Gear shifting prediction processing method and device

Abstract

The embodiment of the invention relates to a gear shifting prediction processing method and device. The method comprises the steps that whether a vehicle currently meets a preset gear shifting prediction condition or not is recognized; when the preset gear shifting prediction condition is met, the current gear shifting type is recognized; when the current gear shifting type is the unpowered downshift type, whether the vehicle meets the unpowered downshift prediction gear shifting condition or not is recognized; when the unpowered downshift prediction gear shifting condition is met, whether a vehicle in front of the vehicle is in a preset deceleration process or not is recognized; and when the front vehicle is in the preset deceleration process within the first preset time period and the vehicle meets the preset downshift condition, the vehicle is controlled to descend to the first gear from the current gear. According to the technical scheme, the gear shifting frequency of the clutch is reduced, and the durability of the transmission and the driving quality of the whole vehicle are guaranteed.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a gear shift prediction processing method and device. Background Art

[0002] At present, automatic transmission shifting relies on the vehicle's throttle, brake, engine speed, speed and other signals to determine whether to shift. Among them, depending on whether the driver steps on the accelerator, the shift type may include powered upshift, powered downshift, unpowered upshift, unpowered downshift, etc.

[0003] In related technologies, the driver may fail to correctly judge the road conditions and congestion ahead, and accelerate or brake by using the accelerator or brake, resulting in frequent up and down gear switching, thereby increasing the clutch shifting frequency, causing wear and tear on the transmission hardware, and ineffective shifting, resulting in fluctuations in the clutch oil pressure and efficiency loss caused by the coordinated response of the engine torque and speed, affecting the durability of the transmission and the driving quality of the entire vehicle. Summary of the Invention

[0004] In order to solve the above technical problems or at least partially solve the above technical problems, the present disclosure provides a gear shift prediction processing method and device.

[0005] An embodiment of the present disclosure provides a gear shift prediction processing method, the method comprising: identifying whether a vehicle currently satisfies a preset gear shift prediction condition; when the preset gear shift prediction condition is satisfied, identifying a current gear shift type; when the current gear shift type is a no-power downshift, identifying whether the vehicle satisfies the no-power downshift prediction shift condition; when the no-power downshift prediction shift condition is satisfied, identifying whether a vehicle ahead of the vehicle is in a preset deceleration process, wherein the deceleration of the preset deceleration process is less than a preset deceleration threshold, and the speed change rate of the preset deceleration process is greater than a preset speed change rate threshold; when the vehicle ahead is in the preset deceleration process within a first preset time period and the vehicle satisfies the preset downshift condition, controlling the vehicle to shift down from the current gear to the first gear, wherein the gear difference between the current gear and the first gear is greater than or equal to 1.

[0006] The embodiment of the present disclosure also provides a gear shift prediction processing device, which includes: a first identification module for identifying whether the vehicle currently meets a preset gear shift prediction condition; a second identification module for identifying the current gear shift type when the preset gear shift prediction condition is met; a third identification module for identifying whether the vehicle meets the no-power downshift prediction shift condition when the current gear shift type is no-power downshift; a fourth identification module for identifying whether the vehicle ahead of the vehicle is in a preset deceleration process when the no-power downshift prediction shift condition is met, wherein the deceleration of the preset deceleration process is less than a preset deceleration threshold, and the speed change rate of the preset deceleration process is greater than a preset speed change rate threshold; a control method for controlling the vehicle to shift down from the current gear to the first gear when the vehicle ahead is in the preset deceleration process within a first preset time period and the vehicle meets the preset downshift condition, wherein the gear difference between the current gear and the first gear is greater than or equal to 1.

[0007] An embodiment of the present disclosure also provides a vehicle, comprising: a processor; a memory for storing executable instructions of the processor; the processor for reading the executable instructions from the memory and executing the instructions to implement the gear shift prediction processing method provided in the embodiment of the present disclosure.

[0008] An embodiment of the present disclosure further provides a computer-readable storage medium, wherein the storage medium stores a computer program, and the computer program is used to execute the gear shift prediction processing method provided by the embodiment of the present disclosure.

[0009] The technical solution provided by the embodiments of the present disclosure has the following advantages over the prior art: The shift prediction processing scheme provided by the disclosed embodiment identifies whether a vehicle currently meets preset shift prediction conditions. When the preset shift prediction conditions are met, the current shift type is identified. When the current shift type is a no-power downshift, the no-power downshift prediction shift condition is identified. Furthermore, when the no-power downshift prediction shift condition is met, the scheme identifies whether the vehicle ahead of the vehicle is in a preset deceleration process, wherein the deceleration of the preset deceleration process is less than a preset deceleration threshold, and the speed change rate of the preset deceleration process is greater than a preset speed change rate threshold. If the vehicle ahead of the vehicle is in the preset deceleration process within a first preset time period and the vehicle meets the preset downshift conditions, the scheme controls the vehicle to downshift from the current gear to the first gear, wherein the gear difference between the current gear and the first gear is greater than or equal to 1. In this technical solution, during a no-power downshift, a downshift operation is performed only when certain conditions are met, and a skip downshift can be performed directly, thereby reducing clutch shift frequency and ensuring the durability of the transmission and the driving quality of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The above and other features, advantages, and aspects of the various embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and that the originals and elements are not necessarily drawn to scale.

[0011] Figure 1 A schematic flow chart of a gear shift prediction processing method provided by an embodiment of the present disclosure; Figure 2 A flowchart of another gear shift prediction processing method provided by an embodiment of the present disclosure; Figure 3 A schematic structural diagram of a gear shift prediction processing device provided by an embodiment of the present disclosure; Figure 4 A schematic structural diagram of a vehicle provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0012] The following describes embodiments of the present disclosure in more detail with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of protection of the present disclosure.

[0013] It should be understood that the various steps described in the method embodiments of the present disclosure may be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present disclosure is not limited in this respect.

[0014] As used herein, the term "including" and its variations are open-ended, i.e., "including but not limited to." The term "based on" means "based, at least in part, on." The term "one embodiment" means "at least one embodiment," the term "another embodiment" means "at least one additional embodiment," and the term "some embodiments" means "at least some embodiments." Other terms are defined in the following description.

[0015] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0016] It should be noted that the modifications of "one" and "multiple" mentioned in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, they should be understood as "one or more".

[0017] The names of the messages or information exchanged between multiple devices in the embodiments of the present disclosure are only used for illustrative purposes and are not used to limit the scope of these messages or information.

[0018] In order to solve the above problems, the embodiments of the present disclosure provide a gear shift prediction processing method and device, which will be introduced below in conjunction with specific embodiments.

[0019] Figure 1 This is a flow chart of a gear shift prediction processing method provided by an embodiment of the present disclosure. The method can be executed by a gear shift prediction processing device, wherein the device can be implemented using software and / or hardware and can generally be integrated into a processor in a vehicle. Figure 1 As shown, the method includes: Step 101: Identify whether the vehicle currently meets the preset gear shift prediction conditions.

[0020] In an embodiment of the present disclosure, it is first identified whether the vehicle currently meets the preset gear shift prediction conditions, wherein the preset gear shift prediction conditions are used to determine whether the vehicle currently enables the preset gear shift prediction. When the preset gear shift prediction conditions are not met, the traditional method of gear shift control based on the engine speed, throttle, etc. is adopted.

[0021] It should be noted that in different application scenarios, the preset shift prediction conditions are different, as shown in the following examples: In some possible examples, the preset shift prediction conditions include the following (1)-(5): (1) Preset the enable flag of the preset gear shift prediction, flg_SftPredEnBaseAdas, and determine that flg_SftPredEnBaseAdas=1.

[0022] The purpose of setting flg_SftPredEnBaseAdas is for hill testing or calibration engineers to set flag switches based on needs in scenarios such as actual vehicle testing or bench testing. For example, in some tests or vehicle matching, the Advanced Driving Assistance System (ADAS) function is not available. Test engineers can directly turn off this function by setting flg_SftPredEnBaseAdas to 0. Conversely, when gear prediction is required, determine flg_SftPredEnBaseAdas=1.

[0023] (2) Set the function flag of the prediction based on gear shifting, and the function flag corresponding to the current gear to the intended gear to be switched is 1.

[0024] This function flag can be set for each shift combination between gears. For example, the function flag set for an upshift between D1 and D2 is flg_SftPredEnBaseAdas_DD12, for an upshift between D2 and D3 is flg_SftPredEnBaseAdas_DD23, for a downshift between D3 and D2 is flg_SftPredEnBaseAdas_DD32, for a downshift between D4 and D3 is flg_SftPredEnBaseAdas_DD43, etc. This function flag is set so that if predictive shift intervention by the intelligent driving system in this embodiment is not desired for certain gears, the function flag can be used to disable the specific gear combination of the intelligent predictive shift. For a disabled function flag (i.e., the corresponding function flag = 0), the predictive shift processing of the disclosed embodiment is not performed.

[0025] (3) The current ADAS function communication is normal.

[0026] In this embodiment, the ADAS is ensured to be fault-free. Otherwise, due to abnormal ADAS communication or malfunction, the road condition information it sends may be misjudged, leading to abnormal gear shifting, vehicle impact, and transmission damage. Current ADASs utilize sensors such as millimeter-wave radar and cameras, which can acquire information such as current road congestion, traffic light signals, the speed of the vehicle ahead, and the lane the vehicle is currently traveling in.

[0027] (4) The vehicle supports planning or predictive planning of the driver's driving route and can identify the road condition description parameters of the planned or predicted driving route.

[0028] Among them, road condition description parameters may include road surface type (for example, paved road, rocky road, muddy road, sandy road, mountainous road, highway, urban road, suburban road, congestion situation, etc.), congestion level, as well as altitude, slope, weather (whether it is raining, snowing, etc.), whether the ground is slippery, ambient temperature of the driving route, etc.

[0029] After the driving route is planned or predicted, road condition description parameters can be obtained through interaction with a map application. The acquisition of road condition description parameters is primarily used to determine the driver's driving style under different road conditions during the current driver's driving route. For example, a driver's driving style may be more aggressive on highways, while a more gentle driving style may be used in congested highway conditions. In some embodiments of the present disclosure, gear shift prediction processing can be performed based on the driving styles of the same vehicle and driver under different road conditions during the same driving route to meet the driver's personalized needs.

[0030] (5) The current automatic transmission is not affected by clutch, sensor, circuit, etc. faults.

[0031] If the current automatic transmission has a corresponding clutch fault, it may affect gear shifting and the predictive gear shift function will not be enabled.

[0032] Step 102 : When a preset gear shift prediction condition is met, identify the current gear shift type.

[0033] In an embodiment of the present disclosure, when a preset gear shift prediction condition is met, the current gear shift type is identified. Specifically, the current gear shift type can be determined based on the current speed of the vehicle and whether the driver has stepped on the accelerator.

[0034] Step 103 : When the current shift type is a no-power downshift, identifying whether the vehicle satisfies a no-power downshift prediction shift condition.

[0035] When the current driver's intention is to reduce the speed or stop the vehicle, that is, when the vehicle driven by the driver of the own vehicle is in the process of deceleration, for example, the whole vehicle is in the process of coasting, the driver does not step on the brakes and accelerator, and the vehicle slows down and continues to downshift under the influence of resistance, or the driver brakes and downshifts according to the distance and speed of the vehicle in front on the road, the purpose of downshifting is to prevent a vehicle accident caused by a small distance between the driver's own vehicle and the vehicle in front by downshifting, then the current gear shift type is determined to be unpowered downshift.

[0036] In one embodiment of the present disclosure, when the current shift type is a no-power downshift, it is determined whether the vehicle meets a no-power downshift prediction condition. The no-power downshift prediction condition indicates that a downshift should be performed instead of using the traditional downshift method that relies on vehicle speed, brake, and throttle information to determine the downshift point. This is because traditional downshift methods cannot determine the current road conditions and thus downshift in a timely manner. For example, in some emergency situations, a skip downshift may be required rather than a continuous gear-by-gear downshift. In other cases, it may be necessary to prohibit the downshift, rather than the unreasonably frequent shifting caused by a downshift followed by an upshift.

[0037] It should be noted that in different application scenarios, the unpowered downshift prediction shift conditions are different, as shown in the following examples: In some possible embodiments, the unpowered downshift prediction shift conditions include the following (1)-(2): (1) The ego vehicle currently has no intention to change lanes, and the driver has no intention to turn, as determined by the steering wheel angle.

[0038] For example, when the steering wheel angle is greater than a certain value, it is recognized that the vehicle has the intention to turn or change lanes.

[0039] In this embodiment, if the driver leaves the current congested lane by turning, there is no need to trigger the predictive shift function of the non-powered shift, because the driver intends to change lanes. Therefore, predictive shifting is not very meaningful and the driver may soon step on the accelerator to shift up.

[0040] (2) The vehicle ahead in the current lane is currently decelerating, and the current speed of the vehicle is less than a certain value, and the distance between the vehicle and the vehicle ahead is less than a predetermined distance. In this case, it is considered that not performing the relevant downshift operation may not cause driving hazards. In this case, regardless of whether the current lane is judged to be congested, the unpowered downshift prediction shift condition is met.

[0041] The predetermined vehicle distance may be determined based on the current vehicle speed. For example, in some possible embodiments, the corresponding vehicle distance may be obtained by querying Table 1 below based on the current vehicle speed. Table 1 is only a possible example.

[0042] Table 1

[0043] Step 104 , when the unpowered downshift prediction shift condition is met, identifying whether the vehicle ahead of the vehicle is in a preset deceleration process, wherein the deceleration of the preset deceleration process is less than a preset deceleration threshold, and the speed change rate of the preset deceleration process is greater than a preset speed change rate threshold.

[0044] In an embodiment of the present disclosure, when the unpowered downshift prediction shift condition is met, it is identified whether the vehicle in front of the vehicle is in a preset deceleration process, wherein the deceleration of the preset deceleration process (generally a negative number) is less than a preset deceleration threshold, and the speed change rate of the preset deceleration process is greater than a preset speed change rate threshold, wherein the preset deceleration threshold and the preset speed change rate threshold can be calibrated according to the scenario.

[0045] Step 105 , when the vehicle ahead is in a preset deceleration process within a first preset time period and the vehicle meets a preset downshift condition, control the vehicle to downshift from the current gear to the first gear, wherein the gear difference between the current gear and the first gear is greater than or equal to 1.

[0046] Among them, the first preset time period can be calibrated according to the scene. In an embodiment of the present disclosure, in order to avoid misjudgment caused by occasional situations, when the vehicle in front is in a preset deceleration process within the first preset time period and the vehicle meets the preset downshift conditions, the vehicle is controlled to downshift from the current gear to the first gear.

[0047] Among them, when the vehicle in front is in the preset deceleration process, it indicates that the vehicle in front is braking suddenly. In order to avoid collision, the driver of this vehicle is also braking and slowing down to prevent close contact with the vehicle in front and causing a collision.

[0048] The preset downshift condition is primarily used to determine whether the driver intends to reduce vehicle speed. In some possible embodiments, the preset downshift condition is satisfied when the vehicle's deceleration (negative value) is less than a preset value (the preset value can be calibrated based on the scenario, for example, -1.5 m / s). The first gear can be determined based on the current engine speed. Each gear corresponds to a specific preset shift engine speed (also known as a shift point). The first gear is the gear with the smallest difference between the preset shift engine speed and the current engine speed among all gears less than the current gear. Therefore, the first gear may not be adjacent to the current gear. If the first gear is not adjacent to the current gear, the current gear is switched to the first gear, achieving a skip downshift and reducing the number of gear shifts.

[0049] Therefore, in this embodiment, when the preset shifting condition is met, in order to avoid the accidental deceleration of the preceding vehicle, etc., the downshifting process is delayed for a first preset period of time.

[0050] For example, if the current gear is D4, and the vehicle ahead is in a preset deceleration process within the first preset time period and the vehicle meets the preset downshift conditions, it will downshift to D2 (D2 is the first gear), and the shifting operation is DD42, thereby avoiding DD43 and then DD32 downshifting, reducing the number of gear shifts.

[0051] In another embodiment of the present disclosure, when vehicles are not all in the preset deceleration process within a first preset time period and / or the congestion level of the lane in which the vehicle is currently located is not all greater than a preset congestion level threshold, the preset delay time is determined according to the current gear.

[0052] For example, according to the current gear, query Table 2 below to determine the preset delay time: Table 2

[0053] In this embodiment, if, within a first preset time period, the ADAS determines that the preceding vehicle's intention to rapidly decelerate changes, for example, the preceding vehicle's deceleration rate gradually decreases and the deceleration trend increases, then the preceding vehicle is determined to be not in the preset deceleration process. In this embodiment, if the congestion level of the lane in which the vehicle is located decreases based on the vehicle's route, for example, if the congestion level ahead of the current lane decreases based on map positioning or cloud-based big data (for example, from congestion level 3 to congestion level 2, or from congestion level 3 to congestion level 1), or if congestion is resolved to level 0, then the lane congestion level unevenness is determined to be greater than the preset congestion level threshold.

[0054] Therefore, in this case, after a preset delay time, when the vehicle ahead is in a preset deceleration process and the vehicle meets the preset downshifting conditions, the vehicle can be controlled to downshift from the current gear to the first gear. That is, downshifting can be delayed for a period of time.

[0055] During actual implementation, in order to avoid lowering the engine speed or even stalling the engine when the vehicle speed is low, within the preset delay time, it is also necessary to determine the speed offset of the first gear based on the current gear. For example, according to the current gear, query Table 3 below and determine the speed offset based on the query results of Table 3 (Offset in Table 3 represents the speed offset).

[0056] Table 3

[0057] In an embodiment of the present disclosure, a target shift engine speed is determined based on a preset shift engine speed of the first gear and a corresponding speed offset. For example, the difference between the preset shift engine speed of the first gear and the corresponding speed offset is calculated as the target shift engine speed, and it is determined that the current speed of the engine in the vehicle is not lower than the target shift engine speed. Otherwise, when the current speed of the engine in the vehicle is lower than the target shift engine speed, a downshift operation from the current gear to the first gear is directly performed.

[0058] For example, if the current gear is D4, and if, within a first preset period, the vehicle is not uniformly decelerating and / or the congestion level in the vehicle's current lane is not uniformly greater than a preset congestion threshold, the automatic transmission will continue to downshift according to the downshift strategy. If the driver steps on the accelerator to proceed based on current road conditions, the vehicle will continue to maintain D4 gear and follow the shift strategy for power-on upshifts or power-on downshifts. Otherwise, after the first preset period, if the vehicle ahead is in a preset deceleration and the vehicle meets the preset downshift conditions, the vehicle will be controlled to downshift from the current gear to the first gear.

[0059] In summary, the shift prediction processing method of the disclosed embodiment identifies whether a vehicle currently meets preset shift prediction conditions. When the preset shift prediction conditions are met, the method identifies the current shift type. When the current shift type is a no-power downshift, the method identifies whether the vehicle meets the no-power downshift prediction shift conditions. Furthermore, when the no-power downshift prediction shift conditions are met, the method identifies whether the vehicle ahead of the vehicle is in a preset deceleration process, wherein the deceleration of the preset deceleration process is less than a preset deceleration threshold, and the speed change rate of the preset deceleration process is greater than a preset speed change rate threshold. When the vehicle ahead of the vehicle is in the preset deceleration process within a first preset time period and the vehicle meets the preset downshift conditions, the method controls the vehicle to downshift from the current gear to the first gear, wherein the gear difference between the current gear and the first gear is greater than or equal to 1. In this technical solution, during a no-power downshift, a downshift operation is performed only when certain conditions are met, and a skip downshift can be performed directly, thereby reducing clutch shift frequency and ensuring the durability of the transmission and the driving quality of the entire vehicle.

[0060] In practice, relying solely on driver input to determine automatic transmission shifting is currently limited and doesn't fully reflect current road conditions or vehicle requirements. Furthermore, it fails to adapt power shifting to actual road conditions and driving style, failing to meet the driver's personalized shifting needs. For example, the same driver's driving style can vary greatly under different road conditions. Traditional shifting methods can result in frequent incorrect shifts and fail to meet the driver's personalized shifting needs.

[0061] In order to solve this technical problem, in an embodiment of the present disclosure, when there is power shifting, the shifting process is performed in combination with the driver's driving style.

[0062] like Figure 2 As shown, after identifying the current gear shift type, the method of the present disclosure further includes: Step 201 : When the current shift type is powered upshift or powered downshift, determine a current road condition parameter set, wherein the current road condition parameter set includes at least one road condition description parameter.

[0063] Among them, the current road condition parameter set may include at least one road condition description parameter, and the road condition description parameter can be obtained through a map or the cloud based on a pre-planned driving route.

[0064] Road condition description parameters may include paved roads, rocky roads, muddy roads, sandy roads, mountains, highways, urban roads, suburban roads, congestion levels, altitude, slope, weather (whether it is raining, snowing, etc.), whether the ground is slippery, ambient temperature of the driving route, etc.

[0065] Powered upshifting means that when the driver steps on the accelerator and the vehicle is moving forward normally, the gear is gradually increased as the vehicle speed increases, so that the engine or motor speed does not exceed the maximum speed limit, and the operating points of the engine and motor are in the optimal economic operating area.

[0066] Powered downshift means that the driver steps on the accelerator and the brake to downshift. For example, when overtaking a vehicle, the driver steps on the accelerator and the brake to overtake.

[0067] Step 202 : Determine a driving style weight parameter of a driver in the vehicle according to a current road condition parameter set.

[0068] In an embodiment of the present disclosure, a driving style weight parameter of a driver in a vehicle is determined based on a current set of road condition parameters. The driving style weight parameter reflects the driver's driving style. The driver's driving style is different under different road conditions. Each driver has different preferences for different road conditions. For example, a driver who likes off-road tends to have a dynamic driving style for off-road conditions, such as rocky roads, sand, mud, etc. In order to successfully cross off-road conditions and fulfill their driving hobbies, higher requirements are placed on the dynamic performance of the entire vehicle. Therefore, the driver's style needs to be considered when shifting gears.

[0069] In one embodiment of the present disclosure, a driver's associated driving parameters for each road condition description parameter may be determined, and a reference driving style weight for the driver for each road condition description parameter may be determined based on the associated driving parameters. Each associated driving parameter has a corresponding driving parameter weight. In this embodiment of the present disclosure, the product of all driving parameter weights corresponding to all associated driving parameters for each road condition description parameter may be calculated, and this product may be used as the reference driving style weight. For example, for a road condition description parameter for a highway, the driver parameter weight may be the product of all driving parameter weights corresponding to all associated driving parameters associated with the highway.

[0070] Among them, the associated driving parameters under each road condition description parameter can be counted according to historical driving data, wherein, a corresponding table of each associated driving parameter and driving parameter weight value is counted under each road condition description parameter, and based on querying the corresponding table, each associated driving parameter and driving parameter weight value can be obtained.

[0071] For example, the associated driving parameter may include a large throttle density (the number of times per kilometer that the throttle opening is greater than a preset value (e.g., 90%)). For example, in some possible embodiments, a driving parameter weight value corresponding to the large throttle density (in this embodiment, the driving parameter weight value corresponding to the large throttle density may be expressed as k_BigPedal) may be obtained by querying Table 4: Table 4

[0072] In the embodiment of the present disclosure, the associated driving parameters may include overtaking density (overtaking density is the average number of times a driver overtakes within 1 km). The driving parameter weight value corresponding to the overtaking density (in this embodiment, it can be expressed as k_OverTake) can be obtained by querying Table 5: Table 5

[0073] In an embodiment of the present disclosure, the associated driving parameters may further include an average speed ratio, where the average speed ratio represents the comparison of the average speed of the vehicle on an urban road with the average speed of other vehicles detected on the same route. Based on the speed comparison result, the ratio of other vehicles with an average speed lower than that of the vehicle to the total number of other detected vehicles is calculated. The driving parameter weight value corresponding to the average speed ratio (in this embodiment, it can be expressed as k_AvgSpeed) can be obtained by querying Table 6: Table 6

[0074] In an embodiment of the present disclosure, the associated driving parameters may further include a starting throttle opening. For example, when the historical data represents a driving cycle, the corresponding starting throttle opening is the throttle opening at the start of the driving cycle. The driving parameter weight value corresponding to the starting throttle opening (in this embodiment, it may be expressed as k_StartPedal) may be obtained by querying Table 7: Table 7

[0075] In an embodiment of the present disclosure, the associated driving parameters may further include a starting speed change rate, wherein the starting speed change rate represents the vehicle speed change rate determined from the start of accelerator application to 3000ms within a driving cycle (under corresponding road condition description parameters, driving the same route multiple times is considered a driving cycle, or driving different routes once is considered a driving cycle under corresponding road condition description parameters). The driving parameter weight value corresponding to the vehicle speed change rate (in this embodiment, it can be expressed as k_StartSpdRate) can be obtained by querying Table 8: Table 8

[0076] In an embodiment of the present disclosure, the associated driving parameters may further include a starting throttle rate of change. The starting throttle rate of change is the rate of change from the start of accelerator depression to the throttle stabilization within a fluctuation value of 5%, that is, the rate of change of the throttle opening from 0 to a relatively fixed value. In this embodiment, the driving parameter weight value corresponding to the starting throttle rate of change can be obtained by querying Table 9 (in this embodiment, it can be expressed as k_StartPedalRate): Table 9

[0077] In an embodiment of the present disclosure, k_City=k_BigPedal×k_OverTake×k_AvgSpeed×k_StartPedal×k_StartSpdRate×k_StartPedalRate may be calculated, and the calculated k_City is used as a reference driving style weight under each road condition description parameter.

[0078] In an embodiment of the present disclosure, a product value of all reference driving style weights corresponding to the current road condition parameter set is calculated, and the product value is determined as a driving style weight parameter.

[0079] Step 203: Update the engine shift speed according to the driving style weight parameter.

[0080] In an embodiment of the present disclosure, the engine shift speed is updated according to the driving style weight. For example, the preset shift engine speed for each gear is multiplied by the corresponding driving style weight parameter, and the obtained product value is used as the updated engine shift speed. Therefore, shifting according to the updated engine shift speed can better meet the dynamic requirements of the driving style.

[0081] Step 204 : determining whether the vehicle needs to shift gears based on the vehicle's throttle opening, current driving speed, and updated engine shift speed.

[0082] In this embodiment, whether the vehicle needs to shift gears is determined based on the vehicle's throttle opening, current driving speed, and updated engine shift speed.

[0083] In one embodiment of the present disclosure, when the current gear shift type is a powered upshift, wherein the powered upshift refers to a situation in which the vehicle gradually increases the gear as the vehicle speed increases while the driver is driving forward normally with the accelerator depressed, so that the engine or motor speed does not exceed the maximum speed limit, and the operating points of the engine and motor are in the optimal economic operating area, determining whether the vehicle needs to shift gears is determined based on the vehicle's throttle opening, the current driving speed, and the updated engine shift speed. This may include: determining the upshift point based on the current driver's throttle depth (power demand) and the current driving speed (for example, the current vehicle speed or engine speed value), and performing the upshift when the engine speed reaches the upshift point.

[0084] When the current gear shift type is powered upshift, whether the vehicle needs to shift gears is determined based on the vehicle's throttle opening, current driving speed and updated engine shift speed, including: determining whether the current speed of the engine in the vehicle is greater than or equal to the updated preset shift engine speed of the third gear, wherein the third gear is the upshift point determined based on the throttle opening and the current driving speed of the vehicle. In this embodiment, it is also determined whether the throttle opening is greater than a preset throttle opening threshold and whether the current driving speed is greater than a preset driving speed threshold, wherein the third gear is the gear corresponding to the updated preset shift engine speed that has the smallest difference with the current speed among other gears that are greater than the current gear.

[0085] In an embodiment of the present disclosure, when a vehicle requires an upshift, for example, if an automatic transmission shift point determined based on the current vehicle speed and the current driver's throttle opening requires an upshift, and if the upshift point meets the upshift requirement after optimization based on the driver's weighted driving style for different road conditions, the vehicle is deemed to require an upshift. Upon determining that the vehicle requires an upshift, the shift is not directly upshifted. Instead, an identification is made as to whether the vehicle satisfies a preset powered upshift inhibition condition within a second preset time period. The second preset time period can be obtained by querying a preset table based on the current gear position. The preset powered upshift inhibition condition varies in different application scenarios. In some possible embodiments, the preset powered upshift inhibition condition includes: During the second preset period, the acceleration of the vehicle ahead is less than the preset acceleration threshold and the vehicle ahead is decelerating. The preset acceleration threshold can be calibrated according to the scenario, for example, and / or, The vehicle's throttle opening decreases, i.e. the driver releases the accelerator or applies the brakes; and / or, A brake operation by a driver in the vehicle is detected.

[0086] When the preset powered upshift inhibition condition is met, the vehicle is controlled not to perform upshift control until the preset powered upshift inhibition condition is no longer met. In other words, in this embodiment, the automatic transmission of the current vehicle is prevented from directly upshifting after meeting the upshift conditions, but then downshifting due to an immediate need to decelerate due to factors such as the deceleration of the vehicle ahead, resulting in frequent ineffective shifts of the automatic transmission.

[0087] For example, if the current gear is D4 and a powered shift to DD45 is determined to be required, and then the vehicle ahead brakes and decelerates, the driver of the vehicle begins braking and decelerating, downshifting to DD54. This shift itself is meaningless and has no effect on power or economy, and is therefore considered invalid and frequent shifting. Specifically, in this embodiment, after determining that a powered shift to DD45 is required, if the pre-set powered upshift suppression conditions are met, a delay is performed, and the current gear remains in D4. Even if the driver brakes and decelerates, the starting gear is still D4. During this process, the transmission does not perform any shifting, thus suppressing invalid shifts.

[0088] In one embodiment of the present disclosure, when the current shift type is a powered downshift, determining whether the vehicle needs to shift gears based on the vehicle's throttle opening, current driving speed, and updated engine shift speed includes: identifying that the distance between the vehicle ahead in the current lane and the vehicle ahead is greater than a certain value. This value can be preset based on different current vehicle speeds and is not described in detail herein, and that the vehicle ahead is accelerating. For example, by detecting that the acceleration of the vehicle ahead is greater than a certain value or that the rate of change of the vehicle ahead is greater than a certain value, it can be determined that the vehicle ahead is accelerating; and determining whether the throttle opening is greater than a preset value. The preset value can be set based on the scenario, for example, the preset value can be set to 20%. In this embodiment, if the current throttle opening is greater than the preset value and the rate of change of the throttle opening is greater than a preset change rate threshold (for example, 20% / s), determining whether the current engine speed is greater than the updated preset shift engine speed for the second gear is determined. The second gear is the gear below the current gear that is closest to the updated preset shift engine speed and the current engine speed.

[0089] In this embodiment, when the above conditions are met, it is determined that the vehicle requires a downshift. When downshifting is required, the vehicle determines whether the preceding vehicle is accelerating. If so, the vehicle is controlled to downshift to second gear, meaning the vehicle can simply downshift and continue driving without overtaking. In other words, in this embodiment, the driver's need for increased speed is met based on the preceding vehicle's acceleration, triggering a downshift at a shift point (corresponding to second gear) at a speed close to that of a powered downshift, rather than requiring the throttle to exceed a certain threshold, thereby satisfying the need for improved power.

[0090] In summary, in the embodiments disclosed herein, predictive shifting based on intelligent driving information, such as vehicle information, road information, and map planning information, can improve shift responsiveness, satisfy the driver's need to determine whether the vehicle actually needs to shift, shorten the impact time, and improve shift accuracy, preventing mis-shifts and ineffective shifts when limited shift information is available. Furthermore, shift efficiency is improved by reducing frequent shifts. Multi-dimensional, multi-weighted driver driving style recognition ensures that different driving habits under different road conditions and environmental influences are recognized. Even under the same road conditions, driving habits can vary due to various factors. Furthermore, in the non-powered downshift mode, predictive downshifting can be performed, improving the driving experience and performance of automatic transmission vehicles.

[0091] In order to implement the above embodiment, the present disclosure also proposes a gear shift prediction processing device. Figure 3 This is a schematic diagram of the structure of a gear shift prediction processing device provided by an embodiment of the present disclosure. The device can be implemented by software and / or hardware and can generally be integrated into a vehicle processor. Figure 3 As shown, the device includes: a first recognition module 310, a second recognition module 320, a third recognition module 330, a fourth recognition module 340, and a control device 350, wherein: A first identification module 310 is used to identify whether the vehicle currently meets a preset gear shift prediction condition; A second identification module 320 is configured to identify a current gear shift type when the preset gear shift prediction condition is met; A third identification module 330 is configured to identify whether the vehicle satisfies the no-power downshift prediction shift condition when the current shift type is no-power downshift; a fourth identification module 340 for identifying, when the unpowered downshift prediction shift condition is met, whether a vehicle ahead of the vehicle is in a preset deceleration process, wherein a deceleration of the preset deceleration process is less than a preset deceleration threshold, and a speed change rate of the preset deceleration process is greater than a preset speed change rate threshold; The control device 350 is used to control the vehicle to downshift from the current gear to the first gear when the vehicle in front is in the preset deceleration process within a first preset time period and the vehicle meets the preset downshift conditions, wherein the gear difference between the current gear and the first gear is greater than or equal to 1.

[0092] The gear shift prediction processing device provided in the embodiments of the present disclosure can execute the gear shift prediction processing method provided in any embodiment of the present disclosure, and has functional modules and beneficial effects corresponding to the execution method.

[0093] In order to implement the above embodiments, the present disclosure further proposes a computer program product, including a computer program / instruction, which implements the gear shift prediction processing method in the above embodiments when executed by a processor.

[0094] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of the present disclosure. For example, Figure 4 As shown, the vehicle 400 includes a memory 401 and a processor 402, wherein the memory is used to store the processor-executable instructions 4011, and the processor is used to read the executable instructions 4011 from the memory and execute the executable instructions to implement the above method.

[0095] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0096] In the case of dividing each functional module into corresponding functional modules, the vehicle may include Figure 3 It should be noted that all relevant contents of the various steps involved in the above method embodiment can be referred to the functional description of the corresponding functional module, and will not be repeated here.

[0097] The vehicle provided in this embodiment is used to execute the above-mentioned gear shift prediction processing method, and thus can achieve the same effect as the above-mentioned implementation method.

[0098] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of program codes and data.

[0099] The processing module may be a processor or a controller that implements or executes various exemplary logic blocks, modules, and circuits described herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0100] This embodiment also provides a computer-readable storage medium, which stores computer program code (including but not limited to disk storage, CD-ROM, optical storage, etc.). When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a gear shift prediction processing method provided in the above embodiment.

[0101] Among them, the beneficial effects of the above embodiments can refer to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0102] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0103] In the embodiments provided in this disclosure, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division into modules or units is merely a logical functional division. In actual implementation, other divisions may be employed, such as combining or integrating multiple units or components into another device, or omitting or disabling certain features. Furthermore, the coupling or direct coupling or communication connection shown or discussed between devices or units may be through interfaces, or indirect coupling or communication connection between devices or units, which may be electrical, mechanical, or other forms. The above description is merely a preferred embodiment of this disclosure and an illustration of the underlying technical principles. Those skilled in the art should understand that the scope of this disclosure is not limited to technical solutions formed by specific combinations of the aforementioned technical features, but also encompasses other technical solutions formed by any combination of the aforementioned technical features or their equivalents, without departing from the scope of this disclosure. For example, technical solutions formed by replacing the aforementioned features with (but not limited to) technical features with similar functions disclosed in this disclosure.

[0104] In addition, although each operation is described in a specific order, this should not be understood as requiring these operations to be performed in the specific order shown or in a sequential order. Under certain circumstances, multitasking and parallel processing may be advantageous. Similarly, although some specific implementation details have been included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Some features described in the context of a separate embodiment can also be implemented in a single embodiment in combination. On the contrary, the various features described in the context of a single embodiment can also be implemented in multiple embodiments individually or in any suitable sub-combination mode.

[0105] Although the subject matter has been described in language specific to structural features and / or methodological logical acts, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are merely example forms of implementing the claims.

Claims

1. A gear shift prediction processing method, characterized in that: include: Identify whether the vehicle currently meets the preset gear shift prediction conditions; When the preset gear shift prediction condition is met, identifying the current gear shift type; When the current shift type is a no-power downshift, identifying whether the vehicle satisfies the no-power downshift prediction shift condition; When the unpowered downshift prediction shift condition is met, identifying whether a vehicle ahead of the vehicle is in a preset deceleration process, wherein a deceleration of the preset deceleration process is less than a preset deceleration threshold, and a speed change rate of the preset deceleration process is greater than a preset speed change rate threshold; When the vehicle ahead is in the preset deceleration process within a first preset time period and the vehicle meets a preset downshift condition, the vehicle is controlled to downshift from the current gear to the first gear, wherein the gear difference between the current gear and the first gear is greater than or equal to.

2. The method according to claim 1, wherein The method further comprises: When the vehicles are not all in the preset deceleration process and / or the congestion levels of the lanes in which the vehicles are currently located are not all greater than a preset congestion level threshold within a first preset time period, determining a preset delay time according to the current gear position; After the preset delay time, when the leading vehicle is in the preset deceleration process and the vehicle meets the preset downshift condition, the vehicle is controlled to downshift from the current gear to the first gear.

3. The method according to claim 2, wherein Within the preset delay time, the method further includes: determining a speed offset of the first gear according to the current gear; calculating a difference between a preset shift engine speed for the first gear and a corresponding speed offset to obtain a target shift engine speed; It is determined that a current speed of an engine in the vehicle is not lower than the target shift engine speed.

4. The method according to claim 1, wherein After identifying the current gear shift type, the method further includes: When the current shift type is a powered upshift or a powered downshift, determining a current road condition parameter set, wherein the current road condition parameter set includes at least one road condition description parameter; determining a driving style weight parameter of a driver in the vehicle according to the current road condition parameter set; updating the engine shift speed according to the driving style weight parameter; Determining whether the vehicle needs to shift gears is determined based on the throttle opening, the current driving speed, and the updated engine shift speed of the vehicle.

5. The method according to claim 4, wherein When the current shift type is the powered upshift, after determining whether the vehicle needs to shift gears based on the throttle opening, the current driving speed, and the updated engine shift speed, the method further includes: When the vehicle needs to shift up, identifying whether the vehicle satisfies a preset powered shift-up inhibition condition within a second preset time period; When the preset powered upshift inhibition condition is satisfied, the vehicle is controlled not to perform upshift control until the preset powered upshift inhibition condition is no longer satisfied.

6. The method according to claim 4, wherein When the current gear shift type is the powered downshift, after determining whether the vehicle needs to shift gears based on the throttle opening, the current driving speed, and the updated engine shift speed, the method further includes: When the vehicle needs to downshift, determining whether the vehicle ahead is accelerating; When the leading vehicle is accelerating, the vehicle is controlled to shift down to the second gear.

7. The method according to claim 4, wherein The determining, based on the current road condition parameter set, a driving style weight parameter of the driver in the vehicle includes: determining an associated driving parameter of the driver under each of the road condition description parameters, and determining a reference driving style weight of the driver under each of the road condition description parameters based on the associated driving parameters; Calculate the product value of all the reference driving style weights corresponding to the current road condition parameter set, and determine the product value as the driving style weight parameter.

8. The method according to claim 4, wherein When the current shift type is the powered upshift, determining whether the vehicle needs to shift gears based on the throttle opening, the current driving speed, and the updated engine shift speed of the vehicle includes: Determine whether the current speed of the engine in the vehicle is greater than or equal to the updated preset shift engine speed of the third gear, whether the throttle opening is greater than the preset throttle opening threshold, and whether the current driving speed is greater than the preset driving speed threshold, wherein the third gear is the gear corresponding to the updated preset shift engine speed with the smallest difference from the current speed among other gears greater than the current gear.

9. The method according to claim 5, wherein The preset power upshift inhibition conditions include: During the second preset period, the acceleration of the vehicle ahead is less than a preset acceleration threshold and the vehicle ahead is decelerating; and / or, The throttle opening of the vehicle is reduced; and / or, A brake operation by a driver in the vehicle is detected.

10. A gear shift prediction processing device, characterized in that: include: A first identification module is used to identify whether the vehicle currently meets the preset shift prediction condition; a second identification module, configured to identify a current gear shift type when the preset gear shift prediction condition is met; a third identification module, configured to identify whether the vehicle satisfies the no-power downshift prediction shift condition when the current shift type is no-power downshift; a fourth identification module, configured to identify, when the unpowered downshift prediction shift condition is met, whether a vehicle ahead of the vehicle is in a preset deceleration process, wherein a deceleration of the preset deceleration process is less than a preset deceleration threshold, and a speed change rate of the preset deceleration process is greater than a preset speed change rate threshold; A control device is used to control the vehicle to downshift from the current gear to the first gear when the vehicle ahead is in the preset deceleration process within a first preset time period and the vehicle meets the preset downshift conditions, wherein the gear difference between the current gear and the first gear is greater than or equal to 1.

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