Vehicle gear control method and device and computer equipment

Abstract

The invention discloses a vehicle gear control method and device and computer equipment. The method comprises the steps that the load condition and the driving road condition of a vehicle in the driving process are obtained; determining alternative gears in the gears of the vehicle according to the load condition and the current driving gear of the vehicle; if the driving road condition meets the preset road condition, determining a target driving gear in the current driving gear and the alternative gears according to first operation efficiency corresponding to the current driving gear of the vehicle; and if the driving road condition does not meet the preset road condition, a target driving gear is determined according to the maximum torque corresponding to the current driving gear and the maximum torque corresponding to the alternative gear, so that the vehicle is controlled to drive under the target driving gear. Therefore, different gear selecting mechanisms are selected under different road conditions, the gear shifting frequency under complex working conditions is reduced, and the gear shifting stability is effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile control, and in particular to a vehicle gear control method and device and computer equipment. BACKGROUND

[0002] With the diversified development of road construction, vehicles inevitably encounter various complex operating conditions in actual operation. In complex operating conditions, in order to ensure vehicle safety and reduce damage to the transmission system, the automatic selection of the optimal gear position needs to be realized.

[0003] In the related art, a gear selection strategy based on vehicle speed and pedal opening degree is used to determine the target gear position for gear shifting. However, in complex operating conditions, the gear shifting stability in the related art needs to be improved. SUMMARY

[0004] The present application aims to at least partially solve one of the technical problems in the related art. To this end, the present application proposes a vehicle gear control method and device and computer equipment, which selects different gear selection mechanisms in different road conditions, reduces the gear shifting frequency in complex conditions, and effectively improves the gear shifting stability.

[0005] To achieve the above-mentioned purpose, the first aspect of the present application proposes a vehicle gear control method, which comprises: acquiring the load condition and the driving road condition of the vehicle in the driving process; determining a candidate gear position in the gear position of the vehicle according to the load condition and the current driving gear position of the vehicle; if the driving road condition meets a preset road condition, determining a target driving gear position in the current driving gear position and the candidate gear position according to the first operating efficiency corresponding to the current driving gear position of the vehicle; if the driving road condition does not meet the preset road condition, determining the target driving gear position in the current driving gear position and the candidate gear position according to the maximum torque corresponding to each of the current driving gear position and the candidate gear position, so as to control the vehicle to drive in the target driving gear position.

[0006] According to one embodiment of the present application, the driving road condition comprises a bumpy road condition; and if the driving road condition meets a preset road condition, the target driving gear position is determined in the current driving gear position and the candidate gear position according to the first operating efficiency corresponding to the current driving gear position of the vehicle, comprising: if the road surface bumping degree of the bumpy road condition is less than or equal to a preset bumping degree threshold, the target driving gear position is determined in the current driving gear position and the candidate gear position according to the first operating efficiency and the second operating efficiency corresponding to the candidate gear position.

[0007] According to one embodiment of the present invention, the first operating efficiency includes a first electric drive efficiency, and the second operating efficiency includes a second electric drive efficiency; determining the target driving gear among the current driving gear and the alternative gear based on the first operating efficiency and the second operating efficiency corresponding to the alternative gear includes: determining the maximum electric drive efficiency among the first electric drive efficiency and the second electric drive efficiency; and determining the gear corresponding to the maximum electric drive efficiency as the target driving gear.

[0008] According to one embodiment of the present invention, the driving road condition also includes a slope road condition; if the driving road condition meets the preset road condition, the target driving gear is determined between the current driving gear and the alternative gear according to the first operating efficiency corresponding to the current driving gear of the vehicle, and also includes: if the road surface slope of the slope road condition is less than or equal to the preset slope threshold, and the road surface bumpiness of the bumpy road condition is less than or equal to the preset bumpiness threshold, the target driving gear is determined between the current driving gear and the alternative gear according to the first operating efficiency and the second operating efficiency.

[0009] According to one embodiment of the present invention, the load condition includes no load and full load; determining the alternative gear among the gears of the vehicle based on the load condition and the current driving gear of the vehicle includes: if the load condition is no load, determining that the alternative gear includes the first gear; if the load condition is fully loaded, determining that the alternative gear includes the second gear; wherein the maximum torque of the first gear is not greater than the maximum torque of the second gear.

[0010] According to one embodiment of the present invention, the second gear includes a non-escape gear; when the load condition is fully loaded, if the driving road condition meets the preset road condition, the target driving gear is determined between the current driving gear and the alternative gear according to the first operating efficiency corresponding to the current driving gear of the vehicle, including: if the vehicle is in a state where no escape is required and the driving road condition meets the preset road condition, the target driving gear is determined between the current driving gear and the non-escape gear according to the first operating efficiency; when the load condition is fully loaded, if the driving road condition does not meet the preset road condition, the target driving gear is determined between the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the alternative gear, including: if the vehicle is in a state where no escape is required and the driving road condition does not meet the preset road condition, the target driving gear is determined between the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the non-escape gear.

[0011] According to one embodiment of the present invention, the second gear also includes a non-escape gear, and the maximum torque of the escape gear is greater than the maximum torque of the non-escape gear; when the load condition is fully loaded, the method further includes: if the vehicle is in a state where it needs to be escaped, controlling the vehicle to travel in the escape gear.

[0012] According to one embodiment of the present invention, the obtaining of the load condition of the vehicle during driving further includes: if the vehicle is in a parked state and unloading state before entering the driving process, determining that the load condition is empty.

[0013] To achieve the above-mentioned purpose, the second embodiment of the present invention proposes a vehicle gear control device, which includes: a load and road condition acquisition module, which is used to acquire the load condition and driving condition of the vehicle during driving; an alternative gear determination module, which is used to determine the alternative gear among the gears of the vehicle according to the load condition and the current driving gear of the vehicle; a first target gear determination module, which is used to determine the target driving gear among the current driving gear and the alternative gear according to the first operating efficiency corresponding to the current driving gear of the vehicle if the driving condition meets the preset road condition; and a second target gear determination module, which is used to determine the target driving gear among the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the alternative gear if the driving condition does not meet the preset road condition, so as to control the vehicle to travel at the target driving gear.

[0014] To achieve the above-mentioned purpose, the third aspect of the present invention proposes a computer device, including a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, it implements the steps of the vehicle gear control method described in any of the above-mentioned embodiments.

[0015] According to various embodiments provided by the present invention, alternative gears are determined based on the vehicle load and the current gear, narrowing the range of gear selection options and more accurately matching the vehicle's power requirements. Furthermore, the gear selection strategy is further refined based on different road conditions. When the road conditions meet preset conditions, the vehicle selects between the alternative gears and the current gear based on the operating efficiency of the current gear, implementing a gear selection mechanism that prioritizes operating efficiency. When the road conditions do not meet the preset conditions, the vehicle selects based on the maximum torque of the current gear and the alternative gear, implementing a gear selection mechanism that prioritizes power. This intelligent selection of different gear selection mechanisms under different road conditions allows gear shifts to more accurately match the vehicle's current load and road conditions, avoiding unnecessary shifts in complex driving environments, effectively reducing shift frequency under complex conditions, and improving shift stability.

[0016] Additional aspects and advantages of the present application will be made apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1a A flowchart of a gear shift schedule based on vehicle speed and pedal opening degree to determine a target gear according to the present specification.

[0018] Figure 1b A schematic diagram of upshift and downshift lines of a gear shift schedule according to the present specification.

[0019] Figure 1c A flowchart of a vehicle gear control method according to an embodiment of the present specification.

[0020] Figure 2 A flowchart of a determination method of a target driving gear according to an embodiment of the present specification.

[0021] Figure 3 A schematic diagram of an acceleration component on a slope according to an embodiment of the present specification.

[0022] Figure 4a A flowchart of a vehicle gear control method based on working condition recognition according to an embodiment of the present specification.

[0023] Figure 4b A gear selection logic based on vehicle load recognition according to an embodiment of the present specification.

[0024] Figure 4c A flowchart of a gear selection strategy according to an embodiment of the present specification.

[0025] Figure 5 A structural block diagram of a vehicle gear control device according to an embodiment of the present specification. DETAILED DESCRIPTION

[0026] Embodiments of the present application are described in detail below with reference to the attached drawings, which are meant to be exemplary and not limiting, and in which like or similar elements are referred to using like or similar reference numerals throughout the several views.

[0027] In the modern transportation system, vehicles are the primary means of transport. The stability and reliability of their performance are directly related to transportation efficiency, traffic safety, and the service life of equipment. With the diversification of road construction, vehicles inevitably encounter various complex road conditions during actual operation. For example, in mining areas, there are a variety of roads, such as steep slopes, bumpy roads, and flat roads. This means that mining transportation scenarios require the simultaneous operation of multiple loads. Electric drive systems, combining motors and gearboxes, can not only ensure high torque output to ensure vehicle throughput, but also increase the output shaft speed to increase the vehicle's operating speed. Therefore, variable-speed electric drive systems have quickly become an ideal solution for complex mining operating conditions.

[0028] Due to the complex and harsh operating environment in mining areas, including the presence of multiple, complex roads, frequent gear shifting under these harsh conditions can damage the transmission's actuators. Furthermore, on bumpy roads and steep slopes, wheel speeds fluctuate frequently due to factors such as road undulations and gradient changes. These frequent speed fluctuations can interfere with the vehicle's electronic control system's ability to accurately assess shift conditions, leading to unexpected shifts that compromise vehicle safety and damage the transmission system. Therefore, automatic selection of the optimal gear under complex operating conditions is crucial for ensuring vehicle safety and minimizing transmission system damage.

[0029] In the related art, reference Figure 1a As shown, a strategy of shifting and looking up the gear table based on vehicle speed and pedal opening is usually adopted to determine the target gear. The variable speed electric drive system contains four gears. When driving in the first gear (hereinafter referred to as 1st gear), the output torque is the largest, but the sustainable vehicle speed is low. When driving in the second gear (hereinafter referred to as 2nd gear), the maximum output torque is reduced, but the vehicle speed will increase. Similarly, when driving in the fourth gear (hereinafter referred to as 4th gear), the torque is the lowest, but the sustainable vehicle speed is the highest. Figure 1b As shown, in the related art, the system is designed with an upshift line and a downshift line to implement a gear shift lookup table based on the upshift line and the downshift line. Specifically, when the vehicle speed reaches a certain value, an upshift is triggered (such as 1st gear to 2nd gear, 2nd gear to 3rd gear, etc.); when the vehicle speed drops to a certain value, a downshift is triggered (such as 4th gear to 3rd gear, 3rd gear to 2nd gear, etc.). In order to avoid gear fluctuations, a buffer area is set between the upshift line and the downshift line to avoid frequent gear shifting caused by small fluctuations in vehicle speed. Only when the vehicle speed changes continuously (breaking through the opposite shift line) will the gear shift action be executed, making the gear shift more stable. At the same time, the pedal opening is used as a correction signal for power shifting and conventional shifting. When the pedal opening is large, the gear shift is postponed, and when the pedal opening is small, the gear shift is advanced.

[0030] However, the shifting method in the related art has the following problems: (1) When the vehicle is running on a continuous slope, a cyclic gear problem may occur. For example, when the vehicle is running on a slope of α%, the low gear drives the vehicle to increase its speed continuously, and the high gear is less than the slope resistance, causing the vehicle speed to gradually decrease, which causes the vehicle to switch between two gears all the time; (2) In the scenario of going from a flat road to a steep road, due to insufficient driving torque in the high gear, it is necessary to quickly switch to the low gear. According to the lookup table of the pedal and vehicle speed strategy, the shift line will select the target gear according to the speed change sequence, resulting in untimely switching to the low gear and the vehicle slipping backward, which poses a driving risk; (3) When running on a bumpy road, the vertical load on the wheel will always be in a state of switching between weightlessness and overweight, which will cause the output shaft speed of the drive system to fluctuate continuously. The change in speed will trigger misshifting, which will damage the shift mechanism to a certain extent.

[0031] In order to solve the problem of frequent gear shifting in complex operating environments and improve gear shifting stability, it is necessary to propose a vehicle gear control method, device, and computer equipment. The vehicle gear control method provided in this specification determines an alternative gear based on the vehicle's load condition and the current gear during driving. When the vehicle's current driving road conditions meet preset road conditions, the vehicle's operating efficiency is the primary consideration. The vehicle's operating performance in the current driving gear is evaluated to obtain a first operating efficiency corresponding to the current driving gear. Then, based on the first operating efficiency, a target driving gear is determined between the current driving gear and the alternative gear to determine whether to switch the vehicle's gear.

[0032] When the vehicle's current driving road condition does not meet the preset road condition, the vehicle's operating power requirement is the main consideration factor, and the target driving gear is determined between the current driving gear and the alternative gear based on their respective maximum torques.

[0033] Thus, alternative gears are determined based on the vehicle load and the current gear, narrowing the range of gear options and more accurately matching the vehicle's power requirements. The gear selection strategy is further refined based on different road conditions. When the road conditions meet the preset conditions, the gear selection between the alternative gear and the current gear is based on the operating efficiency of the vehicle's current gear, implementing a gear selection mechanism that prioritizes operating efficiency. When the road conditions do not meet the preset conditions, the gear selection is based on the maximum torque of the current gear and the alternative gear, implementing a gear selection mechanism that prioritizes power. This intelligent selection of different gear selection mechanisms for different road conditions ensures that gear shifts are more closely matched to the vehicle's current load and road conditions, avoiding unnecessary shifting in complex driving environments and reducing unnecessary and blind shifting. This effectively reduces shift frequency in complex driving conditions and improves shift stability.

[0034] This specification provides a vehicle gear control method, referring to Figure 1c As shown, the vehicle gear control method may include the following steps.

[0035] S110: Obtain the load condition and road condition of the vehicle during driving.

[0036] S120 : Determine an alternative gear among the gears of the vehicle according to the load condition and the current driving gear of the vehicle.

[0037] S130: If the driving road condition satisfies a preset road condition, a target driving gear is determined from the current driving gear and the alternative gears according to a first operating efficiency corresponding to the current driving gear of the vehicle.

[0038] S140: If the driving road condition does not meet the preset road condition, determine a target driving gear between the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the alternative gear, so as to control the vehicle to travel at the target driving gear.

[0039] The load condition may be used to indicate the weight or power demand currently borne by the vehicle, and may include, for example, at least one of whether the vehicle is fully loaded, whether there is a tow vehicle, and the size of the engine load.

[0040] The driving road condition may include at least one of road slope, road flatness, road surface friction coefficient, etc.

[0041] The preset road conditions can be used to determine whether the road conditions are suitable for gear adjustment.

[0042] The first operating efficiency is an efficiency index of the vehicle traveling in the current driving gear, and can be evaluated by at least one index of engine speed, fuel consumption, power output, etc.

[0043] Specifically, during vehicle travel, sensors and other means are used to obtain information about the vehicle's load and road conditions. Based on the vehicle's load and road conditions, an alternative gear suitable for the current load condition can be selected from the vehicle's available gears. The road conditions are evaluated, and if the road conditions meet preset road condition conditions, indicating that the vehicle requires greater consideration of operating efficiency under the current road conditions, a first operating efficiency corresponding to the vehicle's current gear position is calculated. The preset road condition conditions can be standards set based on the impact of different driving conditions on vehicle performance.

[0044] A target driving gear is determined from the current driving gear and the alternative gears based on the first operating efficiency, and the vehicle is controlled to travel in the target driving gear. If the target driving gear is different from the current driving gear, the gear is switched; if the target driving gear is the same as the current driving gear, the current driving gear is maintained unchanged.

[0045] If the driving road condition does not satisfy the preset road condition, it indicates that the vehicle needs to consider more vehicle power demand under the current driving road condition, and the target driving gear is determined from the current driving gear and the alternative gears according to the maximum torque of each of the current driving gear and the alternative gears. Specifically, if the maximum torque corresponding to the current driving gear is greater than the maximum torque corresponding to the alternative gear, the current driving gear is determined as the target driving gear; if the maximum torque corresponding to the alternative gear is greater than the maximum torque corresponding to the current driving gear, the corresponding alternative gear is determined as the target driving gear.

[0046] For example, when the vehicle load is heavy and the current driving gear is 4th gear, the 2nd and 3rd gears can be determined as the alternative gears so as to switch in time when more driving force is needed; when the vehicle load is light and the current driving gear is 2nd gear, the 3rd and 4th gears can be determined as the alternative gears; when the vehicle load is heavy and the current driving gear is 3rd gear, the 2nd and 4th gears can be determined as the alternative gears.

[0047] For example, the preset rule can be set to stipulate that the vehicle can only drive in 2nd or 3rd gear when the vehicle load is heavy, and can only drive in 3rd or 4th gear when the vehicle load is light. Therefore, when the vehicle load is heavy and the current driving gear is 2nd gear, the alternative gear is determined as 3rd gear; when the vehicle load is light and the current driving gear is 3rd gear, the alternative gear is determined as 4th gear.

[0048] Alternatively, the preset rule can be set to stipulate that the vehicle is prohibited from entering 4th gear when the vehicle load is heavy, and is prohibited from entering 1st and 2nd gears when the vehicle load is light. Therefore, when the vehicle load is heavy and the current driving gear is 3rd gear, the alternative gears are determined as 1st and 2nd gears; when the vehicle load is light and the current driving gear is 4th gear, the alternative gear is determined as 3rd gear.

[0049] In some embodiments, if the driving road condition satisfies the preset road condition, the target driving gear is determined from the current driving gear and the alternative gears according to the first running efficiency corresponding to the current driving gear, which can include: if the first running efficiency is greater than or equal to a preset running efficiency threshold, the current driving gear is determined as the target driving gear; if the first running efficiency is less than the preset running efficiency threshold, the target driving gear is determined according to the first running efficiency corresponding to the current driving gear and the second running efficiency corresponding to the alternative gears. The preset running efficiency threshold can be determined according to actual application scenarios, etc.

[0050] In some embodiments, the driving condition comprises a road condition; and the determining the target driving gear according to the first running efficiency corresponding to the current driving gear of the vehicle among the current driving gear and the alternative gear, if the driving condition meets the preset condition, can comprise: determining the target driving gear according to the first running efficiency and a second running efficiency corresponding to the alternative gear among the current driving gear and the alternative gear, if the road condition meets the preset condition.

[0051] It should be noted that the preset condition can comprise that the slope is less than or equal to a preset slope threshold, and / or the jolt degree is less than or equal to a preset jolt degree threshold, etc., which can be determined according to actual application scenarios, and is not limited in the present specification.

[0052] In the above embodiments, the alternative gear is determined based on the vehicle load condition and the current driving gear, thereby narrowing the range of gear selection and more accurately matching the power demand of the vehicle. Meanwhile, the gear selection strategy is further refined according to different driving conditions. When the driving condition meets the preset condition, the gear is selected among the current driving gear and the alternative gear according to the running efficiency of the current driving gear of the vehicle, so that the vehicle can run in a relatively stable and efficient state, thereby realizing a running efficiency priority gear selection mechanism. When the driving condition does not meet the preset condition, the gear is selected based on the maximum torque of the current driving gear and the alternative gear, so that the vehicle can run in a more powerful state, thereby realizing a power priority gear selection mechanism. Thus, different gear selection mechanisms are intelligently selected under different conditions, so that the gear switching is more matched to the demand of the vehicle under the current load and driving condition, unnecessary gear shifting under complex driving conditions is avoided, and unnecessary blind gear shifting operation is reduced, thereby effectively reducing the gear shifting frequency under complex conditions and effectively improving the gear shifting stability. By reasonably matching the gear with the load and the condition, the invalid energy consumption is reduced, and the stable driving of the vehicle is effectively maintained. The vehicle gear control method provided in the present specification realizes a more intelligent and refined gear shifting strategy, improves the stability and reliability of the entire transmission system, and is particularly suitable for complex and variable road conditions and diversified driving scenarios.

[0053] In some embodiments, the driving condition comprises a jolt road condition; and the determining the target driving gear according to the first running efficiency corresponding to the current driving gear of the vehicle among the current driving gear and the alternative gear, if the driving condition meets the preset condition, can comprise: determining the target driving gear according to the first running efficiency and a second running efficiency corresponding to the alternative gear among the current driving gear and the alternative gear, if the jolt degree of the jolt road condition is less than or equal to a preset jolt degree threshold.

[0054] The jolt road condition refers to the flatness of the driving road of the vehicle.

[0055] The second running efficiency is an estimated efficiency index of the vehicle driving in the alternative gear.

[0056] Specifically, in a bumpy road scenario, whether the driving road condition meets the preset road condition conditions can be determined by comparing the road bumpiness with a preset bumpiness threshold. The degree of road unevenness is sensed by sensors, etc. to determine the road bumpiness. The road bumpiness is then compared with the preset bumpiness threshold. If the road bumpiness is less than or equal to the preset bumpiness threshold, it indicates that the vehicle is experiencing slight or no bumpiness. In this case, driving efficiency can be given greater consideration. Therefore, a first operating efficiency corresponding to the current driving gear and a second operating efficiency corresponding to an alternative gear can be calculated. A target driving gear can be determined from the current driving gear and the alternative gear based on the first and second operating efficiencies. Specifically, the target driving gear is determined based on the maximum value between the first and second operating efficiencies.

[0057] If the bumpiness of the bumpy road condition is greater than a preset bumpiness threshold, a target driving gear is determined between the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the alternative gear, so as to control the vehicle to travel in the target driving gear.

[0058] In some embodiments, the first operating efficiency can be obtained by calculating the fuel consumption rate and / or power transmission efficiency corresponding to the current driving gear, and the second operating efficiency can be obtained by calculating the fuel consumption rate and / or power transmission efficiency corresponding to the alternative gear.

[0059] It should be noted that the degree of road bumps can be measured by the road bump amplitude and / or road bump frequency, and the preset bump threshold can be determined based on actual application scenarios, etc., and is not specifically limited in this specification.

[0060] In some embodiments, the first operating efficiency comprises a first electric drive efficiency, and the second operating efficiency comprises a second electric drive efficiency. Figure 2 As shown, determining the target driving gear among the current driving gear and the alternative gear according to the first operating efficiency and the second operating efficiency corresponding to the alternative gear may include:

[0061] S210 : Determine a maximum electric drive efficiency between the first electric drive efficiency and the second electric drive efficiency.

[0062] S220: Determine the gear corresponding to the maximum electric drive efficiency as the target driving gear.

[0063] Among them, the electric drive efficiency is used to represent the energy conversion efficiency under the corresponding gear, and can be calculated based on the motor speed under the corresponding gear.

[0064] Specifically, if the driving road condition meets the preset road condition conditions, a first electric drive efficiency corresponding to the current driving gear and a second electric drive efficiency corresponding to the alternative gear can be calculated. The first and second electric drive efficiencies are compared, and a maximum electric drive efficiency is determined. The gear corresponding to the maximum electric drive efficiency is then used as the target driving gear.

[0065] For example, the vehicle's current driving gear is 3rd, and the alternative gear is 2nd. If the calculated first electric drive efficiency for 3rd gear is 89% and the calculated second electric drive efficiency for 2nd gear is 93%, then the second electric drive efficiency is greater than the first electric drive efficiency. Therefore, 2nd gear is selected as the target driving gear, and the vehicle's driving gear is switched to 2nd gear to control the vehicle's driving in 2nd gear.

[0066] If the first electric drive efficiency corresponding to 3rd gear is calculated to be 90%, and the second electric drive efficiency corresponding to 2nd gear is calculated to be 83%, then the first electric drive efficiency is greater than the second electric drive efficiency. Therefore, 3rd gear is set as the target driving gear, and no gear shift is performed, and the vehicle is controlled to remain in 3rd gear.

[0067] In some embodiments, there is one alternative gear, and determining a target driving gear from the current driving gear and the alternative gear based on the first operating efficiency and the second operating efficiency corresponding to the alternative gear may further include: if the second electric drive efficiency is greater than the first electric drive efficiency, and the difference between the second electric drive efficiency and the first electric drive efficiency is greater than or equal to a preset difference threshold, determining the alternative gear as the target driving gear; otherwise, determining the current driving gear as the target driving gear. The preset difference threshold may be determined based on actual application scenarios, etc.

[0068] In some embodiments, the driving road condition also includes a slope road condition; if the driving road condition meets the preset road condition, the target driving gear is determined among the current driving gear and the alternative gear according to the first operating efficiency corresponding to the current driving gear of the vehicle. It may also include: if the road slope of the slope road condition is less than or equal to the preset slope threshold, and the road bumpiness of the bumpy road condition is less than or equal to the preset bumpiness threshold, the target driving gear is determined among the current driving gear and the alternative gear according to the first operating efficiency and the second operating efficiency.

[0069] The slope road condition refers to the degree of inclination of the road surface on which the vehicle is traveling. The road surface slope can be measured by the slope angle, and the preset slope threshold can be a preset slope angle threshold.

[0070] Specifically, in scenarios involving sloped and bumpy roads, whether the driving condition meets the preset road condition conditions can be measured by the road slope and / or road bumpiness. The slope and bumpy road conditions are acquired via sensors, and the road slope of the sloped road condition is compared with a preset slope threshold, and the road bumpiness is compared with a preset bumpiness threshold. If the road slope is less than or equal to the preset slope threshold, and if the road bumpiness of the bumpy road condition is less than or equal to the preset bumpiness threshold, it indicates that the vehicle is currently on a relatively gentle road surface with slight or no bumpiness. In this case, vehicle driving can prioritize operating efficiency. Therefore, a first operating efficiency corresponding to the current driving gear and a second operating efficiency corresponding to an alternative gear are calculated. A target driving gear is determined between the current driving gear and the alternative gear based on the first and second operating efficiencies. Specifically, the target driving gear is determined based on the maximum operating efficiency between the first and second operating efficiencies.

[0071] If the road slope is greater than a preset slope threshold, or the road bumpiness is greater than a preset bumpiness threshold, indicating that the vehicle is currently on a steep slope or experiencing severe bumps, and that driving is primarily driven by power, the target gear is determined based on the maximum torque corresponding to the current gear and the maximum torque corresponding to the alternative gear.

[0072] In some embodiments, the method of obtaining the driving road condition may include: determining the slope road condition based on acceleration data measured by an inertial measurement unit; and obtaining the bumpy road condition based on the acceleration data and / or the slope road condition.

[0073] For example, a slope sensor is used to obtain the slope information of the vehicle, which is obtained by analyzing the time domain signals of the longitudinal acceleration (positive or negative acceleration in the direction of vehicle travel) and lateral acceleration (acceleration in the lateral direction perpendicular to the direction of vehicle travel) output by the Inertial Measurement Unit (IMU). Figure 3 As shown in the figure, the vehicle is on a slope with a road gradient of angle θ. The x-axis measured by the sensor is parallel to the slope and downward, while the z-axis measured by the sensor is perpendicular to the slope and downward. The gravitational acceleration g is directed vertically downward. The longitudinal acceleration of the vehicle is in the same direction as the x-axis, while the lateral acceleration of the vehicle is perpendicular to the x- and z-axes and is denoted as the y-axis.

[0074] The slope road condition is obtained by calculating the slope angle. During the slope recognition process, the influence of the vehicle tilt angle on the slope angle calculation is ignored. The slope angle calculation process is as follows.

[0075] First, calculate the component g of the vehicle's gravitational acceleration g in the x-axis direction x , the calculation formula is as follows:

[0076] g x =a x -a v

[0077] Among them, a x Indicates the acceleration value in the x-axis direction measured by the sensor; a v is the value of the measured vehicle longitudinal acceleration.

[0078] Next, calculate the component of the vehicle's gravitational acceleration in the z-axis direction, g z , then g z =a z , where a z Indicates the acceleration value along the z-axis measured by the sensor.

[0079] Then, calculate the slope angle θ using the following formula:

[0080]

[0081] Since g can be obtained in real time x and g z ,Therefore, the slope angle θ calculated by these two values ​​can be verified against each other to improve the accuracy of the numerical value.

[0082] According to the calculated slope angle, the slope road condition can be obtained.

[0083] Based on the above slope and vertical acceleration (i.e. a z ) is identified, and the bumpy road condition is further obtained. Specifically, through the vertical acceleration a z The change range of determines the degree of road bumps. If a z If the change amplitude is less than or equal to the preset change amplitude threshold, the road bumpiness is small and the vehicle is considered to be on a slightly bumpy road or a non-bumpy road. z If the change amplitude is greater than the preset change amplitude threshold, the road surface is relatively bumpy, and it is considered that the vehicle is currently on a severely bumpy road surface.

[0084] Alternatively, by the vertical acceleration a z The degree of road bumps is determined by the amplitude of the change and the frequency and amplitude of the slope angle. z If the change amplitude is less than or equal to the preset change amplitude threshold, and the slope angle change frequency is less than or equal to the preset frequency threshold, and the slope angle change amplitude is less than or equal to the preset amplitude threshold, then the road bumpiness is small; if a z If the change amplitude is greater than the preset change amplitude threshold, or the slope angle change frequency is greater than the preset frequency threshold, or the slope angle change amplitude is greater than the preset amplitude threshold, then the road surface is relatively bumpy.

[0085] Furthermore, obtaining the load condition of the vehicle during driving may include: obtaining torque data of the vehicle during driving; and determining the load condition based on the torque data and the slope of the road.

[0086] It should be noted that the preset slope threshold can be set according to actual application scenarios, etc., and is not specifically limited in this specification.

[0087] In some embodiments, the load condition includes no load and full load; determining the alternative gear in the gear of the vehicle based on the load condition and the current driving gear of the vehicle may include: if the load condition is no load, determining that the alternative gear includes the first gear; if the load condition is fully loaded, determining that the alternative gear includes the second gear; wherein the maximum torque of the first gear is not greater than the maximum torque of the second gear.

[0088] Specifically, preset rules can be set to assign different alternative gears to the vehicle based on different vehicle load conditions. When the vehicle is unloaded, the resistance to be overcome is small, and high torque is not required to maintain driving, so a low-torque gear can be selected as the alternative gear. When the vehicle is fully loaded, the resistance to be overcome is greater, and a high-torque gear is used to provide more sufficient power, so a high-torque gear can be selected as the alternative gear.

[0089] For example, consider a mining truck. According to preset rules, when unloaded, mining trucks prioritize efficiency and typically operate in 3rd or 4th gear. When fully loaded, mining trucks prioritize maneuverability while also taking safety into consideration, typically operating in 2nd or 3rd gear. The maximum torque of 1st gear is greater than that of 2nd gear, greater than that of 3rd gear, and greater than that of 4th gear.

[0090] If the load condition is no-load, assuming the vehicle's current driving gear is 3rd gear, the alternative gear is 4th gear; assuming the vehicle's current driving gear is 4th gear, the alternative gear is 3rd gear.

[0091] If the load condition is fully loaded, assuming that the vehicle's current driving gear is 2nd gear, the alternative gear is 3rd gear; assuming that the current driving gear is 3rd gear, the alternative gear is 2nd gear.

[0092] For example, taking the above-mentioned mining truck as an example, according to the preset rules, when the vehicle is unloaded, it can be set to prohibit entering the first gear; when the vehicle is fully loaded, it can be set to prohibit entering the fourth gear.

[0093] If the load condition is no-load, assuming that the vehicle's current driving gear is 3rd gear, the alternative gears are 2nd gear and 4th gear; assuming that the current driving gear is 4th gear, the alternative gears are 2nd gear and 3rd gear.

[0094] If the load condition is fully loaded, assuming that the vehicle's current driving gear is 2nd gear, the alternative gears are 1st gear and 3rd gear; assuming that the current driving gear is 3rd gear, the alternative gears are 1st gear and 2nd gear.

[0095] In some embodiments, the second gear includes a non-escape gear; when the load condition is fully loaded, if the driving road condition meets the preset road condition, the target driving gear is determined among the current driving gear and the alternative gear according to the first operating efficiency corresponding to the current driving gear of the vehicle, which may include: if the vehicle is in a state where no escape is required, and the driving road condition meets the preset road condition, the target driving gear is determined among the current driving gear and the non-escape gear according to the first operating efficiency.

[0096] Accordingly, if the driving road condition does not meet the preset road condition, the target driving gear is determined among the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the alternative gear, which may include: if the vehicle is in a state where no escape is required and the driving road condition does not meet the preset road condition, the target driving gear is determined among the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the non-escape gear.

[0097] Among them, the non-escape gear refers to the alternative gear under the normal driving state of the vehicle.

[0098] Specifically, when the vehicle is fully loaded, the vehicle may become stuck and need to be freed. Therefore, when the vehicle is fully loaded, it can be determined whether the vehicle needs to be freed. If the vehicle is in a state where freeing is not required and the driving road condition meets the preset road condition conditions, a target driving gear is determined from the current driving gear and the non-freeing gear according to the first operating efficiency corresponding to the current driving gear.

[0099] If the vehicle is in a state where it does not need to be rescued, but the driving road conditions do not meet the preset road conditions, the target driving gear is determined among the current driving gear and the alternative gears based on the maximum torque corresponding to the current driving gear and the maximum torque corresponding to the non-rescue gear.

[0100] For example, consider a mining truck. When unloaded, it prioritizes efficiency and typically operates in 3rd or 4th gear. When fully loaded, it prioritizes maneuverability while also taking safety into consideration, typically operating in 2nd or 3rd gear. The maximum torque of 1st gear is greater than that of 2nd gear, greater than that of 3rd gear, and greater than that of 4th gear.

[0101] If the vehicle is fully loaded, assume that the current gear is 2nd. Based on the vehicle's driving habits, a preset rule can be set to prohibit the vehicle from entering 4th gear. The alternative gears include 1st and 3rd gears. 3rd gear is the non-breakaway gear, and 1st gear is the breakaway gear.

[0102] If the vehicle is in the state that does not need to be unstuck, it is determined whether the driving road condition meets the preset road condition, i.e., whether the road slope of the slope road condition is less than or equal to the preset slope threshold and whether the road bumping degree of the bumping road condition is less than or equal to the preset bumping degree threshold. If the road slope of the slope road condition is less than or equal to the preset slope threshold and the road bumping degree of the bumping road condition is less than or equal to the preset bumping degree threshold, the maximum running efficiency of the running efficiency corresponding to the 2nd gear and the running efficiency corresponding to the 3rd gear is determined, and the gear corresponding to the maximum running efficiency is determined as the target driving gear.

[0103] If the vehicle is in the state that does not need to be unstuck, but the road slope of the slope road condition is greater than the preset slope threshold and the road bumping degree of the bumping road condition is greater than the preset bumping degree threshold, the vehicle can be controlled to drive in the 2nd gear at this time because the maximum torque of the 2nd gear is greater than the maximum torque of the 3rd gear.

[0104] In some embodiments, the second gear further includes a non-unstuck gear, and the maximum torque of the unstuck gear is greater than the maximum torque of the non-unstuck gear; in the case that the load condition is full load, the vehicle gear control method can further include: if the vehicle is in the state that needs to be unstuck, controlling the vehicle to drive in the unstuck gear.

[0105] The unstuck gear refers to an alternative gear used to provide sufficient power to overcome extreme resistance when the vehicle is stuck in a stuck state.

[0106] Specifically, in the case that the load condition of the vehicle is full load, the vehicle can be stuck in a stuck state and needs to be unstuck, and therefore, the second gear can be set to include an unstuck gear and a non-unstuck gear. In the case that the load condition is full load, it is first determined whether the vehicle needs to be unstuck. If the vehicle is in the state that needs to be unstuck, the vehicle is controlled to drive in the unstuck gear.

[0107] Further, after the vehicle drives in the unstuck gear, the foregoing step of acquiring the load condition and the driving road condition of the vehicle in the driving process can be returned to, so as to continue the step of determining the target driving gear, thereby realizing real-time adjustment of the gear.

[0108] In some cases, the unstuck gear is the 1st gear.

[0109] For example, taking the above mine truck vehicle as an example, if the load condition is full load, assuming that the current driving gear of the vehicle is the 3rd gear, the alternative gears include the 1st gear and the 2nd gear. The 2nd gear is a non-unstuck gear, and the 1st gear is an unstuck gear.

[0110] The system determines whether the vehicle is stuck and requires rescue. If rescue is not necessary, the system then determines whether the road conditions meet preset road conditions. If so, the system determines the maximum operating efficiency between the operating efficiencies corresponding to gear 2 and gear 3, and determines the gear corresponding to this maximum operating efficiency as the target driving gear.

[0111] If the vehicle is in a state where it does not need to be rescued, but the slope of the road does not meet the preset road conditions, at this time, since the maximum torque of the 3rd gear is greater than the maximum torque of the 2nd gear, the vehicle gear can be controlled to switch to the 2nd gear.

[0112] If the vehicle is in a state that requires escape, switch the vehicle gear to 1st gear and allow the vehicle to drive in 1st gear.

[0113] In the above embodiment, by setting the escape gear and the non-escape gear when the vehicle is fully loaded, and by intelligently identifying the vehicle's extreme working conditions and automatically switching gears under extreme working conditions, the vehicle's driving problems under complex road conditions can be solved promptly and effectively, the vehicle's passability and safety can be improved, and a smarter and safer gear control strategy can be achieved.

[0114] In some embodiments, obtaining the load condition of the vehicle during driving may further include: if the vehicle is in a parked state and unloading state before entering the driving process, determining that the load condition is empty.

[0115] Specifically, before the vehicle enters the driving process, if the vehicle is in a parked state and in an unloaded state, then when the vehicle enters the driving process, it can be considered that the load condition of the vehicle is unloaded.

[0116] For example, the vehicle can be identified as being in the unloading state through video surveillance. Alternatively, the vehicle can be identified as being in the unloading state through the action of a specific mechanism of the vehicle. For example, when the power take-off of a mining truck is turned on, it can be identified that the vehicle is in the unloading state.

[0117] For example, refer to Figure 4a As shown, this specification provides a vehicle gear control method based on working condition identification, which is used for adaptive gear control of heavy-duty mining trucks to solve the problem that traditional control methods usually perform gear control based on fixed target speed, throttle value, etc. Since these parameters are determined in the design stage, it is difficult to adapt to the dynamic changes of the truck in actual operation.

[0118] In the method, the vehicle load condition is reflected by the vehicle weight. The method mainly includes three aspects of vehicle weight identification, working condition identification and gear selection strategy. The vehicle weight identification refers to identifying the vehicle load or weight during the running of the vehicle according to the characteristics of loading and unloading of the vehicle; the working condition identification refers to identifying the slope and bumpy road condition of the current vehicle running based on the acceleration sensor; the gear selection strategy refers to determining whether the current vehicle has a passing demand (heavy load climbing demand) or an operation efficiency demand (empty load speed control demand) according to the vehicle weight, the current running slope and bumpy road condition, so as to select the corresponding target gear. In addition, the gear selection strategy can also select the gear according to the current demand torque and current speed of the vehicle to temporarily control in the case where the working condition identification and / or the vehicle weight identification are not completed.

[0119] Specifically, under normal operation, the mine truck has an empty load state and a full load state, and the load difference between the two states is large, generally three times the weight difference, for example, a 105-ton mine truck has a vehicle weight of 30 tons in the empty load state and a vehicle weight of 105 tons in the full load state. The vehicle weight estimation strategy includes unloading identification and loading identification (or referred to as loading identification). The unloading identification is mainly to judge according to the normal driving habits of the vehicle, first stop in the loading state, then reverse, and finally start the winch, so as to realize the judgment of the vehicle from the full load state to the empty load state. The loading identification is also mainly to judge according to the driving habits of the vehicle during the loading process, first stop the vehicle, then reverse, and finally stop for more than 2 minutes, which is a preliminary judgment that the vehicle is in the loading state and enters the full load state identification. In order to avoid misjudgment of the loading state due to other factors stopping, the vehicle load is identified (corresponding to the determination of the load condition in the present specification according to the torque data and the slope road condition) during the vehicle running through the full load state identification to avoid misjudgment.

[0120] Reference is made to Figure 4b As shown in the figure, on the basis of the vehicle load identification, the preliminary gear selection logic of the loading identification, the full load gear selection strategy operation, the unloading identification and the empty load gear selection strategy operation can be realized.

[0121] The working condition identification is performed during the vehicle running. The working condition identification includes slope identification and bumpy road identification, and the specific description is referred to the related description in the present specification, which will not be described in detail.

[0122] The gear selection strategy in the gear control method provided in the present specification is realized based on the working condition and the vehicle weight. Reference is made to Figure 4c As shown in the figure, the gear selection strategy mainly includes:

[0123] Step 1: The vehicle driving slope and bumpy road condition recognition is performed during the real-time running of the vehicle, and it is judged whether the vehicle weight recognition is completed, if not, the gear selection is performed by using the conventional gear control mode based on the pedal opening and the vehicle speed, which is a temporary control mode used when the vehicle weight is not completely recognized; if the recognition is completed, step 2 is entered.

[0124] Step 2: It is judged whether the vehicle is in heavy load (or whether the vehicle is in full load), if yes, the vehicle gear is prohibited to be switched to 4th gear, and step 3 is entered; if not, the vehicle gear is prohibited to be switched to 1st gear and 2nd gear, and step 5 is entered. It is to be noted that in some cases, if the vehicle is in heavy load, the initial driving gear of the vehicle can be set to 2nd gear; if the vehicle is in empty load, the initial driving gear of the vehicle can be set to 3rd gear.

[0125] Step 3: It is judged whether the vehicle is stuck and needs to be rescued, if yes, the gear is switched to 1st gear, the vehicle is controlled to run in 1st gear, and returns to step 1; if not, the vehicle gear is prohibited to be switched to 1st gear, and step 4 is entered.

[0126] Step 4: It is judged whether the vehicle is currently in a large slope or a bumpy road, if yes, 2nd gear or 3rd gear is selected as the target driving gear (corresponding to the target driving gear determined according to the maximum torque of the current driving gear and the alternative gear in the present specification), and when the initial driving gear is 2nd gear, the vehicle is kept running in 2nd gear; if not, 2nd gear or 3rd gear is selected as the target driving gear (corresponding to the target driving gear determined according to the maximum electric drive efficiency of the first electric drive efficiency and the second electric drive efficiency in the present specification) with the best economy as the target.

[0127] Step 5: It is judged whether the vehicle is currently in a large slope or a bumpy road, if yes, 3rd gear or 4th gear is selected as the target driving gear with the maximum power as the target, and when the initial driving gear is 3rd gear, the vehicle is kept running in 3rd gear; if not, 3rd gear or 4th gear is selected as the target driving gear with the best economy as the target.

[0128] Thus, by recognizing the running condition of the vehicle to select the gear, the gear of the vehicle can be matched with the running scene, and the requirements of the vehicle passability under heavy load and the requirements of the vehicle efficiency under empty load can be well met. By the gear selection strategies under different slopes and bumpy roads (including the power priority gear selection strategy and the running efficiency priority gear selection strategy), the phenomenon of the cyclic gear switching of two gears under complex conditions can be avoided. In addition, by the gear selection method of the condition recognition, the range of the gear selection is reduced, and compared with the gear selection mode based on the vehicle speed and the pedal opening, the gear selection frequency can be effectively reduced, which is helpful to improve the reliability and the running economy of the gearbox.

[0129] The embodiment of the present specification provides a vehicle gear control device, which refers to Figure 5As shown, the vehicle gear control device 500 may include: a load and road condition acquisition module 510 , an alternative gear determination module 520 , a first target gear determination module 530 and a second target gear determination module 540 .

[0130] The load and road condition acquisition module 510 is used to acquire the load condition and road condition of the vehicle during driving.

[0131] The alternative gear determination module 520 is configured to determine an alternative gear among the gears of the vehicle according to a load condition and a current driving gear of the vehicle.

[0132] The first target gear determination module 530 is configured to determine a target driving gear from the current driving gear and the alternative gears according to a first operating efficiency corresponding to the current driving gear of the vehicle if the driving road condition meets a preset road condition.

[0133] The second target gear determination module 540 is used to determine the target driving gear among the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the alternative gear if the driving road condition does not meet the preset road condition, so as to control the vehicle to travel at the target driving gear.

[0134] The specific definition of the vehicle gear control device can be found in the definition of the vehicle gear control method above and will not be repeated here. Each module in the aforementioned vehicle gear control device can be implemented in whole or in part through software, hardware, or a combination thereof. Each of the aforementioned modules can be embedded in or independent of a processor in a computer device in hardware form, or can be stored in a computer device memory in software form, so that the processor can call and execute the corresponding operations of each module.

[0135] The embodiments of this specification also provide a computer device, which may include a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle gear control method in any of the aforementioned embodiments is implemented.

[0136] The embodiments of this specification further provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle gear control method in any of the aforementioned embodiments.

[0137] It is to be appreciated that the above description and the examples that follow are intended to be illustrative only and that changes can be made to the description, either functionally or chronologically, as well as changes being made concerning the order of implementation. The logic and / or steps represented in the flow diagrams and / or described herein can be considered as a sequence of executable instructions, and can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For purposes of this specification, a "computer-readable medium" can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-readable medium can be, for example, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system (or apparatus) or a propagation medium. More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection (electronic) having one or more wires, a portable computer diskette (magnetic), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber (optical), and a portable compact disc read-only memory (CDROM). Note that the computer-readable medium can even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, for example via the optical scanner of a device or device or via an intermediary, such as a facility bureau, then compiled, interpreted, or processed in a suitable manner if necessary, and then stored in a computer storage medium.

[0138] It is to be understood that the various parts of the application can be implemented by hardware, software, firmware or a combination thereof. In the above embodiments, a number of steps or methods can be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any of the following technologies known in the art, or a combination thereof, can be used: discrete logic circuitry having logic gates for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), etc.

[0139] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Also, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0140] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0141] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediate medium; internal communication between two components, or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0142] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A vehicle gear control method, characterized in that: The method comprises: Obtain the vehicle's load and road conditions during driving; determining an alternative gear among the gears of the vehicle according to the load condition and the current driving gear of the vehicle; If the driving road condition satisfies a preset road condition, determining a target driving gear from the current driving gear and the alternative gear according to a first operating efficiency corresponding to the current driving gear of the vehicle; If the driving road condition does not meet the preset road condition, the target driving gear is determined between the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the alternative gear, so as to control the vehicle to drive at the target driving gear.

2. The method according to claim 1, characterized in that The driving road condition includes a bumpy road condition; if the driving road condition satisfies a preset road condition, determining a target driving gear between the current driving gear and the alternative gear according to a first operating efficiency corresponding to the current driving gear of the vehicle, including: If the bumpiness of the bumpy road condition is less than or equal to a preset bumpiness threshold, the target driving gear is determined between the current driving gear and the alternative gear according to the first operating efficiency and the second operating efficiency corresponding to the alternative gear.

3. The method according to claim 2, characterized in that The first operating efficiency includes a first electric drive efficiency, and the second operating efficiency includes a second electric drive efficiency; and determining the target driving gear between the current driving gear and the alternative gear according to the first operating efficiency and the second operating efficiency corresponding to the alternative gear comprises: determining a maximum electric drive efficiency among the first electric drive efficiency and the second electric drive efficiency; The gear corresponding to the maximum electric drive efficiency is determined as the target driving gear.

4. The method according to claim 2, characterized in that The driving road condition further includes a slope road condition; if the driving road condition satisfies a preset road condition, determining a target driving gear from the current driving gear and the alternative gears according to a first operating efficiency corresponding to the current driving gear of the vehicle, further comprising: If the road surface slope of the slope road condition is less than or equal to the preset slope threshold, and the road surface bumpiness of the bumpy road condition is less than or equal to the preset bumpiness threshold, the target driving gear is determined between the current driving gear and the alternative gear based on the first operating efficiency and the second operating efficiency.

5. The method according to claim 1, characterized in that The load condition includes no load and full load; and determining an alternative gear among the gears of the vehicle according to the load condition and the current driving gear of the vehicle includes: If the load condition is no-load, determining that the alternative gear position includes the first gear position; If the load condition is full load, it is determined that the alternative gear includes the second gear; wherein the maximum torque of the first gear is not greater than the maximum torque of the second gear.

6. The method according to claim 5, characterized in that The second gear includes a non-escape gear; when the load condition is fully loaded, if the driving road condition meets the preset road condition, determining the target driving gear between the current driving gear and the alternative gear according to the first operating efficiency corresponding to the current driving gear of the vehicle, including: If the vehicle is in a state where escape is not required and the driving road condition satisfies the preset road condition, determining the target driving gear between the current driving gear and the non-escape gear according to the first operating efficiency; When the load condition is fully loaded, if the driving road condition does not meet the preset road condition, determining the target driving gear between the current driving gear and the alternative gear according to the maximum torques corresponding to the current driving gear and the alternative gear, includes: If the vehicle is in a state where it does not need to be rescued and the driving road condition does not meet the preset road condition, the target driving gear is determined between the current driving gear and the alternative gear according to the maximum torque corresponding to the current driving gear and the non-rescue gear.

7. The method according to claim 6, characterized in that The second gear further includes a non-disengagement gear, and the maximum torque of the disengagement gear is greater than the maximum torque of the non-disengagement gear; when the load condition is full load, the method further includes: If the vehicle is in a state that requires escape, the vehicle is controlled to travel in the escape gear.

8. The method according to any one of claims 1 to 7, characterized in that The obtaining of the load condition of the vehicle during driving further includes: If the vehicle is in a parked state and unloaded before entering the driving process, it is determined that the load condition is empty.

9. A vehicle gear control device, characterized in that: The device comprises: The load and road condition acquisition module is used to obtain the load and road conditions of the vehicle during driving; an alternative gear determination module, configured to determine an alternative gear among the gears of the vehicle according to the load condition and the current driving gear of the vehicle; a first target gear determination module, configured to determine a target driving gear from the current driving gear and the alternative gear according to a first operating efficiency corresponding to the current driving gear of the vehicle if the driving road condition satisfies a preset road condition; The second target gear determination module is used to determine the target driving gear between the current driving gear and the alternative gear according to the maximum torque corresponding to each of the current driving gear and the alternative gear if the driving road condition does not meet the preset road condition, so as to control the vehicle to travel at the target driving gear.

10. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 8 are implemented.

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