Vehicle control method, electronic equipment, vehicle and storage medium

Abstract

The invention provides a vehicle control method, electronic equipment, a vehicle and a storage medium, the method is applied to the technical field of vehicle control, the vehicle comprises a transmission and a hydraulic torque converter, and the method comprises the steps that under the condition that the vehicle is in a running state, whether the vehicle is in a target working condition or not is judged; wherein the target working condition is used for representing that the vehicle runs on the ramp and does not meet the acceleration requirement of the driver; and under the condition that it is determined that the vehicle is in the target working condition, the transmission is controlled to execute downshift operation, or a lock-up clutch in the hydraulic torque converter is controlled to be in an open state. By means of the method, the vehicle can obtain the larger wheel end torque to run smoothly, the dangerous situations such as slope sliding caused by insufficient power of the vehicle are avoided, and therefore the running safety of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and more particularly, to a control method of a vehicle, an electronic device, a vehicle and a storage medium in the technical field of vehicle control. BACKGROUND

[0002] At present, when a vehicle equipped with a hydraulic torque converter is climbing a slope, the engine often cannot output large torque, which causes the vehicle to be difficult to obtain sufficient power support on the slope, so that the vehicle cannot accelerate on the slope, and even appears to slide down the slope, thereby affecting the driving safety of the vehicle. Therefore, how to improve the driving safety of the vehicle when climbing a slope has become a problem to be solved at present. SUMMARY

[0003] The present application provides a control method of a vehicle, an electronic device, a vehicle and a storage medium, which can make the vehicle obtain greater wheel end torque to smoothly drive, avoid dangerous situations such as vehicle sliding down the slope due to insufficient power, and thus improve the driving safety of the vehicle.

[0004] In a first aspect, a control method of a vehicle is provided, the vehicle comprising a transmission and a hydraulic torque converter, the method comprising: in a case where the vehicle is in a driving state, judging whether the vehicle is in a target working condition; wherein the target working condition is used to represent that the vehicle is driving on a slope and does not meet the acceleration demand of a driver; in a case where it is determined that the vehicle is in the target working condition, controlling the transmission to perform a downshift operation, or controlling a lock-up clutch inside the hydraulic torque converter to be in an open state.

[0005] The above technical solution, in the driving process of the vehicle, by accurately judging whether the vehicle is in the target working condition (i.e. a specific condition that the vehicle is driving on a slope and does not meet the acceleration demand of the driver), provides an accurate basis for subsequent operations. When it is determined that the vehicle is in the target working condition, two effective measures are taken to cope with it. On the one hand, the transmission is controlled to perform a downshift operation, which can change the transmission ratio of the transmission, so that the engine outputs greater torque at a lower speed, thereby providing greater wheel end torque for the vehicle; on the other hand, the lock-up clutch inside the hydraulic torque converter is controlled to be in an open state, when the lock-up clutch is open, the circulating flow of oil between the pump wheel and the turbine can be used to achieve the effect of increasing torque, further enhancing the power output of the vehicle. The above two strategies can effectively improve the driving performance of the vehicle in the target working condition, so that the vehicle obtains greater wheel end torque to smoothly drive, and avoids dangerous situations such as vehicle sliding down the slope due to insufficient power.

[0006] With reference to the first aspect, in some possible implementation manners, when it is determined that the vehicle is in the target working condition, the control of the transmission to perform the downshift operation or the control of the lock-up clutch inside the torque converter to be in the open state comprises: when it is determined that the vehicle is in the target working condition, determining whether a preset downshift condition is met; and when it is determined that the preset downshift condition is met, controlling the transmission to perform the downshift operation.

[0007] The above technical solution further determines whether the preset downshift condition is met to accurately control the transmission to perform the downshift operation after it is determined that the vehicle is in the target working condition. By setting the preset downshift condition, the specific operating parameters of the vehicle in the current target working condition are further considered, so that it is more accurately determined whether the downshift operation needs to be performed. Only when the preset downshift condition is met, the transmission is controlled to downshift, unnecessary downshift is avoided, the frequent gear shifting operation of the transmission is reduced, mechanical wear is reduced, and the service life of the transmission is prolonged. Meanwhile, the downshift control can improve the power output efficiency of the engine and improve the overall performance of the vehicle to meet the driving requirements of the vehicle.

[0008] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the method further comprises: when it is determined that the preset downshift condition is not met, determining whether a preset open condition of the lock-up clutch is met; and controlling the lock-up clutch inside the torque converter to be in the open state, comprising: when it is determined that the preset open condition is met, controlling the lock-up clutch inside the torque converter to be in the open state.

[0009] The above technical solution further determines whether the preset open condition of the lock-up clutch is met to accurately control the state of the lock-up clutch inside the torque converter after it is determined that the preset downshift condition is not met. When it is determined that the downshift is not performed, it is further determined whether the preset open condition is met, so that the operating parameters of the vehicle are further considered, and it is more accurately determined whether the opening operation needs to be performed. Only when the preset open condition is met, the lock-up clutch is controlled to be opened, the inappropriate operation of the lock-up clutch can be effectively avoided, the power transmission between the engine and the transmission is more efficient, and power loss is reduced.

[0010] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the determination of whether the vehicle is in the target working condition comprises: when a road slope where the vehicle is located is greater than a preset slope threshold, a current speed of the vehicle is greater than a preset speed threshold, and an accelerator pedal opening degree of the vehicle is greater than a preset accelerator pedal opening degree threshold, it is determined that the vehicle is in the target working condition.

[0011] The technical solution above, by comprehensively considering multiple vehicle state information, can accurately determine whether the vehicle is in the target working condition. Specifically, one of the judgment conditions is that the slope of the road on which the vehicle is located is greater than a preset slope threshold, which takes into account the significant influence of slope on vehicle driving state and power demand. A larger slope often means that the vehicle needs more power to maintain driving or accelerate. The current speed of the vehicle is greater than a preset speed threshold, and the speed reflects the current driving dynamics of the vehicle. The accelerator pedal opening of the vehicle is greater than a preset accelerator pedal opening threshold, and the accelerator pedal opening directly reflects the degree of driver's demand for vehicle power. A larger opening usually indicates that the driver expects the vehicle to obtain more power. When these conditions are met at the same time, it is determined that the vehicle is in the target working condition. This multi-condition comprehensive judgment method greatly improves the accuracy and reliability of the judgment, avoiding misjudgment that may occur in single-condition judgment.

[0012] In combination with the first aspect and the above implementation manners, in some possible implementation manners, in a case where the slope of the road on which the vehicle is located is greater than a preset slope threshold, the current speed of the vehicle is greater than a preset speed threshold, and the accelerator pedal opening of the vehicle is greater than a preset accelerator pedal opening threshold, it is determined that the vehicle is in the target working condition, including: in a case where the slope of the road on which the vehicle is located is greater than a preset slope threshold, the current speed of the vehicle is greater than a preset speed threshold, and the accelerator pedal opening of the vehicle is greater than a preset accelerator pedal opening threshold, if the accelerator pedal reduction rate of the vehicle is less than or equal to a preset accelerator pedal reduction rate threshold and the acceleration of the vehicle is less than a preset acceleration threshold, it is determined that the vehicle is in the target working condition.

[0013] The technical solution above, in determining whether the vehicle is in the target working condition, further refines and perfects the determination conditions. Originally, the judgment was based on multiple factors such as road slope, current speed, and accelerator pedal opening, which could determine whether the vehicle was in the target working condition. On this basis, two new conditions are added: the accelerator pedal reduction rate of the vehicle is less than or equal to a preset accelerator pedal reduction rate threshold and the acceleration of the vehicle is less than a preset acceleration threshold, which can reflect the trend of vehicle state change over a period of time. Specifically, the accelerator pedal reduction rate reflects the trend of driver's accelerator operation. When the accelerator pedal reduction rate is small, it means that the driver has no intention to significantly reduce power input. The acceleration reflects the current change in vehicle driving state. Only when all these conditions are met at the same time is it determined that the vehicle is in the target working condition. This multi-dimensional condition setting method greatly improves the accuracy and rigor of target working condition determination, thereby avoiding frequent determination of the target working condition.

[0014] In a possible implementation manner of the first aspect, the method further includes: determining whether the preset downshift condition is met, including: obtaining a target gear of the vehicle; wherein the target gear is lower than a current gear of the vehicle; calculating a target speed of the input shaft of the transmission at the target gear; and determining that the preset downshift condition is met when the target speed is less than or equal to a preset speed threshold and the current gear is not a lowest gear of the transmission.

[0015] The technical solution described above first obtains the target gear lower than the current gear to determine the direction of downshifting, and then calculates the target speed of the input shaft of the transmission at the target gear. When the target speed is less than or equal to the preset speed threshold, it indicates that the speed of the input shaft of the transmission at the current target gear is within a reasonable range, and the speed is neither too high nor too low to cause adverse effects on power transmission and driving stability of the vehicle. The condition that the current gear is not the lowest gear avoids unnecessary downshift judgment and operation when the vehicle is already in the lowest gear. Only when both conditions are met, it is determined that the preset downshift condition is met. This accurate judgment manner can effectively avoid the occurrence of misdownshifting, reduce mechanical wear of the transmission due to inappropriate gear shifting, and prolong the service life of the transmission. Meanwhile, the downshift control can also enable the engine to output greater torque, thereby improving the power performance of the vehicle.

[0016] In a possible implementation manner of the first aspect, the method further includes: determining whether the preset opening condition of the lock-up clutch is met, including: determining that the preset opening condition of the lock-up clutch is met when an oil temperature of the torque converter is greater than a first preset oil temperature threshold, an oil temperature of the transmission is greater than a second preset oil temperature threshold, and the lock-up clutch is in a locked state.

[0017] The technical solution is characterized in that the three key factors of the oil temperature of the hydraulic torque converter, the oil temperature of the transmission and the current state of the lock-up clutch are comprehensively considered to accurately determine whether the preset opening condition of the lock-up clutch is met. When the oil temperature of the hydraulic torque converter is greater than the first preset oil temperature threshold, it indicates that the hydraulic torque converter generates a large amount of heat due to long-time work or high-load operation, and if no measures are taken in time, the power transmission performance may be affected. When the oil temperature of the transmission is greater than the second preset oil temperature threshold, it also indicates that the transmission is in a high-temperature working state, and there is a potential risk. When the lock-up clutch is in the lock-up state, the engine and the transmission are rigidly connected, which may aggravate the accumulation and transmission of heat. At this time, it is determined that the preset opening condition is met, and the lock-up clutch is controlled to open in time, so that the hydraulic torque converter can restore the hydraulic transmission state, and the heat is taken away by the flow and circulation of the liquid in the hydraulic transmission process, thereby playing a role of heat dissipation and cooling. The oil temperature of the hydraulic torque converter and the transmission is effectively reduced, the internal parts are protected from high-temperature damage, and the service life is prolonged. At the same time, reasonable temperature control can also ensure that the power transmission of the vehicle is more stable and reliable, avoid power decline caused by excessively high oil temperature, and improve the overall performance of the vehicle.

[0018] In a second aspect, a control device of a vehicle is provided, the vehicle comprising a transmission and a hydraulic torque converter, the device comprising: a determination module configured to determine whether the vehicle is in a target working condition when the vehicle is in a driving state, wherein the target working condition is used to represent that the vehicle is driving on a slope and does not meet the acceleration demand of a driver; and a control module configured to control the transmission to perform a downshift operation or control a lock-up clutch inside the hydraulic torque converter to be in an open state when it is determined that the vehicle is in the target working condition.

[0019] In combination with the second aspect, in some implementations of the second aspect, the control module is specifically configured to: control the transmission to perform the downshift operation or control the lock-up clutch inside the hydraulic torque converter to be in the open state when it is determined that the vehicle is in the target working condition, including: determining whether a preset downshift condition is met when it is determined that the vehicle is in the target working condition; and controlling the transmission to perform the downshift operation when it is determined that the preset downshift condition is met.

[0020] In combination with the second aspect and the above implementations, in some implementations of the second aspect, the control module is specifically configured to: the method further includes: determining whether a preset opening condition of the lock-up clutch is met when it is determined that the preset downshift condition is not met; and controlling the lock-up clutch inside the hydraulic torque converter to be in the open state, including: controlling the lock-up clutch inside the hydraulic torque converter to be in the open state when it is determined that the preset opening condition is met.

[0021] In some implementations of the second aspect and the above implementations, the determining module is specifically configured to determine whether the vehicle is in the target working condition, including: determining that the vehicle is in the target working condition when the road slope where the vehicle is located is greater than a preset slope threshold, the current speed of the vehicle is greater than a preset speed threshold, and the accelerator pedal opening degree of the vehicle is greater than a preset accelerator pedal opening degree threshold.

[0022] In some implementations of the second aspect and the above implementations, the determining module is specifically configured to determine whether the vehicle is in the target working condition, including: determining that the vehicle is in the target working condition when the road slope where the vehicle is located is greater than a preset slope threshold, the current speed of the vehicle is greater than a preset speed threshold, and the accelerator pedal opening degree of the vehicle is greater than a preset accelerator pedal opening degree threshold.

[0023] In some implementations of the second aspect and the above implementations, the determining module is specifically configured to determine whether the preset downshift condition is met, including: obtaining a target gear of the vehicle; wherein the target gear is lower than a current gear of the vehicle; calculating a target speed of an input shaft of the transmission in the target gear; and determining that the preset downshift condition is met when the target speed is less than or equal to a preset speed threshold and the current gear is not the lowest gear of the transmission.

[0024] In some implementations of the second aspect and the above implementations, the determining module is specifically configured to determine whether the preset opening condition of the lock-up clutch is met, including: determining that the preset opening condition of the lock-up clutch is met when the oil temperature of the torque converter is greater than a first preset oil temperature threshold, the oil temperature of the transmission is greater than a second preset oil temperature threshold, and the lock-up clutch is in a locked state.

[0025] In a third aspect, an electronic device is provided, including a memory and a processor. The memory is configured to store executable program code, and the processor is configured to call and run the executable program code from the memory, so that the electronic device executes the method in the first aspect or any possible implementation manner of the first aspect.

[0026] In a fourth aspect, a vehicle is provided, including an electronic device configured to execute any of the above methods.

[0027] In a fifth aspect, a computer program product is provided, which comprises computer program code which, when run on a computer, causes the computer to perform the method according to the first aspect or any possible implementation of the first aspect.

[0028] In a sixth aspect, a non-transitory storage medium is provided, which stores computer program code which, when run on a computer, causes the computer to perform the method according to the first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 is a schematic flowchart of a control method of a vehicle provided by an embodiment of the present application.

[0030] Figure 2 is a schematic flowchart of another control method of a vehicle provided by an embodiment of the present application.

[0031] Figure 3 is a structural schematic diagram of a control device of a vehicle provided by an embodiment of the present application.

[0032] Figure 4 is a structural schematic diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0033] The technical solutions in the present application will be described in detail below with reference to the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist together, and B exists alone, in addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0034] Hereinafter, the terms "first" and "second" are only used for description purposes, and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features.

[0035] At present, when the vehicle equipped with a hydraulic torque converter is climbing off-road, the engine often cannot output large torque, which will cause the vehicle to have difficulty in obtaining sufficient power support on the slope, so that the vehicle cannot accelerate on the slope, and even the phenomenon of sliding on the slope occurs, thereby affecting the driving safety of the vehicle.

[0036] The application researches and finds that the reason why the engine cannot output large torque can be that the transmission does not downshift in time or the lock-up clutch inside the torque converter is not opened. Meanwhile, the application researches and finds that the reason why the transmission does not downshift in time or the lock-up clutch inside the torque converter is not opened can be that the timing of the current shift and lock-up clutch locking is generally determined based on vehicle speed and accelerator pedal opening. In the calibration process, both fuel consumption of the vehicle and the problem of overheating caused by the lock-up clutch opening when the transmission is in a low gear for a long time need to be considered. Therefore, this calibration method cannot effectively take into account the low-speed and heavy-load climbing conditions.

[0037] Specifically, the connection relationship between the engine, the torque converter and the transmission is as follows: the output shaft of the engine is mechanically connected with the input shaft of the torque converter, the output shaft of the torque converter is mechanically connected with the input shaft of the transmission, and the output shaft of the transmission is connected with the wheels through a reduction mechanism.

[0038] Therefore, when the transmission does not downshift in time, the engine can not output larger torque because the transmission is in a higher gear, at this time, the vehicle cannot provide enough torque for the vehicle to travel, that is, the larger wheel end torque cannot be provided, so that the vehicle cannot accelerate on the slope; when the torque converter is not opened, the pump and the turbine inside the torque converter are directly mechanically connected, at this time, there is no speed difference between the pump and the turbine, so that the oil cannot circulate between the pump and the turbine to change the flow direction of the oil, and the torque of the engine cannot be increased, finally, the vehicle cannot accelerate on the slope, and even slides on the slope.

[0039] To at least solve the above problems, the application embodiment provides a control method of a vehicle, which is applied to a vehicle controller. The method can make the vehicle obtain larger wheel end torque to smoothly travel, avoid the vehicle from sliding on the slope due to insufficient power, and thus improve the driving safety of the vehicle.

[0040] Figure 1 is a schematic flowchart of the control method of the vehicle provided by the application embodiment.

[0041] As shown in Figure 1 , the method 100 includes: Step 101: determining whether the vehicle is in a target working condition when the vehicle is in a driving state; wherein the target working condition is used to represent that the vehicle is driving on a slope and does not meet the acceleration demand of the driver.

[0042] Step 102: controlling the transmission to perform a downshift operation or controlling the lock-up clutch inside the torque converter to be in an open state when it is determined that the vehicle is in the target working condition.

[0043] In the embodiments of the present application, during the driving of the vehicle, whether the vehicle is in the target working condition (i.e., a specific condition that the vehicle is driving on a slope and the acceleration demand of the driver is not met) is accurately judged, thereby providing an accurate basis for subsequent operations. When it is determined that the vehicle is in the target working condition, two effective measures are taken to cope with it. On the one hand, the transmission is controlled to perform a downshift operation, and the downshift operation can change the transmission ratio of the transmission, so that the engine outputs greater torque at a lower speed, thereby providing greater wheel-end torque for the vehicle; on the other hand, the lock-up clutch inside the torque converter is controlled to be in an open state, and when the lock-up clutch is open, the circulating flow of oil between the pump wheel and the turbine can be utilized to achieve a torque-increasing effect, thereby further enhancing the power output of the vehicle. The above two strategies can effectively improve the driving performance of the vehicle in the target working condition, thereby enabling the vehicle to obtain greater wheel-end torque to smoothly drive and avoid dangerous situations such as hill rolling due to insufficient power.

[0044] The implementation of each step of the embodiments shown in the above Figure 1 The implementation of each step of the embodiments shown in the above

[0045] For step 101, it can be understood that in the case that the vehicle is in a driving state, the driving state parameters of the vehicle are acquired, and whether the vehicle is in the target working condition is judged according to the driving state parameters.

[0046] The driving state parameters of the vehicle can include the road slope where the vehicle is located, the current speed of the vehicle, the throttle pedal opening degree of the vehicle, the driving mode of the vehicle, the throttle reduction rate of the vehicle, the acceleration of the vehicle, and the acceleration gradient of the vehicle.

[0047] The road slope where the vehicle is located refers to the inclination of the road surface relative to the horizontal plane, which is usually expressed by an angle or a percentage. A positive slope indicates that the road surface inclines upward, and the vehicle drives uphill. A negative slope indicates that the road surface inclines downward, and the vehicle drives downhill. In actual applications, a slope sensor (e.g., an inclination sensor) installed on the vehicle can be used to acquire the road slope.

[0048] The current speed of the vehicle refers to the driving speed of the vehicle at a certain time, which can usually be acquired by a vehicle speed sensor installed on the vehicle.

[0049] The throttle pedal opening degree of the vehicle refers to the throttle pedal being stepped down by the driver, which is usually expressed by a percentage. For example, 0% indicates that the throttle pedal is not stepped down, and 100% indicates that the throttle pedal is fully stepped down. In actual applications, a position sensor installed on the throttle pedal can be used to acquire the throttle pedal opening degree.

[0050] The driving mode of the vehicle can include an economy mode, a standard mode, a sports mode, an off-road mode, and the like.

[0051] The throttle reduction rate of the vehicle refers to the reduction amount of the throttle pedal opening degree per unit time, and is usually calculated based on the throttle pedal opening degree obtained by a position sensor installed on the throttle pedal.

[0052] The acceleration of the vehicle is used to reflect the degree of change in the speed of the vehicle, and is usually obtained by an acceleration sensor installed on the vehicle.

[0053] The acceleration reduction gradient of the vehicle refers to the rate of change of the acceleration of the vehicle over time, and is usually calculated based on the acceleration of the vehicle obtained by an acceleration sensor installed on the vehicle.

[0054] The target working condition is used to represent that the vehicle is driving on a slope and the acceleration demand of the driver is not met, that is, during the driving of the vehicle on the slope, the driver steps on the throttle pedal, but the vehicle fails to drive smoothly or the current speed of the vehicle does not reach the expectation of the driver, that is, the throttle pedal opening degree formed by the driver stepping on the throttle pedal does not match the current speed of the vehicle or the acceleration of the vehicle. The acceleration demand of the driver not being met can also be understood as the vehicle being unable to accelerate, and the vehicle being unable to accelerate can also be understood as the driving force of the vehicle being less than the driving resistance of the vehicle.

[0055] In some embodiments, determining whether the vehicle is in the target working condition comprises: determining that the vehicle is in the target working condition when the slope of the road on which the vehicle is located is greater than a preset slope threshold, the current speed of the vehicle is greater than a preset speed threshold, and the throttle pedal opening degree of the vehicle is greater than a preset throttle pedal opening degree threshold.

[0056] It can be understood that the preset slope threshold is used to determine whether the vehicle is driving on a slope, and the preset slope threshold can be pre-calibrated. Optionally, the preset slope threshold can be pre-calibrated to 10%.

[0057] The preset speed threshold is used to determine whether the vehicle is in a driving state, and the preset speed threshold can be pre-calibrated. Optionally, the preset speed threshold can be pre-calibrated to 10 km / h.

[0058] The preset throttle pedal opening degree threshold is used to determine whether the driver has an acceleration intention, and the preset throttle pedal opening degree threshold can be pre-calibrated. Optionally, the preset throttle pedal opening degree threshold can be pre-calibrated to 50%.

[0059] When the road slope where the vehicle is located is greater than a preset slope threshold, it indicates that the vehicle is currently driving on a slope; when the current speed of the vehicle is greater than a preset speed threshold, it indicates that the vehicle is currently in a driving state; when the accelerator pedal opening of the vehicle is greater than a preset accelerator pedal opening threshold, it indicates that the driver has an acceleration intention; therefore, when the vehicle is driving on a slope and the driver has an acceleration intention, it can be determined that the vehicle is in a target working condition.

[0060] In addition, when determining the target working condition, the influence of the driving mode can also be further considered. Specifically, considering that in the case that the vehicle is in the economy mode, the fuel economy of the vehicle will be given priority and the power performance of the vehicle will not be primarily considered, and when it is determined that the vehicle is in the target working condition, the downshift operation or the opening of the lock-up clutch can be performed, both of which are to improve the output torque of the engine and thus improve the power performance of the vehicle, which is obviously contrary to the primary purpose of the economy mode. Therefore, when the vehicle is in the economy mode, it cannot be determined that the vehicle is in the target working condition; however, the standard mode, the sport mode and the off-road mode are all centered on the power performance of the vehicle, only the shift point or the opening point of the lock-up clutch is inconsistent in different modes. By adjusting the shift point or the opening point of the lock-up clutch in the standard mode, the sport mode and the off-road mode, the power performance of the vehicle can be improved, which is consistent with the core purpose of the standard mode, the sport mode and the off-road mode. Therefore, when the vehicle is in the standard mode, the sport mode or the off-road mode, it can be determined that the vehicle is in the target working condition.

[0061] The above technical solution accurately determines whether the vehicle is in the target working condition by comprehensively considering various vehicle state information. Specifically, one of the judgment conditions is that the road slope where the vehicle is located is greater than a preset slope threshold, which takes into account the significant influence of the slope on the driving state and power demand of the vehicle. A larger slope often means that the vehicle needs more power to maintain driving or acceleration. The current speed of the vehicle is greater than a preset speed threshold, which reflects the current driving dynamics of the vehicle. The accelerator pedal opening of the vehicle is greater than a preset accelerator pedal opening threshold, which directly reflects the degree of driver's demand for vehicle power. A larger opening usually indicates that the driver expects the vehicle to obtain more power. When these conditions are met at the same time, it is determined that the vehicle is in the target working condition. This multi-condition comprehensive judgment method greatly improves the accuracy and reliability of the judgment and avoids the misjudgment that can occur in single-condition judgment.

[0062] Considering that the above conditions all represent the instantaneous state of the vehicle, in order to avoid frequent determination that the vehicle is in the target working condition, other judgment conditions can be added.

[0063] In some embodiments, the vehicle is determined to be in the target working condition when the road slope where the vehicle is located is greater than a preset slope threshold, the current speed of the vehicle is greater than a preset speed threshold, and the accelerator pedal opening degree of the vehicle is greater than a preset pedal opening degree threshold, including: when the road slope where the vehicle is located is greater than the preset slope threshold, the current speed of the vehicle is greater than the preset speed threshold, and the accelerator pedal opening degree of the vehicle is greater than the preset pedal opening degree threshold, if the accelerator reduction rate of the vehicle is less than or equal to a preset accelerator reduction rate threshold and the acceleration of the vehicle is less than a preset acceleration threshold, the vehicle is determined to be in the target working condition.

[0064] It can be understood that the above-mentioned preset accelerator reduction rate threshold is used to determine whether the accelerator is reduced, and the preset accelerator reduction rate can be pre-calibrated. Optionally, the preset accelerator reduction rate can be pre-calibrated to 5%.

[0065] The above-mentioned preset acceleration threshold is used to determine whether the vehicle is in an acceleration state, and the preset acceleration threshold can be pre-calibrated. Optionally, the preset acceleration threshold can be pre-calibrated to 0.5 m / s 2 .

[0066] When the accelerator reduction rate of the vehicle is less than or equal to the preset accelerator reduction rate, it means that the accelerator is not reduced, i.e. the driver does not have the intention to reduce the accelerator; when the acceleration of the vehicle is less than the preset acceleration threshold, it means that the vehicle is not in an acceleration state; therefore, when the vehicle is driving on a slope, the driver has the intention to accelerate, the vehicle is in a standard mode, a sports mode or an off-road mode, the accelerator is not reduced, and the vehicle is not in an acceleration state, the vehicle can be determined to be in the target working condition.

[0067] Considering that the acceleration drop gradient can also be used to determine whether the vehicle is in an acceleration state, the above-mentioned acceleration of the vehicle being less than the preset acceleration threshold can be replaced by the acceleration drop gradient of the vehicle being greater than a preset drop gradient threshold, and the above-mentioned preset drop gradient threshold can be pre-calibrated. Optionally, the preset drop gradient threshold can be pre-calibrated to 1 m / s 3 .

[0068] Since the above-mentioned accelerator reduction rate, acceleration and acceleration drop gradient reflect the change amount of the accelerator pedal opening degree, vehicle speed and acceleration within a period of time, it is necessary to obtain the accelerator pedal opening degree, vehicle speed and acceleration within a period of time after the initial time (hereinafter referred to as the initial time) when the vehicle is driving on a slope, the driver has the intention to accelerate, and the vehicle is in a standard mode, a sports mode or an off-road mode, in order to calculate the accelerator reduction rate, the acceleration and the acceleration drop gradient.

[0069] The time period after the initial moment can be divided into five continuous sampling periods, and the accelerator pedal opening, vehicle speed and acceleration in the five sampling periods can be obtained, so as to obtain the accelerator reduction rate, acceleration and acceleration gradient of the vehicle in the five sampling periods.

[0070] Each sampling period can be calibrated in advance, and the sampling period can be calibrated as 20 ms.

[0071] Meanwhile, in the five sampling periods, it is necessary to continuously determine whether the road slope, the current speed of the vehicle, the accelerator pedal opening of the vehicle and the driving mode of the vehicle meet the respective corresponding conditions, and if any parameter does not meet the corresponding condition, the initial moment needs to be reselected, and after the initial moment is determined, it is necessary to re-determine whether the accelerator reduction rate, the acceleration and the acceleration gradient meet the respective corresponding conditions.

[0072] The technical solution further refines and perfects the determination conditions when determining whether the vehicle is in the target working condition. Originally, the determination is based on multiple factors such as road slope, current speed and accelerator pedal opening, which can determine whether the vehicle is in the target working condition. On this basis, two conditions are added, i.e., the accelerator reduction rate of the vehicle is less than or equal to a preset accelerator reduction rate threshold and the acceleration of the vehicle is less than a preset acceleration threshold, which can reflect the change trend of the vehicle state in a period of time. Specifically, the accelerator reduction rate reflects the change trend of the driver's operation on the accelerator, and the acceleration reflects the current change of the vehicle's running state. Only when all these conditions are met at the same time, the vehicle is determined to be in the target working condition. This multi-dimensional condition setting method greatly improves the accuracy and rigor of the target working condition determination, thereby avoiding frequent determination of the target working condition.

[0073] For step 102, it can be understood that when it is determined that the vehicle is in the target working condition, it means that the current wheel end torque of the vehicle is not enough to meet the driving demand of the vehicle, so the engine output can be increased by downshifting the transmission or opening the lock-up clutch inside the torque converter, so that the vehicle obtains greater wheel end torque.

[0074] When it is determined that the vehicle is not in the target working condition, it means that the current wheel end torque of the vehicle is enough to meet the driving demand of the vehicle, at this time, the transmission can maintain the current gear, or the lock-up clutch maintains the locking state.

[0075] In actual application, since both the control of the transmission downshift and the opening of the lock-up clutch inside the torque converter can increase the output torque of the engine, the execution priority needs to be set in advance to provide greater wheel end torque for the vehicle more quickly.

[0076] In some embodiments, in a case where it is determined that the vehicle is in the target working condition, the control of the transmission to perform the downshift operation or the control of the lock-up clutch inside the torque converter to be in the open state comprises: in a case where it is determined that the vehicle is in the target working condition, determining whether a preset downshift condition is met; and in a case where it is determined that the preset downshift condition is met, controlling the transmission to perform the downshift operation.

[0077] It can be understood that the preset downshift condition is used to determine whether the transmission can perform the downshift operation.

[0078] In a case where the vehicle is in the target working condition and the transmission can perform the downshift condition, the transmission is controlled to perform the downshift operation. After the transmission performs the downshift operation, since the transmission ratio under the low gear is larger, the engine can output a larger torque to meet the torque demand at the wheel end of the vehicle.

[0079] In the related art, whether the transmission of the vehicle downshifts is determined based on a calibrated downshift line, which can be calibrated based on the vehicle speed and the accelerator pedal opening. The calibrated downshift line can be understood as a control curve determined on a vehicle speed-accelerator pedal opening plane, which is used to guide the transmission to perform the downshift operation at what time. That is, when the vehicle operating point (current vehicle speed and current accelerator pedal opening) crosses the downshift line, the transmission control unit triggers the downshift. If the vehicle operating point does not reach the downshift line, the transmission cannot be controlled to perform the downshift operation. In the present embodiment, since the determination of the target working condition involves the acceleration demand of the driver (for example, the accelerator pedal drop rate), the downshift operation in the present embodiment also considers the acceleration demand of the driver. That is, even if the vehicle operating point does not reach the downshift line, that is, the current vehicle speed and the current accelerator pedal opening are not enough to trigger the downshift operation, the transmission can be controlled to perform the forced downshift operation in a case where the acceleration demand of the driver is not met, so as to improve the timeliness of the downshift in the target working condition, thereby providing a larger wheel end torque for the vehicle more quickly.

[0080] The above technical solution further controls the transmission to perform the downshift operation by judging whether the preset downshift condition is met after it is determined that the vehicle is in the target working condition. By setting the preset downshift condition, the specific operating parameters of the vehicle in the current target working condition can be further considered, so as to more accurately determine whether the downshift operation is needed. Only when the preset downshift condition is met, the transmission is controlled to downshift, unnecessary downshift is avoided, the frequent gear shifting operation of the transmission is reduced, the mechanical wear is reduced, and the service life of the transmission is prolonged. At the same time, the downshift control can improve the power output efficiency of the engine and improve the overall performance of the vehicle to meet the driving demand of the vehicle.

[0081] In some embodiments, the method further comprises: in a case where it is determined that the preset downshift condition is not met, determining whether a preset opening condition of the lock-up clutch is met; and controlling the lock-up clutch inside the torque converter to be in an open state, including: in a case where it is determined that the preset opening condition is met, controlling the lock-up clutch inside the torque converter to be in the open state.

[0082] It can be understood that the preset opening condition is used to determine whether the lock-up clutch inside the torque converter can be opened.

[0083] In a case where the vehicle is in the target operating condition and the transmission is unable to perform the downshift condition, the lock-up clutch inside the torque converter is controlled to be in an open state. By opening the lock-up clutch, the pump wheel and the turbine inside the torque converter can have a certain speed difference, so that the oil can change the oil flow direction by circulating between the pump wheel and the turbine, thereby increasing the torque of the engine to meet the torque demand of the vehicle wheel end.

[0084] It can be understood that the above-mentioned determination sequence of first determining whether the preset downshift condition is met, and then determining whether the preset opening condition of the lock-up clutch is met, if it is determined that the preset downshift condition is met, the transmission is directly controlled to perform the downshift operation, if it is determined that the preset downshift condition is not met, it is determined whether the preset opening condition is met, and in a case where the preset opening condition is met, the lock-up clutch is controlled to be in the open state. This setting method takes into account that after opening the lock-up clutch, the torque needs to be increased by changing the flow direction of the oil, therefore, the above-mentioned method of opening the lock-up clutch provides a longer time period for the vehicle to have a large enough wheel end torque, and after the transmission is shifted, the engine outputs a larger torque with a faster response time, therefore, the preset downshift condition is given priority, which can provide a larger wheel end torque for the vehicle more quickly.

[0085] The above-mentioned technical solution further determines whether the preset opening condition of the lock-up clutch is met to accurately control the state of the lock-up clutch inside the torque converter in a case where it is determined that the preset downshift condition is not met. In a case where the downshift is not performed, it is continuously determined whether the preset opening condition is met, which can further consider the current operating parameters of the vehicle, so as to more accurately determine whether the opening operation is needed. Only when the preset opening condition is met, the lock-up clutch is controlled to be opened, which can effectively avoid inappropriate operation of the lock-up clutch, make the power transmission between the engine and the transmission more efficient, and reduce power loss.

[0086] In some embodiments, the determining whether the preset downshift condition is met comprises: obtaining a target gear of the vehicle; wherein the target gear is lower than a current gear of the vehicle; calculating a target speed of the input shaft of the transmission at the target gear; and determining that the preset downshift condition is met when the target speed is less than or equal to a preset speed threshold and the current gear is not the lowest gear of the transmission.

[0087] It can be understood that the target gear is used to represent a gear which is one gear lower than the current gear.

[0088] The target speed of the input shaft of the transmission at the target gear can be calculated by the output shaft speed of the transmission, and is specifically shown in the following formula:

[0089] wherein N1 is the target speed, in units of r / min; G is the gear ratio of the target gear; and N2 is the output shaft speed of the transmission, in units of r / min.

[0090] The output shaft speed N2 can be calculated by the current speed of the vehicle, and is specifically shown in the following formula:

[0091] wherein V is the current speed, in units of km / h; and R is the tire radius of the vehicle, in units of m. is the main reducer speed ratio; is the transmission ratio of the target gear.

[0092] The preset speed threshold can be understood as the maximum operating speed of the engine, which is used to determine whether the engine can provide the speed requirement of the input shaft of the transmission. If the target speed is less than or equal to the preset speed threshold, it indicates that the engine can provide the speed requirement of the input shaft of the transmission, so that the vehicle obtains sufficient wheel end torque.

[0093] The current gear is not the lowest gear of the transmission in order to avoid the transmission from being unable to perform a downshift operation.

[0094] In actual application, considering that the lower the gear of the transmission, the greater the transmission ratio of the transmission, and thus the faster the rising rate of the engine speed, in order to protect the engine, an offset can be set in advance to correct the maximum operating speed of the engine, that is, the lower the gear, the greater the correction range of the offset, thus the offset is a negative value, and the lower the gear, the greater the absolute value of the offset. For example, when the gear of the transmission is 1st gear, the offset can be set to -400; when the gear of the transmission is 2nd gear, the offset can be set to -200. On this basis, the preset speed threshold can also be understood as the sum of the maximum operating speed of the engine and the offset.

[0095] The technical solution has the following beneficial effects. Firstly, the target gear lower than the current gear is obtained to determine the direction of gear downshift, and then the target rotating speed of the transmission input shaft in the target gear is calculated. When the target rotating speed is less than or equal to the preset rotating speed threshold, it indicates that the rotating speed of the transmission input shaft is within a reasonable range in the current target gear, and the rotating speed is not too high or too low to cause adverse effects on the power transmission and driving stability of the vehicle. The condition that the current gear is not the lowest gear avoids unnecessary gear downshift judgment and operation when the vehicle is already in the lowest gear. Only when both conditions are met, it is determined that the preset gear downshift condition is met. This accurate judgment method can effectively avoid the occurrence of false gear downshift, reduce the mechanical wear of the transmission due to inappropriate gear shifting, prolong the service life of the transmission, and at the same time, the gear downshift control can also enable the engine to output greater torque, thereby improving the power performance of the vehicle.

[0096] In the case where it is determined that the preset gear downshift condition is not met, it can be determined whether the preset opening condition of the lock-up clutch is met. In the case where it is determined that the preset opening condition of the lock-up clutch is met, the lock-up clutch is controlled to be in an open state, and the engine can also provide greater torque.

[0097] In some embodiments, determining whether the preset opening condition of the lock-up clutch is met includes: in the case where the oil temperature of the hydraulic torque converter is greater than a first preset oil temperature threshold, the oil temperature of the transmission is greater than a second preset oil temperature threshold, and the lock-up clutch is in a locked state, it is determined that the preset opening condition of the lock-up clutch is met.

[0098] It can be understood that the first preset oil temperature threshold is used to determine whether the oil temperature of the hydraulic torque converter is too high. The first preset oil temperature threshold can be pre-calibrated. Optionally, the first preset oil temperature threshold can be pre-calibrated to 150 DEG C.

[0099] The second preset oil temperature threshold is used to determine whether the oil temperature of the transmission is too high. The second preset oil temperature threshold can be pre-calibrated. Optionally, the second preset oil temperature threshold can be pre-calibrated to 130 DEG C.

[0100] Since the oil inside the hydraulic torque converter can transmit kinetic energy, when the oil temperature inside the hydraulic torque converter is high, the kinetic energy transmitted in the oil will be converted into heat energy of the oil, and the higher the temperature, the more heat energy is converted. At this time, the kinetic energy transmitted in the oil will be less, so as to fail to meet the torque demand of the wheel end of the vehicle. Therefore, when the oil temperature of the hydraulic torque converter is greater than the first preset oil temperature threshold, the lock-up clutch inside the hydraulic torque converter needs to be controlled to be in an open state to reduce the conversion of heat energy, that is, the opening condition of the lock-up clutch is determined to be met at this time.

[0101] Since the transmission is directly connected with the hydraulic torque converter, when the oil temperature of the transmission is high, the heat of the oil temperature of the transmission is directly transmitted to the inside of the hydraulic torque converter, so that the oil temperature inside the hydraulic torque converter is increased, and then the efficiency of the kinetic energy transmission is affected, therefore, when the oil temperature of the transmission is greater than the second preset oil temperature threshold, the lock-up clutch inside the hydraulic torque converter needs to be controlled to be in an open state, so that the hydraulic torque converter transmits sufficient kinetic energy for vehicle driving, that is, the opening condition of the lock-up clutch is determined to be met at this time.

[0102] In addition, in the case where it is determined that the preset opening condition is not met, the lock-up clutch cannot be opened, at this time, the vehicle control unit only needs to control the vehicle to execute the strategy before the vehicle is determined to be in the target working condition.

[0103] The above technical solution accurately determines whether the preset opening condition of the lock-up clutch is met by comprehensively considering the three key factors of the oil temperature of the hydraulic torque converter, the oil temperature of the transmission and the current state of the lock-up clutch. When the oil temperature of the hydraulic torque converter is greater than the first preset oil temperature threshold, it indicates that the hydraulic torque converter inside generates more heat due to long-time work or high-load operation, etc., if no measures are taken in time, the transmission performance of the kinetic energy may be affected, when the oil temperature of the transmission is greater than the second preset oil temperature threshold, it also indicates that the transmission is in a high-temperature working state, and there is a potential risk, and when the lock-up clutch is in a locked state, the engine and the transmission are rigidly connected, which may aggravate the accumulation and transmission of heat, at this time, it is determined that the preset opening condition is met, and the lock-up clutch is opened in time, so that the hydraulic torque converter returns to the hydraulic transmission state, and the heat is taken away by the flow and circulation of the liquid in the hydraulic transmission process, so as to play a role of heat dissipation and cooling, effectively reducing the oil temperature of the hydraulic torque converter and the transmission, protecting the internal parts from high-temperature damage and prolonging the service life. At the same time, reasonable temperature control can also ensure that the power transmission of the vehicle is more stable and reliable, avoid the power drop caused by the excessively high oil temperature, and improve the overall performance of the vehicle.

[0104] Figure 2 is a schematic flowchart of another vehicle control method provided by the embodiment of the present application.

[0105] For example, as shown in Figure 2 the method 200 includes: Step 201: Determine whether the road slope of the vehicle is greater than a preset slope threshold, the accelerator pedal opening is greater than a preset pedal opening threshold, and the driving mode is a standard mode, a sports mode or an off-road mode. If yes, execute step 202, otherwise execute step 208.

[0106] Step 202, judging whether the throttle reduction rate of the vehicle is less than or equal to a preset throttle reduction rate threshold and the acceleration of the vehicle is less than a preset acceleration threshold. If yes, step 203 is performed, otherwise step 208 is performed.

[0107] Step 203, calculating a target rotating speed of an input shaft of the transmission at a target gear position; wherein the target gear position is lower than the current gear position of the vehicle.

[0108] Step 204, judging whether the target rotating speed is less than or equal to a preset rotating speed threshold and the current gear position is not the lowest gear position of the transmission. If yes, step 205 is performed, otherwise step 206 is performed.

[0109] Step 205, controlling the transmission to perform a downshift operation.

[0110] Step 206, judging whether the oil temperature of the torque converter is greater than a first preset oil temperature threshold, the oil temperature of the transmission is greater than a second preset oil temperature threshold and the lock-up clutch is in a lock-up state. If yes, step 207 is performed, otherwise step 208 is performed.

[0111] Step 207, controlling the lock-up clutch inside the torque converter to be in an open state.

[0112] Step 208, keeping the original shift strategy and the original lock-up strategy.

[0113] It can be understood that the above-mentioned keeping the original shift strategy can be understood as that the current control of the transmission does not perform a downshift operation, and then the gear position of the transmission can be adjusted according to the actual running condition of the vehicle or the intention of the driver.

[0114] The above-mentioned keeping the original lock-up strategy can be understood as that the current control of the lock-up clutch inside the torque converter continues to be in a lock-up state, and then the lock-up clutch can be controlled to be in a lock-up state or an open state according to the actual running condition of the vehicle.

[0115] In summary, the control method of the vehicle provided by the embodiment of the present application has the following beneficial effects: Firstly, the road slope where the vehicle is located, the accelerator pedal opening and the driving mode are judged. When the road slope is greater than the preset slope threshold, the vehicle needs more power. At this time, combined with the conditions that the accelerator pedal opening is greater than the preset pedal opening threshold and is in the standard, sport or off-road mode, it indicates that the driver has strong power demand. Considering that downshifting can increase the torque output of the engine, the above judgment can provide a basis for downshifting operation to improve vehicle power. Secondly, the vehicle's throttle reduction rate and acceleration are judged. When the throttle reduction rate is less than or equal to the preset throttle reduction rate threshold and the acceleration is less than the preset acceleration threshold, it indicates that the vehicle power output may be insufficient, and there is a need to downshift to improve power. Then, the target speed of the transmission input shaft in the target gear is calculated, and the target speed and the current gear condition are judged. When the target speed is less than or equal to the preset speed threshold and the current gear is not the lowest gear, it is determined that the preset downshift condition is met. At this time, the transmission is controlled to perform a downshift operation, which can make the engine output more torque, so that the vehicle can obtain more wheel torque. At the same time, the oil temperature of the hydraulic torque converter, the oil temperature of the transmission and the state of the lock-up clutch are judged. When the hydraulic torque converter oil temperature is greater than the first preset oil temperature threshold, the transmission oil temperature is greater than the second preset oil temperature threshold, and the lock-up clutch is in the locked state, the lock-up clutch is controlled to be opened. This can avoid heat accumulation and component damage caused by high temperature and rigid connection, and has the effect of heat dissipation protection. If the above downshift or lock-up clutch opening conditions are not met, the transmission is controlled not to perform a downshift operation, or the lock-up clutch is kept in an open state to adapt to different driving conditions, improve driving comfort and safety, and prolong the service life of vehicle components.

[0116] Figure 3 FIG. 1 is a structural schematic diagram of a control device of a vehicle provided by an embodiment of the present application.

[0117] For example, as shown in FIG. 2, the device 300 includes: Figure 3 A judgment module 301 is configured to judge whether the vehicle is in a target working condition when the vehicle is in a driving state. The target working condition is used to represent that the vehicle is driving on a slope and does not meet the acceleration demand of the driver.

[0118] A control module 302 is configured to control the transmission to perform a downshift operation or control the lock-up clutch inside the hydraulic torque converter to be in an open state when it is determined that the vehicle is in the target working condition.

[0119] ​In a possible implementation manner, the control module is specifically configured to: in a case where it is determined that the vehicle is in the target working condition, controlling the transmission to perform a downshift operation, or controlling the lock-up clutch inside the torque converter to be in an open state, includes: in a case where it is determined that the vehicle is in the target working condition, determining whether a preset downshift condition is met; in a case where it is determined that the preset downshift condition is met, controlling the transmission to perform a downshift operation.

[0120] In a possible implementation manner, the control module is specifically configured to: the method further includes: in a case where it is determined that the preset downshift condition is not met, determining whether a preset opening condition of the lock-up clutch is met; and controlling the lock-up clutch inside the torque converter to be in an open state, includes: in a case where it is determined that the preset opening condition is met, controlling the lock-up clutch inside the torque converter to be in an open state.

[0121] In a possible implementation manner, the determination module is specifically configured to: determining whether the vehicle is in the target working condition, includes: in a case where a road surface slope where the vehicle is located is greater than a preset slope threshold, a current speed of the vehicle is greater than a preset speed threshold, and an accelerator pedal opening degree of the vehicle is greater than a preset accelerator pedal opening degree threshold, determining that the vehicle is in the target working condition.

[0122] In a possible implementation manner, the determination module is specifically configured to: in a case where a road surface slope where the vehicle is located is greater than a preset slope threshold, a current speed of the vehicle is greater than a preset speed threshold, and an accelerator pedal opening degree of the vehicle is greater than a preset accelerator pedal opening degree threshold, determining that the vehicle is in the target working condition, includes: in a case where a road surface slope where the vehicle is located is greater than a preset slope threshold, a current speed of the vehicle is greater than a preset speed threshold, and an accelerator pedal opening degree of the vehicle is greater than a preset accelerator pedal opening degree threshold, if an accelerator pedal reduction rate of the vehicle is less than or equal to a preset accelerator pedal reduction rate threshold and an acceleration of the vehicle is less than a preset acceleration threshold, determining that the vehicle is in the target working condition.

[0123] In a possible implementation manner, the determination module is specifically configured to: determining whether the preset downshift condition is met, includes: obtaining a target gear position of the vehicle; wherein the target gear position is lower than a current gear position of the vehicle; calculating a target rotating speed of an input shaft of the transmission in the target gear position; in a case where the target rotating speed is less than or equal to a preset rotating speed threshold and the current gear position is not a lowest gear position of the transmission, determining that the preset downshift condition is met.

[0124] In a possible implementation manner, the determination module is specifically configured to: determining whether the preset opening condition of the lock-up clutch is met, includes: in a case where an oil temperature of the torque converter is greater than a first preset oil temperature threshold, an oil temperature of the transmission is greater than a second preset oil temperature threshold, and the lock-up clutch is in a lock-up state, determining that the preset opening condition of the lock-up clutch is met.

[0125] Figure 4Fig. 1 is a structural schematic diagram of an electronic device provided by an embodiment of the present application.

[0126] As shown in Fig. 4, Figure 4 The electronic device 400 includes a memory 401 and a processor 402, wherein the memory 401 stores executable program code 4011, and the processor 402 is configured to invoke and execute the executable program code 4011 to perform the vehicle control method.

[0127] In addition, an apparatus provided by an embodiment of the present application can include a memory and a processor, wherein the memory stores executable program code, and the processor is configured to invoke and execute the executable program code to perform the vehicle control method provided by an embodiment of the present application.

[0128] The apparatus can be divided into functional modules according to the above method examples, for example, each functional module can be provided, or two or more functions can be integrated into one processing module, and the integrated module can be implemented in the form of hardware. It should be noted that the division of modules in the present embodiment is illustrative, and is only a logical function division. In actual implementation, another division mode can be used.

[0129] In the case of dividing each functional module according to each function, the apparatus can further include a judgment module, a control module, and the like. It should be noted that all related contents of each step involved in the above method embodiments can be referred to the function description of the corresponding functional module, which will not be repeated here.

[0130] It should be understood that the apparatus provided by the present embodiment is used to perform the above vehicle control method, and thus can achieve the same effect as the above implementation method.

[0131] In the case of using an integrated unit, the apparatus can include a processing module and a storage module. When the apparatus is applied to a vehicle, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute related program codes and the like.

[0132] The processing module can be a processor or a controller, which can realize or execute various exemplary logical blocks, modules and circuits shown in combination with the disclosure of the present application. The processor can also be a combination of computing functions, such as one or more microprocessor combinations, combinations of digital signal processing (digital signal processing, DSP) and microprocessors, and the like. The storage module can be a memory.

[0133] In addition, the apparatus provided by the embodiments of the present application can be a chip, a component, or a module, and the chip can include a processor and a memory connected to each other. The memory is used to store instructions, and when the processor invokes and executes the instructions, the chip can execute the vehicle control method provided by the above embodiments.

[0134] The embodiments of the present application also provide a vehicle including an electronic device configured to perform the vehicle control method provided by the above embodiments.

[0135] The embodiments of the present application also provide a non-volatile storage medium having computer program code stored therein, which, when executed on a computer, causes the computer to perform the vehicle control method provided by the above embodiments.

[0136] The embodiments of the present application also provide a computer program product, which, when executed on a computer, causes the computer to perform the vehicle control method provided by the above embodiments.

[0137] The apparatus, the non-volatile storage medium, the computer program product, or the chip provided by the embodiments of the present application are used to perform the corresponding method provided above, and thus the beneficial effects achieved by the apparatus, the non-volatile storage medium, the computer program product, or the chip can refer to the beneficial effects of the corresponding method provided above, which will not be described here.

[0138] From the above description of the embodiments, those skilled in the art can understand that, for the convenience and brevity of description, only the division of the above functional modules is taken as an example for illustration, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the apparatus is divided into different functional modules to complete all or part of the functions described above.

[0139] In the embodiments provided by the present application, it should be understood that the disclosed apparatus and method can be implemented in other ways. For example, the apparatus embodiments described above are only schematic. The division of the modules or units is only a logical function division, and there can be another division manner in actual implementation. For example, a plurality of units or components can be combined or integrated into another apparatus, or some features can be ignored or not executed. In addition, the displayed or discussed mutual coupling or direct coupling or communication connection between the apparatuses or units can be indirect coupling or communication connection through some interfaces, apparatuses or units, and can be electrical, mechanical or other forms.

[0140] The above merely provides the specific implementation of the present application, but the protection scope of the present application is not limited to this. Any person skilled in the art can easily think of the changes or replacements within the technical scope disclosed by the present application, and all the changes and replacements should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The vehicle includes a transmission and a torque converter, and the method includes: When the vehicle is in motion, it is determined whether the vehicle is in a target operating condition; wherein, the target operating condition is used to characterize the vehicle driving on a slope and not meeting the driver's acceleration requirements; When the vehicle is determined to be in the target operating condition, the transmission is controlled to perform a downshift operation, or the lock-up clutch inside the torque converter is controlled to be in the open state.

2. The method according to claim 1, characterized in that, The step of controlling the transmission to downshift when the vehicle is determined to be in the target operating condition, or controlling the lock-up clutch inside the torque converter to be in an open state, includes: If the vehicle is determined to be in the target operating condition, it is determined whether the preset downshifting condition is met. If the preset downshifting conditions are met, the transmission is controlled to perform a downshifting operation.

3. The method according to claim 2, characterized in that, The method further includes: If it is determined that the preset downshifting condition is not met, then it is determined whether the preset opening condition of the lock-up clutch is met. The control of the lock-up clutch inside the hydraulic torque converter to be in the open state includes: When the preset opening conditions are met, the lock-up clutch inside the hydraulic torque converter is controlled to be in the open state.

4. The method according to claim 1, characterized in that, The determination of whether the vehicle is in the target operating condition includes: If the road slope where the vehicle is located is greater than a preset slope threshold, the current speed of the vehicle is greater than a preset speed threshold, and the accelerator pedal opening of the vehicle is greater than a preset accelerator pedal opening threshold, then the vehicle is determined to be in the target operating condition.

5. The method according to claim 4, characterized in that, The determination that the vehicle is in the target operating condition when the road slope is greater than a preset slope threshold, the vehicle's current speed is greater than a preset speed threshold, and the vehicle's accelerator pedal opening is greater than a preset accelerator pedal opening threshold includes: If the road slope where the vehicle is located is greater than a preset slope threshold, the current speed of the vehicle is greater than a preset speed threshold, and the accelerator pedal opening of the vehicle is greater than a preset accelerator pedal opening threshold, and if the throttle reduction rate of the vehicle is less than or equal to a preset throttle reduction rate threshold and the acceleration of the vehicle is less than a preset acceleration threshold, then the vehicle is determined to be in the target operating condition.

6. The method according to claim 2, characterized in that, The determination of whether the preset downshifting condition is met includes: Obtain the target gear of the vehicle; wherein the target gear is lower than the current gear of the vehicle; Calculate the target rotational speed of the input shaft of the transmission in the target gear; If the target speed is less than or equal to a preset speed threshold and the current gear is not the lowest gear of the transmission, the preset downshift condition is determined to be met.

7. The method according to claim 3, characterized in that, The determination of whether the preset opening condition of the lock-up clutch is met includes: If the oil temperature of the torque converter is greater than a first preset oil temperature threshold, the oil temperature of the transmission is greater than a second preset oil temperature threshold, and the lock-up clutch is in a locked state, then the preset opening condition of the lock-up clutch is determined to be met.

8. An electronic device, characterized in that, The electronic device includes: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the electronic device to perform the method as described in any one of claims 1 to 7.

9. A vehicle, characterized in that, The vehicle includes electronic equipment for performing the method as described in any one of claims 1 to 7.

10. A non-volatile storage medium, characterized in that, The non-volatile storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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