Method, apparatus, electronic device and program for controlling shift of vehicle

Abstract

The embodiment of the invention relates to a method and device for controlling gear shifting of a vehicle, electronic equipment and a program. The method comprises the steps of obtaining a target rotating speed for controlling gear shifting of a gearbox of the vehicle; determining a compensation value for the target rotating speed at least based on the current torque of a motor coupled with the gearbox; and adjusting the target rotational speed based on the compensation value; and gear shifting of the gearbox is controlled based on the adjusted target rotating speed. According to the method, the overspeed risk of the motor during the gear shifting period of the vehicle is eliminated, and meanwhile the dynamic property and economical efficiency of the vehicle are improved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present disclosure relate to automotive technology, and more particularly, to a method, an apparatus, an electronic device, a vehicle, a computer readable storage medium and a computer program product for controlling vehicle gear shifting. BACKGROUND

[0002] With the transformation of global energy structure, new energy vehicles (e.g., electric vehicles) have become an inevitable trend of the development of the automotive industry. According to the driving structure, electric vehicles have different gear shifting modes. Single-axle driven electric vehicles have only one gearbox, which adopts a multi-gear transmission without a clutch and a synchronizing ring. The power is interrupted during gear shifting, which is obviously felt by the driver. Double-axle driven electric vehicles have two drive axles, each of which has a respective drive motor and gearbox. When the gearbox of one of the drive axles is in the process of gear shifting, the motor of the other drive axle will increase the torque to compensate for the power.

[0003] For double-axle driven electric vehicles, if the driver keeps the accelerator pedal opening unchanged, the vehicle speed will continue to rise, so the gearbox will shift up. The problem brought about is that the vehicle driving torque does not change during gear shifting, the vehicle power is not interrupted, and the motor speed continues to rise. However, the motor speed continues to rise during gear shifting is not considered in the gear shifting strategy, so there is a risk of over-speed of the motor. SUMMARY

[0004] In view of this, embodiments of the present disclosure provide technical solutions for controlling vehicle gear shifting, which eliminate the over-speed risk of the motor during vehicle gear shifting, and improve the power and economy of the vehicle.

[0005] According to a first aspect of the present disclosure, a method for controlling vehicle gear shifting is provided. The method comprises: obtaining a target speed for controlling gear shifting of a gearbox of the vehicle; determining a compensation value for the target speed based on at least a current torque of a motor coupled with the gearbox; adjusting the target speed based on the compensation value; and controlling the gear shifting of the gearbox based on the adjusted target speed.

[0006] According to a second aspect of the present disclosure, an apparatus for controlling vehicle gear shifting is provided, comprising: an obtaining unit configured to obtain a target speed for controlling gear shifting of a gearbox of the vehicle; a compensation determining unit configured to determine a compensation value for the target speed based on at least a current torque of a motor coupled with the gearbox; an adjusting unit configured to adjust the target speed based on the compensation value; and a gear shifting control unit configured to control the gear shifting of the gearbox based on the adjusted target speed.

[0007] According to a third aspect of the disclosure, there is provided an electronic device comprising: a processing unit and a memory coupled to the processing unit and storing instructions for execution by the processing unit, the instructions, when executed by the processing unit, causing the electronic device to perform the method according to the first aspect of the disclosure.

[0008] According to a fourth aspect of the disclosure, there is provided a vehicle comprising: an electric machine; a gearbox; and a gearbox control unit configured to perform the method according to the first aspect of the disclosure.

[0009] According to a fourth aspect of the disclosure, there is provided a computer- readable storage medium comprising machine executable instructions that, when executed by a device, cause the device to perform the method according to the first aspect of the disclosure.

[0010] According to a fifth aspect of the disclosure, there is provided a computer program product comprising machine executable instructions that, when executed by a device, cause the device to perform the method according to the first aspect of the disclosure.

[0011] This Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the DETAILED DESCRIPTION. This Summary is not intended to identify key features or essential features of the disclosure, nor is it intended to limit the scope of the disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0012] The above and other objects, features and advantages of the disclosure will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which like reference characters designate like elements in the several views.

[0013] FIG. 1A A schematic illustration of an exemplary vehicle with multiple drive axles is shown;

[0014] FIG. 1B A schematic illustration of an exemplary vehicle is shown; FIG. 1A A schematic illustration of a drive system of the exemplary vehicle is shown;

[0015] FIG. 2 A schematic illustration of an existing vehicle gear shift process is shown when the target gear changes during the gear shift process.

[0016] FIG. 3 A schematic flow chart of a method for controlling a vehicle gear shift according to some embodiments of the disclosure is shown.

[0017] FIG. 4 A schematic illustration of calculating a compensation value for a target rotational speed according to some embodiments of the disclosure is shown.

[0018] FIG. 5A schematic diagram showing the computational logic of a gearbox controller is shown in accordance with embodiments of the present disclosure.

[0019] FIG. 6 A schematic block diagram of an apparatus for controlling vehicle gear shifting is shown in accordance with some embodiments of the present disclosure.

[0020] FIG. 7 A schematic block diagram of an example device that can be used to implement embodiments of the present disclosure is shown. DETAILED DESCRIPTION

[0021] It can be understood that the data involved in the technical solution (including but not limited to the data itself, the acquisition or use of the data) should comply with the requirements of the relevant laws, regulations and provisions.

[0022] Preferred embodiments of the present disclosure will be described in more detail with reference to the drawings. Although the preferred embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to make the present disclosure more thorough and complete, and to fully convey the scope of the present disclosure to those skilled in the art.

[0023] The term "comprising" and variations thereof as used herein are intended to mean "including but not limited to". Unless specifically stated, the term "or" means "and / or". The term "based on" means "based, at least in part, on". The terms "one example embodiment" and "an embodiment" mean "at least one example embodiment". The term "another embodiment" means "at least one additional embodiment". The terms "first", "second", etc. can refer to different or same objects. Other explicit and implicit definitions can also be included below.

[0024] It should be noted that the numbers or values used herein are for the convenience of understanding the technology of the present disclosure, and not to limit the scope of the present disclosure.

[0025] Due to technological development and increasing environmental protection requirements, new energy vehicles are developing rapidly. Electric commercial vehicles are a type of electric vehicle specifically designed for commercial use. Compared with ordinary household electric vehicles, electric commercial vehicles have more powerful and complex drive systems, generally have multiple drive axles, and each drive axle has a motor and a multi-gear gearbox.

[0026] FIG. 1A A schematic diagram of an exemplary vehicle with multiple drive axles is shown. As shown, the vehicle includes a tractor head 10 and an optional carriage 20, and the vehicle has multiple axles, of which the second and third axles are drive axles 30. The drive axles 30 can provide on-wheel torque, including driving torque and braking torque, to make the vehicle move forward or brake.

[0027] FIG. 1B It shows FIG. 1A The diagram illustrates a drive system for an exemplary vehicle. As shown, in the drive system, each drive axle can be configured with a corresponding gearbox 40 and motor 50. In some implementations, the gearbox 40 can be a multi-gearbox (e.g., 1 to 4 gears, which is not limited in this disclosure), with each gear having a corresponding gear ratio. Generally, lower gears have higher gear ratios, and higher gears have lower gear ratios. The vehicle can be an electric vehicle with one or more motors 50; for example, one motor can be configured for each drive axle, or one motor can be used to provide wheel torque to multiple drive axles. When the vehicle is operating, the control system (not shown) can determine the total torque (also referred to as the demand torque) to be applied to the drive axles and the wheel torque applied to each drive axle based on the depth and acceleration of the accelerator and brake pedals. Simultaneously, the control system can also determine the target gear for each gearbox based on the current state of the vehicle (e.g., vehicle speed). It should be noted that... FIG. 1A and 1B The multi-drive axle vehicles shown are merely illustrative, and some embodiments of this disclosure are also applicable to single-drive axle vehicles.

[0028] One current problem with electric vehicles is that, for dual-axle drive vehicles, if the driver keeps the accelerator pedal open, the vehicle speed will continue to increase, causing the transmission to upshift. During the shift, the vehicle's driving torque remains constant, the power supply is uninterrupted, and the motor speed continues to rise. However, the shifting strategy does not take into account the continuous increase in motor speed during the shift, thus posing a risk of motor overspeed and error reporting.

[0029] FIG. 2 This diagram illustrates the shifting process of an existing vehicle when the target gear changes during the shifting process. FIG. 2 In the middle, from top to bottom, are: curves showing the change of the target gear 201 and the actual gear 202 of the transmission of the first drive axle over time, where the first drive axle can be... FIG. 1A Any one of the drive axles 30 shown; a graph showing the torque (ET1) of the motor of the first drive axle as a function of time (G1-sp represents the speed corresponding to gear 1, and G2-sp represents the speed corresponding to gear 2); a graph showing the torque (ET2) of the motor of the second drive axle as a function of time; a graph showing the speed (ES1) of the motor of the first drive axle as a function of time; a graph showing the speed (ES2) of the motor of the second drive axle as a function of time; and a graph showing the vehicle speed (VS) as a function of time.

[0030] The shift process can include five stages: ① torque down stage; ② gear disengagement stage; ③ speed synchronization stage; ④ gear engagement stage; and ⑤ torque restoration stage. The shift is completed after the end of the torque restoration stage. As shown in FIG. 1, the initial gear of the transmission is gear 1, and then the target gear changes to gear 2, entering the shift process. First, the torque of the motor coupled with the transmission is reduced (ET1) in the torque down stage, and after the desired torque is reduced to zero, the gear disengagement stage is entered. At the same time, the motor of the second drive axle increases the torque (ET2) to ensure the power of the vehicle. FIG. 2

[0031] Reference is made to FIG. 2, which shows a schematic diagram of a shift process of a vehicle according to some embodiments of the present disclosure. As shown in FIG. 2, the initial gear of the transmission is gear 1, and then the target gear changes to gear 2, entering the shift process. First, the torque of the motor coupled with the transmission is reduced (ET1) in the torque down stage, and after the desired torque is reduced to zero, the gear disengagement stage is entered. At the same time, the motor of the second drive axle increases the torque (ET2) to ensure the power of the vehicle. FIG. 2 When the speed of the motor of the first drive axle reaches the speed (sp2) that triggers the upshift, the target gear changes from gear 1 to gear 2, entering the shift. It is noted that before the speed synchronization stage ③, i.e., in the torque down stage ① and the gear disengagement stage ②, as the vehicle speed increases, the speed of the drive motor continues to rise, and it may reach the speed limit (sp1) of the drive motor, triggering an overspeed alarm or error. To solve this problem, some solutions lower the speed (sp2) that triggers the upshift, for example, from the original 3000 rpm to 2500 rpm. However, this solution can only fixedly lower the trigger speed, and does not fully utilize the high-speed working range of the motor, resulting in a loss of power performance.

[0032] Therefore, a method for controlling vehicle shift is provided, which includes: obtaining a target speed for controlling the shift of a transmission of a vehicle; determining a compensation value for the target speed based on at least the current torque of a motor coupled with the transmission; adjusting the target speed based on the compensation value; and controlling the shift of the transmission based on the adjusted target speed. In this way, the risk of overspeed of the motor during the shift of the vehicle can be eliminated, while the power performance and economy of the vehicle are improved. Reference is made to FIG. 3 for a detailed description of the method. FIG. 3 to FIG. 7 More details of the embodiments of the present disclosure are described.

[0033] FIG. 3 A schematic flowchart of a method 300 for controlling vehicle shift according to some embodiments of the present disclosure is shown. The method 300 can be implemented by any electronic device with computing capability. The electronic device can be provided on the vehicle as a transmission control unit TCU or a component thereof.

[0034] ​At block 310, a target speed for controlling a gear shift of a transmission of a vehicle is obtained. The transmission can be a transmission of one drive axle of a multi-axle vehicle. The target speed can be determined by a shift logic of the transmission according to an accelerator pedal, a vehicle weight and a slope of the vehicle. As described above, the shift process of the transmission can include a torque reduction phase, a gear separation phase, a speed synchronization phase, a gear engagement phase and a torque recovery phase. In the torque reduction phase and the gear separation phase, there is a risk of overspeed of the speed of the drive motor as the vehicle speed rises, as shown by the speed limit sp1. In some embodiments, the target speed can be the speed of the motor or the speed of an output shaft of the transmission, wherein a ratio between the speed of the motor and the speed of the output shaft conforms to a current gear ratio of the transmission. FIG. 2

[0035] At block 320, a compensation value for the target speed is determined based at least on a current torque of a motor coupled with the transmission. The purpose of introducing the compensation value is to ensure that the speed of the motor does not rise to the speed limit during the shift, particularly in the torque reduction phase and the gear separation phase (i.e. before the speed synchronization).

[0036] To calculate the compensation value for the target speed, the following data of the vehicle are obtained, including but not limited to: the torque of the drive motor, the torque gradient of the drive motor, the stroke of the shift fork, the speed of the shift motor, the gradient of the output shaft speed, the current gear, etc. Part of these data can be received from the CAN message of the vehicle controller VCU, and the other part comes from sensors. These parameters play a key role in the distribution of the double axle gear, and ultimately translate into the control of the transmission controller (TCU) for the target gear of the double axle.

[0037] In some embodiments, the time required from the start of the shift of the transmission to before the speed synchronization of the motor can be determined based at least on the current torque of the drive motor, and the compensation value can be determined based on the time and the current speed gradient of the output shaft of the transmission or the current speed gradient of the motor.

[0038] FIG. 4 A schematic diagram of calculating the compensation value for the target speed according to some embodiments of the present disclosure is shown. In FIG. 4 the target gear 201 and the actual gear 202 of the transmission are plotted against time from top to bottom, and the speed change value Δsp of the drive motor rising in the torque reduction phase t1 and the gear separation phase t2. The speed change value Δsp plus the speed sp1 triggering the shift should not exceed the speed limit sp2.

[0039] ​It can be seen that the speed change value Asp depends on the duration of the speed increase, including the time tl of the reduced torque phase and the time t2 of the gear separation phase, and the gradient of the speed increase. In some embodiments, for the convenience of calculation, either or both of the time tl of the reduced torque phase and the time t2 of the gear separation phase can be used as the duration of the speed increase.

[0040] With reference to FIG. 2 The time tl of the reduced torque phase depends on the current torque of the driving motor and the gradient of the torque reduction. These two parameters can be obtained from sensors on the vehicle. The time t2 of the gear separation phase depends on the travel distance of the shift fork of the gearbox in this phase and the moving speed, where the travel distance is determined by the position of the shift fork, and the moving speed can be determined by the speed of the shift fork driving motor (e.g., a brushless direct current motor BLDC). These parameters can also be obtained through sensors on the vehicle.

[0041] It can be understood that the speed of the output shaft (OSS) of the gearbox and the speed of the motor satisfy the gear ratio relationship corresponding to the current gear. In some embodiments, the speed gradient of the motor can be obtained from the motor speed history data (e.g., through sensors or accessing motor state data in the VCU). In some embodiments, the speed gradient of the motor can be inferred according to the current speed gradient of the output shaft of the gearbox and the gear ratio.

[0042] Thus, the speed gradient of the motor can be multiplied by the duration of the motor speed increase (tl, t2, or the sum of the two) to calculate the compensation value. In some embodiments, the compensation value can be dynamically calculated in real time, for example, every 10 ms, 20 ms, etc., and the present disclosure does not limit in this aspect.

[0043] At block 330, the target speed is adjusted based on the calculated compensation value. In some embodiments, the compensation value can be subtracted from the target speed to adjust the target speed.

[0044] At block 340, the gearbox shift is controlled based on the adjusted target speed. In some embodiments, the gearbox shift is controlled in response to the vehicle reaching the adjusted target speed, so that during the shift, the speed of the motor does not exceed the speed limit. Since the target speed originally also does not exceed the speed limit, and the compensation value corresponds to the expected speed change value during the shift, the raised speed of the motor during the shift also does not reach or exceed the speed limit. Compared with fixedly adjusting the shift speed, this dynamic adjustment method can utilize the high speed working range of the motor and does not cause the motor to over-speed.

[0045] FIG. 5A schematic diagram of the computing logic of the transmission controller according to embodiments of the present disclosure is shown. The dynamic shift speed calculation logic 501 is capable of obtaining information 502A of the current gear (e.g. the current gear of the transmission of the first drive axle) from the transmission 502, obtaining a target speed 503A (e.g. also referred to as a basic target speed) from a shift speed map 503, and obtaining information 504A for determining the dynamic shift speed, in addition. With the above information obtained, the dynamic shift speed calculation logic 501 can send the calculated target gear 501A to the transmission 502 at a suitable time (e.g. periodically).

[0046] For example, the shift speed map 503 can be obtained by taking into account the acceleration pedal, the vehicle mass and the road slope, so as to obtain the basic target speed 503A. For example, the information 504A for determining the dynamic target speed can be obtained by taking into account various influencing factors such as the speeds and torques of the drive motors (e.g. the first drive motor and the second drive motor), the current gear of the drive axle (e.g. the second drive axle), the position or stroke of the shift fork (e.g. the shift fork of the second drive axle), the speed of the shift fork drive motor (e.g. the shift fork drive motor of the second drive axle), and the speeds and gradients of the output shafts (e.g. the first output shaft and the second output shaft of the double drive axle), etc.

[0047] In some embodiments of the present disclosure, the speed gradients of the various drive motors and the shift fork drive motor can be controlled, so as to obtain different speed gradients and different amounts of time, to obtain different dynamic speeds or differences between different target speeds. As long as the controller issues an instruction of the target gear to the transmission system at the moment when the first drive motor reaches the calculated target speed (i.e. the calculated dynamic speed) under the control condition.

[0048] Some of the input parameters are received from the controller area network messages of the vehicle controller, and the others are received from sensors. These parameters play a key role in the calculation of the double axle gears, and finally are converted into the control of the target gears of the double axles by the transmission controller.

[0049] FIG. 6 A schematic block diagram of an apparatus 600 for controlling the shifting of a vehicle according to some embodiments of the present disclosure is shown. The apparatus 600 can be implemented at an on-board electronic device, such as a transmission control unit. The apparatus 600 comprises an obtaining unit 610, a compensation determining unit 620, an adjusting unit 630, and a shift control unit 640.

[0050] Acquisition unit 610 is configured to acquire a target speed for controlling transmission shifting in the vehicle. Compensation determination unit 620 is configured to determine a compensation value for the target speed, based at least on the current torque of the motor coupled to the transmission. Adjustment unit 630 is configured to adjust the target speed based on the compensation value. Shift control unit 640 is configured to control transmission shifting based on the adjusted target speed.

[0051] In some embodiments, the compensation determination unit 620 may also be configured to determine, at least based on the current torque of the motor, the time required from the start of gear shifting of the transmission to the synchronization of the motor's speed; and to determine the compensation value based on the time and the current speed gradient of the output shaft of the transmission or the current speed gradient of the motor.

[0052] In some embodiments, the time required for the gearbox to begin shifting before the speed of the motor is synchronized includes a first time required for the motor to reduce torque, and the compensation determination unit 620 is configured to determine the first time based on the current torque of the motor and the gradient of the torque reduction of the motor.

[0053] In some embodiments, the time required from the start of gear shifting to synchronization of the motor's rotational speed also includes a second time required for gear disengagement in the gearbox.

[0054] In some embodiments, the compensation determination unit 620 may also be configured to determine the second time based on the position of the shift fork of the gearbox and the rotational speed of the shift fork drive motor.

[0055] In some embodiments, the adjustment unit 630 may also be configured to subtract the compensation value from the target rotational speed to adjust the target rotational speed.

[0056] In some embodiments, the shift control unit 640 may also be configured to: control the transmission to shift gears in response to the vehicle reaching the adjusted target speed, such that the speed of the motor does not exceed the speed limit during the shift.

[0057] In some embodiments, the target rotational speed is determined based on the vehicle's accelerator pedal, vehicle weight, and gradient.

[0058] In some embodiments, the target rotational speed includes the rotational speed of the motor or the rotational speed of the output shaft of the gearbox, wherein the ratio between the rotational speed of the motor and the rotational speed of the output shaft conforms to the current gear ratio of the gearbox.

[0059] The above is for reference only. FIG. 1A to FIG. 6Embodiments of this disclosure are described. According to these embodiments, the calculated target gear can be dynamically adjusted to eliminate motor overspeed during gear shifting, while simultaneously improving vehicle power and fuel economy, thus enhancing the driving experience.

[0060] FIG. 7 A schematic block diagram of an example device 700 that can be used to implement embodiments of the present disclosure is shown. Device 700 is used to implement an in-vehicle control unit (VCU) or a transmission control unit (TCU). For example, method 300 according to an embodiment of the present disclosure can be implemented by device 700.

[0061] As shown in the figure, device 700 includes a central processing unit (CPU) 701, which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) 702 or loaded from storage unit 708 into random access memory (RAM) 703. RAM 703 can also store various programs and data required for the operation of device 700. CPU 701, ROM 702, and RAM 703 are interconnected via bus 704. Input / output (I / O) interface 705 is also connected to bus 704.

[0062] Multiple components in device 700 are connected to I / O interface 705. The types of I / O interfaces include, but are not limited to, PCIe, USB, HDMI, and SAS. Components based on I / O interface 705 may include, but are not limited to: input units 706, such as keyboards and mice; output units 707, such as displays and speakers of various types; storage units 708, such as hard disks and optical disks; and communication units 709, such as network adapters, modems, and wireless transceivers. Communication unit 709 allows device 700 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0063] The various processes and procedures described above, such as method 300, can be executed by processing units in device 700, such as processing unit 701 and / or other processing units (e.g., a microprocessor on the motherboard of device 700). For example, in some embodiments, method process 300 can be implemented as a computer software program tangibly contained in a machine-readable medium, such as storage unit 708. In some embodiments, part or all of the computer program can be loaded and / or installed on device 700 via ROM 702 and / or communication unit 709. When the computer program is loaded into RAM 703 and executed, one or more actions of process 300 described above can be performed.

[0064] This disclosure can be a method, apparatus, system, and / or computer program product. A computer program product may include a computer-readable storage medium having computer-readable program instructions loaded thereon for performing various aspects of this disclosure.

[0065] Computer-readable storage media can be tangible devices capable of holding and storing instructions for use by an instruction execution device. Computer-readable storage media can be, for example—but not limited to—electrical storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combination of the foregoing. The computer-readable storage media used herein are not to be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0066] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0067] Computer program instructions used to perform the operations of this disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, status setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may execute entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing the status information of the computer-readable program instructions to implement various aspects of this disclosure.

[0068] Various aspects of this disclosure are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0069] These computer-readable program instructions can be provided to a processing unit of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processing unit of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner. Thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0070] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0071] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0072] Various embodiments of this disclosure have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical applications, or improvements to the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A method for controlling gear shifting in a vehicle, comprising: Obtain the target speed for controlling the gearbox shifting of the vehicle; The compensation value for the target speed is determined based at least on the current torque of the motor coupled to the gearbox; as well as The target rotational speed is adjusted based on the compensation value; as well as The gearbox shifts are controlled based on the adjusted target speed.

2. The method of claim 1, wherein determining the compensation value for the target rotational speed comprises: Based at least on the current torque of the motor, determine the time required from the start of gear shifting in the gearbox to before the speed of the motor is synchronized; The compensation value is determined based on the time and the current speed gradient of the output shaft of the gearbox or the current speed gradient of the motor.

3. The method of claim 2, wherein the time required from the start of gear shifting in the transmission to synchronization of the motor's speed includes a first time required for the motor to reduce torque, the method further comprising: The first time is determined based on the current torque of the motor and the gradient of the torque reduction of the motor.

4. The method of claim 3, wherein the time required from the start of gear shifting of the gearbox to the synchronization of the motor speed further includes a second time required for gear disengagement of the gearbox.

5. The method according to claim 4, wherein the method further comprises: The second time is determined based on the position of the shift fork of the gearbox and the rotational speed of the shift fork drive motor.

6. The method of claim 1, wherein adjusting the target rotational speed based on the compensation value comprises: The target speed is adjusted by subtracting the compensation value from the target speed.

7. The method of claim 1, wherein controlling the gearbox shifting based on the adjusted target speed comprises: In response to the vehicle reaching the adjusted target speed, the transmission is controlled to shift gears such that the motor speed does not exceed the speed limit during the shift.

8. The method of claim 1, wherein the target rotational speed is determined based on the vehicle's accelerator pedal, vehicle weight, and gradient.

9. The method of claim 1, wherein the target rotational speed includes the rotational speed of the motor or the rotational speed of the output shaft of the gearbox, wherein the ratio between the rotational speed of the motor and the rotational speed of the output shaft conforms to the current gear ratio of the gearbox.

10. A device for controlling gear shifting in a vehicle, comprising: The acquisition unit is configured to acquire a target rotational speed for controlling gearbox shifting of the vehicle; as well as The compensation determination unit is configured to determine the compensation value for the target speed based at least on the current torque of the motor coupled to the gearbox. as well as The adjustment unit is configured to adjust the target rotational speed based on the compensation value; as well as The shift control unit is configured to control the gearbox shifting based on the adjusted target speed.

11. An electronic device, comprising: Processing unit; and A memory coupled to the processing unit and storing instructions for execution by the processing unit, which, when executed by the processing unit, cause the electronic device to perform the method according to any one of claims 1 to 9.

12. A vehicle comprising: Electric motor; gearbox; as well as A transmission control unit configured to perform the method as described in any one of claims 1 to 9.

13. A computer-readable storage medium comprising machine-executable instructions that, when executed by a device, cause the device to perform the method according to any one of claims 1 to 9.

14. A computer program product comprising machine-executable instructions that, when executed by a device, cause the device to perform the method according to any one of claims 1 to 9.

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