Shift control methods, devices, vehicles and software products

Abstract

This application relates to the technical field of vehicle control, and in particular to a shift control method, device, vehicle, and program product. The method includes acquiring the operating status information of a target vehicle and the driver's control status information of the target vehicle within the current detection cycle; determining whether the target vehicle has sufficient power based on the operating status information and control status information; if the target vehicle has sufficient power, determining the operating efficiency of the target vehicle's electric motor in the current gear based on the operating status information, and estimating the operating efficiency of the target vehicle's electric motor in the adjacent gear; and determining whether to generate a shift command based on the comparison result between the operating efficiency of the current gear and the operating efficiency of the adjacent gear, the shift command is used to control the target vehicle to switch from the current gear to one of the adjacent gears. Using the method of this application can improve the fuel economy of vehicle operation.

Description

Technical Field

[0001] This application relates to the technical field of vehicle control, and in particular to a shift control method, device, vehicle, and program product. Background Technology

[0002] New energy vehicles have seen rapid development in recent years due to their advantages such as strong power, high level of intelligence, and good driving experience; however, the driving range of electric vehicles has always been a pain point. In order to improve the driving range of new energy vehicles, shifting strategies are usually used to improve the overall energy economy of the vehicle.

[0003] In related technologies, efficiency surface plots for each gear are constructed, and upshift curves are generated based on the interval curves obtained from the intersection of efficiency surface plots of adjacent gears. While this method, compared to power parameter-based shifting, can improve fuel economy, the shift curves of this invention are fixed. Under different road conditions and driving habits, the shift curve parameters will deviate from the actual shift curves. Furthermore, as mileage increases, the overall fuel economy of the vehicle will significantly decrease.

[0004] Therefore, how to improve the fuel economy of vehicle operation is an urgent problem to be solved. Summary of the Invention

[0005] Therefore, it is necessary to provide a shift control method, device, vehicle, and program product that can improve the economic efficiency of vehicle operation in response to the above-mentioned technical problems.

[0006] In a first aspect, this application provides a shift control method, including:

[0007] Obtain the operating status information of the target vehicle and the driver's control status information of the target vehicle within the current detection period;

[0008] Based on the operating status information and the control status information, determine whether the target vehicle has sufficient power;

[0009] When it is determined that the target vehicle has sufficient power, the operating efficiency of the target vehicle's motor in the current gear is determined based on the operating status information, and the operating efficiency of the target vehicle's motor in the adjacent gears of the current gear is estimated.

[0010] Based on the comparison between the operating efficiency of the current gear and the operating efficiency of the adjacent gear, it is determined whether to generate a shift command. The shift command is used to control the target vehicle to switch from the current gear to one of the adjacent gears.

[0011] In one embodiment, determining whether the target vehicle has sufficient power based on the operating status information and the control status information includes:

[0012] The operating condition prediction model is retrieved to process the operating status information and the control status information to obtain the current actual operating condition of the target vehicle;

[0013] Based on the judgment rules corresponding to the actual working conditions, it is determined whether the target vehicle has sufficient power.

[0014] In one embodiment, the retrieved operating condition prediction model processes the operating state information and the control state information to obtain the current actual operating condition of the target vehicle, including:

[0015] The prediction models corresponding to each operating condition are retrieved, and the operating state information and control state information are processed by each prediction model to obtain the output results corresponding to each prediction model. The output results indicate whether the target vehicle is in the operating condition corresponding to the prediction model.

[0016] Based on the output results of each prediction model, the actual operating conditions of the target vehicle are determined.

[0017] In one embodiment, the method further includes:

[0018] If at least two of the prediction models output "yes", then retrieve the historical operating status information and historical control status information of the target vehicle within the historical detection period.

[0019] Based on the historical operating status information, the historical control status information, the operating status information, and the control status information, the actual operating condition of the target vehicle is determined.

[0020] In one embodiment, the shift command includes an upshift command and a downshift command. The step of determining whether to generate a shift command based on a comparison of the operating efficiency of the current gear with the operating efficiency of the adjacent gears includes:

[0021] When the target vehicle is accelerating, if the target vehicle meets all the rules in the first matching rule, the upshift command is generated; the first matching rule includes that the operating efficiency of the next gear is greater than the operating efficiency of the current gear, and the real-time speed of the target vehicle in the current gear is greater than the maximum speed of the optimal efficiency range corresponding to the current gear.

[0022] When the target vehicle is in a braking state, if the operating efficiency of the previous gear is greater than the operating efficiency of the current gear, then the downshift command is generated.

[0023] In one embodiment, the first matching rule further includes: the torque corresponding to the next gear is less than or equal to the current peak torque of the motor.

[0024] In one embodiment, the method further includes:

[0025] The downshift command is generated when it is determined that the target vehicle meets at least one of the second matching rules;

[0026] The second matching rule includes:

[0027] The real-time speed of the current gear is less than the minimum speed of the optimal efficiency range corresponding to the current gear;

[0028] The real-time temperature of the motor exceeds the temperature threshold, and the rate of temperature rise of the motor is greater than the maximum heat dissipation rate.

[0029] The real-time output power of the motor is greater than its rated power;

[0030] The real-time output torque of the electric motor is greater than the peak torque of the electric motor.

[0031] Secondly, this application also provides a gear shift control device, the device comprising an information acquisition module, a power determination module, an efficiency determination module, and a gear shift command generation module, wherein:

[0032] The information acquisition module is used to acquire the operating status information of the target vehicle and the driver's control status information of the target vehicle within the current detection cycle;

[0033] The power determination module is used to determine whether the target vehicle has sufficient power based on the operating status information and the control status information.

[0034] An efficiency determination module is used to determine the operating efficiency of the electric motor of the target vehicle in the current gear based on the operating status information when it is determined that the target vehicle has sufficient power, and to estimate the operating efficiency of the electric motor of the target vehicle in the adjacent gears of the current gear.

[0035] The shift command generation module is used to determine whether to generate a shift command based on a comparison between the operating efficiency of the current gear and the operating efficiency of the adjacent gear. The shift command is used to control the target vehicle to switch from the current gear to one of the adjacent gears.

[0036] Thirdly, this application also provides a vehicle including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the shift control method as described in any one of the first aspects above.

[0037] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the shift control method as described in any one of the first aspects above.

[0038] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the shift control method as described in any one of the first aspects above.

[0039] The aforementioned shift control method, device, vehicle, and program product, in the aforementioned shift control method, by acquiring the target vehicle's operating status information and control status information, comprehensively judges whether the target vehicle's power is sufficient; and, if the target vehicle's power is sufficient, further considers whether the engine's operating efficiency meets the shift conditions; by determining the electric motor's operating efficiency in the current gear, and estimating the electric motor's operating efficiency in two adjacent gears in the current gear; then comparing the operating efficiencies of several gears, and based on the comparison results, determining whether to generate a shift command to improve the electric motor's operation at the highest possible efficiency.

[0040] Through continuous monitoring and forecasting across monitoring cycles, gear shifting can be initiated promptly when the electric motor's efficiency begins to decline in the current gear, while an adjacent gear offers higher operating efficiency. This ensures that the electric motor operates at the highest possible efficiency for the target vehicle under most conditions, thereby improving driving economy. Furthermore, shifting only when a significant efficiency improvement is anticipated from an adjacent gear avoids frequent shifting triggered by minor speed changes or slight throttle adjustments by the driver, which is detrimental to both efficiency and comfort, thus improving shift smoothness. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 This is a flowchart illustrating a shift control strategy method in one embodiment;

[0043] Figure 2 This is a schematic diagram of a process for determining whether the power is sufficient in one embodiment;

[0044] Figure 3 This is a flowchart illustrating the generation of shift commands in one embodiment;

[0045] Figure 4 This is a schematic diagram of the overall flow of the shift control method in another embodiment;

[0046] Figure 5 This is a structural block diagram of the shift control device in one embodiment;

[0047] Figure 6 This is a diagram of the internal structure of a vehicle in one embodiment. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0049] The shift control method provided in this application is applied to a target vehicle; wherein, the target vehicle is a vehicle that solely uses electric power to drive an electric motor. This includes not only pure electric vehicles, but also range-extended vehicles that use fuel consumed by an engine to drive an electric motor to generate electricity and then drive the electric motor, as well as hybrid vehicles that use intermittent fuel and electric power, but are in direct electric drive mode. It should be noted that the vehicle to which this application's method is applicable must also have a multi-gear (at least three gears) transmission; in a typical scenario, the shift control method of this application is applied to a purely electric heavy-duty truck as an example.

[0050] In one exemplary embodiment, such as Figure 1 As shown, a shift control method is provided, including the following steps 110-140, wherein:

[0051] Step 110: Obtain the operating status information of the target vehicle and the driver's control status information of the target vehicle within the current detection cycle.

[0052] In this embodiment of the application, the detection cycle is a preset unit cycle. The duration of one unit cycle can be 5 minutes or 10 minutes. In this embodiment of the application, no specific limitation is made on the specific duration of the unit cycle.

[0053] Operating status information refers to parameters specific to the vehicle itself, which cannot be directly adjusted by the driver. For example, when adjusting vehicle speed, the driver directly controls the gear / accelerator / brake, and the changes in gear / accelerator / brake lead to changes in the transmission / engine / electric motor, ultimately adjusting the vehicle speed. Operating status information includes parameters such as vehicle speed, acceleration, battery discharge voltage and current, and temperature. Control status information includes parameters that can be directly controlled by the driver, such as accelerator opening, brake opening, and brake pedal application frequency.

[0054] It should be noted that since control status information and operating status information include not only instantaneous parameters but also process parameters, the current detection cycle corresponds to the historical time period that has already passed, i.e., the previous unit cycle, for the current moment. For example, if the current moment is 12:03, then the current detection cycle corresponds to the most recent unit cycle before 12:03.

[0055] Step 120: Based on the operating status information and control status information, determine whether the target vehicle has sufficient power.

[0056] The power of the target vehicle is a key indicator for determining whether to shift gears. For example, when the target vehicle lacks sufficient power, it is necessary to shift gears to obtain enough power. However, this situation might also occur during braking. Therefore, whether to shift gears when the target vehicle lacks power actually depends on the driver's control. When the target vehicle has sufficient power, further judgment is needed to determine whether the power is adequate, and then a more detailed assessment is required to determine whether shifting gears is necessary.

[0057] In this embodiment of the application, the operating status information represents various parameters of the target vehicle's operation, and the control status information represents various parameters of the driver's control over the target vehicle. The two parameters are calculated in detail based on preset conditions or formulas, and the power of the target vehicle is determined based on the calculation results.

[0058] Step 130: When it is determined that the target vehicle has sufficient power, determine the operating efficiency of the target vehicle's motor in the current gear based on the operating status information, and estimate the operating efficiency of the target vehicle's motor in the adjacent gears of the current gear.

[0059] In this embodiment of the application, when it is determined that the target vehicle has sufficient power, the operating efficiency of the electric motor needs to be considered. The operating efficiency of the target vehicle's electric motor in the current gear is determined based on its operating state. The output power is calculated using the battery's discharge voltage and current, and the actual power used is determined using parameters such as the target vehicle's mass, speed, and acceleration. The operating efficiency is then determined based on the output power and the actual power used. After switching from the current gear to an adjacent gear, the target vehicle's operating state information can be predicted. Therefore, based on the predicted operating state information after the gear switch, the predicted operating efficiency can be further calculated.

[0060] Step 140: Based on the comparison result of the operating efficiency of the current gear and the operating efficiency of the adjacent gear, determine whether to generate a shift command. The shift command is used to control the target vehicle to switch from the current gear to one of the adjacent gears.

[0061] In the embodiments of this application, if it is determined that at least one of the estimated operating efficiencies of adjacent gears is greater than the operating efficiency of the current gear, a shift command is generated and executed, thereby controlling the transmission of the target vehicle to switch to the target gear; and the target gear to be switched to is the gear with the highest estimated operating efficiency among the adjacent gears.

[0062] In the above-mentioned shift control method, by acquiring the target vehicle's operating status information and control status information, it is comprehensively judged whether the target vehicle has sufficient power; and if the target vehicle has sufficient power, it further considers whether the engine's operating efficiency meets the shift conditions; by determining the motor's operating efficiency in the current gear, and estimating the motor's operating efficiency in two adjacent gears in the current gear; then comparing the operating efficiencies of several gears, and based on the comparison results, determining whether to generate a shift command to improve the motor's operation at the highest possible efficiency.

[0063] Through continuous monitoring and forecasting across monitoring cycles, gear shifting can be initiated promptly when the electric motor's efficiency begins to decline in the current gear, while an adjacent gear offers higher operating efficiency. This ensures that the electric motor operates at the highest possible efficiency for the target vehicle under most conditions, thereby improving driving economy. Furthermore, shifting only when a significant efficiency improvement is anticipated from an adjacent gear avoids frequent shifting triggered by minor speed changes or slight throttle adjustments by the driver, which is detrimental to both efficiency and comfort, thus improving shift smoothness.

[0064] In one embodiment, reference Figure 2 Step 120, which determines whether the target vehicle has sufficient power, may specifically include steps 121 and 122, wherein:

[0065] Step 121: Retrieve the operating condition prediction model to process the operating status information and control status information to obtain the current actual operating condition of the target vehicle;

[0066] Step 122: Based on the judgment rules corresponding to the actual working conditions, determine whether the target vehicle has sufficient power.

[0067] Since the criteria for judging whether the power is sufficient vary under different operating conditions, determining the actual operating conditions of the target vehicle first will allow for a more accurate assessment of whether the power is sufficient.

[0068] Specifically, the input information of the operating condition prediction model is the operating information and control status information of the target vehicle in the current detection cycle obtained in step 110, and the output of the operating condition prediction model is the binary classification result corresponding to each operating condition; then, the actual operating condition corresponding to the target vehicle is determined based on the output result of the operating condition prediction model. The operating condition prediction model can be an independent model that can make judgments and identifications for various operating conditions; the operating condition prediction model can be a pre-trained neural network model, or a non-neural network model constructed from corresponding algorithms and conditions; the specific type of operating condition prediction model is not specifically limited in this embodiment.

[0069] The working condition prediction model can also be a model corresponding to each working condition, that is, a model is used to make judgments and identifications for a specific working condition.

[0070] In this embodiment of the application, the operating condition prediction model can also be a model corresponding to each operating condition, to further illustrate the specific implementation process of step 121. In one example, the operating conditions of the target vehicle are divided into three categories: highway operating conditions, mountain road steep slope operating conditions, and urban operating conditions; these three operating conditions correspond to three typical application scenarios of the vehicle. Then the operating condition prediction model includes a highway operating condition prediction model, a mountain road steep slope operating condition prediction model, and an urban operating condition prediction model.

[0071] Of course, in practical applications, there may be more or fewer different types of operating conditions. In this embodiment, no specific limitation is made on the classification of operating conditions.

[0072] Further, step 121 may specifically include: retrieving the prediction model corresponding to each operating condition, processing the operating state information and control state information using each prediction model, obtaining the output result corresponding to each prediction model, and the output result indicating whether the target vehicle is in the operating condition corresponding to the prediction model; and determining the actual operating condition of the target vehicle based on the output result of each prediction model.

[0073] In one possible implementation, the high-speed driving condition prediction model processes the input data by integrating the throttle opening, the rate of change of the throttle, the duration and / or number of times the throttle opening increases from 0 and returns to 0, the brake pedal opening, the rate of change of the brake pedal, the duration and / or number of times the brake pedal opening increases from 0 and returns to 0, and the duration of the current gear. Then, based on the obtained integral value, the differential value of the output torque, the average vehicle speed, the driving power of the electric motor, and the resistance power, a comprehensive calculation is performed, and a binary classification result representing whether the target vehicle is in a high-speed driving condition is determined based on the calculation result.

[0074] In one possible implementation, the mountain road steep slope condition prediction model processes the input data by integrating the throttle opening, the rate of change of the throttle, the duration and / or number of times the throttle opening increases from 0 and returns to 0, the brake pedal opening, the rate of change of the brake pedal, the duration and / or number of times the brake pedal opening increases from 0 and returns to 0, and the duration of the current gear position, to obtain an integral value. The integral value, the output torque of the electric motor, the speed and output power of the electric motor, and the slope resistance power are then comprehensively calculated. Finally, based on the calculation results, a binary classification result is determined to indicate whether the target vehicle is in a mountain road steep slope condition.

[0075] In one possible implementation, the urban driving condition prediction model processes the input data by comprehensively calculating the target vehicle's number of stops, average speed, throttle opening, throttle change rate, throttle usage frequency, brake pedal opening, brake pedal change rate, brake pedal usage frequency, and stop interval time. Based on the calculation results, a binary classification result is determined to characterize whether the target vehicle is in an urban driving condition.

[0076] In most cases, only one of the outputs of the three operating condition prediction models indicates that the vehicle belongs to the corresponding operating condition. For example, if 0 represents no and 1 represents yes, then in one example, the outputs of the highway operating condition prediction model, the mountain road steep slope operating condition prediction model, and the urban operating condition prediction model are 0, 0, and 1, respectively; therefore, based on the outputs of the three operating condition prediction models, it can be determined that the target vehicle is in an urban operating condition.

[0077] Specifically, the logic for determining the actual operating conditions of the target vehicle using operational status information and control status information can be implemented through formula (0), where:

[0078] , formula (0);

[0079] in, This indicates that the target vehicle belongs to the first category. For each working condition, 1 indicates that it belongs to the category, and 0 indicates that it does not. .

[0080] : A binary classification activation function, the result of which is mapped to 0 or 1;

[0081] The integral term over the input signal; This is a torque-related feature vector. These are power-related feature vectors; This is the speed / stopping feature vector; Offsets specific to the operating conditions.

[0082] ,as well as These are the weight matrices corresponding to each working condition type (determined through calibration).

[0083] Furthermore, in step 122, since each operating condition has a corresponding judgment rule for determining whether the target vehicle has sufficient power, after determining the actual operating condition corresponding to the target vehicle, the judgment rule corresponding to the actual operating condition is determined. Then, based on the target vehicle's operating status information and control status information, as well as the determined judgment rule, it is determined whether the target vehicle has sufficient power. The judgment rules corresponding to each operating condition are explained below.

[0084] For high-speed driving, a vehicle with an acceleration greater than 0 is considered to have sufficient power; otherwise, it is considered to have insufficient power.

[0085] For steep mountain roads, if the differential value of the electric motor's torque is greater than 0 and the differential value of the electric motor's speed is less than 0, it is considered to have insufficient power; otherwise, it is considered to have sufficient power.

[0086] For urban driving conditions, sufficient power is considered when the accelerator pedal opening is greater than 0 and the differential value of the motor speed is greater than 0; otherwise, it is considered when the power is insufficient.

[0087] Specifically, the differential values ​​of torque and rotational speed are expressed by formulas (1) and (2), respectively:

[0088] , formula (1); , formula (2);

[0089] For torque, For rotational speed, This is the symbol for an electric motor. For time; This is the differential value of the motor torque. This is the differential value of the motor speed.

[0090] Specifically, there are at least three ways to determine the acceleration parameter needed to determine whether the target vehicle has sufficient power, which will be described below.

[0091] Method 1 for determining acceleration: Directly determine acceleration using the detection data from the sensors installed on the target vehicle. On the one hand, the acceleration measured by the acceleration sensor can be used directly; on the other hand, the acceleration can be determined by differentiating the vehicle speed measured by the speed sensor with respect to time; as shown in formula (3):

[0092] Formula (3); where, For acceleration, The speed is the vehicle speed.

[0093] Method 2 for determining acceleration: Determine the acceleration of the target vehicle through the operating state parameters of the target vehicle; specifically, determine the acceleration of the target vehicle using formula (4), where:

[0094] , formula (4).

[0095] For acceleration, This represents the torque of the electric motor. This refers to the gear ratio of the transmission. Main reduction ratio, For the wheel radius, It is the acceleration due to gravity. The rolling resistance coefficient, The angle value of the slope. The air drag coefficient, The frontal area of ​​the target vehicle. The target vehicle's speed, expressed in kilometers per hour (km / h). This is the rotational mass conversion factor. The mass of the target vehicle.

[0096] Method 3 for determining acceleration: The accelerations calculated by Method 1 and Method 2 are weighted and summed to obtain the actual acceleration. The acceleration calculated by Method 1 can be assigned a weight of 0.8, and the acceleration calculated by Method 2 can be assigned a weight of 0.2.

[0097] Furthermore, in the above method, the steps of determining the acceleration of the target vehicle, determining the judgment rule for judging whether the target vehicle's power is sufficient based on the actual operating conditions of the target vehicle, and determining whether the target vehicle's power is sufficient based on the target vehicle's operating state information, control state information, and the determined judgment rule are all configured to be executed as an independent power estimation model. That is to say, in the embodiments of this application, step 120 is executed based on a pre-configured power estimation model to obtain the result of whether the target vehicle's power is sufficient.

[0098] Furthermore, there are some special cases when determining the actual operating conditions of the target vehicle. For example, typical urban operating conditions involve low average speed, frequent braking, and low throttle opening. Urban operating conditions are determined by the large number of vehicles and complex road intersections in the city. However, during certain periods, when there are fewer vehicles on urban roads and most travel routes are straight, the operating condition prediction model may obtain incorrect identification results. It is even possible that at least two models will output binary classification results that both represent the corresponding operating conditions.

[0099] Therefore, if it is determined that at least two prediction models have the same output, i.e., there is a conflict in the output of each prediction model, then the historical operating status information and historical control status information of the target vehicle within the historical detection period are retrieved; based on the historical operating status information, historical control status information, operating status information and control status information, the current actual operating condition of the target vehicle is determined.

[0100] Specifically, historical operating status information refers to the operating status information corresponding to the previous detection cycle in the current detection cycle; similarly, historical control status information refers to the control status information corresponding to the previous detection cycle in the current detection cycle. That is, historical operating status information and the operating status information of the current detection cycle should be continuous, and historical control status information and the control status information of the current detection cycle should also be continuous.

[0101] In one possible implementation, a dynamic estimation model is used to process historical operating state information, historical control state information, operating state information, and control state information to determine the current actual operating condition of the target vehicle.

[0102] The dynamic estimation model can also integrate an LLM (Large Language Model) module, which can use historical operating state information, historical control state information, operating state information, and control state information as inputs to the LLM model module. By utilizing the analytical capabilities of the LLM model, the output results of the actual operating conditions of the target vehicle can be obtained.

[0103] Using the above method, when there are conflicts in the output results of the aforementioned operating condition models, a longer period of historical data for the target vehicle is obtained. Based on this historical data and relevant data within the current detection cycle, the actual operating condition of the target vehicle is re-determined. Because the acquired historical data extends the data timeline, using data from a longer period to determine the actual operating condition of the target vehicle can reduce the proportion of special cases within certain time periods, thereby improving the accuracy of the determined actual operating condition.

[0104] In another possible implementation, historical control status information and historical operating status information corresponding to each historical testing cycle are retrieved. Based on this information, the historical actual operating conditions for each historical testing cycle are determined. The operating condition with the highest percentage of historical actual operating conditions for each historical testing cycle is then selected as the actual operating condition for the current testing cycle.

[0105] It is important to emphasize that the historical testing period must be a continuous time period with the current testing period. The number of historical testing periods retrieved can be preset, and this embodiment does not impose a specific limitation. The number of historical testing periods retrieved can also be determined based on the number of operating condition types. For example, in this embodiment, there are three types of operating conditions: high-speed, mountain road / steep slope, and urban. To avoid the situation where the proportion of each of the three types of operating conditions is equal in the historical actual operating conditions corresponding to the retrieved historical testing periods, the number of historical testing periods retrieved should be even. That is, if the number of operating condition types is odd, the number of historical testing periods retrieved should be even; if the number of operating condition types is even, the number of historical testing periods retrieved should be odd.

[0106] In one example, let's take a test cycle of 1 minute as an example. If there is a conflict between the judgment results of the actual working condition determined in the current test cycle, the relevant data corresponding to the previous 10 historical test cycles will be retrieved. Then, the working condition judgment results corresponding to the previous 10 historical test cycles will be determined as follows: 6 times for high-speed working condition, 3 times for mountain road steep slope working condition, and 1 time for urban working condition. Since the high-speed working condition accounts for the largest proportion, the actual working condition corresponding to the current test cycle will be determined to be the high-speed working condition.

[0107] In one embodiment, step 130 involves determining the operating efficiency of the target vehicle's electric motor in the current gear, which may specifically include using formulas (5) to (7) to determine the operating efficiency.

[0108] , formula (5);

[0109] Formula (6);

[0110] , formula (7);

[0111] in, For operational efficiency, This refers to the output power of the electric motor. This refers to the input power of the electric motor; This refers to the output speed of the electric motor. This refers to the output torque of the electric motor. This is the input voltage of the motor. This is the input current of the motor.

[0112] Furthermore, the specific steps in step 130 above for determining the operating efficiency of the target vehicle's electric motor in the current gear can be executed by a pre-set dynamic electric motor efficiency MAP model; the speed, torque, and other information of the target vehicle's electric motor are input into the dynamic electric motor efficiency MAP model in real time to calculate the efficiency of the electric motor in the current gear.

[0113] Furthermore, in step 130, the operating efficiency of the motor in adjacent gears is estimated, specifically including: estimating the motor speed in adjacent gears, and then determining the operating efficiency based on the estimated speed.

[0114] Specifically, the relationship between the target vehicle's speed and the electric motor's rotational speed can be expressed by formula (8):

[0115] Formula (8); where, The target vehicle's speed is expressed in kilometers per hour (km / h). This refers to the gear ratio of the transmission. Main reduction ratio, For the wheel radius, This represents the output speed of the electric motor.

[0116] After shifting gears, assuming the actual speed of the target vehicle remains unchanged, but the gear ratio of the transmission changes, this will cause a change in the output speed of the electric motor. In other words, shifting gears directly causes a change in the gear ratio, which ultimately leads to a change in the output speed of the electric motor. Using formula (8), the speed of the electric motor of the target vehicle after shifting gears can be estimated, and thus the operating efficiency of the electric motor after shifting gears can be determined.

[0117] Furthermore, the steps in step 130 above, which estimate the operating efficiency of the motor in adjacent gears and compare the operating efficiency of the motor in the current gear with that in adjacent gears, can both be configured to be executed by the dynamic energy-minimum model.

[0118] In one embodiment, the shift command determined in step 140 is either an upshift command or a downshift command. An upshift command is used to shift the current gear to the next gear, during which the gear ratio of the transmission decreases; for example, if the current gear is 3rd gear, the upshift command is used to shift the gear to 4th gear. A downshift command is used to shift the current gear to the previous gear, during which the gear ratio of the transmission increases; for example, if the current gear is 3rd gear, the downshift command is used to shift the gear to 2nd gear.

[0119] In one embodiment, reference Figure 3 The process of determining the shift command in step 140 may specifically include steps 141 and 142, wherein:

[0120] Step 141: When the target vehicle is accelerating, if the target vehicle meets all the rules in the first matching rule, then an upshift command is generated; the first matching rule includes that the operating efficiency of the next gear is greater than the operating efficiency of the current gear, and the real-time speed of the target vehicle in the current gear is greater than the maximum speed of the optimal efficiency range corresponding to the current gear.

[0121] Step 142: When the target vehicle is in a braking state, if the operating efficiency of the previous gear is greater than that of the current gear, a downshift command is generated.

[0122] Specifically, when the acceleration is less than 0, it indicates that the target vehicle is in a braking state, that is, the vehicle speed is gradually decreasing; when the acceleration is greater than 0, it indicates that the target vehicle is in an accelerating state, that is, the vehicle speed is gradually increasing.

[0123] Each gear corresponds to an optimal efficiency range for the motor speed, indicating that when the motor speed is within the optimal efficiency range at that gear, the overall operating efficiency is at its best.

[0124] When the target vehicle is determined to be in an acceleration state, the relevant parameters of the target vehicle are matched with the first matching rule. If the target vehicle meets all the rules in the first matching rule, then a downshift command is generated as a gear shift command.

[0125] The first matching rule is expressed by formula (9):

[0126] , formula (9);

[0127] in, Current gear The gear ratio, For the next gear The gear ratio, This refers to the real-time output torque of the electric motor. This refers to the peak output torque allowed by the electric motor. This represents the real-time speed of the electric motor. Current gear The maximum speed of the motor within the optimal efficiency range corresponding to the speed; For the motor in the current gear Operating efficiency For the motor to be in the next gear The operating efficiency of the electric motor.

[0128] The first matching rule mentioned above includes not only restrictions on operating efficiency, but also restrictions on speed and the torque corresponding to the next gear. This ensures that the output torque of the motor will not exceed the peak torque allowed by the motor after shifting up, thereby improving safety.

[0129] Furthermore, when the target vehicle is in a braking state, once it is determined that the target vehicle is in a braking state, it is only necessary to compare the operating efficiency of the current gear with the estimated operating efficiency of the previous gear to determine whether to generate a downshift command. Specifically, if the operating efficiency of the previous gear is greater than the operating efficiency of the current gear, that is... When this happens, a downshift command is generated; among which, This represents the operating efficiency of the motor in the current gear. This refers to the operating efficiency of the motor in the previous gear.

[0130] Furthermore, in this embodiment of the application, the method for determining whether to generate a shift command further includes matching the target vehicle using a second matching rule to determine whether to generate a downshift command. The second matching rule includes multiple rules, and a downshift command is generated when the target vehicle is determined to meet at least one of the second matching rules.

[0131] The second matching rule includes:

[0132] The real-time speed of the current gear is less than the minimum speed of the optimal efficiency range corresponding to the current gear, that is... ;in, Current gear The minimum speed of the motor within the optimal efficiency range corresponding to the speed; This represents the real-time rotational speed of the electric motor.

[0133] The real-time temperature of the motor exceeds the temperature threshold, and the rate of temperature rise of the motor is greater than the maximum heat dissipation rate.

[0134] The real-time output power of the motor is greater than its rated power; that is... ;in, This refers to the output power of the electric motor. This refers to the rated power of the electric motor;

[0135] The real-time output torque of the electric motor is greater than the peak torque of the electric motor, that is... ;in, This refers to the real-time output torque of the electric motor. This represents the peak torque that the electric motor is allowed to output.

[0136] Furthermore, when At that time, if If so, then a downshift command will be generated; when At that time, if If this state is maintained for more than a preset time, a downshift command will be generated.

[0137] Furthermore, when At that time, if Then the downshift command will be generated; when At that time, if If this state is maintained for more than a preset time, a downshift command will be generated.

[0138] The above describes the implementation logic of each step in the shift control method provided in the embodiments of this application.

[0139] Further, please refer to Figure 4 This is a schematic diagram of the overall process of the shift control method provided in the embodiments of this application.

[0140] By acquiring detection data from various sensors configured on the target vehicle and performing calculations by corresponding modules, multi-dimensional information about the target vehicle is obtained. This multi-dimensional information specifically includes control status information and operational status information. The acquired multi-dimensional information is then input into a high-speed driving condition prediction model, a mountain road steep slope prediction model, and an urban driving condition prediction model, respectively. The output results of each of the three prediction models, based on the input data, characterize whether the target vehicle belongs to the driving condition corresponding to that model.

[0141] The power prediction model determines the actual operating conditions of the target vehicle based on the output results of the three prediction models, retrieves the corresponding judgment rules for determining whether the target vehicle has sufficient power based on the current actual operating conditions of the target vehicle, and combines multi-dimensional data and judgment rules to determine whether the target vehicle has sufficient power.

[0142] From the moment the target vehicle starts, the Dynamic Motor Efficiency (MAP) model determines the operating efficiency of the target vehicle's motor in real time based on multi-dimensional data. When it is determined that the target vehicle has sufficient power, it estimates the operating efficiency of the motor in adjacent gears. The Dynamic Minimum Energy Consumption model determines whether to generate a shift command based on the real-time operating efficiency of the target vehicle in the current gear and a comparison with the operating efficiency of the motor in adjacent gears.

[0143] The shift control method provided in this application can improve the fuel economy of electric vehicles by adapting to different driving styles and environments. The method collects multi-dimensional vehicle data (some data is also input by the driver, such as vehicle weight or number of passengers), and automatically analyzes and calculates this data to derive one or more shift points. This allows the electric motor to operate within its most efficient range. The efficiency of the electric motor decreases from 0 r / min to its maximum speed, decreasing from low to high to low efficiency. By calculating appropriate shift points, the electric motor is kept in the middle speed range, significantly improving its efficiency and thus enhancing the overall fuel economy of the vehicle. Furthermore, the vehicle can still efficiently regenerate energy when in regenerative braking mode.

[0144] Furthermore, by employing the shift control method provided in this application, bidirectional shifting enables the motor to not only drive efficiently but also feed power efficiently; it also enables dynamic gear switching points, allowing the motor to remain in the high-efficiency range under more complex operating conditions; moreover, multi-dimensional data analysis of vehicle status and driver needs prioritizes meeting the driver's driving needs; and all model data is collected from first-hand sources, more accurately keeping the motor in the high-efficiency range.

[0145] The shift control method provided in this application injects data into a model. This model identifies the driver's driving habits (slow start + aggressive start; intensity of driving; vehicle speed, maximum speed, constant speed, speed at which no start is possible) based on driving data (throttle and brake opening, rate of change / gradualness). It then adjusts the shift points in real time to improve vehicle fuel economy. Furthermore, taking advantage of the efficient power feedback characteristics of the electric motor, the shift control method outputs downshift points according to different road conditions during energy regeneration to achieve maximum energy feedback efficiency, further enhancing the overall vehicle fuel economy.

[0146] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0147] Based on the same inventive concept, this application also provides a shift control device for implementing the shift control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more shift control device embodiments provided below can be found in the limitations of the shift control method described above, and will not be repeated here.

[0148] In one exemplary embodiment, such as Figure 5 As shown, a shift control device 500 is provided, which includes an information acquisition module 501, a power determination module 502, an efficiency determination module 503, and a shift command generation module 504, wherein:

[0149] The information acquisition module 501 is used to acquire the operating status information of the target vehicle and the driver's control status information of the target vehicle within the current detection cycle.

[0150] The power determination module 502 is used to determine whether the target vehicle has sufficient power based on the operating status information and control status information.

[0151] The efficiency determination module 503 is used to determine the operating efficiency of the target vehicle's motor in the current gear based on the operating status information when it is determined that the target vehicle has sufficient power, and to estimate the operating efficiency of the target vehicle's motor in the adjacent gears of the current gear.

[0152] The shift command generation module 504 is used to determine whether to generate a shift command based on the comparison result between the operating efficiency of the current gear and the operating efficiency of the adjacent gear. The shift command is used to control the target vehicle to switch from the current gear to one of the adjacent gears.

[0153] In the aforementioned shift control device, by acquiring the target vehicle's operating status information and control status information, it comprehensively judges whether the target vehicle has sufficient power; and when the target vehicle has sufficient power, it further considers whether the engine's operating efficiency meets the shift conditions; by determining the electric motor's operating efficiency in the current gear, and estimating the electric motor's operating efficiency in two adjacent gears in the current gear; then comparing the operating efficiencies of several gears, and based on the comparison results, determining whether to generate a shift command to improve the electric motor's operation at the highest possible efficiency.

[0154] Through continuous monitoring and forecasting across monitoring cycles, gear shifting can be initiated promptly when the electric motor's efficiency begins to decline in the current gear, while an adjacent gear offers higher operating efficiency. This ensures that the electric motor operates at the highest possible efficiency for the target vehicle under most conditions, thereby improving driving economy. Furthermore, shifting only when a significant efficiency improvement is anticipated from an adjacent gear avoids frequent shifting triggered by minor speed changes or slight throttle adjustments by the driver, which is detrimental to both efficiency and comfort, thus improving shift smoothness.

[0155] In one embodiment, the power determination module 502 is specifically used for:

[0156] The operating condition prediction model is retrieved to process the operating status information and control status information to obtain the current actual operating condition of the target vehicle.

[0157] Based on the judgment rules corresponding to the actual working conditions, determine whether the target vehicle has sufficient power.

[0158] In one embodiment, the power determination module 502 is specifically used for:

[0159] The prediction models corresponding to each operating condition are retrieved, and the operating status information and control status information are processed by each prediction model to obtain the output results corresponding to each prediction model. The output results indicate whether the target vehicle is in the operating condition corresponding to the prediction model.

[0160] Based on the output results of each prediction model, the actual operating conditions of the target vehicle are determined.

[0161] In one embodiment, the shift control device 500 further includes a verification module, which is specifically used for:

[0162] If at least two prediction models output "yes", then retrieve the historical operating status information and historical control status information of the target vehicle within the historical detection period.

[0163] Based on historical operating status information, historical control status information, operating status information, and control status information, the actual operating conditions of the target vehicle are determined.

[0164] In one embodiment, the shift command generation module 503 is specifically used for:

[0165] When the target vehicle is accelerating, if the target vehicle meets all the rules in the first matching rule, an upshift command is generated; the first matching rule includes that the operating efficiency of the next gear is greater than the operating efficiency of the current gear, and the real-time speed of the target vehicle in the current gear is greater than the maximum speed of the optimal efficiency range corresponding to the current gear.

[0166] When the target vehicle is braking, if the operating efficiency of the previous gear is greater than that of the current gear, a downshift command is generated.

[0167] In one embodiment, the first matching rule further includes: the torque corresponding to the next gear is less than or equal to the current peak torque of the motor.

[0168] In one embodiment, the shift command generation module 503 is specifically used for:

[0169] When the target vehicle is determined to meet at least one of the second matching rules, a downshift command is generated.

[0170] The second matching rule includes:

[0171] The real-time speed of the current gear is less than the minimum speed of the optimal efficiency range corresponding to the current gear;

[0172] The real-time temperature of the motor exceeds the temperature threshold, and the rate of temperature rise of the motor is greater than the maximum heat dissipation rate.

[0173] The real-time output power of the motor is greater than its rated power;

[0174] The real-time output torque of the electric motor is greater than the peak torque of the electric motor.

[0175] Each module in the aforementioned shift control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the vehicle's processor in hardware form or independent of it, or stored in the vehicle's memory in software form, so that the processor can call and execute the corresponding operations of each module.

[0176] In one exemplary embodiment, a vehicle is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 6As shown, the vehicle includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The vehicle's processor provides computing and control capabilities. The vehicle's memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The vehicle's input / output interface is used for exchanging information between the processor and external devices. The vehicle's communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a gear shifting control method. The vehicle's display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the vehicle can be a touch layer covering the display screen, or buttons, trackballs or touchpads set on the vehicle body, or external keyboards, touchpads or mice, etc.

[0177] Those skilled in the art will understand that Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the vehicle to which the present application is applied. A specific vehicle may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0178] In one exemplary embodiment, a vehicle is provided, including a memory and a processor, the memory storing a computer program that, when executed by the processor, implements the steps of any of the methods described in the above embodiments of the shift control method.

[0179] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods described in the above embodiments of the shift control method.

[0180] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of any of the methods described in the above embodiments of the shift control method.

[0181] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0182] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0183] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0184] The above embodiments are merely illustrative of several implementation methods of this application, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A gear shifting control method, characterized in that, The method includes: Obtain the operating status information of the target vehicle and the driver's control status information of the target vehicle within the current detection period; The operating condition prediction model is retrieved to process the operating status information and the control status information to obtain the current actual operating condition of the target vehicle, and based on the judgment rules corresponding to the actual operating condition, it is determined whether the power of the target vehicle is sufficient. When it is determined that the target vehicle has sufficient power, the operating efficiency of the target vehicle's motor in the current gear is determined based on the operating status information, and the operating efficiency of the target vehicle's motor in the adjacent gears of the current gear is estimated. When the target vehicle is accelerating, if the target vehicle meets all the rules in the first matching rule, an upshift command is generated; the first matching rule includes that the operating efficiency of the next gear is greater than the operating efficiency of the current gear, and the real-time speed of the target vehicle in the current gear is greater than the maximum speed of the optimal efficiency range corresponding to the current gear. When the target vehicle is in a braking state, if the operating efficiency of the previous gear is greater than the operating efficiency of the current gear, a downshift command is generated.

2. The method according to claim 1, characterized in that, The retrieved operating condition prediction model processes the operating state information and the control state information to obtain the current actual operating condition of the target vehicle, including: The prediction models corresponding to each operating condition are retrieved, and the operating state information and control state information are processed by each prediction model to obtain the output results corresponding to each prediction model. The output results indicate whether the target vehicle is in the operating condition corresponding to the prediction model. Based on the output results of each prediction model, the actual operating conditions of the target vehicle are determined.

3. The method according to claim 2, characterized in that, The method further includes: If at least two of the prediction models output "yes", then retrieve the historical operating status information and historical control status information of the target vehicle within the historical detection period. Based on the historical operating status information, the historical control status information, the operating status information, and the control status information, the actual operating condition of the target vehicle is determined.

4. The method according to claim 1, characterized in that, The first matching rule also includes: the torque corresponding to the next gear is less than or equal to the current peak torque of the motor.

5. The method according to claim 1, characterized in that, The method further includes: The downshift command is generated when it is determined that the target vehicle meets at least one of the second matching rules; The second matching rule includes: The real-time speed of the current gear is less than the minimum speed of the optimal efficiency range corresponding to the current gear; The real-time temperature of the motor exceeds the temperature threshold, and the rate of temperature rise of the motor is greater than the maximum heat dissipation rate. The real-time output power of the motor is greater than its rated power; The real-time output torque of the electric motor is greater than the peak torque of the electric motor.

6. A gear shifting control device, characterized in that, The device includes an information acquisition module, a power determination module, an efficiency determination module, and a shift command generation module, wherein: The information acquisition module is used to acquire the operating status information of the target vehicle and the driver's control status information of the target vehicle within the current detection cycle; The power determination module is used to retrieve the operating condition prediction model to process the operating status information and the control status information to obtain the current actual operating condition of the target vehicle, and determine whether the power of the target vehicle is sufficient based on the judgment rules corresponding to the actual operating condition. An efficiency determination module is used to determine the operating efficiency of the electric motor of the target vehicle in the current gear based on the operating status information when it is determined that the target vehicle has sufficient power, and to estimate the operating efficiency of the electric motor of the target vehicle in the adjacent gears of the current gear. The shift command generation module is used to generate an upshift command when the target vehicle is in an acceleration state, provided that the target vehicle meets the various rules in the first matching rule; the first matching rule includes that the operating efficiency of the next gear is greater than the operating efficiency of the current gear, and that the real-time speed of the target vehicle in the current gear is greater than the maximum speed of the optimal efficiency range corresponding to the current gear; when the target vehicle is in a braking state, if the operating efficiency of the previous gear is greater than the operating efficiency of the current gear, a downshift command is generated.

7. The apparatus according to claim 6, characterized in that, The power determination module is specifically used for: The prediction models corresponding to each operating condition are retrieved, and the operating state information and control state information are processed by each prediction model to obtain the output results corresponding to each prediction model. The output results indicate whether the target vehicle is in the operating condition corresponding to the prediction model. Based on the output results of each prediction model, the actual operating conditions of the target vehicle are determined.

8. The apparatus according to claim 7, characterized in that, The device further includes a verification module, which is specifically used for: If at least two of the prediction models output "yes", then retrieve the historical operating status information and historical control status information of the target vehicle within the historical detection period. Based on the historical operating status information, the historical control status information, the operating status information, and the control status information, the actual operating condition of the target vehicle is determined.

9. A vehicle, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

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