Vehicle gear shifting method and device, electronic equipment and storage medium

Abstract

The invention discloses a vehicle gear shifting method and device, electronic equipment and a storage medium, and relates to the technical field of vehicle control. The vehicle gear shifting method comprises the steps that a motor efficiency matrix, a controller efficiency matrix and a battery efficiency matrix of a vehicle are determined, and the gear shifting basic rotating speed of the vehicle is determined based on the motor efficiency matrix, the controller efficiency matrix and the battery efficiency matrix; obtaining road gradient, vehicle acceleration and driving intention characterization information, and determining a driving style through the driving intention characterization information; determining a target gear shifting point compensation value based on the road gradient, the whole vehicle acceleration and the driving style; and determining a target gear shifting rotating speed according to the gear shifting basic rotating speed and the target gear shifting point compensation value, and performing gear shifting operation on the vehicle according to a target gear shifting rule, a current actual rotating speed and the target gear shifting rotating speed. The gear shifting point is dynamically adjusted, the working efficiency of a power system is fully utilized, and the reasonability of gear shifting automation is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle gear shifting method, device, electronic device, and storage medium. Background Technology

[0002] With the rapid growth in the number of new energy commercial vehicles and the continuous emergence of new technologies, powertrains are gradually shifting from distributed to centralized systems, leading to the application of various technologies related to electric drive axles. However, the shift control methods of existing electric drive axle systems in new energy commercial vehicles are still imperfect, resulting in frequent shifts and low system efficiency. This leads to poor vehicle comfort and fuel economy, negatively impacting the user experience. Therefore, determining the most suitable shift point for automatic shifting has become an urgent problem to be solved. Summary of the Invention

[0003] This invention provides a vehicle gear shifting method, device, electronic device, and storage medium to solve the problems of imperfect gear shifting control methods in the prior art, which result in frequent gear shifts and low system efficiency.

[0004] According to one aspect of the present invention, a vehicle gear shifting method is provided, wherein the method includes: Determine the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, and determine the vehicle's base shift speed based on the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix; The system acquires road gradient, vehicle acceleration, and driving intention representation information, and determines driving style based on the driving intention representation information. The target shift point compensation value is determined based on the road gradient, vehicle acceleration, and driving style. The target shift speed is determined based on the shift base speed and the target shift point compensation value, and the shift operation is performed on the vehicle according to the target shift rules, the current actual speed, and the target shift speed.

[0005] According to another aspect of the present invention, a vehicle gear shifting device is provided, wherein the device comprises: The speed determination module is used to determine the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, and to determine the vehicle's basic shift speed based on the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix. The data determination module is used to acquire road slope, vehicle acceleration and driving intention representation information, and to determine driving style through the driving intention representation information; The compensation value determination module is used to determine the target shift point compensation value based on the road slope, vehicle acceleration, and driving style. The vehicle shift module is used to determine the target shift speed based on the shift base speed and the target shift point compensation value, and to perform a shift operation on the vehicle according to the target shift rules, the current actual speed and the target shift speed.

[0006] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle shifting method according to any embodiment of the present invention.

[0007] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle shifting method according to any embodiment of the present invention.

[0008] According to another aspect of the present invention, embodiments of the present invention also provide a computer program product, the computer program product including a computer program, which, when executed by a processor, implements the vehicle shifting method of any embodiment of the present invention.

[0009] The technical solution of this invention determines the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix. Based on these matrices, it determines the vehicle's base shift speed, acquires road gradient, vehicle acceleration, and driving intention representation information, determines the driving style using the driving intention representation information, determines the target shift point compensation value based on the road gradient, vehicle acceleration, and driving style, determines the target shift speed according to the base shift speed and the target shift point compensation value, and performs a shift operation on the vehicle according to the target shift rules, the current actual speed, and the target shift speed. This achieves dynamic adjustment of the shift point, fully utilizes the power system's working efficiency, and ensures the power system operates within its optimal efficiency range with high energy utilization.

[0010] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a flowchart of a vehicle gear shifting method according to Embodiment 1 of the present invention; Figure 2 This is a flowchart of a vehicle gear shifting method according to Embodiment 2 of the present invention; Figure 3 This is a flowchart of a vehicle gear shifting method according to Embodiment 3 of the present invention; Figure 4 This is a schematic diagram of a vehicle gear shifting system according to Embodiment 4 of the present invention; Figure 5 This is a schematic diagram of a vehicle gear shifting device according to Embodiment 5 of the present invention; Figure 6 This is a schematic diagram of the structure of an electronic device that implements a vehicle gear shifting method according to an embodiment of the present invention. Detailed Implementation

[0013] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0014] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0015] Example 1 Figure 1This is a flowchart of a vehicle gear shifting method according to Embodiment 1 of the present invention. This embodiment is applicable to situations where a suitable gear shifting point is determined for automatic gear shifting. This method can be executed by a vehicle gear shifting device, which can be implemented in hardware and / or software and can be configured in electronic devices, such as vehicles. Figure 1 As shown, the method includes: S110. Determine the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, and determine the vehicle's shift base speed based on the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix.

[0016] The motor efficiency matrix reflects the energy conversion efficiency of the motor under all operating conditions. Generally, it is a two-dimensional data matrix with speed as the horizontal axis and torque as the vertical axis, where each cell value represents the motor efficiency under each speed and torque condition. The controller efficiency matrix reflects the controller's energy transmission losses. Generally, it shares the same dimensions as the motor efficiency matrix, with each cell value representing the motor controller efficiency under a specific speed and torque condition. The battery efficiency matrix reflects the battery's charging and discharging energy losses. It shares the same dimensions as the controller and motor efficiency matrices, with each cell value representing the battery system efficiency under a specific speed and torque condition. The shift base speed refers to the reference shift speed during gear shifts, representing the shift determination threshold without any dynamic compensation. The shift base speed includes upshift base speed and downshift base speed. In one embodiment, the upshift base speed includes the middle axle upshift base speed and the rear axle upshift base speed; the downshift base speed includes the middle axle downshift base speed and the rear axle downshift base speed.

[0017] In this embodiment, the following data can be collected for each speed and torque condition: motor output mechanical power, motor input electrical power, controller output electrical power, controller input electrical power, battery output electrical power, and battery chemical energy consumption. For each speed and torque condition, the ratio of motor output mechanical power to motor input electrical power is determined as motor efficiency data; the ratio of controller output electrical power to controller input electrical power is determined as controller efficiency data; and the ratio of battery output electrical power to battery chemical energy consumption is determined as battery efficiency data. Using speed as the row and torque as the column, the motor efficiency data, controller efficiency data, and battery efficiency data are respectively filled into motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix with consistent dimensions. For the same speed and torque condition (same cell) in the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, point-by-point multiplication is performed to obtain the system comprehensive efficiency matrix. The system comprehensive efficiency matrix is ​​traversed to find the maximum efficiency value, and the speed corresponding to the maximum efficiency value is determined as the upshift base speed. All operating points near the maximum value in the comprehensive efficiency matrix are filtered, and the minimum speed among them is extracted as the downshift base speed. The upshift base speed and downshift base speed are used as the shift base speeds.

[0018] S120: Obtain road gradient, vehicle acceleration, and driving intention representation information, and determine driving style based on driving intention representation information.

[0019] Among these, road gradient refers to the inclination angle of the road the vehicle is currently traveling on. Generally, road gradient can be collected by a pre-set gradient sensor. Road gradient includes positive and negative values: positive for uphill, negative for downhill, and 0 for no gradient. Vehicle acceleration refers to the acceleration of the vehicle, which can be determined by the output shaft speed of the vehicle at different times. Driving intention representation information can be understood as data quantifying the driver's power demand. Driving intention representation information can include the average accelerator pedal opening and the rate of change of accelerator pedal opening. Driving style is the type of driver operation determined based on driving intention representation information. Driving styles include aggressive and conservative.

[0020] In this embodiment, a preset slope sensor can be used to collect the slope value of the current driving road in real time as the road slope, and the vehicle output shaft speed can be collected at preset time intervals. The vehicle acceleration is calculated by comparing the current output shaft speed with the output shaft speed at the previous moment. A real-time accelerator pedal position sensor is used to collect the accelerator pedal opening value, and the average accelerator pedal opening value and the rate of change of accelerator pedal opening value within a preset time window are calculated. In actual operation, preset threshold values ​​for the average accelerator pedal opening value and the rate of change of accelerator pedal opening value can be set. When the average accelerator pedal opening value is greater than the preset threshold value, and the rate of change of accelerator pedal opening value is also greater than the preset rate of change of accelerator pedal opening value, the driving style is determined to be aggressive. When the average accelerator pedal opening value is less than or equal to the preset threshold value, or when the rate of change of accelerator pedal opening value is less than or equal to the preset rate of change of accelerator pedal opening value, the driving style is determined to be conservative.

[0021] S130, determine the target shift point compensation value based on road slope, vehicle acceleration and driving style.

[0022] Among them, the target shift point compensation value refers to the speed compensation amount calculated by considering road slope, vehicle acceleration, and driving style. It is a dynamic adjustment value of the shift base speed to adapt to the shifting requirements of different working conditions.

[0023] In this embodiment, a corresponding shift point compensation value can be preset for each road gradient. Generally, when the road gradient is negative (downhill), the shift point compensation value is 0. When the road gradient is positive (uphill), the shift point compensation value associated with the road gradient can be matched from a preset dataset. When the vehicle acceleration is negative or 0, the shift point compensation value corresponding to the vehicle acceleration can be 0. When the vehicle acceleration is positive, the shift point compensation value corresponding to the vehicle acceleration can be the corresponding value of the vehicle acceleration. When the driving style is conservative, the shift point compensation value corresponding to the driving style can be 0. When the driving style is aggressive, the shift point compensation value corresponding to the driving style can be a preset value. The shift point compensation values ​​corresponding to the road gradient, the vehicle acceleration, and the driving style can be added together to obtain the target shift point compensation value.

[0024] S140. Determine the target shift speed based on the shift base speed and the target shift point compensation value, and perform a shift operation on the vehicle according to the target shift rules, the current actual speed, and the target shift speed.

[0025] The target shift speed refers to the actual shift determination speed obtained by superimposing the base shift speed with the target shift point compensation value; it is the core threshold for ultimately triggering a shift. Generally, the target shift speed can include the actual speeds of the middle axle upshifting, downshifting, rear axle upshifting, and downshifting. The current actual speed refers to the real-time collected speeds of the current middle axle motor and the current rear axle motor, used to compare with the target shift speed and determine whether to trigger a shift. The target shift rule can be understood as the rule for performing shift operations on the vehicle. Generally, the target shift rule can be middle axle priority and rear axle delay, meaning the middle axle shifts first, and the rear axle must trigger the shift after the middle axle shifts.

[0026] In this embodiment, the current speed of the middle axle motor and the current speed of the rear axle motor can be collected as the current actual speed. If the current speed of the middle axle motor is greater than the actual speed of the middle axle upshifting, it is determined that the middle axle meets the upshifting condition; if the current speed of the middle axle motor is less than the actual speed of the middle axle downshifting, it is determined that the middle axle meets the downshifting condition. If the current speed of the rear axle motor is greater than the actual speed of the rear axle upshifting, it is determined that the rear axle meets the upshifting condition; if the current speed of the rear axle motor is less than the actual speed of the rear axle downshifting, it is determined that the rear axle meets the downshifting condition. If the middle axle meets the shifting condition, the vehicle controller sends an upshift / downshifting command to the middle axle shift actuator and marks the middle axle shift completion flag as incomplete. During the middle axle shift, the torque of the middle axle motor is reduced to a preset threshold, and the torque of the rear axle motor is adjusted to the torque requested by the vehicle controller. After the middle axle shift is completed, the middle axle shift actuator sends a completion signal back to the vehicle controller, marking completion, and then executes the rear axle shift operation (delayed shift). If the rear axle meets the shifting conditions and the middle axle has completed the shifting, the vehicle controller sends an upshift / downshift command to the rear axle shift actuator. When the rear axle shifts, the rear axle motor torque is reduced to a preset threshold, and the middle axle motor torque is adjusted to the torque requested by the vehicle controller. The middle axle torque is limited to its own available torque range. After the rear axle shift is completed, the rear axle shift actuator sends a completion signal to the vehicle controller, thus completing the shift.

[0027] In this embodiment of the invention, by determining the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, the vehicle's base shift speed is determined based on these matrices. Road gradient, vehicle acceleration, and driving intention representation information are acquired. Driving style is determined using the driving intention representation information. A target shift point compensation value is determined based on the road gradient, vehicle acceleration, and driving style. The target shift speed is determined according to the base shift speed and the target shift point compensation value. The vehicle then performs a shift operation according to the target shift rules, the current actual speed, and the target shift speed. This achieves dynamic adjustment of the shift point, fully utilizing the power system's efficiency and ensuring the power system operates within its optimal efficiency range with high energy utilization.

[0028] Example 2 Figure 2 This is a flowchart of a vehicle gear shifting method according to Embodiment 2 of the present invention. This embodiment is a further optimization and extension based on the above embodiments, and can be combined with various optional technical solutions in the above embodiments. Figure 2 As shown, the method includes: S201. Obtain the motor output mechanical power, motor input electrical power, controller output electrical power, controller input electrical power, battery output electrical power, and battery consumed chemical energy for each speed and torque condition.

[0029] Among them, speed-torque operating condition refers to the combined value of motor speed and motor output torque during motor operation, and can cover the entire effective operating range of the motor. Motor output mechanical power refers to the mechanical power output by the motor after converting electrical energy; it is the actual power the motor uses to perform work. Motor input electrical power refers to the electrical energy power input from the outside to the motor. Controller output electrical power refers to the electrical energy power output by the controller to the motor, and controller input electrical power refers to the electrical energy power input by the battery to the controller. Battery output electrical power refers to the electrical energy power output by the battery. Battery chemical energy consumption refers to the chemical energy power consumed by the battery in internal chemical reactions to output electrical power.

[0030] In the embodiment, each speed and torque condition can be sequentially traversed, and the output mechanical power of the motor, the input electrical power of the motor, the output electrical power of the controller, the input electrical power of the controller, the output electrical power of the battery, and the chemical energy consumed by the battery under each speed and torque condition can be collected and recorded by a bench test device.

[0031] S202. Determine the ratio of motor output mechanical power to motor input electrical power for each speed and torque condition as motor efficiency data; determine the ratio of controller output electrical power to controller input electrical power for each speed and torque condition as controller efficiency data; and determine the ratio of battery output electrical power to battery consumed chemical energy for each speed and torque condition as battery efficiency data.

[0032] Among them, motor efficiency data refers to the quantified value of the motor's energy conversion efficiency under each speed and torque condition. Controller efficiency data refers to the quantified value of the controller's electrical energy transmission efficiency under each speed and torque condition. Battery efficiency data refers to the quantified value of the battery's chemical energy to electrical energy conversion efficiency under each speed and torque condition.

[0033] In this embodiment, for each speed and torque condition, the ratio of the motor output mechanical power to the motor input electrical power can be used as motor efficiency data, the ratio of the controller output electrical power to the controller input electrical power can be used as controller efficiency data, and the ratio of the battery output electrical power to the battery consumed chemical energy can be used as battery efficiency data.

[0034] S203. Construct motor efficiency matrix, controller efficiency matrix and battery efficiency matrix respectively using motor efficiency data, controller efficiency data and battery efficiency data.

[0035] In this embodiment, a matrix can be constructed with rotational speed as the row and torque as the column. The motor efficiency data is filled into the corresponding cells of the matrix one by one to obtain the motor efficiency matrix. The controller efficiency data is filled into the corresponding cells of the matrix one by one to obtain the controller efficiency matrix. The battery efficiency data is filled into the corresponding cells of the matrix one by one to obtain the battery efficiency matrix.

[0036] S204. The product of the motor efficiency data, controller efficiency data and battery efficiency data under the same speed and torque is used to obtain the system comprehensive efficiency matrix. The maximum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for upshifting, and the minimum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for downshifting.

[0037] The system comprehensive efficiency matrix refers to the two-dimensional matrix obtained by multiplying the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix under the same speed and torque conditions.

[0038] In this embodiment, the product of motor efficiency data, controller efficiency data, and battery efficiency data at each speed and torque can be determined separately, and the product is filled into the corresponding positions to obtain the system comprehensive efficiency matrix. The maximum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for upshifting, and the minimum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for downshifting.

[0039] S205. The base speed for upshifting and the base speed for downshifting are used as the base speed for gear shifting.

[0040] In this embodiment, once the base speeds for upshifting and downshifting are determined, these base speeds can be used as the base speeds for gear shifting. The preset slope sensor refers to a pre-set sensor used to collect the road slope.

[0041] S206. The road slope of the road where the vehicle is located is collected by a preset slope sensor, the output shaft speed of the vehicle is collected at preset time intervals, and the vehicle acceleration is determined according to the output shaft speed and the preset time intervals.

[0042] The preset slope sensor refers to a sensor used to detect the road's tilt angle. The preset time interval refers to the time interval set by the vehicle controller for waiting to collect the output shaft speed.

[0043] In this embodiment, the road slope of the road where the vehicle is located can be extracted by a preset slope sensor, and the output shaft speed of the vehicle can be collected at preset time intervals. The difference between the current output shaft speed and the output shaft speed collected last time can be determined, and the ratio of the difference to the preset time interval can be determined as the vehicle acceleration.

[0044] S207. The real-time opening value of the accelerator pedal is collected by a preset accelerator pedal position sensor, and the average accelerator pedal opening value and the accelerator pedal opening change rate are determined according to a preset time window. The average accelerator pedal opening value and the accelerator pedal opening change rate are used as driving intention representation information.

[0045] In this embodiment, the output data of the preset accelerator pedal position sensor can be read in real time to obtain the real-time accelerator pedal opening value. The average value of all real-time accelerator pedal opening values ​​within a preset time window is determined as the average accelerator pedal opening value. The initial opening value and the current opening value within the preset time window are extracted. The difference between the current opening value and the initial opening value is determined as the first difference. The ratio of the first difference to the preset time window is taken as the accelerator pedal opening change rate. The average accelerator pedal opening value and the accelerator pedal opening change rate are used as driving intention representation information.

[0046] S208. When the average accelerator pedal opening value is greater than the preset average opening value threshold and the accelerator pedal opening change rate is greater than the preset opening change rate threshold, the driving style is determined to be aggressive.

[0047] Among them, the preset average opening threshold and the preset opening change rate threshold are pre-set critical values ​​used to determine the driving style.

[0048] In this embodiment, when it is determined that the average accelerator pedal opening is greater than a preset average opening threshold, and the accelerator pedal opening change rate is greater than a preset opening change rate threshold, the driving style is determined to be aggressive.

[0049] S209. When the average accelerator pedal opening is less than or equal to the preset average opening threshold, or the accelerator pedal opening change rate is less than or equal to the preset opening change rate threshold, the driving style is determined to be stable.

[0050] In this embodiment, when the average accelerator pedal opening is less than or equal to a preset average opening threshold, or when the accelerator pedal opening change rate is less than or equal to a preset opening change rate threshold, the driving style is determined to be robust.

[0051] S210. Determine the target shift point compensation value based on road gradient, vehicle acceleration, and driving style.

[0052] S211. Determine the target shift speed based on the shift base speed and the target shift point compensation value, and perform a shift operation on the vehicle according to the target shift rules, the current actual speed, and the target shift speed.

[0053] In this embodiment of the invention, by acquiring the motor output mechanical power, motor input electrical power, controller output electrical power, controller input electrical power, battery output electrical power, and battery chemical energy consumption for each speed and torque condition, the ratio of motor output mechanical power to motor input electrical power for each speed and torque condition is determined as motor efficiency data. The ratio of controller output electrical power to controller input electrical power for each speed and torque condition is determined as controller efficiency data, and the ratio of battery output electrical power to battery chemical energy consumption for each speed and torque condition is determined as battery efficiency data. Motor efficiency matrices, controller efficiency matrices, and battery efficiency matrices are constructed using the motor efficiency data, controller efficiency data, and battery efficiency data, respectively. The product of the motor efficiency data, controller efficiency data, and battery efficiency data under the same speed and torque condition yields the system comprehensive efficiency matrix. The maximum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for upshifting, and the minimum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for downshifting. The base speeds for upshifting and downshifting are then combined. The base speed is used as the shift base speed to accurately determine the shift base speed. A preset slope sensor collects the road slope of the road where the vehicle is located, and the vehicle's output shaft speed is collected at preset time intervals. The vehicle acceleration is determined based on the output shaft speed and the preset time interval. A preset accelerator pedal position sensor collects the real-time accelerator pedal opening value, and the average accelerator pedal opening and rate of change are determined according to a preset time window. The average accelerator pedal opening and rate of change are used as driving intention representation information. When the average accelerator pedal opening is greater than a preset average opening threshold, and the rate of change of accelerator pedal opening is greater than a preset rate of change threshold, the driving style is determined to be aggressive. When the average accelerator pedal opening is less than or equal to the preset average opening threshold, or the rate of change of accelerator pedal opening is less than or equal to the preset rate of change threshold, the driving style is determined to be conservative. Based on the road slope, vehicle acceleration, and driving style, a target shift point compensation value is determined to achieve reasonable adjustment of the target shift point compensation value and improve the rationality of shifting.

[0054] Example 3 Figure 3 This is a flowchart of a vehicle gear shifting method according to Embodiment 3 of the present invention. This embodiment is a further optimization and extension based on the above embodiments, and can be combined with various optional technical solutions in the above embodiments. Figure 3 As shown, the method includes: S301. Determine the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, and determine the vehicle's shift base speed based on the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix.

[0055] S302. Obtain road gradient, vehicle acceleration, and driving intention representation information, and determine driving style based on driving intention representation information.

[0056] S303. Determine the slope shift point compensation value associated with the road slope as the first shift point compensation value.

[0057] In the embodiment, a corresponding shift point compensation value can be preset for each road slope. Generally, when the road slope is negative, i.e. downhill, the first shift point compensation value corresponding to the road slope is 0. When the road slope is positive, i.e. uphill, the shift point compensation value associated with the road slope can be matched in the preset data set as the first shift point compensation value.

[0058] S304. When it is determined that the vehicle acceleration is greater than the target value, the first acceleration compensation value is determined as the second shift point compensation value. When it is determined that the vehicle acceleration is less than or equal to the target value, the second acceleration compensation value is determined as the second shift point compensation value.

[0059] The target value can be 0.

[0060] In this embodiment, when it is determined that the vehicle acceleration is greater than the target value, the shift point compensation value corresponding to the vehicle acceleration can be used as the first acceleration compensation value, and the first acceleration compensation value can be used as the second shift point compensation value. When it is determined that the vehicle acceleration is less than or equal to the target value, the second shift point compensation value can be determined to be 0.

[0061] S305. When the driving style is determined to be aggressive, the first driving style compensation value is determined as the third shift point compensation value. When the driving style is determined to be conservative, the second driving style compensation value is determined as the third shift point compensation value.

[0062] Specifically, if the driving style is aggressive, 0 can be set as the compensation value for the third shift point; if the driving style is conservative, a preset value can be set as the compensation value for the third shift point.

[0063] S306. Determine the target shift point compensation value, which is the sum of the first shift point compensation value, the second shift point compensation value, and the third shift point compensation value.

[0064] In this embodiment, the sum of the first shift point compensation value, the second shift point compensation value, and the third shift point compensation value can be determined, and the sum of the first shift point compensation value, the second shift point compensation value, and the third shift point compensation value can be used as the target shift point compensation value.

[0065] S307. Determine the sum of the base speed for upshifting of the middle bridge and the compensation value of the target shift point as the actual speed for upshifting of the middle bridge, and determine the sum of the base speed for downshifting of the middle bridge and the compensation value of the target shift point as the actual speed for downshifting of the middle bridge.

[0066] In the embodiment, the sum of the middle bridge upshift base speed and the target shift point compensation value can be used as the middle bridge upshift actual speed, and the sum of the middle bridge downshift base speed and the target shift point compensation value can be used as the middle bridge downshift actual speed.

[0067] S308. Determine the sum of the rear axle upshift base speed and the target shift point compensation value as the actual speed of the rear axle upshift; determine the sum of the rear axle downshift base speed and the target shift point compensation value as the actual speed of the rear axle downshift.

[0068] In this embodiment, the sum of the rear axle upshift base speed and the target shift point compensation value can be used as the actual rear axle upshift speed, and the sum of the rear axle downshift base speed and the target shift point compensation value can be used as the actual rear axle downshift speed.

[0069] S309. Determine whether the actual speed of the middle axle upshifting and downshifting meets the speed range of the middle axle motor, and determine whether the actual speed of the rear axle upshifting and downshifting meets the corresponding speed range of the rear axle motor.

[0070] The speed range of the middle axle motor refers to the preset maximum and minimum speed range of the middle axle motor; the speed range of the rear axle motor refers to the preset maximum and minimum speed range of the rear axle motor.

[0071] In the embodiments, it can be determined whether the actual speed of the middle axle upshifting and downshifting meets the speed range of the middle axle motor, and whether the actual speed of the rear axle upshifting and downshifting meets the corresponding speed range of the rear axle motor.

[0072] S310. If so, the actual speed of the middle axle upshifting, the actual speed of the middle axle downshifting, the actual speed of the rear axle upshifting, and the actual speed of the rear axle downshifting are taken as the target shift speeds.

[0073] In the embodiment, if the conditions are met, the actual speed of the middle axle upshifting, the actual speed of the middle axle downshifting, the actual speed of the rear axle upshifting, and the actual speed of the rear axle downshifting can be used as the target shift speeds.

[0074] S311. If not, determine the target shift speed according to the speed range of the middle axle motor and the speed range of the rear axle motor.

[0075] In this embodiment, if the actual upshift speed of the middle axle does not meet the requirement, the maximum value of the middle axle motor speed range is taken as the actual upshift speed; if the actual downshift speed of the middle axle does not meet the requirement, the minimum value of the middle axle motor speed range is taken as the actual downshift speed; if the actual upshift speed of the rear axle does not meet the requirement, the maximum value of the rear axle motor speed range is taken as the actual upshift speed; if the actual downshift speed of the rear axle does not meet the requirement, the minimum value of the rear axle motor speed range is taken as the actual downshift speed.

[0076] S312. Collect the current speed of the middle axle motor and the current speed of the rear axle motor as the current actual speed. If the current speed of the middle axle motor is greater than the actual speed of the middle axle upshifting, or if the current speed of the middle axle motor is less than the actual speed of the middle axle downshifting, determine that the middle axle meets the shifting conditions.

[0077] In the embodiment, the current speed of the middle axle motor and the current speed of the rear axle motor can be determined as the current actual speed. When the current speed of the middle axle motor is greater than the actual speed of the middle axle upshifting, or when the current speed of the middle axle motor is less than the actual speed of the middle axle downshifting, it is determined that the middle axle meets the shifting conditions.

[0078] S313. If the current rear axle motor speed is greater than the actual speed of the rear axle upshifting, or the current rear axle motor speed is less than the actual speed of the rear axle downshifting, determine that the rear axle meets the shifting conditions.

[0079] In this embodiment, the rear axle is determined to meet the shifting conditions when the current rear axle motor speed is greater than the actual speed of the rear axle upshifting, or when the current rear axle motor speed is less than the actual speed of the rear axle downshifting.

[0080] S314. When both the middle axle and the rear axle meet the shifting conditions, the shifting operation is performed on the middle axle and the rear axle in the order of shifting the middle axle first and then the rear axle.

[0081] In this embodiment, when the middle axle meets the shifting conditions and / or the rear axle meets the shifting conditions, the shifting operation can be performed in the order of middle axle priority and rear axle delay.

[0082] In this embodiment of the invention, a slope shift point compensation value associated with road gradient is determined as the first shift point compensation value. When the vehicle acceleration is determined to be greater than a target value, the first acceleration compensation value is determined as the second shift point compensation value. When the vehicle acceleration is determined to be less than or equal to the target value, the second acceleration compensation value is determined as the second shift point compensation value. When the driving style is determined to be aggressive, the first driving style compensation value is determined as the third shift point compensation value. When the driving style is determined to be conservative, the second driving style compensation value is determined as the third shift point compensation value. The sum of the first, second, and third shift point compensation values ​​is determined as the target shift point compensation value. The sum of the middle axle upshift base speed and the target shift point compensation value is determined as the actual upshift speed of the middle axle. The middle axle downshift base speed is determined. The sum of the engine speed and the target shift point compensation value is used as the actual downshift speed of the middle axle. Similarly, the sum of the rear axle upshift base speed and the target shift point compensation value is used as the actual upshift speed of the rear axle. The sum of the rear axle downshift base speed and the target shift point compensation value is also used as the actual downshift speed of the rear axle. It is then determined whether the actual upshift and downshift speeds of the middle axle and the rear axle meet the corresponding rear axle motor speed ranges. If they do, these speeds are used as the target shift speeds. Otherwise, the target shift speeds are determined according to the speed ranges of the middle and rear axle motors. The current speeds of the middle and rear axle motors are then collected as the current actual speeds. When the current speed of the middle axle motor is greater than the actual speed at which the middle axle is upshifting, or less than the actual speed at which the middle axle is downshifting, the middle axle is determined to meet the shifting conditions. When the current speed of the rear axle motor is greater than the actual speed at which the rear axle is upshifting, or less than the actual speed at which the rear axle is downshifting, the rear axle is determined to meet the shifting conditions. When both the middle and rear axles meet the shifting conditions, the shifting operation is performed on the middle and rear axles in the order of the middle axle shifting first and the rear axle shifting, thus realizing automatic shifting of the vehicle and improving the user experience.

[0083] Example 4 Figure 4 This is a structural schematic diagram of a vehicle shifting system according to Embodiment 4 of the present invention, as shown below. Figure 4 As shown, the vehicle's shifting system includes a power battery, accelerator pedal, vehicle controller, middle axle electric drive axle, rear axle electric drive axle, electric drive axle controller 1, electric drive axle controller 2, controller area network (CAN), slope sensor, and output shaft speed sensor. The middle axle electric drive system includes shift actuator 1 and motor 1 (middle axle motor), while the rear axle electric drive system includes shift actuator 2 and motor 2 (rear axle motor).

[0084] Regarding the selection of shift points, first establish the motor efficiency characteristic diagram (motor efficiency characteristic matrix), the motor controller efficiency characteristic diagram (motor efficiency matrix), and the battery system efficiency diagram (battery system characteristic matrix), assuming the motor efficiency value is... Motor controller efficiency value Battery efficiency value The system comprehensive efficiency matrix is ​​formed by superimposing the three factors. The matrix value of the system comprehensive efficiency matrix is... With rotational speed as the horizontal axis and torque as the vertical axis, we obtain... The maximum speed at the maximum value is set as the shift base speed: the middle axle upshift base speed (Spd_Sft_base_up1) and the rear axle upshift base speed (Spd_Sft_base_up2); This yields... The minimum speed at the maximum value is set as the downshift point (downshift base speed): the middle axle downshift base speed (Spd_Sft_base_down1) and the rear axle downshift base speed (Spd_Sft_base_down2).

[0085] The slope sensor determines the road gradient the vehicle is on; a positive gradient indicates uphill, and a negative gradient indicates downhill. When the gradient is identified as uphill, the shift point compensation value is... The difference between the slope and the compensation value is calculated. The compensation value increases with the increase of the slope. The calculation formulas for the upshifting motor speeds of motor 1 (middle axle motor) and motor 2 (rear axle motor) are as follows: , At this point, the middle bridge performs a gear shift when the motor speed is greater than... When the shift occurs, the shift completion flag SftFinish1 on the middle axle is 0. When the middle axle completes the shift action, the shift completion flag SftFinish1 returns to 1. The rear axle performs a shift action when the rear axle shift completion flag SftFinish2 is 1 and the motor speed reaches [speed value missing]. When upshifting, the target shift speeds (downshift points) for motors 1 (middle axle motor) and 2 (rear axle motor) are Spd_Sft_base_down1 and Spd_Sft_base_down2, respectively. The actual shifting method for both is the same as the upshifting method. When the slope is identified as downhill, the calculation formulas for the downshifting motor speeds of motors 1 and 2 are as follows: , The shifting method for both is the same as the upshifting method. The upshifting points for motor 1 and motor 2 are Spd_Sft_base_up1 and Spd_Sft_base_up2, respectively.

[0086] The compensation for shift points based on driving style is achieved through fuzzy logic control. Driving style is identified by the accelerator pedal opening and its rate of change, categorizing it into aggressive and conservative types. When the driving style is identified as aggressive... The preset driving style compensation values ​​correspond to the upshift points of motor 1 and motor 2 as Spd_Sft_base_up1+ Spd_Sft_base_up2+ The downshift point is Spd_Sft_base_down1+ Spd_Sft_base_down2+ When the driving style is set to conservative, the target upshift speeds (upshift points) for motor 1 and motor 2 are Spd_Sft_base_up1 and Spd_Sft_base_up2, respectively, and the downshift speeds (downshift points) are Spd_Sft_base_down1 and Spd_Sft_base_down2. The shift order is the same as that mentioned in the section on slope.

[0087] The acceleration value is calculated by the output shaft speed sensor, and the past time threshold is subtracted from the output shaft speed. The acceleration value is obtained from the rotational speed at a given time. The calculation method is as follows: ;in, and To accelerate the entire vehicle; The current output shaft speed; The output shaft speed at the previous moment; The current moment; This refers to the previous moment. When identified... When it is positive, the result is obtained through difference calculation. At this time, the upshift points corresponding to motor 1 and motor 2 are respectively , Downshift point is , When identified When the value is negative, the upshift points for motor 1 and motor 2 are Spd_Sft_base_up1 and Spd_Sft_base_up2, respectively, and the downshift points are Spd_Sft_base_down1 and Spd_Sft_base_down2.

[0088] When all three conditions occur simultaneously, they are superimposed, but the range of values ​​for the upshift and downshift points of the middle axle are respectively [upshift base speed ( ), the highest speed of the upshift motor ( [Minimum speed of downshifted motor ()] ), Downshift base speed ( )].

[0089] When one of the electric drive axles shifts gears, taking the middle axle shifting as an example, when the middle axle shifts gears, the torque is first reduced to the first threshold. At the same time, the increased torque of the rear axle enables the rear axle motor Rear axle motor ( The value range of ) is [minimum available torque of the rear axle motor ( ), maximum available torque of the rear axle motor ( Therefore, when the vehicle controller requests torque of ( The absolute value exceeds or At this time, the rear axle motor can only output... or The rear axle operates on the same principle as the middle axle.

[0090] This embodiment eliminates power interruption during gear shifts. By setting staggered shift points for the two electric drive axles, it ensures that at least one drive axle is in driving mode at all times, greatly improving vehicle smoothness and safety. Incorporating battery charging and discharging efficiency and lifespan into the gear shift decision model avoids high-power shifts in the battery's inefficient range, comprehensively optimizing the efficiency of the entire energy chain from battery to motor to transmission, extending battery life, and improving overall vehicle energy economy. By introducing real-time dynamic compensation for gradient and acceleration, the gear shift strategy can flexibly adapt to different road conditions, ensuring power demand during uphill driving while optimizing energy recovery during downhill driving, enhancing adaptive capability.

[0091] Example 5 Figure 5 This is a structural schematic diagram of a vehicle gear shifting device according to Embodiment 5 of the present invention. Figure 5 As shown, the device includes: a speed determination module 51, a data determination module 52, a compensation value determination module 53, and a vehicle shifting module 54.

[0092] Among them, the speed determination module 51 is used to determine the vehicle's motor efficiency matrix, controller efficiency matrix and battery efficiency matrix, and determine the vehicle's basic shift speed based on the motor efficiency matrix, controller efficiency matrix and battery efficiency matrix; Data determination module 52 is used to acquire road slope, vehicle acceleration and driving intention representation information, and to determine driving style through driving intention representation information; The compensation value determination module 53 is used to determine the target shift point compensation value based on road slope, vehicle acceleration and driving style. The vehicle shift module 54 is used to determine the target shift speed based on the shift base speed and the target shift point compensation value, and to perform shift operation on the vehicle according to the target shift rules, the current actual speed and the target shift speed.

[0093] The technical solution of this invention involves a speed determination module that determines the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix. Based on these matrices, a base shift speed is determined. A data determination module acquires road gradient, vehicle acceleration, and driving intention information. The driving intention information is used to determine the driving style. A compensation value determination module determines the target shift point compensation value based on the road gradient, vehicle acceleration, and driving style. A vehicle shift module determines the target shift speed based on the base shift speed and the target shift point compensation value. The shift operation is performed according to the target shift rules, the current actual speed, and the target shift speed, achieving dynamic adjustment of the shift point. This fully utilizes the power system's efficiency, ensuring the power system operates within its optimal efficiency range and maximizing energy utilization.

[0094] In one embodiment, the rotational speed determination module 51 includes: The data acquisition unit is used to acquire the motor output mechanical power, motor input electrical power, controller output electrical power, controller input electrical power, battery output electrical power, and battery consumed chemical energy for each speed and torque condition. The data determination unit is used to determine the ratio of the motor output mechanical power to the motor input electrical power for each speed and torque condition as motor efficiency data, the ratio of the controller output electrical power to the controller input electrical power for each speed and torque condition as controller efficiency data, and the ratio of the battery output electrical power to the battery consumed chemical energy for each speed and torque condition as battery efficiency data. The matrix determination unit is used to construct the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix respectively using motor efficiency data, controller efficiency data, and battery efficiency data. The speed calculation unit is used to determine the product of motor efficiency data, controller efficiency data and battery efficiency data under the same speed and torque to obtain the system comprehensive efficiency matrix. The maximum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for upshifting, and the minimum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for downshifting. The speed determination unit is used to use the upshift base speed and downshift base speed as the shift base speed.

[0095] In one embodiment, the data determination module 52 includes: The acceleration determination unit is used to collect the road slope of the road where the vehicle is located through a preset slope sensor, collect the output shaft speed of the vehicle at preset time intervals, and determine the vehicle acceleration according to the output shaft speed and the preset time intervals. The driving intention determination unit is used to collect the real-time opening value of the accelerator pedal through a preset accelerator pedal position sensor, determine the average accelerator pedal opening value and the accelerator pedal opening change rate according to a preset time window, and use the average accelerator pedal opening value and the accelerator pedal opening change rate as driving intention representation information. The first style determination unit is used to determine the driving style as aggressive when the average accelerator pedal opening is greater than a preset average opening threshold and the accelerator pedal opening change rate is greater than a preset opening change rate threshold. The second style determination unit is used to determine the driving style as robust when the average accelerator pedal opening is less than or equal to a preset average opening threshold, or the accelerator pedal opening change rate is less than or equal to a preset opening change rate threshold.

[0096] In one embodiment, the compensation value determination module 53 includes: The first compensation value determination unit is used to determine the slope shift point compensation value associated with the road slope as the first shift point compensation value. The second compensation value determination unit is used to determine the first acceleration compensation value as the second shift point compensation value when the vehicle acceleration is determined to be greater than the target value, and to determine the second acceleration compensation value as the second shift point compensation value when the vehicle acceleration is determined to be less than or equal to the target value. The third compensation value determination unit is used to determine the first driving style compensation value as the third shift point compensation value when the driving style is determined to be aggressive, and to determine the second driving style compensation value as the third shift point compensation value when the driving style is determined to be conservative. The target compensation value determination unit is used to determine the target shift point compensation value, which is the sum of the first shift point compensation value, the second shift point compensation value, and the third shift point compensation value.

[0097] In one embodiment, the shift base speed includes the upshift base speed and the rear axle upshift base speed; the shift base speed includes the downshift base speed and the rear axle downshift base speed.

[0098] In one embodiment, the vehicle shift module 54 includes: The middle bridge shift determination unit is used to determine the sum of the middle bridge upshift base speed and the target shift point compensation value as the actual speed of the middle bridge upshift, and to determine the sum of the middle bridge downshift base speed and the target shift point compensation value as the actual speed of the middle bridge downshift. The rear axle shift determination unit is used to determine the sum of the rear axle upshift base speed and the target shift point compensation value as the actual speed of the rear axle upshift, and to determine the sum of the rear axle downshift base speed and the target shift point compensation value as the actual speed of the rear axle downshift. The range determination unit is used to determine whether the actual speed of the middle axle upshift and downshift meets the speed range of the middle axle motor, and to determine whether the actual speed of the rear axle upshift and downshift meets the corresponding speed range of the rear axle motor. The first speed determination unit is used to determine the target shift speed by taking the actual speed of the middle axle upshifting, the actual speed of the middle axle downshifting, the actual speed of the rear axle upshifting, and the actual speed of the rear axle downshifting if the condition is met. The second speed determination unit determines the target shift speed according to the speed range of the middle axle motor and the speed range of the rear axle motor, if not.

[0099] In one embodiment, the vehicle shift module 54 includes: The middle axle condition recognition unit is used to collect the current speed of the middle axle motor and the current speed of the rear axle motor as the current actual speed. If the current speed of the middle axle motor is greater than the actual speed of the middle axle upshifting, or if the current speed of the middle axle motor is less than the actual speed of the middle axle downshifting, it is determined that the middle axle meets the shifting conditions. The rear axle condition recognition unit is used to determine that the rear axle meets the shifting conditions when the current rear axle motor speed is greater than the actual speed of the rear axle upshifting, or when the current rear axle motor speed is less than the actual speed of the rear axle downshifting. The vehicle shifting unit is used to perform shifting operations on the middle axle and the rear axle in the order of shifting the middle axle first and then the rear axle, provided that both the middle axle and the rear axle meet the shifting conditions.

[0100] The vehicle shifting device provided in the embodiments of the present invention can execute the vehicle shifting method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the method.

[0101] Example 6 Figure 6 This is a schematic diagram of an electronic device implementing a vehicle gear shifting method according to an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0102] like Figure 6As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0103] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0104] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as a vehicle gear shifting method.

[0105] In some embodiments, a vehicle shifting method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle shifting method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform a vehicle shifting method by any other suitable means (e.g., by means of firmware).

[0106] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0107] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0108] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0109] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0110] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0111] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0112] In one embodiment, the present invention further includes a computer program product, which includes a computer program that, when executed by a processor, implements a vehicle gear shifting method according to any embodiment of the present invention.

[0113] In implementing the computer program product, computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed 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 remote computers, the remote computer can 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 can be connected to an external computer (e.g., via the Internet using an Internet service provider).

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

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

Claims

1. A vehicle gear shifting method, characterized in that, include: Determine the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, and determine the vehicle's base shift speed based on the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix; The system acquires road gradient, vehicle acceleration, and driving intention representation information, and determines driving style based on the driving intention representation information. The target shift point compensation value is determined based on the road gradient, vehicle acceleration, and driving style. The target shift speed is determined based on the shift base speed and the target shift point compensation value, and the shift operation is performed on the vehicle according to the target shift rules, the current actual speed, and the target shift speed.

2. The method according to claim 1, characterized in that, The process of determining the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, and determining the vehicle's shift base speed based on the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, includes: Obtain the motor output mechanical power, motor input electrical power, controller output electrical power, controller input electrical power, battery output electrical power, and battery consumed chemical energy for each speed and torque condition; The ratio of motor output mechanical power to motor input electrical power for each speed and torque condition is determined as motor efficiency data; the ratio of controller output electrical power to controller input electrical power for each speed and torque condition is determined as controller efficiency data; and the ratio of battery output electrical power to battery consumed chemical energy for each speed and torque condition is determined as battery efficiency data. Motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix are constructed using the motor efficiency data, controller efficiency data, and battery efficiency data, respectively. The system comprehensive efficiency matrix is ​​obtained by multiplying the motor efficiency data, controller efficiency data, and battery efficiency data at the same speed and torque. The maximum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for upshifting, and the minimum speed corresponding to the maximum value of the system comprehensive efficiency matrix is ​​determined as the base speed for downshifting. The upshift base speed and the downshift base speed are used as the shift base speeds.

3. The method according to claim 1, characterized in that, The acquisition of road gradient, vehicle acceleration, and driving intention representation information, and the determination of driving style through the driving intention representation information, includes: The vehicle's road gradient is collected by a preset slope sensor, the vehicle's output shaft speed is collected at preset time intervals, and the vehicle's acceleration is determined by the output shaft speed and the preset time intervals. The real-time opening value of the accelerator pedal is collected by a preset accelerator pedal position sensor. The average accelerator pedal opening value and the accelerator pedal opening change rate are determined according to a preset time window. The average accelerator pedal opening value and the accelerator pedal opening change rate are used as driving intention representation information. When the average accelerator pedal opening is greater than a preset average opening threshold, and the accelerator pedal opening change rate is greater than a preset opening change rate threshold, the driving style is determined to be aggressive. When the average accelerator pedal opening is less than or equal to a preset average opening threshold, or the accelerator pedal opening change rate is less than or equal to a preset opening change rate threshold, the driving style is determined to be robust.

4. The method according to claim 1, characterized in that, The determination of the target shift point compensation value based on the road gradient, vehicle acceleration, and driving style includes: Determine the slope shift point compensation value associated with the road slope as the first shift point compensation value; When it is determined that the vehicle acceleration is greater than the target value, the first acceleration compensation value is determined as the second shift point compensation value; when it is determined that the vehicle acceleration is less than or equal to the target value, the second acceleration compensation value is determined as the second shift point compensation value. When the driving style is determined to be aggressive, a first driving style compensation value is determined as the third shift point compensation value; when the driving style is determined to be conservative, a second driving style compensation value is determined as the third shift point compensation value. Determine the target shift point compensation value, which is the sum of the first shift point compensation value, the second shift point compensation value, and the third shift point compensation value.

5. The method according to claim 1, characterized in that, The shift base speeds include the upshift base speeds for the middle axle and the rear axle; the shift base speeds also include the downshift base speeds for the middle axle and the rear axle.

6. The method according to claim 5, characterized in that, Determining the target shift speed based on the base shift speed and the target shift point compensation value includes: The sum of the base speed for upshifting and the target shift point compensation value of the middle bridge is determined as the actual speed for upshifting of the middle bridge; the sum of the base speed for downshifting and the target shift point compensation value of the middle bridge is determined as the actual speed for downshifting of the middle bridge. The sum of the base speed for upshifting and the target shift point compensation value of the rear axle is determined as the actual speed for upshifting of the rear axle; the sum of the base speed for downshifting and the target shift point compensation value of the rear axle is determined as the actual speed for downshifting of the rear axle. Determine whether the actual speed of the middle axle upshift and the actual speed of the middle axle downshift meet the speed range of the middle axle motor, and determine whether the actual speed of the rear axle upshift and the actual speed of the rear axle downshift meet the corresponding speed range of the rear axle motor; If so, the actual speed at which the middle axle shifts up, the actual speed at which the middle axle shifts down, the actual speed at which the rear axle shifts up, and the actual speed at which the rear axle shifts down will be taken as the target shift speeds. If not, determine the target shift speed according to the speed range of the middle axle motor and the speed range of the rear axle motor.

7. The method according to claim 1, characterized in that, The step of performing a gear shifting operation on the vehicle according to the target shifting rule, the current actual speed, and the target shifting speed includes: The current speed of the middle axle motor and the current speed of the rear axle motor are collected as the current actual speed. If the current speed of the middle axle motor is greater than the actual speed of the middle axle upshifting, or if the current speed of the middle axle motor is less than the actual speed of the middle axle downshifting, the middle axle is determined to meet the shifting conditions. If the current rear axle motor speed is greater than the actual speed of the rear axle upshifting, or if the current rear axle motor speed is less than the actual speed of the rear axle downshifting, then the rear axle is determined to meet the shifting conditions. When the middle axle and the rear axle meet the shifting conditions, the shifting operation is performed on the middle axle and the rear axle in the order of shifting the middle axle first and then the rear axle.

8. A vehicle gear shifting device, characterized in that, include: The speed determination module is used to determine the vehicle's motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix, and to determine the vehicle's basic shift speed based on the motor efficiency matrix, controller efficiency matrix, and battery efficiency matrix. The data determination module is used to acquire road slope, vehicle acceleration and driving intention representation information, and to determine driving style through the driving intention representation information; The compensation value determination module is used to determine the target shift point compensation value based on the road slope, vehicle acceleration, and driving style. The vehicle shift module is used to determine the target shift speed based on the shift base speed and the target shift point compensation value, and to perform a shift operation on the vehicle according to the target shift rules, the current actual speed and the target shift speed.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the vehicle shifting method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the vehicle shifting method according to any one of claims 1-7.

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