Method and device for detecting traction-free phase in shift section of non-powered transmission

Abstract

The invention discloses a method and device for recognizing a traction-free stage in a gear shifting interval of a non-power gear shifting transmission, and relates to the technical field of vehicle control. The method includes: acquiring vehicle data during driving of a vehicle equipped with a non-power shift transmission, the vehicle data including at least a vehicle speed; calculating the vehicle acceleration according to the vehicle speed; a non-gear-shifting interval and a gear-shifting interval are distinguished according to the vehicle data; a stage in the shift section that satisfies the following conditions is identified as a traction-free stage in which the acceleration of the vehicle is below an acceleration threshold and the fitting quality of the linear regression of the vehicle speed is above a predetermined value. The method accurately identifies a traction-free phase in a shift interval of a non-powered shift transmission.

Description

Method and device for identifying a no-traction phase in a shift range of a non-powershift transmission Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a method and device for identifying a no-traction phase in a shift range of a non-powershift transmission. Background Art

[0002] Real-time estimation of vehicle dynamics model parameters is fundamental to vehicle control, and vehicle mass is a crucial parameter in these models. In commercial vehicles in particular, vehicle mass (i.e., gross mass) can vary significantly depending on the vehicle's load. For example, an unladen 15-ton semi-trailer tractor can have a gross mass of 49 tons when fully loaded. Accurate, real-time estimation of vehicle mass can effectively improve the performance of vehicle electronic control systems, particularly automated driving (AD) and advanced driver assistance systems (ADAS).

[0003] A vehicle mass estimation method based on vehicle CAN bus data is known. This method is based on a vehicle dynamics model. The basic concept is to obtain vehicle dynamics data before (or after) and during a gear shift, and then estimate the vehicle mass based on these data at these two different times. For example, patent document CN105209309B discloses such a method for estimating vehicle mass.

[0004] During the shifting process of a non-powershift transmission, the traction-free phase in which the engine is completely separated from the drive wheels is usually very short, and special processing is required to find representative values ​​to identify this phase.

[0005] During the no-traction phase, only driving resistance, such as rolling resistance and air resistance, affects the vehicle, causing it to decelerate at a constant rate. Therefore, it is possible to identify no-traction phases using vehicle acceleration information calculated from the time derivative of vehicle speed. However, in actual vehicle speed measurements, due to high measurement noise, the obtained vehicle acceleration always fluctuates, and phases with nearly constant vehicle acceleration are rarely encountered. Therefore, this identification is difficult under current measurement conditions.

[0006] In vehicles equipped with a semi-automatic transmission (AMT), the parameter Percent Clutch Slip from the ETC1 (Electronic Transmission Controller #1) parameter group derived from CAN bus data can be used to indicate whether the clutch is slipping, engaged, or disengaged. The "disengaged" state of the clutch is considered to correspond to a substantially no-traction phase. However, the Percent Clutch Slip parameter from the CAN bus data does not meet the required accuracy for estimation. Furthermore, the Percent Clutch Slip parameter is not available for vehicles equipped with a manual transmission (MT).

[0007] Therefore, a more effective and widely applicable method is needed to accurately identify the no-traction phase in the shift range of a non-powershift transmission.

[0008] A non-powershift transmission is understood to be a transmission in which the power is interrupted during gear shifting, such as a semi-automatic transmission (AMT) and a manual transmission (MT). In contrast, a powershift transmission is understood to be a transmission in which the power is not interrupted during gear shifting, such as an automatic transmission (AT) with a torque converter.

[0009] Summary of the Invention

[0010] In view of this, an embodiment of the present invention provides a method and apparatus for identifying a no-traction phase in a shift range of a non-powershift transmission, which can accurately identify a no-traction phase in a shift range of a non-powershift transmission.

[0011] To achieve the above object, according to one aspect of an embodiment of the present invention, a method for identifying a no-traction phase in a shift range of a non-powershift transmission is provided, characterized in that it includes the following steps:

[0012] acquiring vehicle data during travel of a vehicle equipped with a non-powershift transmission, the vehicle data including at least vehicle speed;

[0013] calculating the vehicle acceleration from the vehicle speed;

[0014] distinguishing a non-shifting section and a shifting section according to the vehicle data;

[0015] The phases in the shift range that meet the following conditions are identified as no-traction phases:

[0016] During this phase, the vehicle acceleration is lower than an acceleration threshold and the fitting quality of the linear regression of the vehicle speed is higher than a predetermined value.

[0017] The method according to the present invention has the technical advantage of effectively identifying the phase during the shift process when the engine and drive wheels are completely disconnected, i.e., the no-traction phase within the shift interval, in vehicles equipped with non-powershift transmissions, even using vehicle speed / acceleration information that may contain measurement noise. Furthermore, the method according to the present invention has the technical advantage of being applicable to a wide range of vehicles equipped with non-powershift transmissions, including, for example, vehicles equipped with both semi-automatic transmissions and manual transmissions, without requiring the use of a vehicle state parameter indicating clutch status.

[0018] The method according to the present invention identifies the no-traction phase within the shift interval of a non-powershift transmission, thereby acquiring vehicle dynamics data at the time points during the coasting phase of any gear shift, as well as at time points before or after the gear shift, thereby estimating vehicle mass. In this regard, the method disclosed in patent document CN105209309B can be used, in which the two adjacent time points for data extraction are respectively before or after a transmission shift (i.e., within the non-shift interval) and during a transmission shift (i.e., the no-traction phase within the gear shift interval).

[0019] In the step of identifying a certain phase in the shift interval as a no-traction phase, two identification conditions are set according to the present invention.

[0020] The first condition, "vehicle acceleration below an acceleration threshold," corresponds to the vehicle continuously experiencing drag acceleration. During the no-traction phase, only drag affects the vehicle, and the negative acceleration generated by this drag is equivalent to the drag acceleration. Due to significant noise in the actual measured vehicle speed, the calculated vehicle acceleration is not constant during the no-traction phase, but fluctuates around the drag acceleration. According to the present invention, the first condition is established to account for the influence of this measurement noise. When the vehicle acceleration falls within a predetermined fluctuation range, a no-traction phase is initially identified. A person skilled in the art can appropriately select a negative acceleration value as the acceleration threshold based on the performance parameters of the measurement device.

[0021] The second condition, "the fit quality of the linear regression of vehicle speed is greater than a predetermined value," corresponds to the vehicle speed varying linearly to a predetermined degree. Since only driving resistance affects the vehicle during the no-traction phase, the vehicle speed theoretically varies linearly. Due to significant noise in the actual speed measurements, the vehicle speed does not vary completely linearly over time during the no-traction phase, but rather is distributed around a straight line. According to the present invention, the second condition is set to account for the influence of this measurement noise, so that only phases in which the measured speed distribution approximates a straight line are identified as no-traction phases. Persons skilled in the art can appropriately select the fit quality of the linear regression of vehicle speed based on the performance parameters of the measurement device. A higher fit quality indicates a closer-to-a-straight-line distribution of the measured speed.

[0022] According to the method of the present invention, only phases that meet both the first and second conditions are identified as no-traction phases. When both conditions cannot be met simultaneously, those skilled in the art can adjust the configurable identification parameters in one of the conditions. For example, if the second condition is not met, the reason may be that the no-traction phase to be determined identified based on the first condition is inaccurate, that is, it includes a phase with nonlinear vehicle speed changes. In this case, the acceleration threshold in the first condition can be adjusted so that the newly identified no-traction phase to be determined meets the second condition.

[0023] The method according to the invention is preferably used in commercial vehicles, but can also be used in passenger vehicles, and preferably in vehicles driven by internal combustion engines, but can also be used in vehicles driven by electric motors or fuel cells, provided that the vehicle has a non-powershift transmission.

[0024] In a preferred embodiment, it is provided that the vehicle data is acquired from a CAN bus of the vehicle. Thus, the vehicle data can be acquired without additional sensors.

[0025] CAN bus, short for Controller Area Network (CAN), is a serial data communication protocol developed by Bosch in Germany for communicating data between measurement and actuation components within a vehicle. CAN bus-based networks are already installed in many passenger and commercial vehicles. The CAN bus defines standardized parameter sets containing measurement data. For example, vehicle speed is derived from the Wheel-Based Vehicle Speed ​​parameter in the CCVS (Cruise Control / Vehicle Speed) parameter set within the CAN bus data.

[0026] In a preferred embodiment, the acquired vehicle data is low-pass filtered, for example using a Butterworth filter, wherein the time delay caused by the filtering is taken into account and compensated, thereby ensuring high-quality vehicle data input.

[0027] In a preferred embodiment, the vehicle data also includes shift events. If a shift event occurs, a shift interval is identified; otherwise, a non-shift interval is identified. In vehicles equipped with a semi-automatic transmission, the available vehicle data includes shift events, which are captured by the "Shift In Process" parameter in the ETC1 (Electronic Transmission Controller #1) parameter group of the CAN bus data. This makes it easy to distinguish between non-shift intervals and shift intervals.

[0028] In a preferred embodiment, the initial value of the acceleration threshold within a shift interval depends on the minimum vehicle acceleration within the shift interval. Due to measurement noise, the vehicle acceleration during the no-traction phase is not constant equal to the driving resistance acceleration, but rather fluctuates between an upper limit and a minimum vehicle acceleration value (lower limit). The acceleration threshold is used to indicate when the transmission enters and exits the no-traction phase. By setting the initial value of the acceleration threshold within a shift interval to depend on the minimum vehicle acceleration within the shift interval, the extent of the no-traction phase can be accurately determined.

[0029] In a preferred embodiment, the standard deviation of the linear regression of vehicle speed is used to represent the quality of the fit. The quality of the linear regression fit corresponds to the degree to which the distribution of measured vehicle speeds approximates a straight line. Using the standard deviation can simply assess the quality of the fit. Alternatively, any known method for assessing the degree of dispersion of a set of values ​​may be used.

[0030] In a preferred embodiment, when identifying a no-traction phase, an acceleration threshold is adjusted depending on the fit quality, wherein the acceleration threshold is adjusted when the fit quality is below a predetermined value. A fit quality below the predetermined value means that, during the no-traction phase identified according to the first condition, the distribution of the measured vehicle speed is not closely aligned with a straight line. This may be due, for example, to the fact that the identified no-traction phase includes phases in which the clutch is partially disengaged or partially engaged (during which phases there is still some traction). Therefore, the acceleration threshold is adjusted, for example, reduced, to exclude phases in which there is still some traction. In other words, the first condition is used for preliminary selection and the second condition is used for verification. If the second condition is not met, the first condition is adjusted, thereby enabling more accurate identification of no-traction phases.

[0031] According to another aspect of an embodiment of the present invention, there is provided an apparatus for identifying a no-traction phase in a shift range of a non-powershift transmission, characterized by comprising:

[0032] an acquisition module, the acquisition module being configured to acquire vehicle data during travel of a vehicle equipped with a non-powershift transmission, the vehicle data including at least vehicle speed;

[0033] a calculation module, the calculation module being configured to calculate vehicle acceleration from the vehicle speed;

[0034] an identification module configured to distinguish between a non-shifting interval and a shifting interval based on the vehicle data, and to identify a phase in the shifting interval that satisfies the following conditions as a phase without traction:

[0035] During this phase, the vehicle acceleration is lower than an acceleration threshold and the fitting quality of the linear regression of the vehicle speed is higher than a predetermined value.

[0036] In a preferred embodiment, it is provided that the acquisition module is connected to a CAN bus of the vehicle to acquire the vehicle data from the CAN bus of the vehicle.

[0037] In a preferred embodiment, the acquisition module includes a pre-processing unit that performs low-pass filtering on the acquired vehicle data, for example using a Butterworth filter, taking into account and compensating for time delays caused by the filtering. This ensures high-quality vehicle data input.

[0038] According to another aspect of an embodiment of the present invention, there is provided an electronic device for identifying a no-traction phase in a shift interval of a non-powershift transmission, characterized by comprising:

[0039] one or more processors;

[0040] a storage device for storing one or more programs,

[0041] When the one or more programs are executed by the one or more processors, the one or more processors implement the method for identifying a no-traction phase in a shift zone of a non-powershift transmission according to the present invention.

[0042] According to another aspect of an embodiment of the present invention, a computer-readable medium is provided on which a computer program is stored, wherein when the program is executed by a processor, the method according to the present invention is implemented for identifying a no-traction phase in a shift range of a non-powershift transmission.

[0043] The advantages or beneficial effects described in relation to the method according to the present invention for identifying a no-traction phase in a shift range of a non-powershift transmission also apply to the device and electronic device according to the present invention for identifying a no-traction phase in a shift range of a non-powershift transmission and to the computer-readable medium according to the present invention.

[0044] The further effects of the above-mentioned non-conventional optional manner will be described below in conjunction with specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] 1 is a schematic diagram of the main process of a method for identifying a no-traction phase in a shift range of a non-powershift transmission according to an embodiment of the present invention;

[0046] FIG2 is a schematic diagram of related signals according to a method according to an embodiment of the present invention;

[0047] 3 is a schematic diagram of main modules of an apparatus for identifying a no-traction phase in a shift interval of a non-powershift transmission according to an embodiment of the present invention;

[0048] FIG4 is a schematic diagram of the structure of a computer system of a terminal device or a server suitable for implementing an embodiment of the present invention. DETAILED DESCRIPTION

[0049] The following description of exemplary embodiments of the present invention is made in conjunction with the accompanying drawings, in which various details of the embodiments of the present invention are included to facilitate understanding. These details should be considered as merely exemplary. Therefore, it should be appreciated by those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for the sake of clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0050] FIG1 is a schematic diagram of the main process of a method for identifying a no-traction phase in a shift range of a manual transmission according to an embodiment of the present invention. The method according to the present invention comprises the following steps:

[0051] Step S101 : Acquire vehicle data during driving of a vehicle equipped with a non-powershift transmission, the vehicle data including at least a vehicle speed v_Veh.

[0052] For vehicles equipped with a CAN bus, a large amount of measurement and control data can be obtained from the CAN bus data. The vehicle speed v_Veh is obtained from the parameter Wheel-Based Vehicle Speed ​​in the CCVS (Cruise Control / Vehicle Speed) parameter group of the CAN bus data.

[0053] In a vehicle equipped with a semi-automatic transmission, the acquired vehicle data also includes a gear shift event, which is acquired by the parameter Shift In Process in the ETC1 (Electronic Transmission Controller #1) parameter group of the CAN bus data.

[0054] Preferably, the acquired vehicle data is low-pass filtered, for example using a Butterworth filter, wherein a time delay caused by the filtering is taken into account and compensated.

[0055] Step S102: Calculate the vehicle acceleration a_Veh from the vehicle speed v_Veh.

[0056] Step S103: Distinguishing a non-shifting section and a shifting section according to the vehicle data.

[0057] If a shift event occurs, a shift interval is identified; otherwise, a non-shift interval is identified. The value of the parameter Shift In Process has the following meanings: Shift In Process = 0 indicates not in the process of shifting; Shift In Process = 1 indicates a shifting process, including all transmission control operations during the shift process, including clutch disengagement, gear change, and clutch reengagement, i.e., the entire shift event. Therefore, using the existing transmission shift event information, non-shift intervals and shift intervals can be distinguished.

[0058] In vehicles equipped with a manual transmission, a shift zone can be identified by monitoring the clutch pedal state. For example, the moment the clutch pedal is depressed corresponds to the start of a shift zone, and the moment the clutch pedal is released corresponds to the end of a shift zone. Alternatively, the start of a shift can be identified when the engine's tractive effort remains constant but the vehicle speed v_Veh or the vehicle acceleration a_Veh suddenly decreases. While the above method can only roughly identify the start of a shift zone, it is sufficient, as the present invention primarily focuses on identifying the no-tractive effort phase within a shift zone.

[0059] Step S104: Identify the phase in the shift interval that meets the following conditions as a phase without traction:

[0060] In this phase, the vehicle acceleration a_Veh is lower than an acceleration threshold and the fitting quality of the linear regression of the vehicle speed v_Veh is higher than a predetermined value.

[0061] During the shift range, the clutch is disengaged until fully released, then re-engaged. During this clutch disengagement and re-engagement process, only a portion of the engine's traction is transferred to the drive wheels. During the fully disengaged clutch phase, only vehicle resistance, such as rolling resistance and air resistance, acts on the drive wheels, temporarily causing the vehicle to coast without traction. In other words, within the shift range, during the fully disengaged clutch phase, vehicle acceleration remains constant and equal to the acceleration due to vehicle resistance, while vehicle speed changes linearly.

[0062] Therefore, the no-traction phase to be determined is first identified using the first condition, "the vehicle acceleration a_Veh is below an acceleration threshold." Within a shift interval, the initial value of the acceleration threshold depends on the minimum vehicle acceleration within that shift interval. Consequently, accelerations above the minimum vehicle acceleration and below the acceleration threshold are considered driving resistance accelerations that fluctuate during the no-traction phase.

[0063] Next, verification is performed using the second condition: "The fit quality of the linear regression of the vehicle speed v_Veh is greater than a predetermined value." Fit quality corresponds to the degree to which the distribution of the measured vehicle speeds approximates a straight line. Any method for evaluating the degree of dispersion of a set of values, such as standard deviation, can be used to evaluate fit quality. A fit quality greater than the predetermined value indicates that the distribution of the measured vehicle speeds during the no-traction phase to be determined approximates a straight line, which corresponds precisely to the distribution of vehicle speeds during the no-traction phase, thus passing verification. A fit quality less than the predetermined value indicates that the distribution of the measured vehicle speeds deviates further from a straight line, indicating that the no-traction phase to be determined still includes a traction phase. Therefore, re-identification is necessary by adjusting the acceleration threshold, for example, reducing it, to exclude traction phases (in which the vehicle acceleration is higher than during the no-traction phase due to the positive acceleration generated by the remaining traction). A new no-traction phase to be determined is then identified and verified using the second condition. This continues until both the first and second conditions are met, thereby identifying the no-traction phase.

[0064] FIG2 is a schematic diagram of relevant signals of a method according to an embodiment of the present invention, wherein the horizontal axis shows time (unit: seconds), the vertical axis of the upper figure shows the vehicle acceleration a_Veh (unit: m / s 2 ) and the vertical axis of the lower figure shows the vehicle speed a_Veh (unit: m / s).

[0065] In this embodiment, the shift event signal Shift In Process is available. In a first interval before 31.7 seconds, the shift event Shift In Process = 0. In a second interval between 31.7 seconds and 34.2 seconds, the shift event Shift In Process = 1. In a third interval after 34.2 seconds, the shift event Shift In Process = 0. According to step S103, the first and third intervals are identified as non-shift intervals, and the second interval is identified as a shift interval.

[0066] The vehicle acceleration is calculated from the filtered vehicle speed (see the upper figure in Figure 2). During the shift range, the minimum acceleration is approximately 0.32 m / s. 2And the initial acceleration threshold is set to 20% of the minimum acceleration, that is, 0.064 m / s 2 In the first subinterval from 31.7 seconds to 32.6 seconds, the vehicle acceleration a_Veh is higher than the acceleration threshold value of 0.064 m / s 2 In the third subinterval from 38.2 seconds to 34.2 seconds, the vehicle acceleration a_Veh is higher than the acceleration threshold value of 0.064 m / s 2 In the second subinterval from 32.6 seconds to 33.8 seconds, the vehicle acceleration a_Veh is less than the acceleration threshold of 0.064 m / s. 2 According to step S104 , the second sub-interval of the shift interval is preliminarily identified as a no-traction phase.

[0067] Turning now to the lower graph of Figure 2 showing vehicle speed, in the second subinterval of the shift interval, a linear regression is performed on the measured vehicle speed to produce a speed fitting line (marked in bold). The fitting quality of this fitting line exceeds a predetermined value. According to step S104, the second subinterval from 32.6 seconds to 33.8 seconds is identified as the no-traction phase, in which the clutch is fully disengaged. The first subinterval preceding it corresponds to the partial clutch disengagement phase, and the third subinterval following it corresponds to the partial clutch engagement phase. Additionally, the gradient of the speed fitting line can be used as the vehicle acceleration during the no-traction phase, i.e., the driving resistance acceleration.

[0068] Preferably, the 33rd second during the no-traction phase is selected as the time point for the gear shift coasting phase, and the 29th second before the gear shift interval is selected as the time point before the vehicle shifts. Vehicle dynamic parameters are obtained at the time points before the gear shift and during the gear shift coasting phase, respectively, to estimate vehicle mass. Vehicle mass estimation can be performed using methods known in the art, such as the method described in patent document CN105209309B, and therefore will not be described in detail here.

[0069] FIG3 is a schematic diagram of the main modules of an apparatus 300 for identifying a no-traction phase in a shift interval of a non-powershift transmission according to an embodiment of the present invention. The apparatus comprises:

[0070] The acquisition module 301 is configured to acquire vehicle data during driving of a vehicle equipped with a non-powershift transmission, wherein the vehicle data at least includes a vehicle speed v_Veh.

[0071] Preferably, the acquisition module 301 is connected to the vehicle's CAN bus to acquire vehicle data from the vehicle's CAN bus. For vehicles equipped with a CAN bus, a large amount of measurement data and control data can be acquired from the CAN bus data. In particular, vehicle speed v_Veh and gear shift events (in vehicles equipped with a semi-automatic transmission) can be acquired without the need for additional sensors. Preferably, the acquisition module 301 includes a preprocessing unit 310. The preprocessing unit 310 performs low-pass filtering on the acquired vehicle data. For example, a Butterworth filter is used, in which the time delay caused by the filtering is taken into account and compensated. This ensures high-quality vehicle data input.

[0072] The calculation module 302 is configured to calculate the vehicle acceleration a_Veh from the vehicle speed v_Veh.

[0073] The identification module 303 is used to distinguish between a non-shifting interval and a shifting interval based on the vehicle data, and is used to identify a phase in the shifting interval that meets the following conditions as a no-traction phase:

[0074] In this phase, the vehicle acceleration a_Veh is lower than an acceleration threshold and the fitting quality of the linear regression of the vehicle speed v_Veh is higher than a predetermined value.

[0075] 4, which shows a schematic diagram of a computer system 400 suitable for implementing a terminal device according to an embodiment of the present invention. The terminal device shown in FIG4 is merely an example and should not limit the functionality and scope of use of the embodiment of the present invention.

[0076] As shown in FIG4 , a computer system 400 includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage unit 408 into a random access memory (RAM) 403. Various programs and data required for the operation of the system 400 are also stored in the RAM 403. The CPU 401, the ROM 402, and the RAM 403 are connected to each other via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0077] The following components are connected to the I / O interface 405: an input section 406 including a keyboard, a mouse, and the like; an output section 407 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 408 including a hard disk; and a communication section 409 including a network interface card such as a LAN card or a modem. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as needed. Removable media 411, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 410 as needed, so that computer programs read therefrom can be installed into the storage section 408 as needed.

[0078] In particular, according to the embodiments disclosed in the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 409, and / or installed from a removable medium 411. When the computer program is executed by the central processing unit (CPU) 401, the above-mentioned functions defined in the system of the present invention are performed.

[0079] It should be noted that the computer-readable medium described in the present invention can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media can include, but are not limited to, an electrical connection having one or more conductors, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present invention, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. This propagated data signal can take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wireline, optical fiber cable, RF, or any suitable combination thereof.

[0080] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. In this regard, each box in the flowchart or block diagram can represent a module, program segment, or a part of code, and the above-mentioned module, program segment, or a part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0081] The modules described in the embodiments of the present invention may be implemented in software or hardware. The modules described may also be provided within a processor. For example, a processor may be described as comprising an acquisition module, a calculation module, and an identification module. The names of these modules do not, in some cases, limit the modules themselves. For example, an acquisition unit may also be described as a "module for acquiring vehicle data."

[0082] As another aspect, the present invention further provides a computer-readable medium, which may be included in the device described in the above embodiment, or may exist independently and not be incorporated into the device. The computer-readable medium carries one or more programs, which, when executed by the device, cause the device to: acquire vehicle data during travel of a vehicle equipped with a non-powershift transmission, the vehicle data including at least vehicle speed; calculate vehicle acceleration from the vehicle speed; distinguish between a non-shifting interval and a shifting interval based on the vehicle data; and identify a phase in the shifting interval as a no-traction phase if the phase satisfies the following conditions: during the phase, the vehicle acceleration is lower than an acceleration threshold and the linear regression fit quality of the vehicle speed is higher than a predetermined value.

[0083] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may occur depending on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for identifying a no-traction phase in a shift range of a non-powershift transmission, characterized in that: The steps include: acquiring vehicle data during travel of a vehicle equipped with a non-powershift transmission, the vehicle data including at least vehicle speed (v_Veh); Calculating the vehicle acceleration (a_Veh) from the vehicle speed (v_Veh); distinguishing a non-shifting section and a shifting section according to the vehicle data; The phases in the shift range that meet the following conditions are identified as no-traction phases: In this phase, the vehicle acceleration (a_Veh) is lower than an acceleration threshold and the fitting quality of the linear regression of the vehicle speed (v_Veh) is higher than a predetermined value.

2. The method according to claim 1, characterized in that The vehicle data is obtained from the CAN bus of the vehicle.

3. The method according to claim 1, characterized in that Perform low-pass filtering on the acquired vehicle data.

4. The method according to claim 1, wherein The vehicle data further includes a gear shift event, wherein if a gear shift event occurs, a gear shift interval is identified, otherwise a non-gear shift interval is identified.

5. The method according to claim 1, wherein In a shifting interval, the initial value of the acceleration threshold value depends on the minimum value of the vehicle acceleration in the shifting interval.

6. The method according to claim 1, characterized in that The standard deviation of the linear regression of the vehicle speed (v_Veh) is used to indicate the quality of the fit.

7. The method according to any one of claims 1 to 6, characterized in that When a no-traction phase is identified, an acceleration threshold is adjusted depending on the fitting quality, wherein the acceleration threshold is adjusted when the fitting quality is below a predetermined value.

8. A device for identifying a no-traction phase in a shift range of a non-powershift transmission, characterized in that: include: an acquisition module configured to acquire vehicle data during travel of a vehicle equipped with a non-powershift transmission, the vehicle data including at least a vehicle speed (v_Veh); a calculation module, configured to calculate a vehicle acceleration (a_Veh) from the vehicle speed (v_Veh); an identification module configured to distinguish between a non-shifting interval and a shifting interval based on the vehicle data, and to identify a phase in the shifting interval that satisfies the following conditions as a phase without traction: In this phase, the vehicle acceleration (a_Veh) is lower than an acceleration threshold and the fitting quality of the linear regression of the vehicle speed (v_Veh) is higher than a predetermined value.

9. The device according to claim 8, characterized in that The acquisition module is connected to the CAN bus of the vehicle and is used to acquire the vehicle data from the CAN bus of the vehicle.

10. The device according to claim 8, characterized in that The acquisition module includes a preprocessing unit, which performs low-pass filtering on the acquired vehicle data.

11. An electronic device for identifying a no-traction phase in a shift range of a non-powershift transmission, characterized in that: include: one or more processors; a storage device for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the method according to any one of claims 1 to 7.

12. A computer-readable medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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