, and medium. In one or more embodiments of the present disclosure, the acceleration pedal gradient is considered when determining the gear shifting timing, thereby reducing the gear shifting frequency, improving the drivability of the vehicle, and at the same time reducing power consumption. In other embodiments, in addition to the acceleration pedal gradient, the driving mode is also considered, and different thresholds for disabling the gear shifting function are set for different driving modes, so that the method of the present disclosure still achieves an ideal effect under different driving conditions. To improve the efficiency of disabling gear shifting, the duration of the disabled gear shifting period is also considered in other embodiments, such as freezing the timing of the disabled gear shifting period or resetting the timing to extend the disabled gear shifting period or exiting the disabled gear shifting function midway.

[0005] According to a first aspect of the present disclosure, a vehicle gear shifting control method is disclosed. The method includes: receiving an acceleration pedal opening signal and an acceleration pedal gradient signal; triggering a disabled gear shifting function based at least on the acceleration pedal opening and the acceleration pedal gradient, wherein during the disabled gear shifting period, stopping to respond to gear shifting triggered at least by a decrease in the acceleration pedal opening; and triggering the disabled gear shifting function when the acceleration pedal opening is less than a first threshold and the acceleration pedal gradient is less than a second threshold.

[0006] In one or more embodiments of the first aspect of the present disclosure, the process of triggering the shift prohibition function based at least on the accelerator pedal opening and the accelerator pedal gradient includes: obtaining the current driving mode, determining a first threshold corresponding to the accelerator pedal opening and a second threshold corresponding to the accelerator pedal gradient according to the current driving mode, wherein different driving modes have different first thresholds and different second thresholds. Optionally, the first threshold in the sport driving mode is greater than the first threshold in the non-sport driving mode, and the second threshold in the sport driving mode is less than the second threshold in the non-sport driving mode. Optionally, the second threshold in the sport driving mode is -120% / second; the second threshold in the non-sport driving mode is -100% / second.

[0007] Optionally, the method may further respond to one or more conditions to change the timing during the shift prohibition; and / or respond to one or more conditions to exit the shift prohibition function, wherein the process of responding to one or more conditions to change the timing during the shift prohibition includes: freezing the timing during the shift prohibition in response to the brake pedal opening becoming greater than zero, and resuming the timing during the shift prohibition in response to the brake pedal opening returning to zero. Optionally, the process of responding to one or more conditions to exit the shift prohibition function includes: exiting the shift prohibition function in response to the accelerator pedal gradient being greater than 0% / second. Optionally, the duration of the shift prohibition is between 1 and 2 seconds

[0008] According to a second aspect of the present disclosure, a vehicle shift control device is disclosed, which includes: a vehicle information acquisition unit configured to be able to receive an accelerator pedal opening signal and an accelerator pedal gradient signal; a shift prohibition unit configured to be able to trigger a shift prohibition function based at least on the accelerator pedal opening and the accelerator pedal gradient, wherein during the shift prohibition, stopping responding to shifts triggered at least by a decrease in the accelerator pedal opening; wherein, when the accelerator pedal opening is less than the first threshold and the accelerator pedal gradient is less than the second threshold, triggering the shift prohibition function, the disclosed transmission controller.

[0009] According to a third aspect of the present disclosure, a vehicle shift control device is disclosed, which includes: at least one processor; and a memory coupled to the at least one processor and having instructions stored thereon, the instructions causing the transmission controller to execute one or more steps of the method described in the first aspect of the present disclosure when executed by the at least one processor.

[0010] The controller includes a processor and a memory, wherein the memory stores computer program instructions, and when the computer program instructions are executed by the processor, the processor is capable of executing as.

[0011] According to a fourth aspect of the present disclosure, a computer program product is disclosed, which includes computer program instructions. When the computer program instructions are executed by a processor, the processor is enabled to execute one or more steps of the method described in the first aspect of the present disclosure.

[0012] According to a fifth aspect of the present disclosure, a computer-readable storage medium is disclosed. Instructions are stored in the computer-readable storage medium. When the instructions are executed by a processor, the processor is enabled to execute one or more steps of the method described in the first aspect of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In combination with the accompanying drawings and with reference to the following detailed description, the above and other features, advantages, and aspects of the embodiments of the present disclosure will become more apparent. In the drawings, the same or similar reference numerals denote the same or similar elements.

[0014] Figure 1 is a schematic diagram of a vehicle system in which a transmission controller according to an embodiment of the present disclosure is implemented.

[0015] Figure 2 is a flowchart of vehicle shift control according to an embodiment of the present disclosure.

[0016] Figure 3 is a flowchart of controlling shift timing according to an embodiment of the present disclosure.

[0017] Figure 4 is a schematic diagram of a shift curve when the shift prohibition function is not activated.

[0018] Figure 5 is a schematic diagram of entering the shift prohibition period according to an embodiment of the present disclosure.

[0019] Figure 6 is a schematic diagram of a vehicle shift control device according to an embodiment of the present disclosure.

[0020] Figure 7 is a block diagram of a device that can implement multiple embodiments of the present disclosure. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] In order to make the technical problems to be solved, technical solutions, and beneficial technical effects of the present invention clearer and more understandable, the present invention will be further described in detail below in combination with the accompanying drawings and multiple exemplary embodiments. It should be understood that the multiple exemplary embodiments described herein are only used to explain the present invention and are not used to limit the protection scope of the present invention. Those skilled in the art will easily recognize that the same principles can be applied to other systems different from the vehicle shift control system described herein, and the same or similar principles described herein can be implemented therein.

[0022] Figure 1 is a schematic diagram of a vehicle system in which a transmission controller according to an embodiment of the present disclosure is implemented. As Figure 1 shown, the vehicle system 100 includes a transmission system 110, a vehicle controller 120 (VCU), and an electric drive system 130. The transmission system 110 includes a transmission controller 112 (TCU) and a shift actuator 114, and the electric drive system 130 includes a motor controller 132 (MCU) and a drive motor 134. The transmission controller 112 according to an embodiment of the present disclosure can be communicatively coupled to the vehicle controller 120 and the motor controller 132 respectively.

[0023] The transmission controller 112 can receive a vehicle speed signal, an accelerator pedal signal, etc. from the vehicle controller 20 via a CAN bus, and control the shift actuator 114 to perform a gear shift according to a shift strategy stored in the transmission controller 112. When performing a gear shift, the transmission controller 112 can send instructions such as a motor operation mode, a target motor speed, and a target motor torque to the motor controller 132 to control the operation of the motor 134.

[0024] Figure 2 is a flowchart of vehicle shift control according to an embodiment of the present disclosure. In this embodiment, the vehicle shift control can be implemented by Figure 1 the transmission controller 112 therein, and the transmission controller 112 completes the gear shift by sending instructions to the shift actuator 114 and the motor controller 132. Figure 2 Schematically shows the stages 210 to 250 of the shift process 200.

[0025] In this embodiment, taking an electric drive multi-gear transmission as an example, the shift process is briefly described. As Figure 2As shown, the shifting process 200 includes five stages: torque reduction 210, gear disengagement 220, speed regulation 230, gear engagement 240, and torque increase 250. In block 210, the transmission controller 112 sends a torque reduction command to the motor controller 132 to reduce the output torque of the drive motor 134 to the target torque. For an AMT applicable to pure electric vehicles without a clutch, in this stage, the transmission controller 112 controls the drive motor 134 to operate in torque mode, making the engaged gears approach the no-load synchronization state. In block 220, the transmission controller 112 controls the shift actuator 114 to move the shift fork to the neutral position. In block 230, the transmission controller 112 sends a target speed signal to the motor controller 132. In this stage, the transmission controller 112 controls the drive motor 134 to operate in speed mode. The motor controller 132 adjusts the speed according to the target speed signal, controlling the speed difference between the synchronization side and the synchronized side within a predetermined range to reduce the gear engagement impact. In block 240, after receiving the speed regulation end signal from the motor controller 132, the transmission controller 112 controls the shift actuator 114 to engage the shift gear with the transmission gear of the target gear. Finally, in block 250, the transmission controller 112 sends a torque increase command to the motor controller 132 to increase the output torque of the drive motor to the target torque. This target torque can be determined by the vehicle controller 120 based on information such as the current accelerator pedal signal and vehicle speed signal.

[0026] During the shifting operation, the torque interruption caused by the separation and re-engagement of the transmission and the drive motor, that is, the process of gear disengagement and gear engagement, will cause power loss and shifting jerks, reducing the comfort of passengers. The judgment of the shifting timing will affect the frequency of gear shifting. In the prior art, usually when specific accelerator pedal opening and vehicle speed conditions are met, the shifting process as shown Figure 2 is entered. In some cases, the judgment of the shifting timing will cause unreasonable power interruption. For example, reducing the accelerator pedal opening leads to power interruption during the upshift operation, and immediately increasing the accelerator pedal opening after the upshift operation may cause power interruption during the downshift operation. This results in greater jerks during the vehicle shifting process, affecting the overall driving experience.

[0027] In Figure 3 the flowchart of controlling the shifting timing according to an embodiment of the present disclosure as shown, the accelerator pedal gradient is additionally considered to control the shifting timing. When the accelerator pedal opening and the accelerator pedal gradient meet certain conditions, the shifting function will be prohibited.

[0028] As Figure 3As shown, at block 310, an accelerator pedal opening signal and an accelerator pedal gradient signal are received. The accelerator pedal opening signal and the accelerator pedal gradient signal can be obtained from the vehicle controller 120. The accelerator pedal opening refers to the degree to which the accelerator pedal in the vehicle is depressed, which indicates the driver's requirement for vehicle acceleration. When the driver depresses the accelerator pedal, the vehicle controller 120 obtains the degree to which the accelerator pedal is depressed via a sensor, thereby controlling the drive motor 134 to provide more driving force. The accelerator pedal opening is usually expressed as 0 - 100%, where 0 indicates that the accelerator pedal is fully released and 100% indicates that the accelerator pedal is fully depressed. The accelerator pedal gradient, i.e., the rate of change of the accelerator pedal opening, is negative when the accelerator pedal is released and positive when the accelerator pedal is depressed. The vehicle controller 120 can collect the accelerator pedal gradient through an acceleration sensor.

[0029] At block 320, the transmission controller 110 determines whether to trigger the shift prohibition function based on at least the accelerator pedal opening and the accelerator pedal gradient. In some examples, when the accelerator pedal opening is less than a first threshold and the accelerator pedal gradient is less than a second threshold, the shift prohibition function is triggered, i.e., enter block 330; otherwise, return to block 310. For example, when the accelerator pedal opening is less than 80% and the accelerator pedal gradient is less than -200% / second, the shift prohibition function is triggered. This can avoid upshift operations caused by rapidly releasing the accelerator pedal. In this way, by considering the accelerator pedal gradient to exclude the timing of specific gear shifts, power interruption can be avoided and vehicle drivability can be improved.

[0030] At block 330, the shift prohibition function is activated. In some examples, during the shift prohibition, shifting triggered at least by the accelerator pedal opening is stopped. Figure 4 is a schematic diagram of a shift curve when the shift prohibition function is not activated, which shows a scenario of power interruption. In Figure 4 , the vertical axis 410 indicates the accelerator pedal opening in percentage; the horizontal axis 420 indicates the vehicle speed in kilometers per hour. The dashed line 402 and the solid line 404 are the shift curves for downshifting from 3rd gear to 2nd gear and upshifting from 2nd gear to 3rd gear, respectively. The change curves of the accelerator pedal opening and the vehicle speed are indicated by 406. When the position of this change curve exceeds the solid line 404 from left to right and enters the area of upshifting from 2nd gear to 3rd gear, the vehicle will perform an upshift operation from 2nd gear to 3rd gear. When the vehicle is at the situation where the change curve 406 has an accelerator pedal opening of 60% and a vehicle speed of 1 km / h, the accelerator pedal opening is reduced to around 10% in a short time, and the vehicle speed increases to more than 20 km / h. According to the shift curve, the vehicle will perform an upshift operation. Then, the change curve indicates that the accelerator pedal opening rises to around 85% in a short time. According to the shift curve, the vehicle will perform a downshift operation again. This means that the operation of the accelerator pedal during this period combined with the vehicle speed at that time will cause unreasonable shifting. This situation can be avoided by Figure 3The method in [reference] is used to avoid this situation. For the case where the accelerator pedal opening is reduced to near 10% within a short period of time, the set of shift curves can be made invalid.

[0031] Optionally, at block 340, one or more conditions are judged, and the use of the prohibited shift function is changed according to the conditions. One condition can be that when the timing during the prohibited shift ends, enter block 360 to exit the prohibited shift function. Another condition can be that when the accelerator pedal gradient is greater than zero, enter block 360 to exit the prohibited shift function. Other conditions can also include, for example, when the brake pedal is depressed, enter block 350 to freeze the timing during the prohibited shift.

[0032] Optionally, at block 350, the timing during the prohibited shift is changed in response to one or more conditions. Changing the timing during the prohibited shift can include freezing the timing during the prohibited shift and resuming the timing during the prohibited shift. In some examples, in response to the brake pedal opening becoming greater than zero, the timing during the prohibited shift is frozen, and in response to the brake pedal opening returning to zero, the timing during the prohibited shift is resumed. After the freezing ends, the process returns to block 330, and the timing during the prohibited shift continues.

[0033] Optionally, at block 360, the prohibited shift function is exited in response to one or more conditions. In one example, in response to the accelerator pedal gradient being greater than 0% / second, the prohibited shift function is exited. In other examples, the prohibited shift function can be exited in response to the gear lever being changed to a non-forward gear.

[0034] Through the method for controlling the shift timing of this embodiment, unnecessary shifts can be effectively avoided, thereby improving the drivability of the vehicle.

[0035] Figure 5 is a schematic diagram of entering the prohibited shift period according to an embodiment of the present disclosure. In this embodiment, compared with the embodiment shown in Figure 3 the driving mode of the vehicle is also considered.

[0036] To meet the requirements of different driving habits and driving conditions, a driving mode switch is introduced in the vehicle design process. Taking the conventional driving mode design as an example, it includes three options: economy mode (ECO), normal mode (NORMAL), and sport mode (SPORT). The economy mode (ECO) usually effectively reduces the energy consumption of the whole vehicle by restricting the power output of the powertrain, limiting the maximum speed, and regulating the power of multiple accessories (such as air conditioning), etc., to achieve the goal of economical driving. The sport mode (SPORT) provides the maximum power output, giving the driver a strong power performance. As the default mode, the normal mode (NORMAL) is more balanced compared to ECO and SPORT, and can meet the daily travel needs of most drivers. The opening and gradient of the accelerator pedal directly affect the acceleration performance of the vehicle. The accelerator pedal opening refers to the degree to which the accelerator pedal is pressed, and the accelerator pedal gradient represents the rate of change of the accelerator pedal position. Under different driving modes, the vehicle system responds differently to the accelerator pedal. For example, in the sport mode, the vehicle control system may respond more sensitively to the changes of the accelerator pedal, providing a more rapid acceleration performance. On the contrary, in the economy mode, the vehicle control system responds more smoothly to the accelerator pedal. The adjustment of this relationship aims to make the driving mode better meet the driver's expectations and achieve the best performance under different driving scenarios.

[0037] This embodiment considers that there is a close relationship between the driving mode and the accelerator pedal, and sets different thresholds related to the shift inhibition function for different driving modes. In block 510, the current driving mode is obtained. The driving mode can be economy mode (ECO), normal mode (NORMAL), and sport mode (SPORT). In block 520, it is judged whether the driving mode belongs to the sport mode. If it is judged that the driving mode belongs to the sport mode, it enters block 530; otherwise, it enters block 540. In block 530, the first set of thresholds 501 is called from the memory. If it is judged that the driving mode belongs to a non-sport mode (economy mode or normal mode), it enters block 540, where the second set of thresholds 502 is called from the memory.

[0038] As mentioned above, when the accelerator pedal opening and the accelerator pedal gradient meet certain conditions, the shift function will be prohibited. Different driving modes have different thresholds for the accelerator pedal opening and the accelerator pedal gradient. In block 532, it is judged whether the current accelerator pedal opening and the accelerator pedal gradient are less than the corresponding values in the first set of thresholds 501. If so, the shift inhibition function is triggered, entering block 534, and the shift inhibition function is maintained in block 534. If not, it returns to the judgment in block 532.

[0039] Corresponding to box 532, in box 542, it is determined whether the current accelerator pedal opening and accelerator pedal gradient are less than the corresponding values in the first set of thresholds 502. If so, the shift inhibition function is triggered and box 544 is entered, and the shift inhibition function is maintained in box 544. If not, the process returns to the determination in box 542.

[0040] After the end of the shift inhibition period in box 534 or 544, the shift inhibition function is exited in box 550. Optionally, the shift inhibition period is between 1 and 2 seconds. In other embodiments, the shift inhibition periods in box 534 or 544 can be different, and the shift inhibition period in box 534 is greater than the shift inhibition period in box 544. For example, the shift inhibition period in box 534 is 1.5 seconds, while the shift inhibition period in box 544 is 1 second.

[0041] Table 1 below shows the settings of the accelerator pedal opening and accelerator pedal gradient in different driving modes in an example. In the sport mode, when the accelerator pedal opening is less than 95% and the accelerator pedal gradient is less than -120% / second, the shift inhibition function is triggered. In the non-sport mode, when the accelerator pedal opening is less than 90% and the accelerator pedal gradient is less than -100% / second, the shift inhibition function is triggered.

[0042]

[0043] Table 1

[0044] By setting different threshold groups, the accelerator pedal opening threshold in the sport driving mode is greater than the accelerator pedal opening threshold in the non-sport driving mode, and the accelerator pedal gradient threshold in the sport driving mode is less than the accelerator pedal gradient threshold in the non-sport driving mode. Thereby, the control of the shift timing can be optimized while maintaining the vehicle performance.

[0045] Figure 6 is a schematic diagram of a vehicle shift control device according to an embodiment of the present disclosure. The vehicle shift control device 600 can be part of the control module of the transmission controller 112 (TCU) in Figure 1 The vehicle shift control device 600 includes a vehicle information acquisition unit 610 and a shift inhibition unit 620. The vehicle information acquisition unit 610 is configured to be able to obtain from, for example, Figure 1The vehicle control unit 120 (VCU) therein receives information such as the accelerator pedal opening signal and the accelerator pedal gradient signal. In this embodiment, the vehicle information acquisition unit 610 is configured to receive the accelerator pedal opening 601, the accelerator pedal gradient 603, the brake pedal opening 605, and the vehicle speed 607. The shift inhibition unit 620 is configured to be able to trigger the shift inhibition function at least based on the accelerator pedal opening and the accelerator pedal gradient. During the shift inhibition, the response to the shift triggered at least by the decrease in the accelerator pedal opening is stopped.

[0046] As described above, during the shift operation, due to the separation and re-engagement of the transmission and the drive motor, that is, the process of disengaging and engaging the gears, the torque interruption generated will cause power loss and shift shock, reducing the comfort of passengers. The determination of the shift timing will affect the frequency of gear shifting. In some cases, the determination of the shift timing will cause unreasonable power interruption. In this embodiment, the change during the shift and the determination of exiting the shift inhibition function under specific conditions are also considered.

[0047] The shift inhibition unit 620 includes a shift inhibition holding module 622, a shift inhibition freezing module 624, and a shift inhibition exiting module 626. The shift inhibition holding module 622 determines whether to trigger and hold the shift inhibition function based on at least the accelerator pedal opening 601, the accelerator pedal gradient 603, and the vehicle speed 607. During the period of holding the shift inhibition function, the shift inhibition holding module 622 times the operation of this function and exits this function when the timing ends. The shift inhibition holding module 622 sets the period during the shift inhibition function as the time period 609. Referring again to Figure 4 the example in, when the vehicle is in the case where the change curve 406 has an accelerator pedal opening of 60% and a vehicle speed of 1 km / h, the accelerator pedal opening is reduced to around 10% in a short time, and the vehicle speed increases to more than 20 km / h. To avoid unreasonable upshift operation, the shift inhibition holding module 622 can invalidate this set of shift curves, and set the time period 609 to a value greater than zero (for example, 1 to 2 seconds), and start counting down. As an example, as long as the shift inhibition holding module 622 determines that the time period 609 is greater than zero, one of the conditions for triggering a shift is set to the maximum value, for example, the rotational speed of the shift line is set to the maximum rotational speed of the drive motor.

[0048] The shift inhibition freezing module 624 pauses the timing of the time period 609 under specific circumstances to extend the duration of the shift inhibition period. When the shift inhibition unit 620 determines that the brake pedal opening 605 is not zero, the brake pedal is depressed. At this time, the timing of the time period 609 is paused until the brake pedal opening returns to zero. Thus, by the influence of other operations during the shift inhibition period on the shift timing, the drivability of the vehicle during driving is improved.

[0049] Under other conditions, the prohibited gearshift exit module 626 will cause the time period 609 to be reset to zero and exit the prohibited gearshift function. In some examples, the prohibited gearshift function is exited in response to an accelerator pedal gradient greater than 0% / second, or in response to a gear change to a non-forward gear. It can be understood that with the device 600 of the present disclosure, at least one of the many advantages achievable by the method or process described above can be realized.

[0050] Figure 7 is a block diagram of a device that can implement multiple embodiments of the present disclosure. The device can be, for example, a transmission controller 112 as Figure 1 shown. As shown, the device includes a computing unit 701, which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) 702 or computer program instructions in a random access memory (RAM) 703. In the random access memory 703, various programs and data required for the operation of the device 700 can also be stored. The computing unit 701, the read-only memory 702, and the random access memory 703 communicate with each other via a bus 704. An input / output (I / O) interface 705 is also coupled to the bus 704. Multiple components in the device are connected to the I / O interface 705, including: an input unit 706, an output unit 707, a storage unit 708, and a communication unit 709. The communication unit 709 allows the device to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0051] The computing unit 701 can be various general-purpose and / or dedicated processing components with processing and computing capabilities. Some examples of the computing unit 701 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The computing unit 701 executes the various methods and processes described above. For example, in some embodiments, the method can be implemented as a computer software program, which is stored in a machine-readable medium, such as the storage unit 708. In some embodiments, part or all of the computer program can be loaded and / or installed onto the device via the read-only memory 702 and / or the communication unit 709. When the computer program is loaded into the random access memory 703 and executed by the computing unit 701, one or more steps of the method described above can be executed.

[0052] The functions described above can be performed, at least in part, by one or more hardware logic components. By way of example, and not limitation, the types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on a chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0053] The program code for implementing the methods of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus such that the program codes, when executed by the processor or controller, cause the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine, or entirely on the remote machine or server.

[0054] In the context of the present disclosure, a machine-readable medium may be a tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0055] Moreover, although the operations are depicted in a particular order, this should be understood as requiring that such operations be performed in the particular order shown or in sequential order, or that all illustrated operations be performed to achieve the desired result. In certain environments, multitasking and parallel processing may be advantageous. Similarly, although a number of specific implementation details are included in the above discussion, these should not be construed as limiting the scope of the present disclosure. Certain features described in the context of separate embodiments may also be implemented in combination in a single implementation. Conversely, various features described in the context of a single implementation may also be implemented separately or in any suitable subcombination in multiple implementations.

[0056] One or more of the above embodiments and one or more examples can be implemented in whole or in part by software, hardware, or a combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes computer program instructions, which can be downloaded to the memory of the controller through a computer network or transmitted to the memory of the controller in a wired manner. When the computer program instructions are executed by the processor of the controller, the processor is enabled to execute one or more steps of the methods described herein. The computer program instructions can be provided on a computer-readable storage medium.

[0057] The above description is only for specific embodiments of the present disclosure, and the protection scope of the present disclosure is not limited thereto. Those skilled in the art can think of other feasible changes or substitutions based on the technical content and teachings disclosed in the present disclosure, and such changes or substitutions are all covered by the protection scope of the present disclosure. Where appropriate, the embodiments of the present disclosure and the features of the embodiments can be combined with each other. The protection scope of the present disclosure shall be subject to the provisions of the claims.

Claims

1. A vehicle shift control method, characterized in that, comprising: Receiving an accelerator pedal opening signal and an accelerator pedal gradient signal; Triggering a shift inhibition function based at least on the accelerator pedal opening and the accelerator pedal gradient, wherein during the shift inhibition period, shifting triggered at least by a decrease in the accelerator pedal opening is stopped; wherein when the accelerator pedal opening is less than a first threshold and the accelerator pedal gradient is less than a second threshold, the shift inhibition function is triggered.

2. The method according to claim 1, characterized in that, the method further comprises: obtaining the current driving mode, determining a first threshold corresponding to the accelerator pedal opening and a second threshold corresponding to the accelerator pedal gradient according to the current driving mode, wherein different driving modes have different first thresholds and different second thresholds.

3. The method according to claim 2, characterized in that, the first threshold in the sport driving mode is greater than the first threshold in the non-sport driving mode, and, the second threshold in the sport driving mode is less than the second threshold in the non-sport driving mode.

4. The method according to claim 3, characterized in that, the second threshold in the sport driving mode is -120% / second; the second threshold in the non-sport driving mode is -100% / second.

5. The method according to claim 1, characterized in that, the method further comprises: Responding to one or more conditions to change the timing during the shift inhibition period, wherein, responding to the brake pedal opening becoming greater than zero, freezing the timing during the shift inhibition period, and responding to the brake pedal opening returning to zero, resuming the timing during the shift inhibition period.

6. The method according to claim 1, characterized in that, the method further comprises: Responding to one or more conditions to exit the shift inhibition function, wherein, responding to the accelerator pedal gradient being greater than 0% / second, exiting the shift inhibition function.

7. The method according to claim 1, characterized in that, the shift inhibition period is between 1 and 2 seconds.

8. A vehicle shift control device, characterized in that, comprising: A vehicle information acquisition unit configured to be able to receive an accelerator pedal opening signal and an accelerator pedal gradient signal; A shift inhibition unit configured to be able to trigger a shift inhibition function based at least on the accelerator pedal opening and the accelerator pedal gradient, wherein during the shift inhibition period, shifting triggered at least by a decrease in the accelerator pedal opening is stopped; wherein when the accelerator pedal opening is less than a first threshold and the accelerator pedal gradient is less than a second threshold, the shift inhibition function is triggered.

9. A vehicle shift control device, comprising: At least one processor; and A memory coupled to the at least one processor and having instructions stored thereon, the instructions causing the transmission controller to execute the method according to any one of claims 1-7 when executed by the at least one processor.

10. A computer-readable storage medium having instructions stored therein, characterized in that, when the instructions are executed by a processor, the processor is enabled to execute the method according to any one of claims 1-7.

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