Vehicle control method and device

Abstract

The invention provides a vehicle control method and device. The method comprises the steps that based on a rotating speed sensor, rotating speed information of an input shaft of a vehicle is collected, and rotating speed slope information is determined according to the rotating speed information; acquiring required rotating speed information and working condition information of the vehicle, and determining an offset calibration table corresponding to the working condition information as a target calibration table according to the working condition information and based on a preset association relationship; wherein the preset association relationship represents the association relationship between the working condition information and the offset calibration table; according to the rotation speed slope information, based on a target calibration table, rotation speed offset information corresponding to the rotation speed slope information is determined as target rotation speed offset information; and according to the target rotating speed offset information, the required rotating speed information is corrected, and to-be-executed rotating speed information is determined. The method is used for improving the control precision of the vehicle.

Description

TECHNICAL FIELD

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

[0002] An automated mechanical transmission (AMT) is an automatic transmission device used to realize automatic shifting in a vehicle.

[0003] Currently, an oil temperature sensor is provided for the AMT to determine the oil viscosity according to the oil temperature, and then determine the appropriate input shaft speed offset according to the oil viscosity (the oil viscosity directly affects the rotation performance of the input shaft) to control the synchronization of the input shaft and the gear of the vehicle, that is, the synchronization of the gear of the vehicle. However, the oil temperature sensor is provided in the AMT, which is costly, and the stability of the oil cannot be guaranteed. The correlation between the oil temperature and the oil viscosity is poor, which will result in poor accuracy of determining the input shaft speed offset, and then affect the comfort of the user.

[0004] Therefore, the current control of the vehicle to realize the synchronization of the input shaft and the gear of the vehicle has the problem of low control accuracy. SUMMARY

[0005] The present application provides a vehicle control method and device to solve the technical problem of low control accuracy in controlling the vehicle to realize the synchronization of the input shaft and the gear of the vehicle.

[0006] In a first aspect, the present application provides a vehicle control method, wherein a rotation speed sensor of an input shaft is deployed in a vehicle, and the method comprises:

[0007] Based on the rotation speed sensor, the rotation speed information of the input shaft of the vehicle is collected, and the rotation speed slope information is determined according to the rotation speed information; wherein the rotation speed slope information represents the descending rate of the rotation speed of the input shaft;

[0008] The demand rotation speed information and the working condition information of the vehicle are obtained, and the working condition information corresponding offset calibration table is determined based on the preset correlation according to the working condition information, which is the target calibration table; wherein the demand rotation speed information represents the rotation speed that the vehicle expects the input shaft to reach, the working condition information represents the running state of the vehicle, the preset correlation represents the correlation between the working condition information and the offset calibration table, and the offset calibration table represents the correlation between the rotation speed slope information and the rotation speed offset information;

[0009] According to the rotation speed slope information, the rotation speed offset information corresponding to the rotation speed slope information is determined based on the target calibration table, which is the target rotation speed offset information;

[0010] According to the target speed offset information, the demand speed information is corrected to determine to-be-executed speed information; wherein, the to-be-executed speed information is used to control the input shaft and the gear of the vehicle to be synchronous (synchronous speed of gear shifting).

[0011] Optionally, in the method described above, the speed information includes input shaft speeds at at least two historical moments; according to the speed information, speed slope information is determined, including:

[0012] A first historical moment and a second historical moment are determined; wherein, the first historical moment represents a moment when the torque output by the motor is a preset torque, and the second historical moment represents a moment when the input shaft speed is a preset reference speed, and the second historical moment is later than the first historical moment;

[0013] According to the input shaft speed at the first historical moment and the input shaft speed at the second historical moment, input shaft descending slope information is determined.

[0014] Optionally, in the method described above, according to the target speed offset information, the demand speed information is corrected to determine to-be-executed speed information, including:

[0015] The demand speed information and the target speed offset information are added to obtain the to-be-executed speed information.

[0016] In a second aspect, the application provides a method for determining an offset calibration table, including:

[0017] The vehicle is controlled to be in a plurality of preset working condition environments; wherein, the working condition environment is used to indicate working condition information;

[0018] For each working condition environment, speed slope information and speed offset information of the input shaft of the vehicle are determined;

[0019] According to the speed descending slope information and the speed offset information, an offset calibration table is obtained; wherein, the offset calibration table is any one of the offset calibration tables in the first aspect.

[0020] Optionally, in the method described above, the working condition environment includes a plurality of gear engagement sub-working conditions, the gear engagement sub-working condition represents a test scenario of performing a gear engagement operation at a fixed oil temperature, and the oil temperature indicated by each gear engagement sub-working condition is different; the speed slope information and the speed offset information of the vehicle are determined, including:

[0021] For each gear engagement sub-working condition, preset expected speed information and preset target speed information are obtained; wherein, the preset expected speed information represents an expected input shaft speed after the vehicle performs a gear engagement operation, and the preset target speed information represents an input shaft speed reached before the vehicle performs a gear engagement operation;

[0022] determining first actual target speed information according to the preset target speed information and preset initial offset information;

[0023] controlling the vehicle to perform the gear engagement operation and collect the speed information of the input shaft of the vehicle when the first actual target speed information is reached;

[0024] determining speed slope information according to the speed information, and determining the speed information of the input shaft of the vehicle after the gear engagement operation is performed as first measured speed information;

[0025] determining speed offset information according to the first measured speed information and preset expected speed information.

[0026] Optionally, the method as described above, wherein the determining of the speed offset information according to the first measured speed information and the preset expected speed information comprises:

[0027] determining first difference speed information according to the first measured speed information and the preset expected speed information, wherein the first difference speed information represents a deviation between the first measured speed information and the preset expected speed information;

[0028] if the first difference speed information is less than or equal to a preset difference speed threshold, determining the preset initial offset information as the speed offset information.

[0029] Optionally, the method as described above further comprises:

[0030] if the first difference speed information is greater than the preset difference speed threshold, updating the preset initial offset information to obtain intermediate offset information;

[0031] determining second actual target speed information according to the preset target speed information and the intermediate offset information;

[0032] controlling the vehicle to perform the gear engagement operation and collect the speed information of the input shaft of the vehicle when the second actual target speed information is reached;

[0033] determining the speed information of the input shaft of the vehicle after the gear engagement operation is performed as second measured speed information;

[0034] determining second difference speed information according to the second measured speed information and the preset expected speed information, wherein the second difference speed information represents a deviation between the second measured speed information and the intermediate offset information;

[0035] if the second difference speed information is less than or equal to the preset difference speed threshold, determining the intermediate offset information as the speed offset information.

[0036] Optionally, before the preset expected speed information and the preset target speed information are acquired, the method further comprises:

[0037] controlling the vehicle to be in a preset ambient temperature for a preset time length; wherein the preset ambient temperature is used to indicate the fixed oil temperature of the gear engaging sub-working condition.

[0038] In a third aspect, the present application provides a vehicle control device, comprising:

[0039] The acquisition module is configured to acquire speed information of an input shaft of the vehicle based on a speed sensor, and determine speed slope information according to the speed information; wherein the speed slope information represents a descending rate of the speed of the input shaft.

[0040] The first processing module is configured to acquire demand speed information and working condition information of the vehicle, and determine a target offset calibration table according to the working condition information based on a preset correlation; wherein the demand speed information represents a speed that the vehicle expects the input shaft to reach, the working condition information represents a running state of the vehicle, the preset correlation represents a correlation between the working condition information and the offset calibration table, and the offset calibration table represents a correlation between the speed slope information and speed offset information.

[0041] The second processing module is configured to determine target speed offset information corresponding to the speed slope information based on the target calibration table according to the speed slope information.

[0042] The correction module is configured to correct the demand speed information according to the target speed offset information, and determine to-be-executed speed information; wherein the to-be-executed speed information is used to control the input shaft and the gear of the vehicle to be synchronized.

[0043] In a fourth aspect, the present application provides a determination device of an offset calibration table, comprising:

[0044] The control module is configured to control the vehicle to be in a plurality of preset working condition environments; wherein the working condition environment is used to indicate the working condition information.

[0045] The third processing module is configured to determine speed slope information and speed offset information of the vehicle for each working condition environment.

[0046] The fourth processing module is configured to obtain the offset calibration table according to the speed descending slope information and the speed offset information; wherein the offset calibration table is the offset calibration table of any one of the first aspect.

[0047] In a fifth aspect, the present application provides a vehicle, comprising: a vehicle body, a memory, and a processor.

[0048] The memory stores computer execution instructions.

[0049] The processor executes the computer-executed instructions stored in the memory, so that the processor executes the first aspect and / or various possible implementation manners of the first aspect as above.

[0050] In a sixth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executed instructions, and the computer-executed instructions are executed by a processor to implement the first aspect and / or various possible implementation manners of the first aspect, the second aspect and / or various possible implementation manners of the second aspect as above.

[0051] In a seventh aspect, the present application provides a computer program product, comprising a computer program, wherein the computer program is executed by a processor to implement the first aspect and / or various possible implementation manners of the first aspect, the second aspect and / or various possible implementation manners of the second aspect as above.

[0052] The vehicle control method and device provided in the application, by means of a rotational speed sensor, the rotational speed information of the input shaft of the vehicle is collected, and the rotational speed slope information is determined according to the rotational speed information. Further, the demand rotational speed information and the working condition information of the vehicle are obtained, and the offset calibration table corresponding to the working condition information is determined according to the working condition information based on the preset correlation relationship, which is the target calibration table. Then, the rotational speed offset information corresponding to the rotational speed slope information is determined according to the rotational speed slope information based on the target calibration table, which is the target rotational speed offset information. The demand rotational speed information is corrected according to the target rotational speed offset information to determine the to-be-executed rotational speed information. The rotational speed slope information represents the descending rate of the rotational speed of the input shaft, the demand rotational speed information represents the rotational speed that the input shaft of the vehicle is expected to reach, the working condition information represents the running state of the vehicle, the preset correlation relationship represents the correlation relationship between the working condition information and the offset calibration table, the offset calibration table represents the correlation relationship between the rotational speed slope information and the rotational speed offset information, and the to-be-executed rotational speed information is used to control the input shaft and the gear of the vehicle to be synchronized. Specifically, the method of the application does not need to use an oil temperature sensor to determine the appropriate input shaft rotational speed offset, avoids the high cost of equipping the oil temperature sensor in the AMT, and the correlation between the oil temperature and the oil viscosity is poor, which further leads to the problem of poor accuracy of determining the input shaft rotational speed offset. Specifically, the rotational speed information of the input shaft of the vehicle is collected by using the rotational speed sensor of the input shaft, and the rotational speed slope information is determined. Based on the pre-selected target calibration table, the rotational speed offset information corresponding to the rotational speed slope information is determined as the target rotational speed offset information. The demand rotational speed information is corrected according to the target rotational speed offset information to determine the to-be-executed rotational speed information. It can be understood that, compared with the oil temperature sensor, the rotational speed sensor of the input shaft has a lower cost and is not affected by the stability of the oil. In addition, the descending rate of the rotational speed of the input shaft can intuitively reflect the rotation performance of the input shaft. Based on the descending rate of the rotational speed of the input shaft, the input shaft rotational speed offset can be determined to improve the accuracy of determining the input shaft rotational speed offset and further improve the comfort of the user. The method of the application is used to control the vehicle with high accuracy. BRIEF DESCRIPTION OF DRAWINGS

[0053] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and serve to explain the principles of the application.

[0054] Figure 1 The scene schematic diagram provided in the application;

[0055] Figure 2 The flowchart of the vehicle control method provided in the application;

[0056] Figure 3 The flowchart of the determination method of the offset calibration table provided in the application;

[0057] Figure 4 A schematic structural diagram of a vehicle control device according to the present application is provided.

[0058] Figure 5 A schematic structural diagram of a determination device of an offset calibration table according to the present application is provided.

[0059] Figure 6 A schematic structural diagram of a vehicle according to the present application is provided.

[0060] The specific embodiments of the present application have been shown and described in the above-described drawings, and will be described in more detail hereinafter. These drawings and the written description are not intended to restrict the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by reference to a particular embodiment. DETAILED DESCRIPTION

[0061] The exemplary embodiments will be described in detail herein with reference to the attached drawings. In the following description, like reference numerals refer to like elements, unless the context clearly dictates otherwise. The following exemplary embodiments described herein are not meant to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application as detailed in the appended claims.

[0062] First, the terms involved in the present application are explained:

[0063] Automated Mechanical Transmission (AMT): An automatic transmission device based on the improvement of a manual transmission, which only changes the manual operation system to an automatic control mechanism. AMT is an automatic transmission device used in vehicles to realize automatic shifting.

[0064] Input shaft: Refers to the rotating shaft inside the automated mechanical transmission that is directly mechanically connected with the engine crankshaft or the clutch output end, or the rotating shaft that is directly mechanically connected with the motor output shaft. Optionally, the input shaft is used to transmit the power generated by the engine to the transmission through the control of the clutch, so that the transmission realizes speed ratio conversion and torque amplification, thereby driving and controlling the vehicle.

[0065] Gear engagement synchronization: Refers to ensuring that the rotational speed of the input shaft is consistent with the rotational speed of the gear during shifting of the automatic transmission of the vehicle, so as to realize smooth and impact-free shifting.

[0066] Next, the background of the present application is introduced:

[0067] Currently, an oil temperature sensor is provided for the AMT to determine the oil viscosity according to the oil temperature, and then determine the appropriate input shaft speed offset according to the oil viscosity (the oil viscosity directly affects the rotation performance of the input shaft) to control the synchronization of the input shaft and the gear of the vehicle, i.e. the synchronization of the gear of the vehicle. However, the oil temperature sensor is provided in the AMT, which is costly, and the stability of the oil cannot be guaranteed. The correlation between the oil temperature and the oil viscosity is poor, which will lead to poor accuracy of determining the input shaft speed offset, and then affect the comfort of the user.

[0068] To explain this background, Figure 1 The scenario diagram provided for the present application is shown as Figure 1 as shown, Figure 1 represents the speed synchronization process of the AMT for upshift, Figure 1 The horizontal axis in the figure represents time in seconds (s), and the vertical axis represents the input shaft speed in revolutions per minute (rpm).

[0069] Figure 1 The left curve represents that when the oil temperature is 40 degrees Celsius (℃), the input shaft speed is 3000 rpm (corresponding to point A), the speed is adjusted by the motor torque, when the speed is adjusted to 2000 rpm (corresponding to point B), the speed adjustment is stopped, and the gear electromagnetic valve is turned on for gear shifting action. Due to the opening delay of the electromagnetic valve, the air pressure establishment delay of the shift cylinder, and the time interval between the action of the shift fork and the actual start of the sleeve to contact the gear, etc., the sleeve contact point (i.e. the speed at the actual gear shifting) falls at 1100 rpm (corresponding to point C). The appropriate target speed is 1000 rpm, and the input shaft speed corresponding to point C is 1100 rpm, which is 100 rpm different from the appropriate target speed 1000 rpm. For the user experience, the difference of 100 rpm is the noiseless and smooth performance of the gear shifting.

[0070] Figure 1The right curve represents that when the oil temperature is-40℃, the input shaft speed is 3000rpm (corresponding to point A'), the speed is started to be regulated by the motor torque, when the speed is regulated to 2000rpm (corresponding to point B'), the regulation is stopped, and the gear engaging solenoid valve is started to perform the gear engaging action. Due to the different states of the oil viscosity at different temperatures, when the oil temperature decreases, the oil viscosity increases, and the viscosity resistance of the oil increases. At the same time, there are factors such as the opening delay of the solenoid valve, the air pressure establishment delay of the gear shift cylinder, and the time interval between the action of the shift fork and the actual start of the sleeve to contact the gear, the sleeve contact point (i.e. the speed at the actual gear engaging time) falls to 200rpm (corresponding to point C'). For the theoretical appropriate target speed of 1000rpm, the input shaft speed of 200rpm corresponding to point C' is 800rpm different from the appropriate target speed of 1000rpm. For the user experience, the 800rpm difference will cause the gear to be engaged and accompanied by noise impact, which will bring a bad experience to the user.

[0071] It can be seen that the change of the oil temperature greatly affects the speed at the actual gear engaging time. Therefore, the prior art provides the AMT with an oil temperature sensor to determine the oil viscosity according to the oil temperature, and then determines the appropriate input shaft speed offset according to the oil viscosity to control the synchronization of the input shaft and the gear of the vehicle.

[0072] However, the oil temperature sensor is provided in the AMT, which is costly, and the stability of the oil cannot be guaranteed. The correlation between the oil temperature and the oil viscosity is poor, which will further cause the accuracy of determining the input shaft speed offset to be poor, and thus affect the comfort of the user.

[0073] Specific disadvantages of using the oil temperature sensor can be: 1) the AMT is separately provided with the oil temperature sensor, and the procurement cost and maintenance cost of the sensor; 2) if the vehicle is not maintained by using the specified type of lubricating oil in the later period, even if the oil temperature is the same, the viscosity resistance of the oil will be different; 3) if the transmission leaks oil or the amount of lubricating oil is excessive, even if the oil temperature is the same, the viscosity resistance of the oil will be different; 4) if the oil emulsification, deterioration, and liquid shortage occur, even if the oil temperature is the same, the viscosity resistance of the oil will be different.

[0074] Therefore, the current control of the vehicle has the problem of low control accuracy.

[0075] Therefore, the inventor conceives that the prior art concerns oil temperature because oil temperature affects shaft system rotation resistance immersed in oil, and the rotation resistance depends on oil viscosity, and different oil viscosity affects target rotation speed and synchronization window control during synchronization speed regulation, and conceives how to bypass the oil temperature sensor to calculate oil viscosity or input shaft rotation speed offset, which can reduce the cost of equipping the oil temperature sensor in the AMT and improve the accuracy of determining the appropriate input shaft rotation speed offset.

[0076] The inventor further conceives that the input shaft rotation speed reduction rate is strongly related to oil viscosity resistance, and if oil emulsification, deterioration, oil leakage, and the like occur, the input shaft rotation speed reduction rate will not affect the effect of reflecting oil viscosity resistance; at the same time, in terms of cost, compared to the requirements of the oil temperature sensor, such as a dedicated probe, a sealing element, and a lengthened heat-resistant wire harness, and an additional drilling installation process, the rotation speed sensor has a simple structure, does not require additional sealing and oil-resistant and temperature-resistant design, and can directly reuse the structure of the existing gear or magnetic ring of the transmission, and has a lower cost. Therefore, based on the input shaft rotation speed reduction rate for determining the appropriate input shaft rotation speed offset is a scheme for improving the accuracy of determining the appropriate input shaft rotation speed offset.

[0077] The method of the present application does not use an oil temperature sensor to determine the appropriate input shaft rotation speed offset, avoids the high cost of equipping the oil temperature sensor in the AMT, and the poor correlation between oil temperature and oil viscosity, which further leads to poor accuracy of determining the input shaft rotation speed offset. Specifically, the rotation speed sensor of the input shaft collects the rotation speed information of the input shaft of the vehicle and determines the rotation speed slope information, determines the rotation speed offset information corresponding to the rotation speed slope information based on the preselected target calibration table, and determines the target rotation speed offset information. The demand rotation speed information is corrected according to the target rotation speed offset information, and the to-be-executed rotation speed information is determined. It can be understood that the rotation speed sensor of the input shaft has a lower cost than the oil temperature sensor and is not affected by the stability of the oil. The input shaft rotation speed reduction rate can directly reflect the rotation performance of the input shaft. Determining the input shaft rotation speed offset based on the input shaft rotation speed reduction rate can improve the accuracy of determining the input shaft rotation speed offset, and further improve the comfort of the user. The method of the present application is used to improve the accuracy of controlling the vehicle.

[0078] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described in detail in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0079] Figure 2This is a flowchart illustrating a vehicle control method provided in this application. The vehicle is equipped with a speed sensor for the input shaft. The execution entity of this method can be the vehicle, an automatic transmission controller (TCU), or other devices, such as... Figure 2 As shown, the method includes:

[0080] S201. Based on the speed sensor, the speed information of the input shaft of the vehicle is collected, and the speed slope information is determined according to the speed information; wherein, the speed slope information represents the rate of decrease of the input shaft speed.

[0081] The input shaft rotation speed information can refer to the rotation speed value of the input shaft obtained in real time by the rotation speed sensor. The input shaft rotation speed information can be a rotation speed sequence, with each moment in the rotation speed sequence corresponding to a rotation speed value.

[0082] In one optional implementation, the rotational speed information includes the input shaft rotational speed at at least two historical moments; step S201 may include:

[0083] The input shaft descent slope information is determined based on the input shaft rotation speed at at least two historical moments.

[0084] In one possible implementation, the input shaft speed at at least two historical moments is collected after the motor torque in the vehicle stops adjusting speed and engages gear in the previous cycle. A cycle can refer to the process from when the motor torque stops adjusting speed and engages gear until the speed reaches the sliding sleeve contact point (i.e., the gear is successfully engaged).

[0085] For example, the descent slope information of the input axis can be determined by algorithms such as least squares method, moving average filtering method, linear regression method, and Kalman filtering method.

[0086] For example, taking the least squares method, for the input shaft speed at at least two historical moments, a speed sequence is obtained. The speed sequence contains n moments, and the speed sequence can be represented as: (t0, N0), (t1, N1)...(t... i N i )…(t n-1 N n-1 ), where t i Let N represent the i-th time point. i Let N represent the input shaft speed at time i. A straight line N = kt + b is fitted to this speed sequence, where the slope k represents the input shaft's descent slope. For example, the input shaft's descent slope is 2000 revolutions per minute per second (rpm / s).

[0087] It can be understood that the rotation speed slope information can be used to represent the size of the viscosity resistance of the oil. The higher the value of the rotation speed slope information, the greater the viscosity of the oil, and the stronger the rotation resistance of the input shaft; on the contrary, the lower the value of the rotation speed slope information, the lower the viscosity of the oil, and the smaller the rotation resistance of the input shaft.

[0088] In an optional implementation, step S201 can further include:

[0089] determining a first historical time and a second historical time; wherein the first historical time represents a time corresponding to when the torque output by the motor is a preset torque, and the second historical time represents a time corresponding to when the rotation speed of the input shaft is a preset reference rotation speed, and the second historical time is later than the first historical time;

[0090] determining the input shaft descending slope information according to the rotation speed of the input shaft at the first historical time and the rotation speed of the input shaft at the second historical time.

[0091] Exemplarily, the preset torque can be 0, and the first historical time represents a time corresponding to when the torque output by the motor is 0. It can be understood that when the torque output by the motor is 0, it means that the motor does not output any torque, and at this time, the attenuation of the rotation speed of the input shaft can accurately reflect the resistance possessed by the oil, that is, the viscosity of the oil can be accurately reflected.

[0092] The preset reference rotation speed can be 100 rpm, and the second historical time represents a time corresponding to when the rotation speed of the input shaft is 100 rpm. It can be understood that setting the reference parameter to 100 rpm has the advantage that the reference parameter is small, which ensures that the input shaft rotation speed at the first historical time covers a large sampling interval, which can reduce the error of calculating the input shaft descending slope information. At the same time, the rotation speed of the input shaft is 100 rpm, which is not close to the critical rotation speed (such as 50 rpm) of engine stall, so that the engine stall of the vehicle can be avoided to ensure driving safety.

[0093] In a possible implementation, determining the input shaft descending slope information can be: determining a difference rotation speed between the rotation speed of the input shaft at the first historical time and the rotation speed of the input shaft at the second historical time, and determining a difference time length between the first historical time and the second historical time, and dividing the difference rotation speed by the difference time length to obtain the input shaft descending slope information.

[0094] Exemplarily, the first historical moment is 12:00:00, the input shaft speed at the first historical moment is 3000 rpm, the second historical moment is 12:00:02, the input shaft speed at the second historical moment is 100 rpm, the difference between the input shaft speed at the first historical moment and the input shaft speed at the second historical moment is 2900 rpm, the difference between the first historical moment and the second historical moment is 2 s, and the input shaft descending slope information can be 1450 rpm / s.

[0095] S202, obtain demand speed information of the vehicle and working condition information, and determine, according to the working condition information, a target calibration table based on a preset correlation between the working condition information and an offset calibration table.

[0096] The demand speed information represents a speed that the input shaft of the vehicle is expected to reach. In one possible implementation, the demand speed information is pre-set by a worker in a storage unit of an execution subject of the application, or the demand speed information can be obtained from a calculation unit in a vehicle control unit (VCU). The determination of the demand speed information is not specifically limited herein as long as the demand speed information can be obtained.

[0097] The working condition information represents a running state of the vehicle. Exemplarily, the working condition information can include, but is not limited to, a gear that the vehicle is expected to engage, an altitude at which the vehicle is located, a cumulative mileage of the vehicle, and the like.

[0098] By establishing the correlation between the working condition information and the offset calibration table, an offset calibration table corresponding to each working condition is obtained. This setting has the beneficial effect that the offset calibration table corresponding to the working condition information is used as the target calibration table, which can improve the accuracy of determining the target speed offset information.

[0099] S203, determine, according to the speed slope information, target speed offset information corresponding to the speed slope information based on the target calibration table.

[0100] S204, correct the demand speed information according to the target speed offset information to determine to-be-executed speed information; wherein the to-be-executed speed information is used to control the input shaft and the gear of the vehicle to be synchronized.

[0101] In one optional implementation, step S204 can include:

[0102] The demand rotating speed information is added to the target rotating speed offset information to obtain to-be-executed rotating speed information.

[0103] For example, the demand rotating speed information is 1100 rpm, the target rotating speed offset information obtained based on the target calibration table is 800 rpm, the demand rotating speed information 1100 rpm is added to the target rotating speed offset information 800 rpm to obtain to-be-executed rotating speed information 1900 rpm.

[0104] The to-be-executed rotating speed information is used to control the input shaft and the gear of the vehicle to be synchronized. Specifically, the to-be-executed rotating speed information is used as a given value of a motor speed closed loop. For example, when the rotating speed of the input shaft reaches 1900 rpm of the to-be-executed rotating speed information, the motor torque in the vehicle stops speed regulation and performs a gear engagement action, so that the rotating speed corresponding to the slide sleeve contact point is transmitted to the transmission, and the transmission realizes speed ratio conversion and torque amplification, thereby driving and controlling the vehicle.

[0105] The method provided in the present application uses the rotating speed sensor of the input shaft to collect the rotating speed information of the input shaft of the vehicle and determine the rotating speed slope information. Based on the target calibration table preselected and calibrated, the rotating speed slope information corresponding rotating speed offset information is determined as the target rotating speed offset information, so as to correct the demand rotating speed information according to the target rotating speed offset information and determine the to-be-executed rotating speed information. It can be understood that, compared with the oil temperature sensor, the rotating speed sensor of the input shaft has a lower cost and is not affected by the stability of the oil. In addition, the descending rate of the input shaft rotating speed can intuitively reflect the rotating performance of the input shaft. The input shaft rotating speed offset is determined based on the descending rate of the input shaft rotating speed, which can improve the accuracy of determining the input shaft rotating speed offset and further improve the comfort of the user. The method provided in the present application can improve the accuracy of controlling the vehicle.

[0106] Next, a method for determining the offset calibration table involved in the above vehicle control method is described.

[0107] Figure 3 A flowchart of a method for determining an offset calibration table provided in the present application. The execution subject of the method can be a server, a computer, and other devices, etc. As shown in the figure, the method comprises the following steps. Figure 3

[0108] S301, control the vehicle in a plurality of preset working condition environments; wherein the working condition environment is used to indicate working condition information.

[0109] S302, for each working condition environment, determine the rotating speed slope information and the rotating speed offset information of the vehicle.

[0110] S303, obtain the offset calibration table according to the rotating speed descending slope information and the rotating speed offset information. ​

[0111] The working condition environment can be used to indicate working condition information, such as the current gear of the vehicle, the altitude at which the vehicle is located, the cumulative mileage of the vehicle, and the like.

[0112] The offset calibration table is the offset calibration table of any one of the above embodiments.

[0113] In an optional implementation, the working condition environment includes a plurality of gear engagement sub-working conditions, the gear engagement sub-working conditions representing test scenarios of performing a gear engagement operation at a fixed oil temperature, and the oil temperature indicated by each gear engagement sub-working condition is different; step S302 can include:

[0114] S3021, for each gear engagement sub-working condition, obtaining preset expected speed information and preset target speed information; the preset expected speed information represents the input shaft speed expected to be obtained after the vehicle performs the gear engagement operation, and the preset target speed information represents the input shaft speed reached before the vehicle performs the gear engagement operation.

[0115] S3022, determining first actual target speed information according to the preset target speed information and the preset initial offset information.

[0116] S3023, controlling the vehicle to perform the gear engagement operation and collect the speed information of the input shaft of the vehicle when the first actual target speed information is reached.

[0117] S3024, determining speed slope information according to the speed information, and determining the speed information of the input shaft of the vehicle after performing the gear engagement operation as first measured speed information.

[0118] S3025, determining speed offset information according to the first measured speed information and the preset expected speed information.

[0119] In an optional implementation, before obtaining the preset expected speed information and the preset target speed information, the method can further include:

[0120] controlling the vehicle to be in a preset environment temperature for a preset time length; the preset environment temperature is used to indicate the fixed oil temperature of the gear engagement sub-working condition.

[0121] The preset environment temperature and the preset time length can be set by the worker according to the experimental requirements. For example, the preset environment temperature can be any one of -40°C, -20°C, 0°C, 20°C, 40°C, 60°C, 80°C, 100°C or 120°C, and the preset time length can be 12 hours. The preset environment temperature and the preset time length are not limited herein.

[0122] The beneficial effect of such arrangement is that the overall temperature of the oil is brought to a uniform steady state, eliminating the influence of temperature gradient on the viscosity of the oil, thereby ensuring the consistency between the input shaft speed drop slope and the oil viscosity measured in subsequent working conditions, improving the calibration accuracy and repeatability.

[0123] In step S3021, the preset expected speed information and the preset target speed information can be set by the staff according to relevant tests and relevant standard documents. For example, the preset expected speed information is 1000 rpm, and the preset target speed information is 1100 rpm.

[0124] In step S3022, the preset initial offset information can be the initial value of the offset information set by the staff. For example, the first actual target speed information is obtained by adding the preset target speed information and the preset initial offset information. For example, the preset target speed information is 1100 rpm, and the preset initial offset information is 0 rpm, so the first actual target speed information is 1100 rpm+0 rpm=1100 rpm.

[0125] In step S3023, the vehicle is controlled to perform a gear engagement operation when the first actual target speed information is reached, and the speed information of the input shaft of the vehicle is collected. For example, when the motor torque of the vehicle is controlled to speed up to the first actual target speed information 1100 rpm, the gear engagement electromagnetic valve is turned on to perform a gear engagement operation, and the speed information of the input shaft of the vehicle is collected based on the speed sensor.

[0126] In step S3024, the step of determining the speed slope information according to the speed information can refer to step S201, which will not be described here. For example, the speed slope information is 2000 rpm / s. In this application, the first measured speed information can be understood as the speed value of the input shaft when the vehicle reaches the first actual target speed information after performing the gear engagement operation, i.e., the speed value of the input shaft when the gear is successfully engaged. For example, the first measured speed information is 200 rpm.

[0127] In an optional embodiment, step S3025 can include:

[0128] According to the first measured speed information and the preset expected speed information, the first difference speed information is determined, wherein the first difference speed information represents the deviation between the first measured speed information and the preset expected speed information; if the first difference speed information is less than or equal to the preset difference speed threshold, the preset initial offset information is determined as the speed offset information.

[0129] The first difference speed information can refer to a difference between the first measured speed information and preset expected speed information. For example, the first measured speed information is 200 rpm, the preset expected speed information is 1000 rpm, and the first difference speed information can be 800 rpm.

[0130] The preset difference speed threshold can be set by a worker according to relevant historical data or a noise-vibration-harshness (NVH) test. It can be understood that the preset difference speed threshold can be used to evaluate an acceptable range of comfort requirements of the user for the gear engagement impact and noise.

[0131] For example, if the preset difference speed threshold is 850 rpm, and the first difference speed information is less than the preset difference speed threshold, the preset initial offset information 0 rpm can be determined as the speed offset information.

[0132] Thus, in the gear engagement sub-working condition in the offset calibration table, the speed slope information is 2000 rpm / s, and the speed offset information is 0 rpm.

[0133] Of course, considering that the user has higher comfort requirements, if the preset difference speed threshold is set too large, the user will hear the gear noise and impact. Therefore, when setting the preset difference speed threshold, the value is generally set to be small, for example, 100 rpm.

[0134] In an optional embodiment, if the first difference speed information is greater than the preset difference speed threshold, for example, the first difference speed information is 800 rpm, which is greater than the preset difference speed threshold of 100 rpm, the above method can further include:

[0135] S3026, updating the preset initial offset information to obtain intermediate offset information;

[0136] S3027, determining second actual target speed information according to the preset target speed information and the intermediate offset information;

[0137] S3028, controlling the vehicle to perform a gear engagement operation and collect the speed information of the input shaft of the vehicle when the second actual target speed information is reached;

[0138] S3029, determining the speed information of the input shaft of the vehicle after the gear engagement operation, as second measured speed information;

[0139] S30210, determining second difference speed information according to the second measured speed information and the preset expected speed information; wherein the second difference speed information represents the deviation between the second measured speed information and the intermediate offset information;

[0140] S30211. If the second difference speed information is less than or equal to the preset difference speed threshold, then the intermediate offset information is determined as the speed offset information.

[0141] For example, in step S3026, updating the preset initial offset information to obtain intermediate offset information can be done by adding the first difference rotation speed information to the preset initial offset information, or by multiplying the preset initial offset information by a preset multiplication factor, such as 1.8.

[0142] For example, the steps of determining the second difference speed information in steps S3027 to S30210 are similar to the process of determining the first difference speed information, and will not be described again here.

[0143] For example, the intermediate offset information is 800 rpm, and the preset target speed information is 1100 rpm. The intermediate offset information of 800 rpm and the preset target speed information of 1100 rpm are added together to obtain the second actual target speed information of 1900 rpm. After determining that the second measured speed information collected after the vehicle performs the gear shifting operation is 1100 rpm, the second measured speed information of 1100 rpm is subtracted from the preset expected speed information of 1000 rpm to obtain the second difference speed information of 100 rpm. At this time, the second difference speed information of 100 rpm is equal to the preset difference speed threshold of 100 rpm, so the intermediate offset information of 800 rpm can be determined as the speed offset information.

[0144] Therefore, under this gear shift condition in the offset calibration table, the speed slope information is 2000 rpm / s, and the speed offset information is 800 rpm.

[0145] It is understandable that determining the speed offset information in the offset calibration table is an iterative process. If the second measured speed information is greater than the preset difference speed threshold, then steps S3026 to S30211 are executed again until the second measured speed information is less than or equal to the preset difference speed threshold.

[0146] For example, for each operating condition, the speed slope information and speed offset information under multiple gear shifting conditions under that operating condition are integrated to obtain the offset calibration table for that operating condition, such as Table 1.

[0147] Table 1:

[0148]

[0149] Wherein, each oil temperature corresponds to one sub-gear engagement condition, for example, under the sub-gear engagement condition of the oil temperature of-40℃, the speed slope information is 2000rpm / s and the speed offset information is 800rpm.

[0150] It should be noted that since the oil temperature, oil quality, etc. do not change under the same sub-gear engagement condition, the speed slope information determined under the same sub-gear engagement condition can be considered the same or almost the same.

[0151] Exemplarily, in the vehicle control method, after determining that the speed slope information is, for example, 1800rpm / s, the target calibration table corresponding to the working condition information can be determined based on the working condition information of the vehicle, for example, Table 1, and the speed offset information corresponding to the speed slope information of 1800rpm / s, for example, 500rpm, can be determined from the target calibration table as the target speed offset information. Then, the demand speed information is corrected according to the target speed offset information to determine the to-be-executed speed information for controlling the input shaft and the gear of the vehicle to be synchronized.

[0152] The determination method of the offset calibration table provided by the present application pre-determines the speed slope information and the speed offset information by controlling the vehicle to perform the gear engagement operation and collecting the speed information of the input shaft of the vehicle when the actual target speed information (for example, the first actual target speed information) is reached under each sub-working condition in each working condition environment, so as to obtain the offset calibration table under each working condition environment. Then, in the actual use process of the vehicle, the speed information of the input shaft of the vehicle is collected by using the speed sensor of the input shaft without using the oil temperature sensor, and the speed slope information is determined. Based on the pre-selected target calibration table, the speed offset information corresponding to the speed slope information is determined as the target speed offset information, and the demand speed information is corrected according to the target speed offset information. The to-be-executed speed information can be determined, and the comfort of the user can be improved.

[0153] Figure 4 A structural schematic diagram of a vehicle control device provided by the present application is shown in Figure 4 The vehicle control device 40 includes an acquisition module 401, a first processing module 402, a second processing module 403, and a correction module 404.

[0154] The acquisition module 401 is configured to acquire the speed information of the input shaft of the vehicle based on the speed sensor, and determine the speed slope information according to the speed information; wherein the speed slope information represents the descending rate of the speed of the input shaft.

[0155] The first processing module 402 is configured to acquire demand speed information of the vehicle and working condition information, and determine, according to the working condition information, a target offset calibration table based on a preset correlation relationship, wherein the demand speed information represents a speed that the input shaft of the vehicle is expected to reach, the working condition information represents a running state of the vehicle, the preset correlation relationship represents a correlation relationship between the working condition information and the offset calibration table, and the offset calibration table represents a correlation relationship between the speed slope information and the speed offset information.

[0156] The second processing module 403 is configured to determine, according to the speed slope information, target speed offset information based on the target offset calibration table.

[0157] The correction module 404 is configured to correct the demand speed information according to the target speed offset information, and determine to-be-executed speed information, wherein the to-be-executed speed information is used to control the input shaft of the vehicle to be synchronized with the gear.

[0158] In an optional example, the speed information includes input shaft speeds at at least two historical moments; the acquisition module 401 is further configured to determine a first historical moment and a second historical moment, wherein the first historical moment represents a moment when the torque output by the motor is the preset torque, the second historical moment represents a moment when the input shaft speed is the preset reference speed, and the second historical moment is later than the first historical moment.

[0159] The input shaft descending slope information is determined according to the input shaft speed at the first historical moment and the input shaft speed at the second historical moment.

[0160] In an optional example, the correction module 404 is further configured to add the demand speed information and the target speed offset information to obtain the to-be-executed speed information.

[0161] The vehicle control device provided in this embodiment can execute the method provided in the method embodiment, and has similar implementation principles and technical effects, which will not be described here in detail.

[0162] Figure 5 A structure diagram of a determination device of an offset calibration table provided in this application is shown in FIG. 5, which includes: Figure 5

[0163] The control module 501 is configured to control the vehicle to be in a plurality of preset working condition environments, wherein the working condition environment is used to indicate the working condition information.

[0164] The third processing module 502 is configured to determine, for each working condition environment, speed slope information and speed offset information of the vehicle.

[0165] ​The fourth processing module 503 is configured to obtain the offset calibration table according to the speed drop slope information and the speed offset information.

[0166] In an optional example, the control module 501 is further configured to control the vehicle to be in the preset ambient temperature for a preset time length.

[0167] In an optional example, the working condition environment includes a plurality of gear engagement sub-working conditions, the gear engagement sub-working conditions represent test scenarios of performing the gear engagement operation at a fixed oil temperature, and the oil temperatures indicated by each of the gear engagement sub-working conditions are different. The third processing module 502 is further configured to, for each of the gear engagement sub-working conditions, obtain preset expected speed information and preset target speed information, wherein the preset expected speed information represents an expected input shaft speed of the vehicle after performing the gear engagement operation, and the preset target speed information represents an input shaft speed of the vehicle before performing the gear engagement operation. The first actual target speed information is determined according to the preset target speed information and the preset initial offset information. The vehicle is controlled to perform the gear engagement operation and collect the input shaft speed information of the vehicle when the first actual target speed information is reached. The speed slope information is determined according to the speed information, and the first measured speed information is determined as the input shaft speed information of the vehicle after performing the gear engagement operation. The speed offset information is determined according to the first measured speed information and the preset expected speed information.

[0168] In an optional example, the third processing module 502 is further configured to determine first difference speed information according to the first measured speed information and the preset expected speed information, wherein the first difference speed information represents a deviation between the first measured speed information and the preset expected speed information. If the first difference speed information is less than or equal to a preset difference speed threshold, the preset initial offset information is determined as the speed offset information.

[0169] In an optional example, the third processing module 502 is further configured to, if the first difference speed information is greater than the preset difference speed threshold, update the preset initial offset information to obtain intermediate offset information. The second actual target speed information is determined according to the preset target speed information and the intermediate offset information. The vehicle is controlled to perform the gear engagement operation and collect the input shaft speed information of the vehicle when the second actual target speed information is reached. The second measured speed information is determined as the input shaft speed information of the vehicle after performing the gear engagement operation. The second difference speed information is determined according to the second measured speed information and the preset expected speed information, wherein the second difference speed information represents a deviation between the second measured speed information and the intermediate offset information. If the second difference speed information is less than or equal to the preset difference speed threshold, the intermediate offset information is determined as the speed offset information.

[0170] The offset calibration table determination apparatus provided in the embodiment can execute the method provided in the method embodiment, and has similar implementation principles and technical effects. Details are not described herein again.

[0171] Figure 6 A structural schematic diagram of a vehicle provided in the present application is shown in FIG. 1. The vehicle 60 provided in the embodiment includes a vehicle body 601 and a vehicle controller 602. The vehicle controller 602 includes at least one processor 6021 and a memory 6022. Optionally, the vehicle controller 602 further includes a communication component 6023. The processor 6021, the memory 6022 and the communication component 6023 are connected through a bus 6024. Figure 6

[0172] In the implementation process, the at least one processor 6021 executes the computer-executed instructions stored in the memory 6022, so that the at least one processor 6021 executes the method described above.

[0173] The specific implementation process of the processor 6021 can refer to the method embodiments described above, which have similar implementation principles and technical effects. Details are not described herein again.

[0174] In the above embodiments, it should be understood that the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the present application can be directly embodied as execution completed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0175] The memory can include a random access memory (RAM), and can also include a non-volatile memory (NVM), such as at least one disk memory.

[0176] ​The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, or a Controller Area Network (CAN) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

[0177] The present application also provides a computer readable storage medium, which stores computer execution instructions, and when a processor executes the computer execution instructions, the above method is realized.

[0178] The present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the above method is realized.

[0179] It should be noted that, for the foregoing method embodiments, in order to simply describe, they are all expressed as a series of action combinations, but those skilled in the art should know that the present application is not limited to the action order described, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should know that the embodiments described in the specification all belong to optional embodiments, and the actions and modules involved are not necessarily the ones of the present application.

[0180] It should be further noted that, although each step in the flowchart is displayed in sequence according to the arrow indication, these steps are not necessarily executed in sequence according to the arrow indication. Unless explicitly stated in this article, the execution of these steps has no strict order limitation, and these steps can be executed in other orders. Moreover, at least part of the steps in the flowchart can include multiple sub-steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution order of these sub-steps or stages is not necessarily sequential, but can be executed in rotation or alternation with other steps or sub-steps or stages of other steps.

[0181] In addition, each functional unit / module in each embodiment of the present application can be integrated in one unit / module, or each unit / module can exist physically, or two or more units / modules can be integrated together. The integrated unit / module can be realized in the form of hardware or in the form of a software program module.

[0182] If the integrated units / modules are implemented in the form of hardware, the hardware can be a digital circuit, an analog circuit, etc. The physical implementation of the hardware structure includes, but is not limited to, transistors, memristors, etc. Unless otherwise specified, the processor can be any appropriate hardware processor, such as a CPU, a GPU, an FPGA, a DSP, an ASIC, etc. Unless otherwise specified, the storage unit can be any appropriate magnetic storage medium or magneto-optical storage medium, such as resistive random access memory (RRAM), dynamic random access memory (DRAM), static random access memory (SRAM), enhanced dynamic random access memory (EDRAM), high-bandwidth memory (HBM), hybrid memory cube (HMC), etc.

[0183] If the integrated units / modules are implemented in the form of software program modules and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application or the essential part of the prior art or the whole or part of the technical solutions can be embodied in the form of a software product, which is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0184] In the above embodiments, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments. The technical features of the above embodiments can be combined arbitrarily, and in order to make the description concise, not all possible combinations of the technical features in the above embodiments are described, however, as long as the combination of the technical features does not exist contradictory, it should be considered as the scope of the present application.

[0185] Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the specification and examples be considered as exemplary only, with the true scope and spirit of the application being indicated by the following claims.

[0186] It is to be understood that the application is not limited to the precise construction herein disclosed and shown in the drawings, and that various modifications and changes can be made by those skilled in the art without departing from the scope of the application. The scope of the application is limited only by the claims that follow.

Claims

1. A vehicle control method characterized by, The vehicle is deployed with a rotation speed sensor of an input shaft; the method comprises: Based on the rotation speed sensor, collecting rotation speed information of the input shaft of the vehicle, and determining rotation speed slope information according to the rotation speed information; wherein the rotation speed slope information represents the descending rate of the rotation speed of the input shaft; Obtaining demand rotation speed information and working condition information of the vehicle, and determining a target offset calibration table according to the working condition information based on a preset correlation, wherein the demand rotation speed information represents the rotation speed that the vehicle expects the input shaft to reach, the working condition information represents the running state of the vehicle, the preset correlation represents the correlation between the working condition information and the offset calibration table, and the offset calibration table represents the correlation between the rotation speed slope information and the rotation speed offset information; According to the rotation speed slope information, determining the rotation speed offset information corresponding to the rotation speed slope information based on the target calibration table, as target rotation speed offset information; According to the target rotation speed offset information, performing correction processing on the demand rotation speed information to determine to-be-executed rotation speed information; wherein the to-be-executed rotation speed information is used to control the input shaft and the gear of the vehicle to be synchronized.

2. The method of claim 1, wherein, The rotation speed information includes the rotation speed of the input shaft at at least two historical time points; According to the rotation speed information, determining rotation speed slope information, comprising: Determining a first historical time point and a second historical time point; wherein the first historical time point represents the time point when the torque output by the motor is a preset torque, and the second historical time point represents the time point when the rotation speed of the input shaft is a preset reference rotation speed, and the second historical time point is later than the first historical time point; According to the rotation speed of the input shaft at the first historical time point and the rotation speed of the input shaft at the second historical time point, determining the descending slope information of the input shaft.

3. The method of claim 1, wherein, According to the target rotation speed offset information, performing correction processing on the demand rotation speed information to determine to-be-executed rotation speed information, comprising: Adding the demand rotation speed information and the target rotation speed offset information to obtain the to-be-executed rotation speed information.

4. A method for determining an offset calibration table, characterized in that, Comprising: Controlling the vehicle to be in a plurality of preset working condition environments; wherein the working condition environment is used to indicate working condition information; For each working condition environment, determining the rotation speed slope information and the rotation speed offset information of the vehicle; According to the rotation speed descending slope information and the rotation speed offset information, obtaining an offset calibration table; wherein the offset calibration table is the offset calibration table of any one of claims 1-3.

5. The method of claim 4, wherein, The working condition environment includes a plurality of gear engagement sub-conditions, the gear engagement sub-condition represents a test scenario of performing a gear engagement operation at a fixed oil temperature, and the oil temperature indicated by each gear engagement sub-condition is different; determining the rotation speed slope information and the rotation speed offset information of the vehicle, comprising: For each gear engagement sub-condition, obtaining preset expected rotation speed information and preset target rotation speed information; wherein the preset expected rotation speed information represents the input shaft rotation speed expected to be obtained after the vehicle performs the gear engagement operation, and the preset target rotation speed information represents the input shaft rotation speed reached before the vehicle performs the gear engagement operation; According to the preset target speed information and preset initial offset information, first actual target speed information is determined; The vehicle is controlled to perform the gear engagement operation and collect the speed information of the input shaft of the vehicle when the first actual target speed information is reached; According to the speed information, the speed slope information is determined, and the speed information of the input shaft of the vehicle after the gear engagement operation is performed is determined as first measured speed information; According to the first measured speed information and the preset expected speed information, the speed offset information is determined.

6. The method of claim 5, wherein, According to the first measured speed information and the preset expected speed information, the speed offset information is determined, including: According to the first measured speed information and the preset expected speed information, first difference speed information is determined; wherein the first difference speed information represents the deviation between the first measured speed information and the preset expected speed information; If the first difference speed information is less than or equal to a preset difference speed threshold, the preset initial offset information is determined as the speed offset information.

7. The method of claim 6, wherein, Further comprising: If the first difference speed information is greater than the preset difference speed threshold, the preset initial offset information is updated to obtain intermediate offset information; According to the preset target speed information and the intermediate offset information, second actual target speed information is determined; The vehicle is controlled to perform the gear engagement operation and collect the speed information of the input shaft of the vehicle when the second actual target speed information is reached; The speed information of the input shaft of the vehicle after the gear engagement operation is performed is determined as second measured speed information; According to the second measured speed information and the preset expected speed information, second difference speed information is determined; wherein the second difference speed information represents the deviation between the second measured speed information and the intermediate offset information; If the second difference speed information is less than or equal to the preset difference speed threshold, the intermediate offset information is determined as the speed offset information.

8. The method of claim 5, wherein, Before obtaining the preset expected speed information and the preset target speed information, further comprising: The vehicle is controlled to be in a preset environment temperature for a preset time length; wherein the preset environment temperature is used to indicate the fixed oil temperature of the gear engagement sub-working condition.

9. A vehicle control device characterized by comprising: Comprising: The acquisition module is used to acquire the speed information of the input shaft of the vehicle based on the speed sensor, and determine the speed slope information according to the speed information; wherein the speed slope information represents the descending rate of the speed of the input shaft; The first processing module is used to obtain the demand speed information of the vehicle and the working condition information, and determine the offset calibration table corresponding to the working condition information based on the preset correlation according to the working condition information, as the target calibration table; wherein the demand speed information represents the speed that the vehicle expects the input shaft to reach, the working condition information represents the running state of the vehicle, the preset correlation represents the correlation between the working condition information and the offset calibration table, and the offset calibration table represents the correlation between the speed slope information and the speed offset information; A second processing module is configured to determine target speed offset information according to the speed slope information and based on the target calibration table. A correction module is configured to correct the demand speed information according to the target speed offset information, and determine to-be-executed speed information; wherein the to-be-executed speed information is used to control the input shaft and the gear of the vehicle to be synchronous.

10. A device for determining an offset calibration table, characterized in that, The method comprises: A control module is configured to control the vehicle to be in a plurality of preset working condition environments; wherein the working condition environment is used to indicate working condition information. A third processing module is configured to determine, for each working condition environment, speed slope information and speed offset information of the vehicle. A fourth processing module is configured to obtain an offset calibration table according to the speed drop slope information and the speed offset information; wherein the offset calibration table is the offset calibration table of any one of claims 1-3.

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