Vehicle gear shifting point correction method and device

Abstract

The embodiment of the invention discloses a vehicle gear shifting point correction method and device. The method comprises the steps that driving data of a vehicle are obtained; identifying a special driving operation behavior of the vehicle according to the driving data; wherein the special driving operation behaviors comprise rapid acceleration, emergency braking, manual upshift request and manual downshift request; the rapid acceleration indicates that the current speed change degree is greater than a preset threshold value; determining aggressive correction coefficients according to the special driving operation behaviors; wherein the aggressive correction coefficient comprises a level road aggressive correction coefficient and a slope aggressive correction coefficient; and determining a shift point correction according to the aggressive correction coefficient, and determining a final shift point according to the shift point correction. According to the technical scheme, the gear and the function state most suitable for the current working condition can be selected, automatic correction can be carried out, the balance between the power requirement and the fuel economy is achieved, and the driving experience and safety are improved.

Description

Technical Field

[0001] This invention relates to the field of automotive automatic transmission control technology, and in particular to a method and apparatus for correcting vehicle shift points. Background Technology

[0002] The existing automatic transmission (AMT) is developed from the manual transmission (MT) by adding various sensors, transmission control unit, electronically controlled shift actuator, and clutch actuator. Compared with other automatic transmission solutions, it has the advantages of low cost and high transmission efficiency. The sales of tractor-trailer trucks have maintained steady growth year by year with the development of the logistics industry, and in recent years, the sales of tractor-trailer trucks equipped with AMT transmissions in my country have shown a steady upward trend.

[0003] Traditional AMT (Automated Manual Transmission) shift control strategies are primarily based on pre-calibrated shift points, typically set according to a two-dimensional matrix of throttle opening and vehicle speed to achieve either fuel economy or power performance goals. However, this fixed-mode shift strategy cannot adapt to the individual driving styles and real-time operational intentions of different drivers. For aggressive drivers, fixed fuel economy shift points may lead to sluggish power response, failing to meet their acceleration needs; while for drivers seeking smooth and economical driving, fixed power performance shift points may cause excessively high engine speeds, resulting in decreased fuel economy. Summary of the Invention

[0004] This invention provides a vehicle shift point correction method and apparatus to solve the problem that traditional solutions cannot adapt to the personalized driving styles and real-time operating intentions of different drivers.

[0005] According to one aspect of the present invention, a vehicle shift point correction method is provided, comprising:

[0006] Acquire vehicle driving data; wherein, the driving data includes vehicle speed signal, slope estimation signal, throttle opening signal, throttle opening change rate signal, brake switch signal, brake pressure signal, target gear signal, shift lever position signal, shift knob position signal, and driving mode signal;

[0007] The vehicle's special driving behavior is identified based on the driving data; wherein, the special driving behavior includes at least one of rapid acceleration, emergency braking, manual upshifting, and manual downshifting; the rapid acceleration indicates that the current speed change is greater than a preset threshold.

[0008] The aggressive correction coefficient is determined based on the specific driving behavior; wherein the aggressive correction coefficient includes an aggressive correction coefficient for flat roads and an aggressive correction coefficient for slopes;

[0009] The shift point correction amount is determined based on the radical correction coefficient, and the final shift point is determined based on the shift point correction amount.

[0010] According to another aspect of the present invention, a vehicle shift point correction device is also provided, comprising:

[0011] Sensors and communication modules are used to acquire vehicle driving data; wherein, the driving data includes vehicle speed signal, slope estimation signal, throttle opening signal, throttle opening change rate signal, brake switch signal, brake pressure signal, target gear signal, shift lever position signal, shift knob position signal, and driving mode signal;

[0012] A driving behavior recognition module is used to identify special driving operation behaviors of the vehicle based on the driving data; wherein, the special driving operation behaviors include at least one of rapid acceleration, emergency braking, manual request to upshift, and manual request to downshift; the rapid acceleration indicates that the current speed change is greater than a preset threshold;

[0013] The aggressive driving behavior coefficient calculation module is used to determine the aggressive correction coefficient based on the special driving operation behavior; wherein, the aggressive correction coefficient includes a flat road aggressive correction coefficient and a slope road aggressive correction coefficient;

[0014] The shift point offset calculation and correction module is used to determine the shift point correction amount based on the radical correction coefficient, and to determine the final shift point based on the shift point correction amount.

[0015] The technical solution of this invention acquires vehicle driving data, identifies special driving behaviors such as rapid acceleration, emergency braking, and manual gear shifting requests based on the driving data, calculates an aggressive correction coefficient, and determines the shift point correction amount based on the aggressive correction coefficient, thereby determining the final shift point and achieving adaptive optimization of gear shifting. This method is used to correct the shift point only when special driving behaviors are detected, maintaining an economical shifting strategy during normal, smooth driving. The technical solution of this invention can select the most suitable gear and function state for the current operating conditions and can automatically correct them, achieving a balance between power demand and fuel economy, improving driving experience and safety.

[0016] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of an existing eco-driving prompting method;

[0019] Figure 2 This is a flowchart of a method for correcting vehicle shift points in the prior art;

[0020] Figure 3 This is a flowchart of a vehicle shift point optimization control method based on short-term driving style recognition in the prior art;

[0021] Figure 4 This is a flowchart of a vehicle shift point correction method provided in an embodiment of the present invention;

[0022] Figure 5 This is a flowchart of another vehicle shift point correction method provided in an embodiment of the present invention;

[0023] Figure 6 This is a flowchart of another vehicle shift point correction method provided in an embodiment of the present invention;

[0024] Figure 7 This is a flowchart of another vehicle shift point correction method provided in an embodiment of the present invention;

[0025] Figure 8 This is a schematic diagram of the structure of a vehicle shift point correction device provided in an embodiment of the present invention;

[0026] Figure 9 This is a schematic diagram of another vehicle shift point correction device provided in an embodiment of the present invention. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] Figure 1 This is a flowchart of an existing eco-driving prompting method, such as... Figure 1 As shown, the ECU processes instantaneous vehicle speed v, throttle opening, engine speed ne, acceleration a, and basic shift point data to obtain the current gear I, throttle opening change rate k, average vehicle speed V, and speed fluctuation amplitude ΔV. Based on a fuzzy algorithm, it calculates the acceleration limit a' from the average vehicle speed V and speed fluctuation amplitude ΔV, compares the acceleration a with the acceleration limit a', and outputs an eco-driving prompt signal. Simultaneously, the ECU first determines the shift mode based on acceleration a, then obtains the optimal shift point, then the optimal gear i, and finally compares the current gear I with the optimal gear i.

[0030] Figure 2 This is a flowchart of a method for correcting vehicle shift points in the prior art, such as... Figure 2 As shown, the method includes collecting vehicle driving data, wherein the driving data includes output shaft speed, vehicle speed, longitudinal acceleration, accelerator pedal opening, load coefficient, and current driving mode; identifying the vehicle's driving conditions, wherein the driving conditions include any one of starting, driving, and parking conditions; updating the vehicle's driving style indicator value based on the driving conditions and the driving data; and determining the shift point correction coefficient and the corrected shift point based on the driving style indicator value.

[0031] Figure 3 This is a flowchart of a vehicle shift point optimization control method based on short-term driving style recognition in the prior art, such as... Figure 3 As shown, the method includes: using a K-means algorithm based on weighted Euclidean distance to cluster short-term driving styles in order to accurately determine the optimal transformation vector and driving style classification threshold, so as to make the short-term driving style recognition results more accurate; and calculating an aggressive factor based on the short-term driving style recognition to optimize the power coefficient and economy coefficient in the shift point calculation formula.

[0032] Figure 4 This is a flowchart of a vehicle shift point correction method provided in an embodiment of the present invention. This embodiment is applicable to situations where shift points are corrected due to special driving operations. The method can be executed by a vehicle shift point correction method device, which can be implemented in hardware and / or software. Figure 4 As shown, the method includes:

[0033] S110. Acquire vehicle driving data; wherein, the driving data includes vehicle speed signal, slope estimation signal, throttle opening signal, throttle opening change rate signal, brake switch signal, brake pressure signal, target gear signal, shift lever position signal, shift knob position signal, and driving mode signal.

[0034] The vehicle speed signal is the vehicle's current speed, expressed in kilometers per hour (km / h). This signal is acquired by sensors, and the transmission uses it to determine whether to upshift or downshift. The gradient estimation signal indicates the inclination angle of the road the vehicle is currently on. The throttle opening signal indicates the depth or angle at which the driver has depressed the accelerator pedal. The throttle opening rate of change signal indicates how quickly the throttle opening changes per unit time, i.e., the speed at which the accelerator is depressed or released. This can be used to determine the driver's driving style and urgency level. The brake switch signal can be a switch signal, with only two states: "1" or "0". It indicates whether the driver has depressed the brake pedal. The brake pressure signal is the actual pressure value in the brake hydraulic lines. The target gear signal is the optimal gear calculated by the transmission control unit based on current vehicle speed, throttle opening, driving mode, and other conditions. It can be used to guide the transmission actuators in shifting gears to achieve optimal power, economy, or smoothness. The gear shift lever position signal indicates the gear selected by the driver via the mechanical gear shift lever, such as 1st, 2nd, 3rd, 4th, 5th, and 6th gear. The gear shift knob position signal indicates the range of gears selected by the driver, such as park, reverse, neutral, and drive. The driving mode signal indicates the vehicle performance mode selected by the driver via a button or knob, such as automatic or manual mode.

[0035] S120. Identify special driving operation behaviors of the vehicle based on driving data; wherein, special driving operation behaviors include at least one of rapid acceleration, emergency braking, manual request to upshift, and manual request to downshift; the rapid acceleration indicates that the current speed change is greater than a preset threshold.

[0036] The vehicle's control unit monitors driving data in real time and can determine whether any unusual driving actions have occurred based on this data. For example, rapid acceleration can be detected using throttle opening signals, throttle opening rate signals, and shift knob position signals. Emergency braking can be detected using brake switch signals, brake pressure signals, and shift knob position signals. Manual upshift and downshift requests can be detected using shift lever position signals, target gear signals, and shift knob signals.

[0037] S130. Determine the aggressive correction coefficient based on special driving operation behaviors; wherein, the aggressive correction coefficient includes the aggressive correction coefficient for flat roads and the aggressive correction coefficient for slope roads;

[0038] The aggressiveness correction coefficient quantifies the degree of aggressiveness in a driver's driving style over a specific trip or time point. A higher aggressiveness correction coefficient indicates more aggressive driving behavior. The gradient estimation signal distinguishes between flat and sloping roads because the same operation exhibits different levels of aggressiveness under different road conditions. Each specific driving action can be assigned a severity score, and the aggressiveness correction coefficient is obtained by summing the severity scores of all identified specific actions within a time window.

[0039] S140. Determine the shift point correction amount based on the radical correction coefficient, and determine the final shift point based on the shift point correction amount.

[0040] Specifically, the corrected speed can be obtained by looking up a table based on the vehicle speed signal and throttle opening signal. Then, the shift point correction amount can be obtained using the corrected speed and the aggressive correction coefficient. The final shift point can be determined based on the shift point correction amount and then corrected.

[0041] The technical solution of this invention acquires vehicle driving data, identifies special driving behaviors such as rapid acceleration, emergency braking, and manual gear shift requests based on the driving data, calculates an aggressive correction coefficient, and determines the shift point correction amount based on the aggressive correction coefficient, thereby determining the final shift point and achieving adaptive optimization of gear shifting. This method is used to correct the shift point only when special driving behaviors are detected, maintaining an economical shifting strategy during normal, smooth driving. The technical solution of this invention can select the most suitable gear and function state for the current operating conditions and can automatically correct them, achieving a balance between power demand and fuel economy, improving driving experience and safety.

[0042] In some optional embodiments of the present invention, identifying special driving operation behaviors of a vehicle based on driving data includes:

[0043] Special driving operations include rapid acceleration when the throttle opening is greater than or equal to the rapid acceleration throttle opening threshold, the throttle opening change rate is greater than or equal to the rapid acceleration throttle opening change rate threshold, and the shift knob position signal is in forward gear.

[0044] Specifically, a throttle opening greater than or equal to the rapid acceleration throttle opening threshold indicates that the driver has pressed the accelerator pedal deeply enough. A throttle opening change rate greater than or equal to the rapid acceleration throttle opening change rate threshold indicates that the driver has pressed the accelerator pedal quickly enough. The change rate is the amount of change in throttle opening per unit time. When the shift knob position signal is in forward gear, a driver pressing the accelerator pedal quickly and deeply constitutes rapid acceleration.

[0045] When the brake switch signal is 1, the brake pressure signal is greater than or equal to the emergency braking pressure threshold, the shift knob position signal is in forward gear, and the vehicle speed signal is greater than or equal to the emergency braking judgment threshold vehicle speed, special driving operation behaviors include emergency braking.

[0046] In this system, a brake switch signal of 1 indicates that the brake pedal has been pressed. A brake pressure signal greater than or equal to the emergency braking pressure threshold indicates that the braking force is very strong. A vehicle speed signal greater than or equal to the emergency braking judgment threshold indicates that the vehicle must reach a certain speed. If the vehicle speed is very low, even with strong braking, it should not be considered emergency braking. When the gear shift knob is in drive, and the vehicle has reached a certain speed, if the driver suddenly presses the brake pedal, this special driving operation is considered emergency braking.

[0047] When the shift knob position signal is in forward gear, the shift lever position signal manually requests to shift up 1 gear, and the target gear signal is less than or equal to the maximum allowable gear, and the vehicle speed signal is greater than or equal to the manual upshift threshold speed, special driving operation behaviors include manually requesting to shift up.

[0048] Among these, a target gear signal less than or equal to the maximum permissible gear is a safety protection condition. The target gear signal cannot exceed the highest permissible gear on the transmission to prevent the driver from requesting an upshift while already in the highest gear. A vehicle speed signal greater than or equal to the manual upshift threshold speed indicates that a certain speed must be reached before an upshift can be requested. This prevents the driver from requesting a high gear at extremely low speeds, which could lead to engine stalling or severe vibration. When the shift knob position signal is in forward gear, and a manual shift request is met, a special driving operation is performed: a manual upshift request.

[0049] When the shift knob position signal is in forward gear, the shift lever position signal manually requests downshifting by 1 gear, and the target gear signal is greater than or equal to the minimum allowable gear, and the vehicle speed signal is greater than or equal to the manual downshifting threshold speed, special driving operation behaviors include manually requesting downshifting.

[0050] Similar to manually requesting an upshift, a target gear signal greater than or equal to the minimum permissible gear is a safety protection condition. The target gear signal after downshifting cannot be lower than the lowest permissible gear. This prevents the driver from requesting a downshift while in first gear. Downshifting can provide greater power or engine braking, and is typically performed at a certain speed, preventing ineffective operations at extremely low speeds. When the shift knob position signal is in forward gear and a manual shift request is satisfied, the special driving operation is a manual downshift request.

[0051] Figure 5 This is a flowchart of another vehicle shift point correction method provided by an embodiment of the present invention. In some optional embodiments of the present invention, refer to... Figure 4 and Figure 5 Before S120, which identifies special driving behavior of the current vehicle based on driving data, S220 is added. After determining the maximum and minimum permissible gears based on the driving mode signal, the vehicle shift point correction method includes:

[0052] S210. Acquire vehicle driving data; wherein, driving data includes vehicle speed signal, slope estimation signal, throttle opening signal, throttle opening change rate signal, brake switch signal, brake pressure signal, target gear signal, shift lever position signal, shift knob position signal, and driving mode signal.

[0053] S220. Determine the maximum and minimum permissible gears based on the driving mode signal.

[0054] The driving mode signal can be either automatic or manual. When calculating the maximum permissible gear, in automatic mode and with auxiliary braking not activated, the following steps are performed: First, based on the throttle opening signal, target gear signal, and estimated mass, the base speed before downshifting after shifting up one gear is obtained through table lookup or polynomial calculation. Then, based on the throttle opening signal, slope estimation signal, and target gear signal, the slope compensation speed is obtained through table lookup or polynomial calculation. Finally, based on the throttle opening signal, estimated curve radius, and target gear signal, the turning compensation speed is obtained through table lookup or polynomial calculation. The maximum value of the slope compensation speed and the turning compensation speed is added to the base speed before downshifting after shifting up one gear to obtain the speed before downshifting after shifting up one gear. The maximum gear ratio is calculated by dividing the engine speed before shifting by the current output shaft speed. This ratio is then looked up in a gear ratio and gear ratio table and rounded down to obtain the final maximum permissible gear. In manual mode with auxiliary braking disabled, the maximum gear ratio is calculated by dividing the set minimum engine speed limit for shifting by the current output shaft speed. This ratio is then looked up in a gear ratio and gear ratio table and rounded down to obtain the final maximum permissible gear. When auxiliary braking is activated, the maximum gear ratio is calculated by dividing the set minimum engine speed limit for auxiliary braking by the current output shaft speed. This ratio is then looked up in a gear ratio and gear ratio table and rounded down to obtain the final maximum permissible gear. Looking up a table is the most common method, allowing for intuitive adjustment and value acquisition. A three-dimensional table can be calibrated through extensive bench and real-vehicle testing. Based on throttle opening, target gear, and estimated mass, the base engine speed before downshifting after shifting up one gear can be obtained. Polynomial calculations rely on mathematical models; a polynomial form is determined based on experience and mathematical principles. The resulting polynomial includes throttle opening, target gear, estimated mass, and coefficients obtained through data fitting. By substituting the throttle opening, target gear, and estimated mass into the polynomial, the base speed before downshifting after upshifting one gear can be obtained. Similarly, the cornering compensation speed and gradient compensation speed can be obtained, ultimately yielding the speed before downshifting after upshifting one gear. The gear ratio is the ratio of the input shaft speed to the output shaft speed of the transmission. The lower the gear, the larger the gear ratio; the higher the gear, the smaller the gear ratio. Gear ratios and gear position tables vary between different vehicle models and transmissions.

[0055] When calculating the minimum permissible gear, if the output shaft speed is less than 0, the minimum permissible gear is 1st gear; if the output shaft speed is not less than 0, the quotient obtained by dividing the set maximum engine speed limit for shifting by the current output shaft speed is used as the minimum gear ratio. After looking up the speed ratio and gear relationship table, the final minimum permissible gear is obtained by rounding up.

[0056] S230. Identify special driving operation behaviors of the vehicle based on driving data; wherein, special driving operation behaviors include at least one of rapid acceleration, emergency braking, manual request to upshift, and manual request to downshift; the rapid acceleration indicates that the current speed change is greater than a preset threshold.

[0057] S240. Determine the aggressive correction coefficient based on special driving operation behaviors; whereby the aggressive correction coefficient includes the aggressive correction coefficient for flat roads and the aggressive correction coefficient for slope roads;

[0058] S250. Determine the shift point correction amount based on the radical correction coefficient, and determine the final shift point based on the shift point correction amount.

[0059] Figure 6 This is a flowchart of another vehicle shift point correction method provided by an embodiment of the present invention. In some optional embodiments of the present invention, refer to Figure 4 and Figure 6 After further refining S130 and the aggressive correction coefficient determined based on special driving behavior, the vehicle shift point correction method includes:

[0060] S310. Acquire vehicle driving data; wherein, the driving data includes vehicle speed signal, slope estimation signal, throttle opening signal, throttle opening change rate signal, brake switch signal, brake pressure signal, target gear signal, shift lever position signal, shift knob position signal, and driving mode signal.

[0061] S320. Identify special driving operation behaviors of the vehicle based on driving data; wherein, special driving operation behaviors include at least one of rapid acceleration, emergency braking, manual request to upshift, and manual request to downshift; the rapid acceleration indicates that the current speed change is greater than a preset threshold.

[0062] S331. When the absolute value of the slope estimation signal is less than or equal to the flat road determination threshold, obtain the flat road radical correction coefficient.

[0063] S332. When the absolute value of the slope estimation signal is greater than the flat road determination threshold, obtain the slope radical correction coefficient.

[0064] The system identifies special driving behaviors such as rapid acceleration, emergency braking, and manual gear shifting requests, and calculates a driving aggression coefficient for each identified behavior. Considering that driving needs on flat roads and slopes may differ—a driver might consider shift points reasonable on flat roads but not on slopes—a distinct flat road aggression correction coefficient is used to characterize the driver's acceleration requirements. The slope estimation signal can contain positive and negative values. Positive numbers typically indicate uphill, and negative numbers indicate downhill. Taking the absolute value of the slope estimation signal indicates that the focus is not on whether it's uphill or downhill, but on the magnitude of the slope. The flat road determination threshold is a preset, relatively small slope value that defines the boundary of flat roads. If the absolute value of the slope estimation signal is less than or equal to the flat road determination threshold, the vehicle is traveling on a flat road, and the flat road aggression correction coefficient is used. If the absolute value of the slope estimation signal is greater than the flat road determination threshold, the vehicle is traveling on a slope, and the slope aggression correction coefficient is used.

[0065] S340. Determine the shift point correction amount based on the radical correction coefficient, and determine the final shift point position based on the shift point correction amount.

[0066] In some optional embodiments of the present invention, when the absolute value of the slope estimation signal is less than or equal to the flat road determination threshold, obtaining the flat road radical correction coefficient includes:

[0067] When special driving maneuvers include rapid acceleration, the aggressive correction factor for flat roads increases by n1.

[0068] When special driving maneuvers include emergency braking, the aggressive correction factor for flat roads increases by n2.

[0069] When special driving operations include manually requesting an upshift, the aggressive correction factor for flat roads is reduced by n3;

[0070] When special driving operations include manually requesting a downshift, the aggressive correction factor for flat roads increases by n4.

[0071] When no special driving actions occur, the aggressive correction coefficient for flat roads increases by 0;

[0072] Among them, n1, n2, n3, and n4 are the quantification coefficients corresponding to special driving operation behaviors such as rapid acceleration, emergency braking, manual upshifting, and manual downshifting on flat roads.

[0073] The initial aggressive correction factor for flat roads is 0. n1, n2, n3, and n4 are pre-set values ​​representing the impact of different special driving behaviors on the aggressiveness of gear shifting while driving on flat roads. These can be values ​​between 0 and 1. When rapid acceleration is detected, n1 is added to the current aggressive correction factor. When emergency braking is detected, n2 is added. When the driver manually requests an upshift, n3 is subtracted. When the driver manually requests a downshift, n4 is added. When no special operation is performed, the current aggressive correction factor remains unchanged. For example, n1 is 0.2, n2 is 0.3, n3 is 0.1, and n4 is 0.1. Within a time window, the severity scores of all detected special driving behaviors are summed to obtain the aggressive correction factor for flat roads.

[0074] In some optional embodiments of the present invention, when the absolute value of the slope estimation signal is greater than the flat road determination threshold, an aggressive slope correction coefficient is obtained, including:

[0075] When engaging special driving maneuvers, including rapid acceleration, the aggressive hill correction factor increases by n5.

[0076] When special driving maneuvers include emergency braking, the aggressive slope correction factor increases by n6.

[0077] When special driving actions include manually requesting an upshift, the aggressive hill correction factor is reduced by n7.

[0078] When special driving actions include manually requesting a downshift, the aggressive hill correction factor increases by n8.

[0079] When no special driving actions occur, the aggressive slope correction factor increases by 0;

[0080] Among them, n5, n6, n7, and n8 are the quantification coefficients corresponding to the special driving operation behaviors of rapid acceleration, emergency braking, manual upshifting, and manual downshifting on a slope, respectively.

[0081] The initial aggressive slope correction factor is 0. n5, n6, n7, and n8 are pre-set values ​​representing the impact of different driving behaviors on the aggressiveness of gear shifting on inclines. For example, these values ​​can be between 0 and 1. When rapid acceleration is detected, the current aggressive slope correction factor is increased by n5; during rapid acceleration on an incline, especially uphill, the driver's primary need is to overcome gravity, maintain or increase speed, and prevent stalling. When emergency braking is detected, the aggressive slope correction factor is increased by n6; on a downhill slope, the primary task is to assist with braking and prevent brake fade. When a manual upshift request is detected, the aggressive slope correction factor is decreased by n7; upshifting on an incline may result in a sudden loss of power. When a manual downshift request is detected, the aggressive slope correction factor is increased by n8; on an incline, manual downshifting is a reasonable operation. When no special behavior occurs, the aggressive slope correction factor remains unchanged.

[0082] In some alternative embodiments, if no special driving operation behavior occurs on the slope or flat road, and the duration of the absence reaches a set exit time threshold, then the driver's required acceleration recognition exit condition is met.

[0083] When the driver's acceleration requirement is recognized and the exit condition is met, the forgetting calculation of the aggressive correction coefficient for flat roads is performed. When the aggressive correction coefficient for flat roads is greater than 0, the forgetting coefficient is subtracted from the aggressive correction coefficient for flat roads iteratively; when the aggressive correction coefficient for flat roads is less than 0, the forgetting coefficient is added to the aggressive correction coefficient for flat roads iteratively; when the aggressive correction coefficient for flat roads is equal to 0, the forgetting calculation stops.

[0084] When the driver's acceleration requirement is recognized and the exit condition is met, the forgetting calculation of the slope aggressive correction coefficient is performed. When the slope aggressive correction coefficient is greater than 0, the forgetting coefficient is subtracted from the slope aggressive correction coefficient iteratively; when the slope aggressive correction coefficient is less than 0, the forgetting coefficient is added to the slope aggressive correction coefficient iteratively; when the slope aggressive correction coefficient is equal to 0, the forgetting calculation stops.

[0085] Figure 7 This is a flowchart of another vehicle shift point correction method provided by an embodiment of the present invention. In some optional embodiments of the present invention, refer to Figure 6 and Figure 7 The shift point correction method for vehicle S340 is further refined based on the aggressive correction coefficient to determine the shift point correction amount, and the final shift point is determined based on the shift point correction amount. The refined vehicle shift point correction method includes:

[0086] S410. Acquire vehicle driving data; wherein, the driving data includes vehicle speed signal, slope estimation signal, throttle opening signal, throttle opening change rate signal, brake switch signal, brake pressure signal, target gear signal, shift lever position signal, shift knob position signal, and driving mode signal.

[0087] S420. Identify special driving operation behaviors of the vehicle based on driving data; wherein, special driving operation behaviors include at least one of rapid acceleration, emergency braking, manual request to upshift, and manual request to downshift; the rapid acceleration indicates that the current speed change is greater than a preset threshold.

[0088] S431. When the absolute value of the slope estimation signal is less than or equal to the flat road determination threshold, obtain the flat road radical correction coefficient.

[0089] S432. When the absolute value of the slope estimation signal is greater than the flat road determination threshold, obtain the slope radical correction coefficient.

[0090] S441. Based on the aggressive correction coefficient for flat roads, determine the shift point correction amount and correct the basic shift point of the economic mode, the basic shift point before downshifting in the economic mode, and the basic shift point after downshifting in the economic mode.

[0091] In this context, for upshifting, the base shift point in Economy Mode refers to the target engine speed at which the vehicle can maintain its position in the new gear after upshifting. This target engine speed after upshifting is derived from the engine speed at which the upshift was triggered before upshifting. The base shift point before downshifting in Economy Mode refers to the vehicle speed or engine speed at which the downshift is triggered when the vehicle is moving from high to low speed in the current gear. The base shift point after downshifting in Economy Mode refers to the target engine speed at which the vehicle can maintain its position in the new gear after downshifting. Based on an aggressive correction coefficient for flat roads, the base shift points for Economy Mode, before downshifting, and after downshifting are adjusted. On flat roads, this adjustment allows for a quicker response to the driver's power requests, improving acceleration performance.

[0092] Specifically, the corrected speed can be determined by referring to Table 1 based on the vehicle speed signal and throttle opening signal. The corrected speed is then multiplied by the aggressive correction coefficient for flat roads to obtain the correction amount. This correction amount is then added to the base shift point in economy mode, the base shift point before downshifting in economy mode, and the base shift point after downshifting in economy mode.

[0093] S442. Based on the aggressive slope correction coefficient, determine the shift point correction amount and correct the slope compensation speed at the shift point in economic mode, the slope compensation speed before downshifting in economic mode, and the slope compensation speed after downshifting in economic mode.

[0094] Similar to the corrections on Heping Road, slope compensation RPM is an additional RPM offset added above the base shift point to compensate for the extra resistance or boost caused by the slope. For example, when going uphill, a compensation value can be added to the base upshift point to delay upshifting and ensure power. On slopes, corrections ensure safety and vehicle controllability.

[0095] In some optional embodiments of the present invention, the basic upshift point, the basic shift point before downshifting in economic mode, and the basic shift point after downshifting in economic mode are corrected based on the aggressive correction coefficient for flat roads, including:

[0096] For the basic shift point of economy mode, the basic shift point before downshifting in economy mode, and the basic shift point after downshifting in economy mode, the first correction speed is obtained based on the two-dimensional calibration table of throttle opening and vehicle speed. The first correction speed is multiplied by the aggressive correction coefficient for flat roads and then used as the first correction amount. The first correction amount is added to the basic shift point of economy mode, the basic shift point before downshifting in economy mode, and the basic shift point after downshifting in economy mode.

[0097] The basic shift points in Economy Mode primarily involve upshifting. A two-dimensional calibration table for throttle opening and vehicle speed is a pre-set database stored in the transmission control unit. As shown in Table 1, for any set of throttle opening and vehicle speed inputs, this table outputs the corresponding first correction RPM value. The first correction RPM is a basic correction value representing the required RPM offset under typical aggressive conditions. Different vehicle speeds and throttle openings require different shift point correction magnitudes. For example, at low speeds and with high throttle, a larger correction may be needed to provide strong power. After obtaining the first correction RPM, it is multiplied by the flat-road aggressive correction coefficient to obtain the first correction amount. This first correction amount is then added to the basic shift points in Economy Mode, the basic shift points before downshifting in Economy Mode, and the basic shift points after downshifting in Economy Mode. The same applies to the RPM after upshifting two or three gears.

[0098] Specifically, the basic shift point in the economy mode is mainly the upshift point. For the speed after upshifting, the corrected speed is obtained based on the two-dimensional calibration table of throttle opening and vehicle speed on flat roads. The corrected speed is then multiplied by the aggressive correction coefficient on flat roads, and the output is used as the correction amount for the basic shift point. The first correction amount is added to the basic shift point in the economy mode. When the absolute value of the gradient estimation signal is greater than the flat road judgment threshold, the correction amount output of the basic shift point is 0. For the speed before downshifting, the correction speed is obtained according to the two-dimensional calibration table of throttle opening and vehicle speed on flat roads. Then, the correction speed is multiplied by the aggressive correction coefficient for flat roads, and the output is used as the correction amount of the basic shift point. This correction amount is added to the basic shift point before downshifting in economy mode. When the absolute value of the gradient estimation signal is greater than the flat road judgment threshold, the correction amount output of the basic shift point is 0. For the speed after downshifting, the correction speed is obtained according to the two-dimensional calibration table of throttle opening and vehicle speed on flat roads. Then, the correction speed is multiplied by the aggressive correction coefficient for flat roads, and the output is used as the correction amount of the basic shift point. This correction amount is added to the basic shift point after downshifting in economy mode. When the absolute value of the gradient estimation signal is greater than the flat road judgment threshold, the correction amount output of the basic shift point is 0.

[0099] Table 1. Two-dimensional calibration table of throttle opening and vehicle speed on flat roads.

[0100]

[0101] In some optional embodiments of the present invention, based on the aggressive slope correction coefficient, the slope compensation speed at the shift point in economy mode, the slope compensation speed before downshifting in economy mode, and the slope compensation speed after downshifting in economy mode are corrected, including:

[0102] For the slope compensation speed at the shift point in economy mode, the slope compensation speed before downshifting in economy mode, and the slope compensation speed after downshifting in economy mode, the second correction speed is obtained based on the two-dimensional calibration table of throttle opening and slope. The second correction speed is multiplied by the slope aggressive correction coefficient and used as the second correction amount. The second correction amount is added to the basic shift point in economy mode, the basic shift point before downshifting in economy mode, and the basic shift point after downshifting in economy mode.

[0103] Similar to the flat road correction coefficient, the two-dimensional calibration table of throttle opening and vehicle speed on slopes is shown in Table 2. Based on this table, the corrected speed is obtained, and then multiplied by the slope aggressive correction coefficient. The output is used as the correction amount for the slope compensation speed at the base shift point. This correction amount is added to the base shift point in economy mode. This logic is similar for slope compensation after upshifting 2 or 3 gears. When the absolute value of the slope estimation signal is less than or equal to the flat road determination threshold, the slope compensation correction amount is still calculated based on the actual slope. For the speed before downshifting, the corrected speed is obtained according to the two-dimensional calibration table of throttle opening and vehicle speed on the slope, and then the corrected speed is multiplied by the slope aggressive correction coefficient. The output is used as the correction amount of the slope compensation speed at the basic shift point, and this correction amount is added to the basic shift point before downshifting in economy mode. For the speed after downshifting, the corrected speed is obtained according to the two-dimensional calibration table of throttle opening and vehicle speed on the slope, and then the corrected speed is multiplied by the slope correction coefficient. The output is used as the correction amount of the slope compensation speed at the basic shift point, and this correction amount is added to the basic shift point after downshifting in economy mode.

[0104] Table 2 Two-dimensional calibration table of throttle opening and vehicle speed on slopes

[0105]

[0106] In some optional embodiments of the present invention, neutral coasting and gear holding function corrections based on a flat road aggressive correction coefficient are also included. The neutral coasting function can be disabled when the flat road aggressive correction coefficient is greater than a threshold for disabling neutral coasting; simultaneously, the gear holding function can be disabled when the flat road aggressive correction coefficient is greater than a threshold for disabling gear holding.

[0107] Figure 8 This is a schematic diagram of the structure of a vehicle shift point correction device provided in an embodiment of the present invention, as shown below. Figure 8 As shown, the device includes:

[0108] The sensor and communication module 510 is used to acquire vehicle driving data; the driving data includes vehicle speed signal, slope estimation signal, throttle opening signal, throttle opening change rate signal, brake switch signal, brake pressure signal, target gear signal, shift lever position signal, shift knob position signal, and driving mode signal.

[0109] The driving behavior recognition module 520 is used to recognize special driving operation behaviors of the vehicle based on driving data; wherein, the special driving operation behaviors include at least one of rapid acceleration, emergency braking, manual request to upshift, and manual request to downshift; the rapid acceleration indicates that the current speed change is greater than a preset threshold.

[0110] The aggressive driving behavior calculation module 530 is used to determine the aggressive correction coefficient based on special driving operation behaviors; wherein, the aggressive correction coefficient includes the aggressive correction coefficient for flat roads and the aggressive correction coefficient for slope roads;

[0111] The shift point offset calculation and correction module 540 determines the shift point correction amount based on the aggressive correction coefficient, and determines the final shift point based on the shift point correction amount.

[0112] The vehicle shift point correction device provided in this embodiment of the invention can execute the vehicle shift point correction method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method.

[0113] Figure 9 This is a schematic diagram of another vehicle shift point correction device provided in an embodiment of the present invention, as shown below. Figure 9 As shown, the shift point offset calculation and correction module 540 includes a shift point offset calculation module 541 based on an aggressive correction coefficient, an economy mode basic shift point module 545, an economy mode pre-downshift basic shift point module 546, an economy mode post-downshift basic shift point module 547, an economy mode shift point slope compensation module 542, an economy mode pre-downshift slope compensation module 543, an economy mode post-downshift slope compensation module 544, and an economy mode shift point calculation module 548. The economy mode shift point calculation module 548 is used to calculate the final shift point by summing the basic shift point and the corrected speed. It also includes a neutral coasting function module 550 and a brake gear holding function module 560.

[0114] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0115] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for correcting vehicle shift points, characterized in that, include: Acquire vehicle driving data; wherein, the driving data includes vehicle speed signal, slope estimation signal, throttle opening signal, throttle opening change rate signal, brake switch signal, brake pressure signal, target gear signal, shift lever position signal, shift knob position signal, and driving mode signal; The vehicle's special driving behavior is identified based on the driving data; wherein, the special driving behavior includes at least one of rapid acceleration, emergency braking, manual upshifting, and manual downshifting; the rapid acceleration indicates that the current speed change is greater than a preset threshold. The aggressive correction coefficient is determined based on the specific driving behavior; wherein the aggressive correction coefficient includes a flat road aggressive correction coefficient and a slope road aggressive correction coefficient; The shift point correction amount is determined based on the radical correction coefficient, and the final shift point is determined based on the shift point correction amount.

2. The vehicle shift point correction method according to claim 1, characterized in that, The step of identifying special driving behavior of the vehicle based on the driving data includes: When the throttle opening is greater than or equal to the rapid acceleration throttle opening threshold, and the throttle opening change rate is greater than or equal to the rapid acceleration throttle opening change rate threshold, and the shift knob position signal is in forward gear, the special driving operation behavior includes the rapid acceleration. When the brake switch signal is 1, the brake pressure signal is greater than or equal to the emergency braking pressure threshold, the shift knob position signal is in forward gear, and the vehicle speed signal is greater than or equal to the emergency braking judgment threshold vehicle speed, the special driving operation behavior includes the emergency braking. When the shift knob position signal is in forward gear, the shift lever position signal manually requests to shift up one gear, the target gear signal is less than or equal to the maximum allowable gear, and the vehicle speed signal is greater than or equal to the manual upshift threshold speed, the special driving operation behavior includes the manual request to shift up. When the shift knob position signal is in forward gear, the shift lever position signal manually requests downshifting by 1 gear, the target gear signal is greater than or equal to the minimum allowable gear, and the vehicle speed signal is greater than or equal to the manual downshifting threshold speed, the special driving operation behavior includes the manual downshifting request.

3. The vehicle shift point correction method according to claim 2, characterized in that, Before identifying specific driving behaviors of the current vehicle based on the driving data, the process also includes: The maximum permissible gear and the minimum permissible gear are determined based on the driving mode signal.

4. The vehicle shift point correction method according to claim 1, characterized in that, The determination of the aggressive correction coefficient based on the specific driving behavior includes: When the absolute value of the slope estimation signal is less than or equal to the flat road determination threshold, the flat road radical correction coefficient is obtained; When the absolute value of the slope estimation signal is greater than the flat road determination threshold, the slope radical correction coefficient is obtained.

5. The vehicle shift point correction method according to claim 4, characterized in that, The step of obtaining the aggressive correction coefficient for flat road acceleration when the absolute value of the slope estimation signal is less than or equal to the flat road determination threshold includes: When the special driving operation includes the rapid acceleration, the aggressive correction coefficient for flat roads increases by n1; When the special driving operation includes emergency braking, the aggressive correction coefficient for flat roads increases by n2; When the special driving operation includes the manual request to upshift, the aggressive correction coefficient for flat roads is reduced by n3; When the special driving operation includes the manual request to downshift, the aggressive correction coefficient for flat roads increases by n4; When no special driving operation occurs, the aggressive correction coefficient for flat roads increases by 0; Wherein, n1, n2, n3, and n4 are the quantification coefficients corresponding to the special driving operation behaviors of rapid acceleration, emergency braking, manual upshifting, and manual downshifting on flat roads, respectively.

6. The vehicle shift point correction method according to claim 4, characterized in that, When the absolute value of the slope estimation signal is greater than the flat road determination threshold, the aggressive slope correction coefficient is obtained, including: When the special driving operation includes the rapid acceleration, the hill start aggressive correction factor increases by n5; When the special driving operation includes emergency braking, the aggressive slope correction factor increases by n6; When the special driving operation includes the manual request to upshift, the hill start aggressive correction factor is reduced by n7. When the special driving operation includes the manual request to downshift, the hill start aggressive correction factor increases by n8; When no special driving operation occurs, the aggressive slope correction factor increases by 0; Wherein, n5, n6, n7, and n8 are the quantification coefficients corresponding to the special driving operation behaviors of rapid acceleration, emergency braking, manual upshifting, and manual downshifting on a slope.

7. The vehicle shift point correction method according to claim 1, characterized in that, The step of determining the shift point correction amount based on the radical correction coefficient, and determining the final shift point based on the shift point correction amount, includes: Based on the aforementioned aggressive correction coefficient for flat roads, the shift point correction amount is determined, and the basic shift point of the economy mode, the basic shift point before downshifting in the economy mode, and the basic shift point after downshifting in the economy mode are corrected. Based on the aforementioned aggressive slope correction coefficient, the shift point correction amount is determined, and the slope compensation speed at the shift point in economic mode, the slope compensation speed before downshifting in economic mode, and the slope compensation speed after downshifting in economic mode are corrected.

8. The vehicle shift point correction method according to claim 7, characterized in that, Based on the aforementioned aggressive correction coefficient for flat roads, the shift point correction amount is determined, and the basic upshift point, the basic shift point before downshifting in economy mode, and the basic shift point after downshifting in economy mode are corrected, including: For the basic shift point of economy mode, the basic shift point before downshifting in economy mode, and the basic shift point after downshifting in economy mode, a first correction speed is obtained based on a two-dimensional calibration table of throttle opening and vehicle speed. The first correction speed is multiplied by the flat road aggressive correction coefficient to obtain the first correction amount. The first correction amount is added to the basic shift point of economy mode, the basic shift point before downshifting in economy mode, and the basic shift point after downshifting in economy mode.

9. The vehicle shift point correction method according to claim 7, characterized in that, Based on the aforementioned aggressive slope correction coefficient, the shift point correction amount is determined, and corrections are made to the slope compensation speed at the shift point in economy mode, the slope compensation speed before downshifting in economy mode, and the slope compensation speed after downshifting in economy mode, including: For the slope compensation speed at the shift point in economy mode, the slope compensation speed before downshifting in economy mode, and the slope compensation speed after downshifting in economy mode, a second correction speed is obtained based on a two-dimensional calibration table of throttle opening and slope. The second correction speed is multiplied by the slope aggressive correction coefficient to obtain the second correction amount. The second correction amount is then added to the basic shift point in economy mode, the basic shift point before downshifting in economy mode, and the basic shift point after downshifting in economy mode.

10. A vehicle shift point correction device, characterized in that, include: Sensors and communication modules are used to acquire vehicle driving data; wherein, the driving data includes vehicle speed signal, slope estimation signal, throttle opening signal, throttle opening change rate signal, brake switch signal, brake pressure signal, target gear signal, shift lever position signal, shift knob position signal, and driving mode signal; A driving behavior recognition module is used to identify special driving operation behaviors of the vehicle based on the driving data; wherein, the special driving operation behaviors include at least one of rapid acceleration, emergency braking, manual request to upshift, and manual request to downshift; the rapid acceleration indicates that the current speed change is greater than a preset threshold; The aggressive driving behavior coefficient calculation module is used to determine the aggressive correction coefficient based on the special driving operation behavior; wherein, the aggressive correction coefficient includes a flat road aggressive correction coefficient and a slope road aggressive correction coefficient; The shift point offset calculation and correction module is used to determine the shift point correction amount based on the radical correction coefficient, and to determine the final shift point based on the shift point correction amount.

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