Transmission efficiency updating method and device of vehicle and electronic equipment

Abstract

The invention discloses a vehicle transmission efficiency updating method and device and electronic equipment, and the method comprises the steps: obtaining the operation state of a target switch in a vehicle and the parameter information of the vehicle, and enabling or disabling the transmission efficiency self-learning function of the vehicle through the target switch; in response to the fact that the operation state of the target switch is a starting state and the parameter information meets set conditions, the initial transmission efficiency, corresponding to initial gear information in the parameter information, of the vehicle is determined, the starting state is used for representing the state of starting the transmission efficiency self-learning function, and the set conditions are used for limiting the value range of the parameter information; determining a target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency; and updating the initial transmission efficiency at least based on the target transmission efficiency error to obtain the target transmission efficiency of the vehicle. According to the invention, the technical problem of low acquisition accuracy of the transmission efficiency of the vehicle in the prior art is solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of obtaining vehicle information, and in particular relates to a method, device and electronic equipment for updating the transmission efficiency of a vehicle. Background Art

[0002] With the popularization of automatic transmissions in vehicles, drivers' requirements for vehicle comfort and fuel economy are gradually increasing, which is closely related to whether the vehicle can select the correct gear. If the correct gear is to be determined, the engine's required torque must be accurately obtained. At this time, the vehicle's transmission efficiency can be used to obtain a more accurate engine's required torque.

[0003] At present, the traditional method for calculating the transmission efficiency of a vehicle relies on bench tests or theoretical calculations, which lacks real-time and adaptability, resulting in a technical problem of low accuracy in obtaining the vehicle's transmission efficiency.

[0004] Currently, no effective solution has been proposed to the technical problem of low accuracy in obtaining the transmission efficiency of the above-mentioned vehicle. Summary of the Invention

[0005] Embodiments of the present invention provide a method, device, and electronic device for updating the transmission efficiency of a vehicle, so as to at least solve the technical problem of low accuracy in obtaining the transmission efficiency of a vehicle in the related art.

[0006] According to a first aspect of an embodiment of the present invention, a method for updating the transmission efficiency of a vehicle is provided, comprising: obtaining an operating state of a target switch in the vehicle, and parameter information of the vehicle, wherein the target switch is used to start or shut down a transmission efficiency self-learning function of the vehicle; in response to the operating state of the target switch being a start state and the parameter information satisfying set conditions, determining an initial transmission efficiency of the vehicle corresponding to initial gear information in the parameter information, wherein the start state is used to characterize a state of starting the transmission efficiency self-learning function, and the set conditions are used to limit a value range of the parameter information; determining a target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency; and updating the initial transmission efficiency based at least on the target transmission efficiency error to obtain a target transmission efficiency of the vehicle.

[0007] Optionally, the parameter information includes at least: the vehicle mass of the vehicle, the equivalent mass coefficient of the vehicle, the driving acceleration of the vehicle, the slope percentage of the vehicle and the driving speed of the vehicle. In response to the operating state of the target switch being the start state and the parameter information satisfying the set conditions, the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information is determined, including: in response to the operating state of the target switch being the start state and the parameter information satisfying the set conditions, based on the vehicle mass, the equivalent mass coefficient and the driving acceleration, determining the acceleration resistance of the vehicle; based on the vehicle mass, the vehicle's gravitational acceleration and the slope percentage, determining the slope resistance of the vehicle; based on the vehicle mass and the driving speed, determining the equivalent resistance of the vehicle; determining the acceleration resistance, slope resistance, and the sum of the equivalent resistance as the vehicle's entire resistance; and determining the initial transmission efficiency based on the vehicle's entire resistance.

[0008] Optionally, the parameter information also includes at least: the vehicle's wheel rolling radius, the vehicle's rear axle speed ratio, the vehicle's engine speed change rate, the inertia of the engine end in the vehicle, and the vehicle's engine torque. Based on the vehicle's resistance, the initial transmission efficiency is determined, including: multiplying the vehicle's resistance by the wheel rolling radius to obtain the vehicle's resistance torque; determining the equivalent resistance torque at the engine end in the vehicle based on the vehicle's resistance torque, the vehicle's initial gear ratio corresponding to the initial gear information, and the rear axle speed ratio; multiplying the engine speed change rate by the inertia at the engine end to obtain the vehicle's inertia torque; determining the difference between the engine torque and the inertia torque as the net driving torque at the engine end; and determining the ratio of the equivalent resistance torque to the net driving torque as the initial transmission efficiency.

[0009] Optionally, based on the initial gear information and the initial transmission efficiency, the target transmission efficiency error of the vehicle is determined, including: obtaining the target number of gears of the vehicle; constructing a transmission efficiency array of the vehicle based on the target number of initial transmission efficiencies, and obtaining a first target number of the transmission efficiency array, wherein the transmission efficiencies stored in the transmission efficiency array correspond to different gears in the vehicle; determining the target gear information of the vehicle based on the target number of initial gear information; comparing the target gear information with the first target number to obtain a first comparison result; determining the target transmission efficiency error coefficient of the vehicle, the target start number of the transmission efficiency array, and the target end number of the transmission efficiency array based on the first comparison result; determining the target transmission efficiency error based on the target transmission efficiency error coefficient, the target start number, and the target end number.

[0010] Optionally, based on the first comparison result, the target transmission efficiency error coefficient of the vehicle, the target start number of the transmission efficiency array, and the target end number of the transmission efficiency array are determined, including: in response to the first comparison result that the target gear information is greater than or equal to the first target number, determining the target transmission efficiency error coefficient to be a first value, the target start number to be a second value, and the target end number to be a third value.

[0011] Optionally, based on the first comparison result, the target transmission efficiency error coefficient of the vehicle, the target start number of the transmission efficiency array, and the target end number of the transmission efficiency array are determined, including: in response to the first comparison result that the target gear information is less than the first target number, obtaining the second target number of the transmission efficiency array, and determining the initial start number of the transmission efficiency array to be a fourth value; in response to the target gear information being greater than the second target number, obtaining the first bifurcation value of the transmission efficiency array, and determining the initial end number of the transmission efficiency array to be a third value, and the first bifurcation value is the same as the initial end number; based on the first bifurcation value and the initial start number, determining the second bifurcation value of the transmission efficiency array; comparing the target gear information and the second bifurcation value to obtain a second comparison result; based on the second comparison result, determining the target transmission efficiency error coefficient, the target start number, and the target end number.

[0012] Optionally, based on the second comparison result, the target transmission efficiency error coefficient, the target start number and the target end number are determined, including: in response to the second comparison result being that the target gear information is greater than the second bifurcation value, based on the second bifurcation value, the initial start number is updated to obtain the target start number, and based on the initial end number and the target start number, the second bifurcation value is updated to obtain the target bifurcation value of the transmission efficiency array; in response to the target bifurcation value not being equal to the target numerical value, the second bifurcation value of the transmission efficiency array is determined based on the first bifurcation value and the initial start number; in response to the target bifurcation value being equal to the target numerical value, the initial end number is determined as the target end number, and based on the target gear information, the target start number, and the target end number, the target transmission efficiency error coefficient is determined.

[0013] Optionally, based on the second comparison result, the target transmission efficiency error coefficient, the target start number and the target end number are determined, including: in response to the second comparison result being that the target gear information is less than or equal to the second bifurcation value, based on the second bifurcation value, the initial end number is updated to obtain the target end number, and based on the target end number and the initial start number, the second bifurcation value is updated to obtain the target bifurcation value of the transmission efficiency array; in response to the target bifurcation value not being equal to the target numerical value, the second bifurcation value of the transmission efficiency array is determined based on the first bifurcation value and the initial start number; in response to the target bifurcation value being equal to the target numerical value, the initial start number is determined as the target start number, and based on the target gear information, the target start number, and the target end number, the target transmission efficiency error coefficient is determined.

[0014] According to a second aspect of an embodiment of the present invention, a vehicle transmission efficiency updating device is also provided, including: an acquisition unit, used to acquire the operating status of a target switch in the vehicle, and parameter information of the vehicle, wherein the target switch is used to start or shut down a transmission efficiency self-learning function of the vehicle; a first determination unit, used to determine the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information in response to the operating status of the target switch being a start state and the parameter information satisfying set conditions, wherein the start state is used to characterize the state of starting the transmission efficiency self-learning function, and the set conditions are used to limit the value range of the parameter information; a second determination unit, used to determine a target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency; an updating unit, used to update the initial transmission efficiency based at least on the target transmission efficiency error to obtain the target transmission efficiency of the vehicle.

[0015] According to a third aspect of an embodiment of the present invention, a non-volatile storage medium is further provided, in which a computer program is stored, wherein the computer program is configured to execute the vehicle transmission efficiency updating method in any embodiment of the first aspect when running on a computer or processor.

[0016] According to the fourth aspect of an embodiment of the present invention, an electronic device is also provided, which includes one or more processors and a memory, the memory being used to store one or more programs, wherein when the one or more programs are executed by one or more processors, the one or more processors implement the vehicle transmission efficiency updating method in any embodiment of the above-mentioned first aspect.

[0017] According to the fifth aspect of an embodiment of the present invention, a vehicle is also provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor is configured to run the computer program to execute the transmission efficiency updating method of the vehicle in any embodiment of the first aspect above.

[0018] In an embodiment of the present invention, an operating state of a target switch in a vehicle and parameter information of the vehicle are obtained, wherein the target switch is used to start or shut down a transmission efficiency self-learning function of the vehicle; in response to the operating state of the target switch being a start state and the parameter information satisfying set conditions, an initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information is determined, wherein the start state is used to characterize the state of starting the transmission efficiency self-learning function, and the set conditions are used to limit the value range of the parameter information; based on the initial gear information and the initial transmission efficiency, a target transmission efficiency error of the vehicle is determined; and based at least on the target transmission efficiency error, the initial transmission efficiency is updated to obtain the target transmission efficiency of the vehicle. That is to say, in an embodiment of the present invention, it is necessary to first obtain the operating state of the target switch in the vehicle and the parameter information of the vehicle. When the operating state of the target switch is the starting state and the parameter information meets the set conditions, the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information is determined, and then the target transmission efficiency error of the vehicle is determined based on the initial gear information and the initial transmission efficiency. Finally, the initial transmission efficiency is updated at least based on the target transmission efficiency error obtained above to achieve the purpose of obtaining the target transmission efficiency of the vehicle. Considering that when the operating state of the target switch is the starting state and the obtained parameter information meets the set conditions, the initial transmission efficiency corresponding to the initial gear information is determined, and then the target transmission efficiency error of the vehicle is determined based on the initial gear information and the initial transmission efficiency. The target transmission efficiency error is used to update the initial transmission efficiency to obtain a more accurate target transmission efficiency, thereby solving the technical problem of low accuracy in obtaining the transmission efficiency of the vehicle and achieving the technical effect of improving the accuracy in obtaining the transmission efficiency of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0020] Figure 1 is a flow chart of a method for updating transmission efficiency of a vehicle according to an embodiment of the present invention;

[0021] Figure 2 is a flow chart of a vehicle transmission efficiency self-learning method according to an embodiment of the present invention;

[0022] Figure 3 2 is a schematic diagram of a vehicle transmission efficiency self-learning device according to an embodiment of the present invention;

[0023] Figure 4 is a schematic diagram of a vehicle transmission efficiency updating device according to an embodiment of the present invention;

[0024] Figure 5 is a schematic diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0026] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0027] According to an embodiment of the present invention, an embodiment of a method for updating the transmission efficiency of a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system containing at least one set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0028] The method embodiment can also be executed in an electronic device including a memory and a processor, a similar control device, or the cloud. Taking an electronic device as an example, the electronic device may include one or more processors and a memory for storing data. Optionally, the electronic device may also include a communication device and a display device for communication functions. It will be understood by those skilled in the art that the above structural description is only illustrative and does not limit the structure of the above electronic device. For example, the electronic device may also include more or fewer components than the above structural description, or have a configuration different from the above structural description.

[0029] The processor may include one or more processing units. For example, the processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a micro-controller unit (MCU), a programmable logic device (FPGA), a neural network processor (NPU), a tensor processing unit (TPU), an artificial intelligence (AI) type processor, and the like. Among them, different processing units may be independent components or integrated into one or more processors. In some instances, the electronic device may also include one or more processors.

[0030] The memory can be used to store computer programs, such as a computer program corresponding to the vehicle multi-screen joint display method in an embodiment of the present invention. The processor implements the above-mentioned vehicle multi-screen joint display method by running the computer program stored in the memory. The memory may include a high-speed random access memory and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include a memory remotely located relative to the processor, and these remote memories may be connected to the electronic device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0031] The communication device is used to receive or send data via a network. Specific examples of the above-mentioned network may include a wireless network provided by a communication provider of the mobile terminal. In one example, the communication device includes a network adapter (Network Interface Controller, referred to as NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the communication device can be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly. In some embodiments of the present solution, the communication device is used to connect to mobile devices such as mobile phones and tablets, and can send instructions to electronic devices through the mobile device.

[0032] The display device may be a touch-screen liquid crystal display (LCD) or a touch display (also referred to as a "touch screen" or "touch display"). The LCD may enable a user to interact with the user interface of the electronic device. In some embodiments, the electronic device may have a graphical user interface (GUI), and the user may interact with the GUI by touching the touch-sensitive surface with a finger and / or performing gestures. Executable instructions for performing the aforementioned human-computer interaction functions may be configured or stored in a computer program product or a readable storage medium executable by one or more processors.

[0033] Figure 1 : is a flow chart of a method for updating the transmission efficiency of a vehicle according to an embodiment of the present invention. Figure 1 As shown, the method includes the following steps:

[0034] Step S101: Acquire the operating status of a target switch in a vehicle and parameter information of the vehicle.

[0035] In step S101 of an embodiment of the present invention, the operating status of a target switch in the vehicle and parameter information of the vehicle are obtained through a sensor or a communication module (CAN communication module) in the vehicle, wherein the target switch is used to start or shut down the vehicle's transmission efficiency self-learning function. The target switch can be called a self-learning start switch for the vehicle's transmission efficiency.

[0036] Optionally, the target switch can be in an active state or an inactive state. The vehicle's parameter information is used to characterize various characteristics and performance indicators of the vehicle, such as the vehicle's grade percentage, the vehicle's grade percentage change rate, the vehicle's turning radius, the vehicle's driving speed (vehicle speed), the vehicle's engine coolant temperature, the vehicle's transmission oil temperature, the vehicle's engine torque, the rate of change of the engine torque, the cumulative number of times the vehicle satisfies the activated shift quality calculation, the vehicle's current gear position, the rear axle speed ratio, and the wheel rolling radius. Here, only examples of the vehicle's parameter information are provided, where the engine coolant temperature can be represented by tec.

[0037] Specifically, the output shaft speed of the vehicle's transmission is obtained; a target ratio between the output shaft speed and the rear axle speed ratio is determined; and the target ratio is multiplied by a set value to obtain the vehicle's driving speed. The output shaft speed can be represented by outputspd. The rear axle speed ratio can be represented by i final The set value can be obtained by multiplying the wheel rolling radius by a fixed value, where the wheel rolling radius can be obtained by R wh To express it, the fixed value can be 2*π*Rwh *0.06. The driving speed can be called the speed of the tractor, which can be represented by vel. For example, the output shaft speed of the transmission output spd is obtained by the transmission output shaft speed sensor in the wheel, and the output shaft speed is divided by the rear axle speed ratio i final , then multiply by 2*π*R wh *0.06 to get the tractor vehicle speed vel.

[0038] Step S102 : in response to the target switch being in the start state and the parameter information satisfying the set condition, determining the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information.

[0039] In step S102 of this embodiment of the present invention, when the target switch is in the active state and the parameter information satisfies the set conditions, the vehicle's initial transmission efficiency corresponding to the initial gear information in the parameter information can be determined. The active state indicates the activation of the transmission efficiency self-learning function, and the set conditions limit the value range of the parameter information and can be referred to as vehicle transmission efficiency self-learning activation conditions. The vehicle's initial gear information can be used to represent different gear information for the vehicle. When the current gear information determined at the current moment is the same as the initial gear information, the initial transmission efficiency at that moment can be the current gear information.

[0040] Optionally, the parameter information satisfies the set conditions, namely: the slope percentage is within the range of a first slope percentage threshold (e.g., -2%) and a second slope percentage threshold (e.g., 2%), wherein the first slope percentage threshold is less than the second slope percentage threshold; the absolute value of the slope percentage change rate is not greater than the slope percentage change rate threshold (e.g., 20%); the turning radius is greater than or equal to the radius threshold (e.g., 50 meters); the vehicle speed is greater than or equal to the vehicle speed threshold (e.g., 10 kilometers per hour); the engine coolant temperature is not lower than the coolant temperature threshold (e.g., 20 degrees Celsius); the transmission oil temperature is not lower than the transmission oil temperature threshold (For example, 20 degrees Celsius), where the transmission oil temperature can be represented by tbx; the engine torque is not lower than the torque threshold (500 Nm); the absolute value of the rate of change of the engine torque is not greater than the torque change rate threshold (for example, 50 Nm per second), where the rate of change of the engine torque can be obtained by differentiating the engine torque; when the mass calculation flag in the electronic air suspension installed in the vehicle is true, or the cumulative number of activation shift mass calculations calculated by the vehicle's mass estimation module to meet the vehicle's requirements is not less than the set calculation number threshold (for example, the number can be set to 10 times); the current gear is not less than 1st gear.

[0041] It can be understood that this is only a preferred implementation method for determining the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information, and no specific limitation is imposed on the process and method for determining the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information. As long as the operating state of the target switch is the start-up state and the parameter information meets the set conditions, the process and method for determining the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information are within the scope of protection of the present invention and will not be repeated here.

[0042] Step S103 : determining a target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency.

[0043] In step S103 of this embodiment of the present invention, a target transmission efficiency error for the vehicle is determined based on the obtained initial gear information and initial transmission efficiency. The target transmission efficiency error can be referred to as a calculation error and represented by error, and the initial transmission efficiency can be represented by y1. For example, when the current gear is 1st and the corresponding initial transmission efficiency is y1, the calculation error can be determined to be error, and this calculation error can be used to proceed to the next step.

[0044] It should be noted that this is only a preferred implementation method for determining the target transmission efficiency error of the vehicle, and does not specifically limit the process and method for determining the target transmission efficiency error of the vehicle. As long as it is based on the initial gear information and the initial transmission efficiency, the process and method for determining the target transmission efficiency error of the vehicle are within the scope of protection of the present invention and will not be listed here.

[0045] Step S104 : updating the initial transmission efficiency based at least on the target transmission efficiency error to obtain a target transmission efficiency of the vehicle.

[0046] In step S104 of this embodiment of the present invention, after obtaining the target transmission efficiency error, the initial transmission efficiency is updated based on at least the target transmission efficiency error to achieve the target transmission efficiency of the vehicle. The initial transmission efficiency can be referred to as the old vehicle transmission efficiency, and the target transmission efficiency can be referred to as the updated initial transmission efficiency or the new vehicle transmission efficiency.

[0047] Optionally, a second transmission efficiency of the vehicle is obtained; and an initial transmission efficiency is updated based on at least the target transmission efficiency error and the second transmission efficiency to obtain a target transmission efficiency of the vehicle. A third transmission efficiency of the vehicle is obtained; and the initial transmission efficiency is updated based on at least the target transmission efficiency error and the third transmission efficiency to obtain a target transmission efficiency of the vehicle.

[0048] It should be noted that this is only a preferred implementation method for obtaining the target transmission efficiency of the vehicle, and does not specifically limit the process and method for obtaining the target transmission efficiency of the vehicle. As long as the initial transmission efficiency is updated at least based on the target transmission efficiency error, the process and method for obtaining the target transmission efficiency of the vehicle are within the scope of protection of the present invention and will not be listed here.

[0049] In steps S101 to S104 of the embodiment of the present invention, it is necessary to first obtain the operating state of the target switch in the vehicle and the parameter information of the vehicle. When the operating state of the target switch is the starting state and the parameter information meets the set conditions, the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information is determined, and then the target transmission efficiency error of the vehicle is determined based on the initial gear information and the initial transmission efficiency. Finally, the initial transmission efficiency is updated based on at least the target transmission efficiency error obtained above to achieve the purpose of obtaining the target transmission efficiency of the vehicle. Considering that when the operating state of the target switch is the starting state and the obtained parameter information meets the set conditions, the initial transmission efficiency corresponding to the initial gear information is determined, and then the target transmission efficiency error of the vehicle is determined based on the initial gear information and the initial transmission efficiency. The target transmission efficiency error is used to update the initial transmission efficiency to obtain a more accurate target transmission efficiency, thereby solving the technical problem of low accuracy in obtaining the transmission efficiency of the vehicle and achieving the technical effect of improving the accuracy in obtaining the transmission efficiency of the vehicle.

[0050] As an optional embodiment, the parameter information includes at least: the vehicle mass of the vehicle, the equivalent mass coefficient of the vehicle, the driving acceleration of the vehicle, the slope percentage of the vehicle and the driving speed of the vehicle. In response to the operating state of the target switch being the start state and the parameter information satisfying the set conditions, the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information is determined, including: in response to the operating state of the target switch being the start state and the parameter information satisfying the set conditions, based on the vehicle mass, the equivalent mass coefficient and the driving acceleration, determining the acceleration resistance of the vehicle; based on the vehicle mass, the vehicle's gravity acceleration and the slope percentage, determining the slope resistance of the vehicle; based on the vehicle mass and the driving speed, determining the equivalent resistance of the vehicle; determining the acceleration resistance, slope resistance, and the sum of the equivalent resistance as the vehicle's entire resistance; and determining the initial transmission efficiency based on the vehicle's entire resistance.

[0051] In this embodiment, when the target switch is in the enabled state and the parameter information meets the set conditions, the vehicle's acceleration resistance is determined based on the vehicle mass, equivalent mass coefficient, and driving acceleration. The vehicle's slope resistance is then determined based on the vehicle mass, the vehicle's neutral acceleration, and the slope percentage. The vehicle's equivalent resistance is then determined based on the vehicle mass and driving speed. The acceleration resistance, slope resistance, and equivalent resistance obtained above are summed to obtain a sum, which is then determined as the vehicle's total resistance. The initial transmission efficiency is then determined based on this total resistance. The vehicle mass can be obtained by the vehicle's mass estimation module and represented by M. The equivalent mass coefficient can be represented by knm. The vehicle's slope estimation module can be used to obtain the vehicle's driving acceleration.

[0052] Optionally, the vehicle mass, the equivalent mass coefficient, and the driving acceleration are multiplied to obtain a first product; the first product is determined as the acceleration resistance of the vehicle. For example, the current vehicle mass obtained from the mass estimation module is multiplied by the product of the equivalent mass coefficient, and then multiplied by the driving acceleration of the vehicle to obtain the first product, which is determined as the acceleration resistance.

[0053] Optionally, the vehicle mass is multiplied by the acceleration due to gravity to obtain a second product; the inverse tangent of the slope percentage is calculated to obtain the sine of the vehicle's slope angle; and the second product is multiplied by the sine of the slope angle to obtain the slope resistance. For example, the current vehicle mass is obtained from the mass estimation module, and the vehicle mass is multiplied by the acceleration due to gravity. The product of the two is then multiplied by the sine of the slope angle obtained by calculating the inverse tangent of the slope percentage to obtain the slope resistance.

[0054] Optionally, the vehicle mass and the driving speed are multiplied to obtain a third product; based on the third product, an equivalent drag coefficient table stored in the vehicle's memory is retrieved to obtain the vehicle's equivalent drag coefficient; and based on the equivalent drag coefficient, the equivalent drag is determined. For example, after obtaining the current vehicle mass through the mass estimation module, the vehicle mass is multiplied by the current vehicle speed as input, and the equivalent drag coefficient is retrieved from the equivalent drag coefficient table. The equivalent drag coefficient of the entire vehicle is then output from the memory, and the equivalent drag corresponding to the current vehicle speed is determined based on the equivalent drag coefficient.

[0055] As an optional embodiment, the parameter information also includes at least: the vehicle's wheel rolling radius, the vehicle's rear axle speed ratio, the vehicle's engine speed change rate, the inertia of the engine end in the vehicle, and the vehicle's engine torque. Based on the vehicle's resistance, the initial transmission efficiency is determined, including: multiplying the vehicle's resistance by the wheel rolling radius to obtain the vehicle's resistance torque; determining the equivalent resistance torque of the engine end in the vehicle based on the vehicle's resistance torque, the vehicle's initial gear speed ratio corresponding to the initial gear information, and the rear axle speed ratio; multiplying the engine speed change rate by the inertia of the engine end to obtain the vehicle's inertia torque; determining the difference between the engine torque and the inertia torque as the net driving torque at the engine end; and determining the ratio of the equivalent resistance torque to the net driving torque as the initial transmission efficiency.

[0056] In this embodiment, after obtaining the vehicle resistance, the vehicle resistance and the wheel rolling radius are multiplied to obtain the vehicle resistance torque. Based on the vehicle resistance torque, the initial gear ratio, and the rear axle speed ratio, the equivalent resistance torque at the engine end of the vehicle is determined. The engine speed change rate is multiplied by the engine inertia to obtain the vehicle inertia torque. The difference between the engine torque and the inertia torque is then determined as the net drive torque at the engine end. Finally, the ratio of the equivalent resistance torque to the net drive torque is determined as the initial transmission efficiency.

[0057] Alternatively, if the current gear information obtained at the current moment is the same as the initial gear information, the initial gear ratio may be referred to as the current gear ratio. Engine torque may be represented by Te. Inertia torque may be referred to as the transmission coefficient inertia torque. Initial transmission efficiency may be referred to as the vehicle's real-time transmission efficiency, with this value being within a range of greater than or equal to 0 and less than or equal to 1.

[0058] Optionally, after obtaining the vehicle resistance torque, the vehicle resistance torque is divided by the initial gear ratio to obtain a first ratio; the first ratio is divided by the rear axle speed ratio to obtain a second ratio; and the second ratio is determined as the equivalent resistance torque on the engine side. For example, the vehicle resistance is multiplied by the wheel rolling radius to obtain the vehicle resistance torque, which is then divided by the current gear ratio and then by the rear axle speed ratio to obtain the equivalent resistance torque on the engine side.

[0059] For example, the net driving torque at the engine end is the difference between the current engine torque and the transmission coefficient inertia torque equivalent to the engine end. The transmission coefficient inertia torque is calculated by multiplying the engine speed change rate by the inertia equivalent to the engine end. Furthermore, the vehicle's real-time transmission efficiency is calculated by dividing the resistance torque equivalent to the engine end by the current net driving torque at the engine end. This value is limited to a range of no less than 0 and no greater than 1.

[0060] As an optional embodiment, based on the initial gear information and the initial transmission efficiency, the target transmission efficiency error of the vehicle is determined, including: obtaining the target number of gears of the vehicle; constructing a transmission efficiency array of the vehicle based on the target number of initial transmission efficiencies, and obtaining a first target number of the transmission efficiency array, wherein the transmission efficiencies stored in the transmission efficiency array correspond to different gears in the vehicle; determining the target gear information of the vehicle based on the target number of initial gear information; comparing the target gear information with the first target number to obtain a first comparison result; determining the target transmission efficiency error coefficient of the vehicle, the target start number of the transmission efficiency array, and the target end number of the transmission efficiency array based on the first comparison result; determining the target transmission efficiency error based on the target transmission efficiency error coefficient, the target start number, and the target end number.

[0061] In this embodiment, a target number of gears for the vehicle is first obtained. Based on the target number of initial gear efficiencies, a transmission efficiency array for the vehicle is constructed, and a first target number of the transmission efficiency array is obtained. The target gear information of the vehicle is then determined based on the target number of initial gear information. The target gear information and the first target number are then compared to obtain a first comparison result. Based on the first comparison result, a target transmission efficiency error coefficient for the vehicle, a target start number for the transmission efficiency array, and a target end number for the transmission efficiency array are determined. Finally, based on the target transmission efficiency error coefficient, the target gear information, the target start number, and the target end number, a target transmission efficiency error is determined. The target transmission efficiency error may be the final transmission efficiency error.

[0062] Optionally, the target number of gears is used to represent the maximum number of gears in the vehicle and is represented by n. The different gears in the vehicle can be represented by the array [X1, X2, X3, X4, X5, X6, X7, X8, X9, X10, ..., Xn], where X1 represents the vehicle's 1st gear, X2 represents the vehicle's 2nd gear, and so on up to Xn, where Xn represents the vehicle's nth gear. For example, if the vehicle's transmission has 12 gears, the target number of gears n is 12 gears. If the vehicle's transmission has 10 gears, the target number of gears n is 10 gears. The transmission efficiency array can be called the vehicle transmission efficiency array and can be represented by the BreakPoint array, which is [y1, y2, y3, y4, y5, y6, y7, y8, y9, y10, …, yn]. Each y value is initialized to yi0, which serves as the initial value for calculation. This represents the initial vehicle transmission efficiency. y1 represents the initial transmission efficiency of the vehicle in gear 1, y2 represents the initial transmission efficiency of the vehicle in gear 2, and so on up to yn, which represents the initial transmission efficiency of the vehicle in gear n. The first target number can be represented by BreakPoint[n-1].

[0063] Optionally, obtain the current gear information of the vehicle at the current moment; compare the target gear number initial gear information with the current gear information respectively, and determine the gear information that is the same as the current gear information in the target gear number initial gear information as the target gear information, wherein the target gear information can be simply referred to as the target gear, can be called the current gear information, can be simply referred to as the current gear, and can be represented by grin. The target transmission efficiency error coefficient can be the updated initial transmission efficiency error coefficient, can be called the error calculation coefficient, and is represented by k. The target start number can be the updated initial start number, and is represented by start, wherein the initial start number can be simply referred to as the start number. The target end number can be the updated initial end number, and can be represented by end_tab, wherein the initial end number can be simply referred to as the end number.

[0064] For example, when the conditions for activating the self-learning of the vehicle transmission efficiency are not met, the vehicle transmission efficiency will not be updated and stored; when the conditions for activating the self-learning of the vehicle transmission efficiency are met, the vehicle transmission efficiency of the vehicle needs to be updated and stored. For example, the current gear breakpoint is set to n breakpoints BreakPoint, so that a BreakPoint array can be obtained, which is the different current gears of the vehicle [X1, X2, X3, X4, X5, X6, X7, X8, X9, X10, …, Xn], where n is used to represent the maximum number of gears of the vehicle, and n is a positive integer (that is, if the transmission is a 12-gear vehicle, then n is 12, and if the transmission is a 10-gear vehicle, then n is 10); set n breakpoints to store the vehicle transmission efficiency array [y1, y2, y3, y4, y5, y6, y7, y8, y9, y10, …, yn] in the memory, and set the initial value yi0 of each y value as the calculation initial value, that is, the initially set old vehicle transmission efficiency. The initial value can come from the hub test or the theoretical calculation value. It should be noted that the source of the initial value of the vehicle transmission efficiency is not specifically limited here. Furthermore, the current gear grin is compared with the last element of the BreakPoint array to obtain a first comparison result. Then, based on the above first comparison result, the target transmission efficiency error coefficient, the target start number, and the target end number can be determined, thereby achieving the purpose of determining the target transmission efficiency error.

[0065] Optionally, based on the target transmission efficiency error coefficient, target gear information, target start number and target end number, the target transmission efficiency error is determined, including: obtaining the first transmission efficiency corresponding to the target gear information in the transmission efficiency array, the second transmission efficiency corresponding to the target start number in the transmission efficiency array, and the third transmission efficiency corresponding to the target end number in the transmission efficiency array; performing a difference operation on the first transmission efficiency and the second transmission efficiency to obtain a first difference; performing a difference operation on the first difference and the third transmission efficiency to obtain a second difference; multiplying the second transmission efficiency and the target transmission efficiency error coefficient to obtain a first product; summing the second difference and the first product to obtain the target transmission efficiency error, wherein the first transmission efficiency can be referred to as the current vehicle transmission efficiency, or the current real-time vehicle transmission efficiency. For example, the difference between the current real-time vehicle transmission efficiency and the old vehicle transmission efficiency stored in the memory corresponding to the start number start is subtracted, and then the difference is obtained by subtracting the old vehicle transmission efficiency stored in the memory corresponding to the end number end_tab. The difference is then added to the product of the old vehicle transmission efficiency stored in the memory corresponding to the start number start and the error calculation coefficient k. The sum obtained is the calculation error error.

[0066] Furthermore, the initial transmission efficiency is updated based on at least the target transmission efficiency error and the second transmission efficiency to obtain the target transmission efficiency of the vehicle, including: performing a subtraction operation on the target value and the target transmission efficiency error coefficient to obtain a third difference value; multiplying the third difference by the target transmission efficiency error to obtain a first target product; and summing the second transmission efficiency and the first target product to obtain a target transmission efficiency for the target starting number, where the target value may be 1. For example, the new vehicle transmission efficiency to be stored in the memory at the position corresponding to the starting number start is equal to the sum of the difference in memory from 1 minus the error calculation coefficient k, multiplied by the calculation error error, and the sum of the old vehicle transmission efficiency stored at the position corresponding to the starting number start.

[0067] Furthermore, based on at least the target transmission efficiency error and the third transmission efficiency, the initial transmission efficiency is updated to obtain a target transmission efficiency for the vehicle, including: multiplying the target transmission efficiency error coefficient by the target transmission efficiency error to obtain a second target product; and summing the second target product with the third transmission efficiency to obtain a target transmission efficiency for the target end number. For example, the new vehicle transmission efficiency to be stored in the memory at the location corresponding to the end number end_tab is equal to the sum of the old vehicle transmission efficiency stored in the memory at the location corresponding to the end number end_tab plus the product of the error calculation coefficient k and the calculation error error.

[0068] In an embodiment of the present invention, when the conditions for activating the self-learning of the vehicle transmission efficiency are met, the new vehicle transmission efficiency calculated in the above steps to be stored in the memory at a position corresponding to the start number start and the new vehicle transmission efficiency to be stored in the memory at a position corresponding to the end number end_tab are both stored in the memory, overwriting the old values in the original memory, so as to obtain a new vehicle transmission efficiency array.

[0069] As an optional embodiment, based on the first comparison result, the target transmission efficiency error coefficient of the vehicle, the target start number of the transmission efficiency array, and the target end number of the transmission efficiency array are determined, including: in response to the first comparison result that the target gear information is greater than or equal to the first target number, determining the target transmission efficiency error coefficient to be a first value, the target start number to be a second value, and the target end number to be a third value.

[0070] In this embodiment, when the first comparison result is that the target gear information is greater than or equal to the first target number, the target transmission efficiency error coefficient can be determined to be a first value, the target start number to be a second value, and the target end number to be a third value, wherein the first value, the second value and the third value are all pre-set values, for example, the first value can be 1, the second value can be n-2, and the third value can be n-1.

[0071] For example, determine whether the current gear grin is not less than the last element of the BreakPoint array, that is, grin>=BreakPoint[n-1]. If it is satisfied, set the error calculation coefficient k=1, the starting number start=n-2, and the ending number end_tab=n-1. The BreakPoint array is numbered from 0 to n-1 in the vehicle's computer or microcontroller.

[0072] As an optional embodiment, based on the first comparison result, the target transmission efficiency error coefficient of the vehicle, the target start number of the transmission efficiency array, and the target end number of the transmission efficiency array are determined, including: in response to the first comparison result that the target gear information is less than the first target number, the second target number of the transmission efficiency array is obtained, and the initial start number of the transmission efficiency array is determined to be a fourth value; in response to the target gear information being greater than the second target number, the first bifurcation value of the transmission efficiency array is obtained, and the initial end number of the transmission efficiency array is determined to be a third value, and the first bifurcation value is the same as the initial end number; based on the first bifurcation value and the initial start number, the second bifurcation value of the transmission efficiency array is determined; the target gear information and the second bifurcation value are compared to obtain a second comparison result; based on the second comparison result, the target transmission efficiency error coefficient, the target start number and the target end number are determined.

[0073] In this embodiment, when the first comparison result is that the target gear information is less than the first target number, the second target number of the transmission efficiency array can be obtained, and the initial start number of the transmission efficiency array can be determined to be the fourth value, and then the target gear information and the second target number are compared. When the target gear information is greater than the second target number, the first bifurcation value of the transmission efficiency array can be obtained, and the initial end number of the transmission efficiency array at this time can be determined to be the third value, and the value of the first bifurcation value at this time is determined to be the same as the initial end number. According to the first bifurcation value and initial start number obtained above, the second bifurcation value of the transmission efficiency array can be determined, and the target gear information and the second bifurcation value are compared to obtain a second comparison result. Finally, according to the second comparison result, the target transmission efficiency error coefficient, target start number and target end number can be determined.

[0074] Optionally, the second target number can be represented by BreakPoint[0]. The fourth value can be a preset value, such as 0. The first bifurcation value can be the initial value of the bifurcation value and can be represented by diff. The second bifurcation value is obtained by calculating the initial value of the bifurcation value, that is, it can be obtained by the formula diff=diff / 2+start.

[0075] For example, determine whether the current gear grin is not less than the last element of the BreakPoint array, that is, grin>=BreakPoint[n-1]. If not, set the starting number start=0, and determine whether the current gear grin is not greater than the first element of the BreakPoint array, that is, grin<=BreakPoint[0]. If not, set the ending number end_tab=n-1, and set the initial value of the bifurcation value diff=end_tab; perform the following calculation on the initial value of the bifurcation value diff=diff / 2+start; at this time, compare the current gear grin with the value corresponding to the bifurcation value diff of the BreakPoint array to obtain a second comparison result, that is, according to the second comparison result, the purpose of determining the target transmission efficiency error coefficient, the target starting number and the target ending number can be achieved.

[0076] In an embodiment of the present invention, after obtaining the second target number, in response to the target gear information being less than or equal to the second target number, the target transmission efficiency error coefficient is determined to be a fourth value and the target end number is determined to be a first value, and the initial start number is determined to be the target start number, and based on the target transmission efficiency error coefficient, the target start number and the target end number, the target transmission efficiency error is determined, for example, it is determined whether the current gear grin is not less than the last element of the BreakPoint array, that is, grin>=BreakPoint[n-1]. If not, the start number start=0, and it is determined whether the current gear grin is not greater than the first element of the BreakPoint array, that is, grin<=BreakPoint[0]. If satisfied, the error calculation coefficient k=0 and the end number end_tab=1 are set; and the final transmission efficiency error is determined based on the error calculation coefficient, end number and start number obtained above.

[0077] As an optional embodiment, based on the second comparison result, the target transmission efficiency error coefficient, the target start number and the target end number are determined, including: in response to the second comparison result that the target gear information is greater than the second bifurcation value, based on the second bifurcation value, the initial start number is updated to obtain the target start number, and based on the initial end number and the target start number, the second bifurcation value is updated to obtain the target bifurcation value of the transmission efficiency array; in response to the target bifurcation value not being equal to the target numerical value, the second bifurcation value of the transmission efficiency array is determined based on the first bifurcation value and the initial start number; in response to the target bifurcation value being equal to the target numerical value, the initial end number is determined as the target end number, and the target transmission efficiency error coefficient is determined based on the target gear information, the target start number, and the target end number.

[0078] In this embodiment, when the second comparison result shows that the target gear information is greater than the second bifurcation value, the initial start number may be updated based on the second bifurcation value to obtain a target start number, and then the second bifurcation value may be updated based on the initial end number and the target start number to obtain a target bifurcation value. The target bifurcation value may be the updated second bifurcation value.

[0079] Alternatively, the second bifurcation value at this point is assigned to the initial start number to obtain the target start number; the difference between the initial end number and the target start number is determined as the target bifurcation value. For example, the start number start is set equal to the bifurcation value diff (if diff is not an integer, it is rounded towards 0), and diff is updated to equal the difference between the end number end_tab and the start number start.

[0080] Optionally, the target bifurcation value is compared with the target numerical value. If the target bifurcation value is not equal to the target numerical value, a second bifurcation value is determined based on the first bifurcation value and the initial starting number, where the target numerical value may be a preset numerical value (e.g., 1). For example, if the updated diff is not equal to 1, the second bifurcation value is re-determined based on the first bifurcation value and the initial starting number.

[0081] Optionally, if the target bifurcation value is equal to the target value, the initial end number at this time is determined as the target end number, and the target transmission efficiency error coefficient is determined based on the target gear information, the target start number, and the target end number. Further, the target transmission efficiency error coefficient is determined based on the target gear information, the target start number, and the target end number, including: performing a difference operation on the target gear information and the target start number to obtain a fourth difference; performing a difference operation on the target end number and the target start number to obtain a fifth difference; and determining the ratio of the fourth difference to the fifth difference as the target transmission efficiency error coefficient. For example, if diff is equal to 1, the error calculation coefficient k is calculated: the difference between the current gear grin and the element value corresponding to the BreakPoint array start number start, and the difference between the element value corresponding to the BreakPoint array end number end_tab and the element value corresponding to the BreakPoint array start number start are obtained, and the quotient of the above two differences is determined as the updated error calculation coefficient k.

[0082] As an optional embodiment, based on the second comparison result, the target transmission efficiency error coefficient, the target start number and the target end number are determined, including: in response to the second comparison result being that the target gear information is less than or equal to the second bifurcation value, based on the second bifurcation value, the initial end number is updated to obtain the target end number, and based on the target end number and the initial start number, the second bifurcation value is updated to obtain the target bifurcation value of the transmission efficiency array; in response to the target bifurcation value not being equal to the target numerical value, the second bifurcation value of the transmission efficiency array is determined based on the first bifurcation value and the initial start number; in response to the target bifurcation value being equal to the target numerical value, the initial start number is determined as the target start number, and based on the target gear information, the target start number, and the target end number, the target transmission efficiency error coefficient is determined.

[0083] In this embodiment, when the second comparison result is that the target gear information is less than or equal to the second bifurcation value, the initial end number is updated according to the second bifurcation value to obtain the target end number, and then according to the target end number and the initial start number obtained above, the second bifurcation value can be updated to obtain the target bifurcation value. Among them, the second bifurcation value is assigned to the initial end number to obtain the target end number. The difference between the target end number and the initial start number is determined as the target bifurcation value. For example, let the end number end_tab be equal to the bifurcation value diff (when diff is not an integer, it is a value rounded to 0), and update diff to be equal to the difference between the end number end_tab and the start number start.

[0084] Optionally, after obtaining the target bifurcation value, if the target bifurcation value is not equal to the target value, a second bifurcation value may be determined based on the first bifurcation value and the initial start number. For example, if the updated diff is not equal to 1, the second bifurcation value may be re-determined based on the first bifurcation value and the initial start number.

[0085] Optionally, if the target bifurcation value is equal to the target value, the initial start number can be determined as the target start number, and then the target transmission efficiency error coefficient can be determined based on the target gear information, the target start number, and the target end number. Determining the target transmission efficiency error coefficient based on the target gear information, the target start number, and the target end number includes: performing a difference operation on the target gear information and the target start number to obtain a sixth difference value; performing a difference operation on the target end number and the target start number to obtain a seventh difference value; and determining the ratio of the sixth difference to the seventh difference as the target transmission efficiency error coefficient. For example, if diff is equal to 1, the error calculation coefficient k is calculated: the difference between the current gear grin and the element value corresponding to the BreakPoint array start number start, as well as the difference between the element value corresponding to the BreakPoint array end number end_tab and the element value corresponding to the BreakPoint array start number start, are obtained, and the quotient of the two differences obtained above is determined as the updated error calculation coefficient k.

[0086] In this embodiment, it is necessary to first obtain the operating state of the target switch in the vehicle and the parameter information of the vehicle. When the operating state of the target switch is the starting state and the parameter information meets the set conditions, the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information is determined, and then the target transmission efficiency error of the vehicle is determined based on the initial gear information and the initial transmission efficiency. Finally, the initial transmission efficiency is updated based on at least the target transmission efficiency error obtained above to achieve the purpose of obtaining the target transmission efficiency of the vehicle. Considering that when the operating state of the target switch is the starting state and the obtained parameter information meets the set conditions, the initial transmission efficiency corresponding to the initial gear information is determined, and then the target transmission efficiency error of the vehicle is determined based on the initial gear information and the initial transmission efficiency, and the target transmission efficiency error is used to update the initial transmission efficiency to obtain a more accurate target transmission efficiency, thereby solving the technical problem of low accuracy in obtaining the transmission efficiency of the vehicle and achieving the technical effect of improving the accuracy in obtaining the transmission efficiency of the vehicle.

[0087] The technical solutions of the embodiments of the present invention are described below with reference to preferred implementation methods.

[0088] The automatic transmission in existing vehicles is a development of a manual transmission by adding various sensors, a transmission control unit, and electronically controlled shift and selector actuators or clutch actuators. Compared to other automatic transmission solutions, it offers advantages such as low cost and high transmission efficiency. The use of pneumatic shift actuators effectively prevents oil leakage from hydraulic actuators, which can cause environmental pollution. Furthermore, since the control medium is air, the actuator cost is lower. Therefore, the current mainstream automatic transmissions primarily use electronically controlled pneumatic shift actuators.

[0089] With the increasing prevalence of automatic transmissions in vehicles, drivers' demands for vehicle comfort and fuel economy are gradually increasing. This is closely related to the vehicle's ability to select the correct gear. To determine the correct gear, it is necessary to accurately determine the engine's required torque. This can be achieved by measuring the vehicle's transmission efficiency. Currently, traditional methods for calculating vehicle transmission efficiency rely on bench testing or theoretical calculations, lacking real-time and adaptability, resulting in low accuracy in determining vehicle transmission efficiency.

[0090] To solve the above problems, the present invention proposes a method for updating the transmission efficiency of a vehicle, the method comprising: first obtaining an operating state of a target switch in the vehicle and parameter information of the vehicle; when the operating state of the target switch is an on state and the parameter information satisfies set conditions, determining an initial transmission efficiency of the vehicle corresponding to initial gear information in the parameter information; then determining a target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency; and finally updating the initial transmission efficiency based on at least the target transmission efficiency error obtained above to achieve the purpose of obtaining the target transmission efficiency of the vehicle. Considering that the initial transmission efficiency corresponding to the initial gear information is determined when the operating state of the target switch is an on state and the obtained parameter information satisfies set conditions, then determining the target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency, and using the target transmission efficiency error to update the initial transmission efficiency to obtain a more accurate target transmission efficiency, the technical problem of low accuracy in obtaining the transmission efficiency of the vehicle is solved, and the technical effect of improving the accuracy in obtaining the transmission efficiency of the vehicle is achieved.

[0091] In an embodiment of the present invention, a method for self-learning vehicle transmission efficiency is proposed. This method aims to accurately obtain vehicle transmission efficiency at different speeds. This accurate vehicle transmission efficiency self-learning method can be used with gasoline and diesel engines and matched to vehicles equipped with automatic transmissions. The actual required engine torque is calculated based on the transmission efficiency to select the most appropriate gear, thereby improving vehicle fuel economy. It also allows electric vehicles powered by motors to select more appropriate energy management strategies based on resistance, reducing power consumption and extending driving range, thereby improving vehicle power and economy, as well as driver experience.

[0092] Specifically, the method first obtains the equivalent mass coefficient of the vehicle through the sensor and controller local area network communication module, obtains the current road slope percentage and slope percentage change rate from the slope estimation module, obtains the vehicle turning radius from the driving force calculation module, obtains the current actual transmission gear from the CAN bus, obtains the transmission oil temperature from the transmission oil temperature sensor, obtains the vehicle driving acceleration and other signals from the slope estimation module, and in the vehicle transmission efficiency self-learning module, determines whether the self-learning conditions are met by the above parameters, and obtains the vehicle transmission efficiency through calculation, so that the vehicle transmission efficiency can be obtained in the vehicle transmission efficiency calculation module.

[0093] Figure 2 FIG. 1 is a flow chart of a vehicle transmission efficiency self-learning method according to an embodiment of the present invention. Figure 2 As shown, the method includes the following steps:

[0094] Step S201 , obtaining vehicle parameter information through sensors or CAN communication modules, wherein the parameter information includes: vehicle mass, equivalent mass coefficient, slope percentage, slope percentage change rate, and vehicle current gear position, etc.

[0095] In this embodiment, the vehicle parameter information may be obtained through sensors or a CAN communication module, such as the vehicle's slope percentage, the vehicle's slope percentage change rate, the vehicle's turning radius, the vehicle's driving speed (vehicle speed), the vehicle's engine coolant temperature, the vehicle's transmission oil temperature, the vehicle's engine torque, the engine torque change rate, the cumulative number of times the vehicle satisfies the activation shift quality calculation, the vehicle's current gear position, the rear axle speed ratio, and the wheel rolling radius.

[0096] Optionally, the output shaft speed of the transmission is obtained by the transmission output shaft speed sensor in the wheel, and the output shaft speed is divided by the rear axle speed ratio i final , then multiply by 2*π*R wh *0.06 to obtain the tractor's speed vel. The mass estimation module obtains the current vehicle mass M, the vehicle's equivalent mass coefficient knm, and the number of shift mass calculations. The electronic air suspension mass calculation flag is obtained from the CAN bus. The vehicle's driving force calculation module obtains the vehicle's turning radius. The slope estimation module obtains the current road slope percentage and slope percentage change rate. The current transmission gear position grin is obtained from the CAN bus. The transmission oil temperature tbx is obtained from the transmission oil temperature sensor. The engine torque Te and engine coolant temperature tec are obtained from the CAN bus. The slope estimation module obtains the vehicle's acceleration. The vehicle's equivalent drag coefficient is obtained from the vehicle resistance self-learning module, or the vehicle's drag is obtained from the vehicle resistance calculation module.

[0097] Step S202: Calculate the real-time transmission efficiency of the vehicle in the current gear.

[0098] In this embodiment, after obtaining the parameter information, the real-time transmission efficiency of the vehicle in the current gear can be calculated by the following contents: Calculating the acceleration resistance: multiplying the vehicle mass at the current moment obtained from the mass estimation module by the product of the equivalent mass coefficient, and then multiplying it by the vehicle's driving acceleration to obtain a first product, and determining the first product as the acceleration resistance; Calculating the slope resistance: obtaining the vehicle mass at the current moment from the mass estimation module, and multiplying the vehicle mass by the acceleration of gravity, and then multiplying the product of the two by the sine value of the slope angle obtained by calculating the arc tangent value of the slope percentage to achieve the purpose of obtaining the slope resistance; Calculating the equivalent resistance: after obtaining the vehicle mass at the current moment through the mass estimation module, multiplying the vehicle mass by the current speed as input, performing a lookup in the equivalent resistance coefficient table, outputting the equivalent resistance coefficient of the whole vehicle from the memory, and obtaining the equivalent resistance corresponding to the current speed based on the equivalent resistance coefficient; Whole vehicle resistance: determining the sum of the acceleration resistance, slope resistance and equivalent resistance obtained above as the whole vehicle resistance.

[0099] Furthermore, the real-time transmission efficiency of the vehicle in the current gear is calculated by the following steps: Calculate the resistance torque of the whole vehicle equivalent to the engine end: multiply the resistance of the whole vehicle by the rolling radius of the wheel to obtain the resistance torque of the whole vehicle, divide the resistance torque of the whole vehicle by the current gear speed ratio, and then divide it by the rear axle speed ratio to obtain the equivalent resistance torque equivalent to the engine end; Calculate the net driving torque at the engine end: the difference between the engine torque at the current moment and the transmission coefficient inertia torque equivalent to the engine end is the net driving torque at the engine end, wherein the transmission coefficient inertia torque is obtained by multiplying the engine speed change rate by the inertia of the transmission coefficient equivalent to the engine end; Calculate the real-time transmission efficiency of the vehicle in the current gear: the resistance torque equivalent to the engine end divided by the net driving torque at the engine end at the current moment is the real-time transmission efficiency of the vehicle, and this value is limited to a range of not less than 0 and not more than 1.

[0100] Step S203: determine whether the parameter information meets the vehicle transmission efficiency self-learning activation conditions.

[0101] In this embodiment, in the vehicle transmission efficiency self-learning module, it can be determined whether the parameter information meets the vehicle transmission efficiency self-learning activation conditions. If so, step S204 is executed; if not, step S205 is executed.

[0102] Optionally, the parameter information satisfies the vehicle transmission efficiency self-learning activation conditions, namely: the slope percentage is within the range of a first slope percentage threshold (e.g., -2%) and a second slope percentage threshold (e.g., 2%), wherein the first slope percentage threshold is less than the second slope percentage threshold; the absolute value of the slope percentage change rate is not greater than the slope percentage change rate threshold (e.g., 20%); the turning radius is greater than or equal to the radius threshold (e.g., 50 meters); the vehicle speed is greater than or equal to the vehicle speed threshold (e.g., 10 kilometers per hour); the engine coolant temperature is not lower than the coolant temperature threshold (e.g., 20 degrees Celsius); the transmission oil temperature is not lower than the transmission oil temperature threshold (e.g., 20 degrees Celsius), where the transmission oil temperature can be represented by tbx; the engine torque is not lower than the torque threshold (500 Nm); the absolute value of the rate of change of the engine torque is not greater than the torque rate of change threshold (for example, 50 Nm per second), where the rate of change of the engine torque can be obtained by differentiating the engine torque; when the mass calculation flag in the electronic air suspension installed in the vehicle is true, or the cumulative number of activation shift mass calculations calculated by the vehicle's mass estimation module to meet the vehicle's requirements is not less than the set calculation number threshold (for example, the number can be set to 10 times); the current gear is not less than 1st gear; the vehicle transmission efficiency self-learning switch is in the activated state.

[0103] Step S204: update the real-time transmission efficiency of the vehicle and store the updated value in a memory.

[0104] In this embodiment, when the vehicle transmission efficiency self-learning activation conditions are met, the vehicle transmission efficiency of the vehicle needs to be updated and stored.

[0105] Optionally, the transmission efficiency of the vehicle is updated by the following steps:

[0106] Step 1: Set the current gear breakpoint to n breakpoints BreakPoint, so that the BreakPoint array can be obtained, which is the different current gears of the vehicle [X1, X2, X3, X4, X5, X6, X7, X8, X9, X10, …, Xn], where n is used to represent the maximum number of gears of the vehicle, and n is a positive integer (that is, if the transmission is a 12-gear car, then n is 12, and if the transmission is a 10-gear car, then n is 10); set n breakpoints to store the vehicle transmission efficiency array [y1, y2, y3, y4, y5, y6, y7, y8, y9, y10, …, yn] in the memory, and set the initial value yi0 of each y value as the calculation initial value, that is, the initially set old vehicle transmission efficiency, which can come from the hub test or the theoretical calculation value.

[0107] Step 2: Determine whether the current gear grin is not less than the last element of the BreakPoint array, that is, grin>=BreakPoint[n-1]. If so, set the error calculation coefficient k=1, the starting number start=n-2, and the ending number end_tab=n-1. The BreakPoint array is numbered from 0 to n-1 in the vehicle's computer or microcontroller.

[0108] Step 3: The difference between the current real-time vehicle transmission efficiency and the old vehicle transmission efficiency stored in the memory corresponding to the start number start is subtracted, and then the difference is obtained by subtracting the old vehicle transmission efficiency stored in the memory corresponding to the end number end_tab, and then adding the old vehicle transmission efficiency stored in the memory corresponding to the start number start and the error calculation coefficient k to obtain the calculated error error; the new vehicle transmission efficiency to be stored in the memory corresponding to the start number start is equal to the difference between 1 and the error calculation coefficient k in the memory, and then multiplied by the calculated error error, and the sum obtained by adding the old vehicle transmission efficiency stored in the memory corresponding to the start number start; the new vehicle transmission efficiency to be stored in the memory corresponding to the end number end_tab is equal to the old vehicle transmission efficiency stored in the memory corresponding to the end number end_tab plus the sum obtained by multiplying the error calculation coefficient k and the calculated error error.

[0109] Step 4: Determine whether the current gear grin is not less than the last element of the BreakPoint array, that is, grin>=BreakPoint[n-1]. If not, set the starting number start=0, and determine whether the current gear grin is not greater than the first element of the BreakPoint array, that is, grin<=BreakPoint[0]. If satisfied, set the error calculation coefficient k=0 and the end number end_tab=1; and execute step 3.

[0110] Step 5: Determine whether the current gear grin is not less than the last element of the BreakPoint array, that is, grin>=BreakPoint[n-1]. If not, set the starting number start=0, and determine whether the current gear grin is not greater than the first element of the BreakPoint array, that is, grin<=BreakPoint[0]. If not, set the ending number end_tab=n-1, and set the initial value of the bifurcation value diff=end_tab.

[0111] Step 6: Perform the following calculation on the initial value of the bifurcation value: diff = diff / 2 + start; at this time, compare the value corresponding to the bifurcation value diff of the current gear grin with the value of the BreakPoint array, that is, grin>BreakPoint[diff] (when diff is not an integer, it is a value rounded to 0). If it meets the requirements, execute step 7; if not, execute step 8.

[0112] Step 7: The starting number start is equal to the bifurcation value diff (when diff is not an integer, it is a value rounded to 0), and diff is updated to be equal to the difference between the end number end_tab and the start number start; if the updated diff is not equal to 1, return to step 6 and execute again; if diff is equal to 1, calculate the error calculation coefficient k: obtain the difference between the current gear grin and the element value corresponding to the start number start of the BreakPoint array, as well as the difference between the element value corresponding to the end number end_tab of the BreakPoint array and the element value corresponding to the start number start of the BreakPoint array, determine the quotient of the above two differences as the updated error calculation coefficient k, and execute step 3.

[0113] Step 8: Set the end number end_tab equal to the bifurcation value diff (when diff is not an integer, it is a value rounded to 0), and update diff equal to the difference between the end number end_tab and the start number start; if the updated diff is not equal to 1, return to step 6 and execute again; if diff is equal to 1, calculate the error calculation coefficient k: obtain the difference between the current gear grin and the element value corresponding to the start number start of the BreakPoint array, as well as the difference between the element value corresponding to the end number end_tab of the BreakPoint array and the element value corresponding to the start number start of the BreakPoint array, and determine the quotient of the two differences obtained above as the updated error calculation coefficient k; and execute step 3.

[0114] Step 9: When the conditions for activating the self-learning of the vehicle transmission efficiency are met, the new vehicle transmission efficiency calculated in the above steps to be stored in the memory at the position corresponding to the start number start and the new vehicle transmission efficiency to be stored in the memory at the position corresponding to the end number end_tab are both stored in the memory, overwriting the old values in the original memory to obtain a new vehicle transmission efficiency array.

[0115] Step S205: reading the transmission efficiency of the old vehicle stored in the memory and storing it in the memory.

[0116] In this embodiment, when the vehicle transmission efficiency self-learning activation condition is not met, the vehicle transmission efficiency is not updated and stored, that is, the old vehicle transmission efficiency stored in the memory is directly read and stored in the memory.

[0117] Step S206: Obtain the vehicle transmission efficiency corresponding to the current gear from the memory according to the current gear.

[0118] In this embodiment, the vehicle transmission efficiency corresponding to the current gear can be obtained from the vehicle transmission efficiency calculation module in the memory. The current gear grin is used as input, and a BreakPoint array is generated by setting n breakpoints based on the previous gear breakpoints. For example, [X1, X2, X3, X4, X5, X6, X7, X8, X9, X10, …, Xn] is used as the horizontal axis, and the vehicle transmission efficiency array stored in the memory is used as the vertical axis. This two-dimensional lookup table outputs the vehicle transmission efficiency corresponding to the current gear grin.

[0119] Figure 3 is a schematic diagram of a vehicle transmission efficiency self-learning device according to an embodiment of the present invention. Figure 3 As shown, the device includes: a CAN communication module 301, a vehicle transmission efficiency self-learning module 302, a vehicle transmission efficiency calculation module 303 and a driving force calculation module 304.

[0120] CAN communication module 301, used to obtain vehicle parameter information, which can also be a sensor module;

[0121] The vehicle transmission efficiency self-learning module 302 is used to determine the activation conditions of the vehicle transmission efficiency self-learning and update the vehicle transmission efficiency;

[0122] The vehicle transmission efficiency calculation module 303 is used to calculate the real-time vehicle transmission efficiency and obtain the vehicle transmission efficiency corresponding to the current gear from the memory;

[0123] The driving force calculation module 304 is used to calculate the turning radius.

[0124] In this embodiment, the operating state of the target switch in the vehicle and the parameter information of the vehicle are first obtained. When the operating state of the target switch is the starting state and the parameter information meets the set conditions, the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information is determined, and then the target transmission efficiency error of the vehicle is determined based on the initial gear information and the initial transmission efficiency. Finally, the initial transmission efficiency is updated based on at least the target transmission efficiency error obtained above to achieve the purpose of obtaining the target transmission efficiency of the vehicle. Considering that when the operating state of the target switch is the starting state and the obtained parameter information meets the set conditions, the initial transmission efficiency corresponding to the initial gear information is determined, and then the target transmission efficiency error of the vehicle is determined based on the initial gear information and the initial transmission efficiency. The target transmission efficiency error is used to update the initial transmission efficiency to obtain a more accurate target transmission efficiency, thereby solving the technical problem of low accuracy in obtaining the transmission efficiency of the vehicle and achieving the technical effect of improving the accuracy in obtaining the transmission efficiency of the vehicle.

[0125] This embodiment also provides a vehicle transmission efficiency updating device, which is used to implement the above-mentioned embodiments and preferred embodiments. Details already described will not be repeated here. As used below, the term "module" refers to a combination of software and / or hardware that can implement a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0126] Figure 4 is a schematic diagram of a transmission efficiency updating device for a vehicle according to an embodiment of the present invention, such as Figure 4 As shown, the vehicle transmission efficiency updating device 400 includes: an acquiring unit 401 , a first determining unit 402 , a second determining unit 403 and an updating unit 404 .

[0127] The acquisition unit 401 is used to acquire the operating status of a target switch in the vehicle and parameter information of the vehicle, wherein the target switch is used to start or stop the transmission efficiency self-learning function of the vehicle.

[0128] The first determination unit 402 is used to determine the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information in response to the operating state of the target switch being the start state and the parameter information satisfying the set conditions, wherein the start state is used to represent the state of starting the transmission efficiency self-learning function, and the set conditions are used to limit the value range of the parameter information.

[0129] The second determining unit 403 is configured to determine a target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency.

[0130] The updating unit 404 is configured to update the initial transmission efficiency based at least on the target transmission efficiency error to obtain a target transmission efficiency of the vehicle.

[0131] Optionally, the parameter information includes at least: the vehicle mass of the vehicle, the equivalent mass coefficient of the vehicle, the driving acceleration of the vehicle, the slope percentage of the vehicle and the driving speed of the vehicle. The first determination unit 402 includes: a first determination module, which is used to determine the acceleration resistance of the vehicle based on the vehicle mass, the equivalent mass coefficient and the driving acceleration in response to the operating state of the target switch being the start state and the parameter information meeting the set conditions; a second determination module, which is used to determine the slope resistance of the vehicle based on the vehicle mass, the gravity acceleration of the vehicle and the slope percentage; a third determination module, which is used to determine the equivalent resistance of the vehicle based on the vehicle mass and the driving speed; a fourth determination module, which is used to determine the acceleration resistance, the slope resistance, and the sum of the equivalent resistance as the vehicle's entire resistance; and a fifth determination module, which is used to determine the initial transmission efficiency based on the vehicle's entire resistance.

[0132] Optionally, the parameter information also includes at least: the vehicle's wheel rolling radius, the vehicle's rear axle speed ratio, the vehicle's engine speed change rate, the inertia of the engine end in the vehicle, and the vehicle's engine torque. The fifth determination module includes: a first acquisition submodule, used to multiply the vehicle's resistance by the wheel rolling radius to obtain the vehicle's total resistance torque; a first determination submodule, used to determine the equivalent resistance torque at the engine end in the vehicle based on the vehicle's resistance torque, the vehicle's initial gear speed ratio corresponding to the initial gear information, and the rear axle speed ratio; a second acquisition submodule, used to multiply the engine speed change rate by the inertia at the engine end to obtain the vehicle's inertia torque; a second determination submodule, used to determine the difference between the engine torque and the inertia torque as the net driving torque at the engine end; and a third determination submodule, used to determine the ratio of the equivalent resistance torque to the net driving torque as the initial transmission efficiency.

[0133] Optionally, the second determination unit 403 includes: a first acquisition module for acquiring a target number of gears of the vehicle; a second acquisition module for constructing a transmission efficiency array of the vehicle based on the target number of initial transmission efficiencies, and acquiring a first target number of the transmission efficiency array, wherein the transmission efficiencies stored in the transmission efficiency array correspond to different gears in the vehicle; a sixth determination module for determining the target gear information of the vehicle based on the target number of initial gear information; a third acquisition module for comparing the target gear information with the first target number to obtain a first comparison result; a seventh determination module for determining the target transmission efficiency error coefficient of the vehicle, the target start number of the transmission efficiency array, and the target end number of the transmission efficiency array based on the first comparison result; and an eighth determination module for determining the target transmission efficiency error based on the target transmission efficiency error coefficient, the target start number, and the target end number.

[0134] Optionally, the seventh determination module may include: a fourth determination submodule, used to determine the target transmission efficiency error coefficient as a first value, the target start number as a second value, and the target end number as a third value in response to the first comparison result being that the target gear information is greater than or equal to the first target number.

[0135] Optionally, the seventh determination module may also include: a fifth determination submodule, used to obtain the second target number of the transmission efficiency array in response to the first comparison result that the target gear information is less than the first target number, and determine the initial start number of the transmission efficiency array to be a fourth value; a sixth determination submodule, used to obtain the first bifurcation value of the transmission efficiency array in response to the target gear information being greater than the second target number, and determine the initial end number of the transmission efficiency array to be a third value, and the first bifurcation value is the same as the initial end number; a seventh determination submodule, used to determine the second bifurcation value of the transmission efficiency array based on the first bifurcation value and the initial start number; a comparison submodule, used to compare the target gear information and the second bifurcation value to obtain a second comparison result; an eighth determination submodule, used to determine the target transmission efficiency error coefficient, the target start number and the target end number based on the second comparison result.

[0136] Optionally, the eighth determination submodule is also used to: in response to the second comparison result being that the target gear information is greater than the second bifurcation value, based on the second bifurcation value, update the initial start number to obtain the target start number, and based on the initial end number and the target start number, update the second bifurcation value to obtain the target bifurcation value of the transmission efficiency array; in response to the target bifurcation value not being equal to the target numerical value, determine the second bifurcation value of the transmission efficiency array based on the first bifurcation value and the initial start number; in response to the target bifurcation value being equal to the target numerical value, determine the initial end number as the target end number, and determine the target transmission efficiency error coefficient based on the target gear information, the target start number, and the target end number.

[0137] Optionally, the eighth determination submodule is also used to: in response to the second comparison result being that the target gear information is less than or equal to the second bifurcation value, based on the second bifurcation value, update the initial end number to obtain the target end number, and based on the target end number and the initial start number, update the second bifurcation value to obtain the target bifurcation value of the transmission efficiency array; in response to the target bifurcation value not being equal to the target numerical value, determine the second bifurcation value of the transmission efficiency array based on the first bifurcation value and the initial start number; in response to the target bifurcation value being equal to the target numerical value, determine the initial start number as the target start number, and determine the target transmission efficiency error coefficient based on the target gear information, the target start number, and the target end number.

[0138] In this embodiment, the operating state of the target switch in the vehicle and the parameter information of the vehicle are obtained by the acquisition unit, wherein the target switch is used to start or shut down the transmission efficiency self-learning function of the vehicle; the initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information is determined by the first determination unit in response to the operating state of the target switch being the start state and the parameter information satisfying the set conditions, wherein the start state is used to characterize the state of starting the transmission efficiency self-learning function, and the set conditions are used to limit the value range of the parameter information; the target transmission efficiency error of the vehicle is determined based on the initial gear information and the initial transmission efficiency by the second determination unit; the initial transmission efficiency is updated by the updating unit at least based on the target transmission efficiency error to obtain the target transmission efficiency of the vehicle, thereby solving the technical problem of low accuracy in obtaining the transmission efficiency of the vehicle and achieving the technical effect of improving the accuracy in obtaining the transmission efficiency of the vehicle.

[0139] An embodiment of the present invention further provides a non-volatile storage medium, in which a computer program is stored, wherein the computer program is configured to execute the vehicle transmission efficiency updating method in any of the above embodiments when running on a computer or processor.

[0140] An embodiment of the present invention also provides an electronic device, which includes one or more processors and a memory, the memory being used to store one or more programs, wherein when the one or more programs are executed by one or more processors, the one or more processors implement the vehicle transmission efficiency updating method in any embodiment of the first aspect above.

[0141] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor, and the input / output device is connected to the processor.

[0142] Figure 5is a schematic diagram of an electronic device according to an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are provided for example only and are not intended to limit the implementation of the inventions described and / or claimed herein.

[0143] like Figure 5 As shown, the device 500 includes a computing unit 501, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 502 or a computer program loaded from a storage unit 508 into a random access memory (RAM) 503. Various programs and data required for the operation of the device 500 can also be stored in the RAM 503. The computing unit 501, the ROM 502, and the RAM 503 are connected to each other via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0144] Various components in device 500 are connected to I / O interface 505, including: an input unit 506, such as a keyboard, mouse, etc.; an output unit 507, such as various types of displays, speakers, etc.; a storage unit 508, such as a magnetic disk, optical disk, etc.; and a communication unit 509, such as a network card, modem, wireless communication transceiver, etc. The communication unit 509 allows device 500 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0145] The computing unit 501 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of the computing unit 501 include, but are not limited to, a central processing unit, a graphics processing unit, various dedicated artificial intelligence computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 501 performs the various methods and processes described above, such as the vehicle transmission efficiency update method. For example, in some embodiments, the vehicle transmission efficiency update method can be implemented as a computer software program tangibly embodied in a machine-readable medium, such as the storage unit 508. In some embodiments, part or all of the computer program can be loaded and / or installed onto the device 500 via the ROM 502 and / or the communication unit 509. When the computer program is loaded into the RAM 503 and executed by the computing unit 501, one or more steps of the vehicle transmission efficiency update method described above can be performed. Alternatively, in other embodiments, the computing unit 501 can be configured to perform the vehicle transmission efficiency update method by any other suitable means (e.g., via firmware).

[0146] Various embodiments of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays, application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include implementation in one or more computer programs that are executable and / or interpreted on a programmable system comprising at least one programmable processor, which can be a special-purpose or general-purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0147] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0148] In the context of the present invention, a machine-readable medium can be a tangible medium that can contain or store a program for use by or in conjunction with an instruction execution system, device or equipment. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium can include an electrical connection based on one or more lines, a portable computer disk, 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 disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0149] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device (e.g., a cathode ray tube (CRT) or a liquid crystal display (LCD) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the computer. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0150] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a local area network (LAN), a wide area network (WAN), and the Internet.

[0151] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are merely illustrative. For example, the division of units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, and can be electrical or other forms.

[0152] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected to achieve the purpose of the present embodiment according to actual needs.

[0153] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0154] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the various embodiments of the present invention. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a read-only memory, a random access memory, a mobile hard disk, a magnetic disk or an optical disk.

[0155] The above are only preferred embodiments of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for updating the transmission efficiency of a vehicle, characterized in that: include: Acquiring an operating state of a target switch in a vehicle and parameter information of the vehicle, wherein the target switch is used to activate or deactivate a transmission efficiency self-learning function of the vehicle; In response to the target switch being in an activated state and the parameter information satisfying a set condition, determining an initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information, wherein the activated state is used to indicate a state in which the transmission efficiency self-learning function is activated, and the set condition is used to limit a value range of the parameter information; determining a target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency; The initial transmission efficiency is updated based at least on the target transmission efficiency error to obtain a target transmission efficiency of the vehicle.

2. The method according to claim 1, characterized in that The parameter information includes at least: a vehicle mass of the vehicle, an equivalent mass coefficient of the vehicle, a driving acceleration of the vehicle, a slope percentage of the vehicle, and a driving speed of the vehicle. In response to the operating state of the target switch being an activated state and the parameter information satisfying a set condition, determining an initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information includes: In response to the target switch being in an activated state and the parameter information satisfying a set condition, determining an acceleration resistance of the vehicle based on the vehicle mass, the equivalent mass coefficient, and the driving acceleration; determining a grade resistance of the vehicle based on the vehicle mass, the acceleration due to gravity of the vehicle, and the grade percentage; determining an equivalent drag of the vehicle based on the vehicle mass and the driving speed; Determine the sum of the acceleration resistance, the slope resistance, and the equivalent resistance as the vehicle resistance of the vehicle; The initial transmission efficiency is determined based on the vehicle resistance.

3. The method according to claim 2, characterized in that The parameter information further includes at least: a wheel rolling radius of the vehicle, a rear axle speed ratio of the vehicle, a rate of change of engine speed of the vehicle, an inertia of the engine end of the vehicle, and an engine torque of the vehicle. The initial transmission efficiency is determined based on the vehicle resistance, including: Multiplying the vehicle resistance by the wheel rolling radius to obtain the vehicle resistance torque of the vehicle; Determining an equivalent resistance torque at an engine end of the vehicle based on the vehicle resistance torque, an initial gear ratio of the vehicle corresponding to the initial gear information, and the rear axle speed ratio; multiplying the engine speed change rate by the inertia of the engine end to obtain the inertia torque of the vehicle; determining a difference between the engine torque and the inertia torque as a net driving torque at the engine end; The ratio of the equivalent resistance torque to the net driving torque is determined as the initial transmission efficiency.

4. The method according to claim 1, wherein Determining a target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency includes: Obtaining a target gear number for the vehicle; constructing a transmission efficiency array of the vehicle based on the target gear number and the initial transmission efficiencies, and obtaining a first target number of the transmission efficiency array, wherein the transmission efficiencies stored in the transmission efficiency array correspond to different gears of the vehicle; determining target gear information of the vehicle based on the target gear number and the initial gear information; Comparing the target gear information with the first target number to obtain a first comparison result; determining a target transmission efficiency error coefficient of the vehicle, a target start number of the transmission efficiency array, and a target end number of the transmission efficiency array based on the first comparison result; The target transmission efficiency error is determined based on the target transmission efficiency error coefficient, the target start number, and the target end number.

5. The method according to claim 4, characterized in that Determining a target transmission efficiency error coefficient of the vehicle, a target start number of the transmission efficiency array, and a target end number of the transmission efficiency array based on the first comparison result includes: In response to the first comparison result being that the target gear information is greater than or equal to the first target number, the target transmission efficiency error coefficient is determined to be a first value, the target start number is determined to be a second value, and the target end number is determined to be a third value.

6. The method according to claim 4, characterized in that Determining a target transmission efficiency error coefficient of the vehicle, a target start number of the transmission efficiency array, and a target end number of the transmission efficiency array based on the first comparison result includes: In response to the first comparison result being that the target gear information is less than the first target number, obtaining a second target number of the transmission efficiency array, and determining an initial start number of the transmission efficiency array to be a fourth value; In response to the target gear information being greater than the second target number, obtaining a first bifurcation value of the transmission efficiency array, and determining that an initial end number of the transmission efficiency array is a third value, and the first bifurcation value is the same as the initial end number; determining a second bifurcation value of the transmission efficiency array based on the first bifurcation value and the initial start number; Comparing the target gear information with the second bifurcation value to obtain a second comparison result; Based on the second comparison result, the target transmission efficiency error coefficient, the target start number, and the target end number are determined.

7. The method according to claim 6, characterized in that Determining the target transmission efficiency error coefficient, the target start number, and the target end number based on the second comparison result includes: In response to the second comparison result being that the target gear information is greater than the second bifurcation value, the initial start number is updated based on the second bifurcation value to obtain the target start number, and the second bifurcation value is updated based on the initial end number and the target start number to obtain the target bifurcation value of the transmission efficiency array; In response to the target bifurcation value not being equal to the target numerical value, determining a second bifurcation value of the transmission efficiency array based on the first bifurcation value and the initial start number; In response to the target bifurcation value being equal to the target numerical value, the initial end number is determined as the target end number, and the target transmission efficiency error coefficient is determined based on the target gear information, the target start number, and the target end number.

8. The method according to claim 6, characterized in that Determining the target transmission efficiency error coefficient, the target start number, and the target end number based on the second comparison result includes: In response to the second comparison result being that the target gear information is less than or equal to the second bifurcation value, the initial end number is updated based on the second bifurcation value to obtain the target end number, and the second bifurcation value is updated based on the target end number and the initial start number to obtain the target bifurcation value of the transmission efficiency array; In response to the target bifurcation value not being equal to the target numerical value, determining a second bifurcation value of the transmission efficiency array based on the first bifurcation value and the initial start number; In response to the target bifurcation value being equal to the target numerical value, the initial start number is determined as the target start number, and the target transmission efficiency error coefficient is determined based on the target gear information, the target start number, and the target end number.

9. A vehicle transmission efficiency updating device, characterized in that: include: an acquisition unit, configured to acquire an operating state of a target switch in a vehicle and parameter information of the vehicle, wherein the target switch is used to activate or deactivate a transmission efficiency self-learning function of the vehicle; a first determining unit, configured to determine, in response to the target switch being in an activated state and the parameter information satisfying a set condition, an initial transmission efficiency of the vehicle corresponding to the initial gear information in the parameter information, wherein the activated state is used to indicate a state in which the transmission efficiency self-learning function is activated, and the set condition is used to limit a value range of the parameter information; a second determining unit, configured to determine a target transmission efficiency error of the vehicle based on the initial gear information and the initial transmission efficiency; An updating unit is configured to update the initial transmission efficiency based at least on the target transmission efficiency error to obtain a target transmission efficiency of the vehicle.

10. An electronic device, characterized in that: It includes one or more processors and a memory, wherein the memory is used to store one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle transmission efficiency updating method as described in any one of claims 1 to 8.

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