Vehicle gear shifting control method, device and electronic equipment

Abstract

The application discloses a vehicle gear shifting control method, device and electronic equipment. The method comprises the following steps: determining a target driving preference type of a target vehicle according to target state information; acquiring a first electric quantity of a power battery of the target vehicle, an actual gear number of the target vehicle and an actual vehicle speed of the target vehicle; in the case that the target driving preference type is a first type, determining a first target gear according to the first electric quantity and the actual gear number, determining a first engine target rotating speed according to at least the actual vehicle speed and the first target gear, and determining a set composed of the first target gear and the first engine target rotating speed as first gear shifting information; in the case that the target driving preference type is a second type, determining a second target gear according to the actual vehicle speed and a preset gear shifting map, determining a second engine target rotating speed according to the actual vehicle speed and the second target gear, and determining a set composed of the second target gear and the second engine target rotating speed as second gear shifting information.

Description

Technical Field

[0001] This application relates to the field of hybrid electric vehicles, and more specifically, to a method, apparatus, and electronic device for controlling vehicle gear shifting. Background Technology

[0002] With socio-economic development and the upgrading of consumer demands, users' diversified requirements for the automotive driving experience are becoming increasingly prominent. In the field of hybrid vehicles, users expect to obtain acceleration smoothness and low noise characteristics close to those of pure electric vehicles, while also placing higher expectations on the layering of power response, the dynamic performance of the drive system, and the sense of driving participation.

[0003] Currently, the control strategies for multi-speed hybrid power systems can be mainly divided into the following three categories:

[0004] The first type of control strategy dynamically corrects the shift timing based on vehicle driving state parameters (such as vehicle speed, motor speed, and power battery charging and discharging power), aiming to improve the smoothness of the shifting process and the stability of system operation, and reduce the impact and power interruption caused by shifting.

[0005] The second type of control strategy focuses on engine operating efficiency. By determining whether the engine is in its high-efficiency operating range, it optimizes the shifting logic and reduces the frequency of shifting, thereby improving the overall fuel economy of the vehicle.

[0006] The third type of control strategy focuses on hardware architecture innovation for multi-speed hybrid systems, such as improving the power distribution and collaborative working mode between the engine and the motor through the redesign of the clutch, planetary gear set or dual-motor coupling structure, so as to improve the overall energy utilization efficiency of the system.

[0007] The control strategies in related technologies are all optimized around system reliability, economy, and power, with the core objective being to improve basic performance. However, a systematic control framework that can effectively distinguish and adapt to various driving preferences has not yet been formed to address the differentiated needs of different users due to their driving habits and usage scenarios, resulting in a poor user experience.

[0008] There is currently no effective solution to the above problems. Summary of the Invention

[0009] This application provides a vehicle gear shifting control method, device, and electronic device to at least solve the technical problem in the related art where the gear shifting control strategy does not consider the user's differentiated driving preferences, resulting in a poor user experience.

[0010] According to one aspect of the embodiments of this application, a vehicle gear shifting control method is provided, comprising: acquiring target state information, wherein the target state information is a target driving mode of a target vehicle or a driver's driving activity index for the target vehicle, wherein the driving activity index is used to quantify the driver's operational intensity and the vehicle's dynamic response state; determining a target driving preference type of the target vehicle based on the target state information, the target driving preference type being used to indicate the driving type corresponding to the driving behavior of the target vehicle; acquiring a first charge level of the target vehicle's power battery, the actual number of gears in the target vehicle, and the actual speed of the target vehicle; and, when the target driving preference type is a first type... In the case of a first target gear, the first target gear is determined based on the first battery level and the actual number of gears, and the first target engine speed is determined based on at least the actual vehicle speed and the first target gear. The set consisting of the first target gear and the first target engine speed is determined as the first shift information. In the case of a second type of target driving preference, a preset shift map is obtained, and the second target gear is determined based on the actual vehicle speed and the preset shift map. The second target engine speed is determined based on at least the actual vehicle speed and the second target gear. The set consisting of the second target gear and the second target engine speed is determined as the second shift information. The preset shift map is a two-dimensional chart containing multiple upshift lines and multiple downshift lines.

[0011] Optionally, determining the first target gear based on the first battery level and the actual number of gears includes: defining the range between zero battery level and full battery level of the power battery as the target battery level range; obtaining multiple preset battery level thresholds, wherein the values ​​of the multiple preset battery level thresholds are different; dividing the target battery level range into multiple consecutive first battery level sub-ranges using the multiple preset battery level thresholds, wherein the number of multiple first battery level sub-ranges is equal to the actual number of gears, and each first battery level sub-range corresponds to one gear; when determining the first target gear for the first time, determining the gear corresponding to the first battery level sub-range in which the first battery level is located as the first target gear.

[0012] Optionally, the method further includes: after initially determining the first target gear, updating the first target gear at preset time intervals to obtain the updated first target gear; at preset time intervals, obtaining the updated first battery level; when the updated first battery level is less than or equal to the first battery level, determining the gear corresponding to the first battery level sub-interval in which the updated first battery level is located among multiple first battery level sub-intervals as the updated first target gear; when the updated first battery level is greater than the first battery level, obtaining a preset hysteresis window value, and updating the interval endpoints of multiple first battery level sub-intervals according to the preset hysteresis window value to obtain multiple second battery level sub-intervals, determining the gear corresponding to the second battery level sub-interval in which the updated first battery level is located among multiple second battery level sub-intervals as the updated first target gear, wherein the preset hysteresis window value is a battery level offset threshold set to avoid frequent gear switching due to small fluctuations in the battery level.

[0013] Optionally, the first engine target speed is determined at least based on the actual vehicle speed and the first target gear, including: determining the first engine target speed corresponding to the first target gear, wherein the first engine target speed is determined based on the gear ratio corresponding to the first target gear, the vehicle tire radius, and the actual vehicle speed; obtaining the target engine direct drive entry speed corresponding to the first target gear, wherein the target engine direct drive entry speed is the minimum speed at which the hybrid system of the target vehicle is allowed to switch to parallel mode under the first target gear; when the actual vehicle speed is greater than or equal to the target engine direct drive entry speed, switching the hybrid system of the target vehicle to parallel mode; in parallel mode, disengaging the clutch to make the actual engine speed reach the first engine target speed; when the actual vehicle speed is less than the target engine direct drive entry speed, switching the hybrid system of the target vehicle to series mode; in series mode, adjusting the engine speed by scheduling the generator to make the actual engine speed reach the first engine target speed.

[0014] Optionally, the preset shift pattern is constructed in the following way: determining multiple simulated gears of the target vehicle; determining multiple upshift lines and multiple downshift lines corresponding to the multiple simulated gears, wherein any two consecutive simulated gears between the multiple simulated gears correspond to one upshift line and one downshift line among the multiple upshift lines; and constructing the preset shift pattern based on the multiple upshift lines and multiple downshift lines.

[0015] Optionally, determining multiple simulated gears of the target vehicle includes: obtaining a first gear ratio of a first gear and a second gear ratio of a second gear, and determining the quotient of the first gear ratio and the second gear ratio as a first gear ratio order, wherein the first gear is the lowest gear among multiple actual gears of the target vehicle, and the second gear is the highest gear among multiple actual gears of the target vehicle; obtaining a preset minimum gear ratio order and a preset maximum gear ratio order; determining a target gear ratio order between the preset minimum gear ratio order and the preset maximum gear ratio order, wherein the quotient of the first gear ratio order and the target gear ratio order is N, where N is an integer; determining multiple simulated gear ratios based on the first gear ratio, the second gear ratio, and the target gear ratio order, wherein the total number of multiple simulated gear ratios is equal to the preset number of simulated gears; and assigning a simulated gear to each of the multiple simulated gear ratios to obtain multiple simulated gears, wherein the gear level of the multiple simulated gears is inversely proportional to the size of the corresponding simulated gear ratio.

[0016] Optionally, determining multiple upshift lines and multiple downshift lines corresponding to multiple simulated gears includes: obtaining the first simulated gear ratio of the first simulated gear and the second simulated gear ratio of the second simulated gear, wherein the first simulated gear and the second simulated gear are any two consecutive simulated gears from the multiple simulated gears, and the first simulated gear is a simulated gear one gear lower than the second simulated gear; obtaining multiple preset accelerator pedal openings contained in the preset accelerator pedal opening range; obtaining the engine direct drive minimum speed and the engine maximum speed, and determining the upshift engine speed and downshift engine speed corresponding to the multiple preset accelerator pedal openings based on the engine direct drive minimum speed and the engine maximum speed, wherein the minimum upshift engine speed is the product of the engine direct drive minimum speed and the target gear ratio order, and the maximum upshift engine speed is the engine maximum speed; the minimum downshift engine speed is the engine direct drive minimum speed, and the maximum downshift engine speed is the engine maximum speed. The ratio of the engine's maximum RPM to the target gear ratio is used to determine the upshift and downshift speeds corresponding to multiple preset accelerator pedal openings. The upshift speed corresponding to the first preset accelerator pedal opening is determined based on the engine RPM corresponding to the upshift, the vehicle's tire radius, and the first simulated gear ratio. The downshift speed corresponding to the first preset accelerator pedal opening is determined based on the engine RPM corresponding to the downshift, the vehicle's tire radius, and the second simulated gear ratio. The first preset accelerator pedal opening can be any one of the multiple preset accelerator pedal openings. The upshift lines corresponding to the first and second simulated gears are determined based on the upshift speeds and the multiple preset accelerator pedal openings. The downshift lines corresponding to the first and second simulated gears are determined based on the downshift speeds and the multiple preset accelerator pedal openings.

[0017] Optionally, a second target gear is determined based on the actual vehicle speed and a preset shift map, and a second target engine speed is determined based on the actual vehicle speed and the second target gear. This includes: obtaining the target accelerator pedal opening at the actual vehicle speed; matching gears in the preset shift map based on the actual vehicle speed and the target accelerator pedal opening to obtain the second target gear; if the second target gear is either the first or second gear, switching the hybrid system of the target vehicle to parallel mode, wherein the first gear is the lowest gear among the multiple actual gears of the target vehicle, and the second gear is the highest gear among the multiple actual gears of the target vehicle; in parallel mode, disengaging the clutch to bring the actual engine speed to the second target engine speed, wherein the second target engine speed is determined based on the gear ratio corresponding to the second target gear, the vehicle tire radius, and the actual vehicle speed; if the second target gear is neither the first nor the second gear, switching the hybrid system of the target vehicle to series mode; in series mode, adjusting the engine speed by scheduling the generator to bring the actual engine speed to the second target engine speed.

[0018] Optionally, the method further includes: when the target driving preference type is the second type, after determining the second shift information, obtaining a preset engine speed change curve and shift time; during the shifting process of the target vehicle from the second target gear to other gears, scheduling the engine to adjust the engine speed of the target vehicle according to the preset engine speed change curve and shift time, and simultaneously scheduling the drive motor to perform torque disturbance.

[0019] According to another aspect of the embodiments of this application, a non-volatile storage medium is also provided, wherein a program is stored in the non-volatile storage medium, wherein the program controls the device where the non-volatile storage medium is located to perform the above-mentioned vehicle gear shifting control method when it runs.

[0020] According to another aspect of the embodiments of this application, a vehicle gear shifting control device is also provided, comprising: a first acquisition module, configured to acquire target state information, wherein the target state information is a target driving mode of a target vehicle or a driving activity index representing the driver's driving activity towards the target vehicle, wherein the driving activity index is used to quantify the driver's operational intensity and the vehicle's dynamic response state; a first determination module, configured to determine a target driving preference type of the target vehicle based on the target state information, wherein the target driving preference type is used to indicate the driving type corresponding to the driving behavior of the target vehicle; a second acquisition module, configured to acquire the first charge of the target vehicle's power battery, the actual number of gears of the target vehicle, and the actual speed of the target vehicle; and a second determination module, configured to... When the target driving preference type is type 1, the first target gear is determined based on the first battery level and the actual number of gears, and the first engine target speed is determined based at least on the actual vehicle speed and the first target gear. The set consisting of the first target gear and the first engine target speed is determined as the first shift information. The third determining module is used when the target driving preference type is type 2 to obtain a preset shift map, determine the second target gear based on the actual vehicle speed and the preset shift map, and determine the second engine target speed based at least on the actual vehicle speed and the second target gear. The set consisting of the second target gear and the second engine target speed is determined as the second shift information. The preset shift map is a two-dimensional chart containing multiple upshift lines and multiple downshift lines.

[0021] According to another aspect of the embodiments of this application, a vehicle is also provided, wherein the vehicle controller is used to execute the above-described vehicle gear shifting control method.

[0022] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory and a processor, wherein the processor is configured to run a program stored in the memory, wherein the program executes the above-described vehicle gear shifting control method when it runs.

[0023] According to another aspect of the embodiments of this application, a computer program product is also provided, including computer instructions, which, when executed by a processor, implement the above-described vehicle gear shifting control method.

[0024] In this embodiment, the following methods are employed: 1) Obtaining target state information, where the target state information is the target driving mode of the target vehicle or the driver's driving activity index for the target vehicle, wherein the driving activity index is used to quantify the driver's operational intensity and the vehicle's dynamic response state; 2) Determining the target driving preference type of the target vehicle based on the target state information, where the target driving preference type indicates the driving type corresponding to the target vehicle's driving behavior; 3) Obtaining the first charge level of the target vehicle's power battery, the actual number of gears in the target vehicle, and the actual speed of the target vehicle; 4) If the target driving preference type is type 1, determining the first target gear based on the first charge level and the actual number of gears, and determining the first engine target speed based at least on the actual speed and the first target gear, and grouping the first target gear and the first engine target speed together. The set of information is determined as the first shift information. When the target driving preference type is the second type, a preset shift map is obtained, and the second target gear is determined based on the actual vehicle speed and the preset shift map. At least the second target engine speed is determined based on the actual vehicle speed and the second target gear. The set of information consisting of the second target gear and the second target engine speed is determined as the second shift information. The preset shift map is a two-dimensional chart containing multiple upshift lines and multiple downshift lines. By determining the target driving preference type of the target vehicle and taking corresponding targeted shift information (first shift information and second shift information) for different preference types, the purpose of determining the shift strategy based on driving preference is achieved. This solves the technical problem in related technologies where the shift control strategy does not consider the user's differentiated driving preferences, resulting in a poor user experience. Attached Figure Description

[0025] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0026] Figure 1 This is a hardware structure block diagram of a computer terminal for implementing a vehicle gear shifting control method according to an embodiment of this application;

[0027] Figure 2 This is a flowchart of a vehicle gear shifting control method provided according to an embodiment of this application;

[0028] Figure 3 This is a diagram illustrating a driving style mapping process according to an embodiment of this application;

[0029] Figure 4 This is a control structure diagram provided according to an embodiment of this application;

[0030] Figure 5 This is a battery capacity range distribution diagram provided according to an embodiment of this application;

[0031] Figure 6 This is an engine direct drive access speed distribution diagram provided according to an embodiment of this application;

[0032] Figure 7 This is a schematic diagram illustrating the change of engine speed with vehicle speed according to an embodiment of this application;

[0033] Figure 8 This is a schematic diagram illustrating the relationship between simulated gear positions and actual gear positions according to an embodiment of this application;

[0034] Figure 9 This is a schematic diagram of engine speed for upshifting and downshifting according to an embodiment of this application;

[0035] Figure 10 This is a schematic diagram of a preset gear shift pattern provided according to an embodiment of this application;

[0036] Figure 11 This is a schematic diagram of a gear shifting process control according to an embodiment of this application;

[0037] Figure 12 This is a schematic diagram of a first type of hybrid system provided according to an embodiment of this application;

[0038] Figure 13 This is a schematic diagram of a second hybrid system provided according to an embodiment of this application;

[0039] Figure 14 This is a schematic diagram of a third hybrid system provided according to an embodiment of this application;

[0040] Figure 15 This is a schematic diagram of a vehicle gear shifting control device provided according to an embodiment of this application. Detailed Implementation

[0041] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0042] The information collected in this application embodiment is information and data authorized by the user or fully authorized by all parties. The collection, storage, use, processing, transmission, provision, disclosure and application of the relevant data all comply with the relevant laws, regulations and standards of the relevant regions, and necessary confidentiality measures have been taken. It does not violate public order and good morals, and provides corresponding operation entry points for users to choose to authorize or reject the automated decision results. If the user chooses to reject, the process will proceed to the expert decision-making process.

[0043] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application 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 this application 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 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.

[0044] In related technologies, the control strategies for multi-speed hybrid systems are optimized around system reliability, economy, and power, with the core objective being to improve basic performance. However, a systematic control framework capable of effectively distinguishing and adapting to diverse driving preferences has not yet been formed to address the differentiated needs of different users due to their driving habits and usage scenarios, resulting in a poor user experience. Therefore, there is a technical problem in related technologies where the shift control strategies do not consider differentiated user driving preferences, leading to a poor user experience. To solve this problem, this application provides a related solution, which is described in detail below.

[0045] According to an embodiment of this application, an embodiment of a vehicle gear shifting control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0046] The methods and embodiments provided in this application can be executed on a computer terminal or similar computing device. Figure 1 A hardware block diagram of a computer terminal for implementing a vehicle gear shifting control method is shown. Figure 1As shown, the computer terminal 10 may include one or more processors 102 (shown as 102a, 102b, ..., 102n in the figure) 102 (processor 102 may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.), a memory 104 for storing data, and a transmission device 106 for communication functions. In addition, it may also include: a display, an input / output interface (I / O interface), a universal serial bus (USB) port (which may be included as one of the ports of a BUS bus), a network interface, a power supply, and / or a camera. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the aforementioned electronic device. For example, computer terminal 10 may also include... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0047] It should be noted that the aforementioned one or more processors 102 and / or other data processing circuits are generally referred to herein as "data processing circuits". These data processing circuits may be embodied, in whole or in part, in software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuits may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the computer terminal 10. As involved in the embodiments of this application, the data processing circuits serve as processor control (e.g., selection of a variable resistor termination path connected to an interface).

[0048] The memory 104 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the vehicle gear shifting control method in this embodiment. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, thereby realizing the aforementioned vehicle gear shifting control method. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the computer terminal 10 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0049] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the computer terminal 10. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0050] The display can be, for example, a touchscreen liquid crystal display (LCD) that allows the user to interact with the user interface of the computer terminal 10.

[0051] Under the aforementioned operating environment, embodiments of this application provide a vehicle gear shifting control method, such as... Figure 2 The diagram shown is a flowchart of a vehicle gear shifting control method according to an embodiment of this application, including:

[0052] Step S202: Obtain target status information. The target status information is the target driving mode of the target vehicle or the driver's driving activity index for the target vehicle. The driving activity index is used to quantitatively represent the driver's operational intensity and the vehicle's dynamic response status.

[0053] In the technical solution provided in step S202, the target state information is used to initiate the subsequent driving preference type judgment logic. This target state information serves as the initial input to the entire control strategy, and its accuracy directly determines the reliability of the driving style classification, thereby affecting the adaptation accuracy of subsequent gear selection and speed control strategies. In this embodiment, the target state information is acquired using a dual-channel parallel acquisition mechanism, aiming to cover two types of information sources: user-initiated intentions and passive behavioral characteristics, to achieve multi-dimensional and highly robust recognition of driving preferences.

[0054] Specifically, the target state information consists of one or a combination of the following two data sources: The first data source is the target driving mode actively selected by the driver through the in-vehicle human-machine interface. This mode includes, but is not limited to, "Comfort Mode," "Economy Mode," and "Sport Mode." These modes have unique coded identifiers in the preset parameter table of the vehicle control unit and are bound to a preset driving style mapping relationship. The second data source is the driving activity index calculated by the vehicle control system based on the real-time driving data of the driver driving the target vehicle (e.g., including vehicle speed data, acceleration data, etc.). This index is a quantitative representation of the driver's operational intensity and the vehicle's dynamic response state.

[0055] Step S204: Determine the target driving preference type of the target vehicle based on the target status information. The target driving preference type is used to indicate the driving type corresponding to the driving behavior of the target vehicle.

[0056] In the technical solution provided in step S204, the following rules are followed when determining the target driving preference type of the target vehicle based on the target state information:

[0057] In actual operation, when the target state information is the driver's selected target driving mode, each driving mode has a preset mapping relationship with the driving preference type. The target driving mode can be directly mapped to either type one or type two. When the target state information is the driver's driving activity index for the target vehicle, the driving intensity is determined based on the driving activity index. Driving intensity is divided into first and second levels, with level one indicating lower driving intensity than level two. Level one is defined as a driving activity index less than a preset activity threshold; level two is defined as a driving activity index greater than or equal to the preset activity threshold. The target driving preference type corresponding to level one is type one. The target driving preference type corresponding to level two is type two. Type one refers to a driving preference type where the target vehicle response exhibits minimized acceleration fluctuations and continuous power output, indicating that the driver's driving style for the target vehicle is a smooth style. Under this smooth style, the vehicle response exhibits linear, gentle, and low-interference characteristics, suitable for urban commuting, long-distance cruising, and usage scenarios sensitive to driving comfort. The second type refers to a driving preference type where the target vehicle's response exhibits a stepped power output and perceptible gear changes. This indicates that the driver's driving style for the target vehicle is sporty. Under this type of sporty style, the vehicle exhibits clear gear response, progressive power release, and increasing sound characteristics during acceleration. It is suitable for driving on mountain roads, overtaking at high speeds, and driving scenarios that pursue driving pleasure.

[0058] Figure 3 This is a diagram illustrating a driving style mapping process according to an embodiment of this application, showing some mapping examples, such as... Figure 3As shown, driving styles (corresponding to target driving preference types) are mapped based on driving mode or driving intensity. There is a direct mapping relationship between driving mode and driving style. When mapping by driving mode, comfort-oriented models such as Eco, Comfort, Eco, Novice, and Relax directly map to a smooth driving style (corresponding to the first type). Sport-oriented modes such as Sport, S+ (a high-performance sport driving mode), Track, Ultimate, and Off-Road directly map to a sporty style (corresponding to the second type). When mapping by driving intensity, smooth driving, moderately smooth driving, and a balance between aggressive and smooth driving (corresponding to the first level of vehicle driving intensity) directly map to the first style. Aggressive driving, moderately aggressive driving (corresponding to the second level of vehicle driving intensity), directly maps to the second style.

[0059] Once the target driving preference type is determined to be either type one or type two, different shift control strategies are adopted for different types. Figure 4 According to a control structure diagram provided in an embodiment of this application, driving style mapping is first performed. After determining a first style (corresponding to a first type) or a second style (corresponding to a second type) based on the driving style, different control strategies are adopted: For the first style, a first target gear selection and first gear ratio control are performed. For the second style, a second target gear selection, second gear ratio control, and shifting process control are performed.

[0060] The number of gears and vehicle speed are physical constraints that determine the timing of engine engagement and the mapping relationship between engine speed. Step S206 is executed to obtain the first charge of the target vehicle's power battery, the actual number of gears in the target vehicle, and the actual speed of the target vehicle.

[0061] In the technical solution provided in step S206, the current State of Charge (SOC) of the power battery is collected in real time by the Battery Management System (BMS) and recorded as the first charge value. This value is output as a percentage and its range is limited to the usable operating range of the power battery, i.e., from the minimum usable SOC to the maximum usable SOC. The first charge data is continuously updated with a fixed sampling period (e.g., 100ms). The actual number of gears equipped in the target vehicle is read from the configuration parameter table of the Vehicle Control Unit (VCU). This parameter is a hard-coded value, representing the total number of physically switchable mechanical gears in the engine direct drive mode of the hybrid system (the vehicle's hybrid power system), such as 2nd gear and 3rd gear. The actual vehicle speed is obtained through the vehicle speed sensor. This value is the instantaneous speed of the vehicle's longitudinal movement at the current moment. The sampling frequency of the actual vehicle speed is synchronized with the first charge value to ensure that the parameters are aligned in the time dimension, providing a consistent time reference for subsequent control decisions. By accurately collecting and synchronously acquiring three key parameters—the initial charge level of the power battery, the actual number of gears, and the actual vehicle speed—accurate and stable input is provided for determining subsequent gear shift information, avoiding gear misjudgment caused by missing parameters, asynchronous sampling, or misreading of parameters.

[0062] Step S208: When the target driving preference type is type 1, determine the first target gear based on the first battery level and the actual number of gears, and determine the first engine target speed based at least on the actual vehicle speed and the first target gear. The set consisting of the first target gear and the first engine target speed is determined as the first shift information. When the target driving preference type is type 2, obtain a preset shift map, determine the second target gear based on the actual vehicle speed and the preset shift map, and determine the second engine target speed based on the actual vehicle speed and the second target gear. The set consisting of the second target gear and the second engine target speed is determined as the second shift information. The preset shift map is a two-dimensional chart containing multiple upshift lines and multiple downshift lines.

[0063] In the technical solution provided in step S208, there are multiple ways to determine the first target gear based on the first power level and the actual number of gears. For example: the range between zero power level and full power level of the power battery is determined as the target power level range; multiple preset power level thresholds are obtained, wherein the values ​​of the multiple preset power level thresholds are different; the target power level range is divided into multiple consecutive first power level sub-ranges by the multiple preset power level thresholds, wherein the number of multiple first power level sub-ranges is equal to the actual number of gears, and each first power level sub-range corresponds to one gear; when determining the first target gear for the first time, the gear corresponding to the first power level sub-range in which the first power level is located is determined as the first target gear.

[0064] In some embodiments of this application, the range between zero battery charge (0% charge) and full battery charge (100% charge) is defined as the target charge range. Multiple preset charge thresholds have different values ​​that fall within the target charge range. Among these preset charge thresholds are two fixed thresholds, with the smallest preset charge threshold being... (Minimum usable SOC determined based on the battery's physical characteristics), maximum preset capacity threshold (Maximum usable SOC determined based on the battery's physical characteristics). Taking a 3-speed hybrid system as an example, the target battery capacity range is divided into 3 intervals (the aforementioned multiple first battery capacity sub-intervals), with corresponding preset battery capacity thresholds in ascending order of value. , , , Each first energy level range corresponds to a gear (this gear is the actual gear).

[0065] When the first target gear is determined for the first time, the first battery level currently acquired ( The value is compared with the boundaries of the multiple first energy level sub-intervals (each first energy level sub-interval is an energy level interval composed of two corresponding preset energy level thresholds) to determine its corresponding interval. This determination adopts a unified rule of left-open and right-closed closed intervals to avoid ambiguity due to overlapping boundaries. For example: if the first energy level is located at [ , If the battery's first charge level (corresponding to gear 2) is within the first charge sub-range (corresponding to gear 2), then the first target gear is determined to be gear 2. This process is a one-time initial mapping, and its output serves as the reference for subsequent control. The higher the value, the more gears (and the smaller the gear ratio). It should be noted that the intermediate thresholds SOCthreshold1 and SOCthreshold2 for dividing battery capacity ranges are obtained through experimental methods based on battery capacity, vehicle parameters, and user habits.

[0066] To ensure the accuracy of the determined first target gear and avoid gear misjudgment, a hysteresis window value is set for each first energy level range. Based on the actual battery capacity, the first capacity ( The gear position is updated in real time based on the gear shift process, as follows:

[0067] After initially determining the first target gear, the first target gear is updated at preset time intervals to obtain the updated first target gear:

[0068] At preset time intervals, the updated first battery level is obtained. When the updated first battery level is less than or equal to the first battery level, the gear corresponding to the first battery level sub-interval in which the updated first battery level is located is determined as the updated first target gear. When the updated first battery level is greater than the first battery level, a preset hysteresis window value is obtained, and the endpoints of the multiple first battery level sub-intervals are updated according to the preset hysteresis window value to obtain multiple second battery level sub-intervals. The gear corresponding to the second battery level sub-interval in which the updated first battery level is located is determined as the updated first target gear. The preset hysteresis window value is a battery level offset threshold set to avoid frequent gear switching due to small fluctuations in the battery level. The following further explains the update process of the first target gear.

[0069] Each battery level update will encounter one of the following situations:

[0070] Scenario 1: If the updated first battery level is less than or equal to the first battery level, it means that the current first battery level ( During the decline of the battery level, multiple first energy level sub-ranges do not need to be adjusted. Only the gear corresponding to the first energy level sub-range into which the updated first energy level falls needs to be determined as the updated first target gear. This logic ensures that as the energy level continues to decline, the gears are gradually downgraded in a preset order, conforming to the natural evolution trend of energy recovery and power demand.

[0071] Scenario 2: If the updated first battery level is greater than the original first battery level, it means that the original first battery level ( If the battery is in an upward trend, directly using the original interval boundaries (multiple first energy sub-intervals) will cause the battery to shift up when the energy level slightly recovers (such as during charging efficiency fluctuations or brief regenerative braking intervention) due to exceeding the threshold, resulting in unnecessary shifting and energy cycle losses. To avoid this problem, a preset hysteresis window value is introduced. Multiple first energy level sub-ranges are updated separately to obtain multiple second energy level sub-ranges. A preset hysteresis window value is a threshold value set to prevent frequent gear switching due to small fluctuations in the power battery's energy level. The gear corresponding to the second energy level sub-range into which the updated first energy level falls is determined as the updated first target gear.

[0072] By establishing a power range division based on the actual number of gears, initial mapping, and a dynamic update mechanism with hysteresis windows, this implementation achieves highly coordinated intelligent control of gear allocation and battery power changes under the first type of driving preference. It not only downshifts gradually according to decreasing power during discharge to ensure power response, and avoids ineffective upshifts during charging through hysteresis windows, but also fundamentally eliminates frequent gear switching caused by minor fluctuations in battery charging and discharging, significantly improving driving smoothness and energy utilization efficiency.

[0073] Figure 5 Based on the battery capacity range distribution diagram provided in the embodiments of this application, a range division of a 3-speed hybrid system is illustrated, such as... Figure 5 As shown, for hybrid systems with power levels 1 to 3, the preset battery thresholds are arranged in ascending order as follows: , , , It is divided into three first-order energy sub-ranges. First-order energy ( ) is in a downward trend (by to )hour, < The first target gear is 3rd gear (the gear with the lowest direct drive gear ratio of the engine). < The target gear is 2nd gear (the gear in the middle of the engine direct drive transmission ratio). < The target gear is 1st gear (the gear with the highest direct-drive gear ratio in the engine). First charge ( ) is in an upward trend (by to )hour, > The target gear is 1st gear (the gear with the highest direct drive transmission ratio of the engine). > + The target gear is 2nd gear (the gear in the middle of the engine direct drive transmission ratio). > + The target gear is 3rd gear (the gear with the lowest direct drive gear ratio).

[0074] The initial target gear is determined based on the battery charge level. Since the rate of change in battery charge is much slower than that of throttle and vehicle speed, combined with the setting of the battery hysteresis window, the frequency of gear shifts can be significantly reduced. This, in turn, significantly reduces the noise fluctuations and vehicle acceleration fluctuations caused by changes in engine speed during gear shifts, improving ride smoothness. When the initial charge level is high, a low gear ratio is selected, which delays the engine's engagement. When the engine engages, the vehicle speed is high, and road noise and wind noise can completely mask the engine sound, achieving imperceptible charging. When the initial charge level is low, a high gear ratio is selected, which can precisely match the engine speed in series mode and improve charging efficiency, balancing smoothness and charging needs.

[0075] After determining the first target gear, the core of first gear ratio control is to determine the entry speed of the engine direct drive and the engine speed control strategy in series mode based on the gear ratio of the multi-gear hybrid system engine direct drive. In the technical solution provided in step S208, when performing first gear ratio control, there are multiple ways to determine the first engine target speed based on at least the actual vehicle speed and the first target gear. For example: determining the first engine target speed corresponding to the first target gear, where the first engine target speed is determined based on the gear ratio corresponding to the first target gear, the vehicle tire radius, and the actual vehicle speed; obtaining the target engine direct drive corresponding to the first target gear. The entry speed is defined as follows: The target engine direct drive entry speed is the minimum speed at which the hybrid system of the target vehicle can be switched to parallel mode in the first target gear. If the actual vehicle speed is greater than or equal to the target engine direct drive entry speed, the hybrid system of the target vehicle is switched to parallel mode. In parallel mode, the actual engine speed reaches the first engine target speed by disengaging the clutch. If the actual vehicle speed is less than the target engine direct drive entry speed, the hybrid system of the target vehicle is switched to series mode. In series mode, the actual engine speed reaches the first engine target speed by adjusting the engine speed through generator scheduling.

[0076] Specifically, the engine direct drive entry speed for each actual gear is calculated using the following formula:

[0077]

[0078] in, The engine direct drive entry speed for the corresponding gear to enter engine direct drive mode; This is the minimum engine speed for direct drive. This parameter was obtained through testing based on the vibration characteristics of the vehicle under direct engine drive conditions. This refers to the speed ratio of the corresponding gear. This refers to the radius of the vehicle's tires.

[0079] Figure 6This is a vehicle speed distribution diagram for direct-drive access provided according to an embodiment of this application, where the horizontal axis represents vehicle speed and the vertical axis represents engine speed. Figure 6 This diagram illustrates the engine direct drive entry speed distribution for each gear in a 3-speed engine hybrid system. The dashed line represents the minimum engine speed for direct drive. The three lines correspond to the direct drive entry speeds for gears 1, 2, and 3, respectively.

[0080] When the engine is running for purposes such as refueling or heating, after determining the first target gear, the ideal engine speed in that first target gear is first determined, i.e., the first engine target speed. This calculation result is the ideal engine speed that the system expects the engine to maintain at that vehicle speed and gear. For the first target gear, the first engine target speed is determined based on the gear ratio corresponding to the first target gear, the vehicle tire radius, and the actual vehicle speed. For example, the first engine target speed can be determined using the following formula:

[0081]

[0082] in, This refers to the actual vehicle speed; The target speed of the first engine (the unit of speed is r / s); The gear ratio for the first target gear; This is the radius of the vehicle's tires. At this point, only... An unknown quantity can be used to calculate the target speed of the first engine using this formula.

[0083] The set of the first target gear and the first target engine speed is determined as the first shift information for shifting to that gear. After calculating the first target engine speed, it is necessary to determine whether to use parallel or series mode to make the actual engine speed of the target vehicle reach the first target engine speed by comparing the relationship between the actual vehicle speed and the direct drive entry speed of the first target gear.

[0084] If the actual vehicle speed is greater than or equal to the engine direct drive entry speed for the first target gear, the hybrid system switches to engine direct drive mode (parallel mode). In parallel mode, the actual engine speed reaches the first engine target speed by disengaging the clutch: the vehicle control unit issues a command to close the disengaging clutch, mechanically connecting the engine output shaft to the drive shaft. Due to the rigid coupling between the engine and the wheels, its speed will naturally follow the physical relationship between vehicle speed and gear ratio, automatically adjusting to the first engine target speed.

[0085] If the actual vehicle speed is lower than the engine direct drive entry speed for the first target gear, the current speed is deemed too low. Directly engaging the clutch would cause the engine speed to be much higher than the wheel's required speed, leading to clutch slippage, increased vibration, or even power interruption. Therefore, the hybrid system switches to engine series mode. In this mode, the disengagement clutch is disconnected, completely decoupling the engine from the wheels. The engine speed maintains the same gear ratio-vehicle speed correspondence as in direct drive mode. Precise speed control is achieved by adjusting the generator's speed (e.g., by adjusting the generator's electromagnetic load (i.e., absorbing power) and utilizing its reverse drag effect to control the engine speed), ensuring the actual engine speed reaches the first target engine speed. It is important to note that as the shifting process continues, to ensure power generation efficiency and engine stability, once the engine speed reaches the minimum idle speed for power generation (the minimum speed at which the engine can maintain stable combustion, reliable power generation, and without stalling under no mechanical load (or only driving the generator), it will not decrease further and will maintain this stable speed.

[0086] Figure 7 This is a schematic diagram of the change of engine speed with vehicle speed according to an embodiment of this application, where the horizontal axis represents vehicle speed and the vertical axis represents engine speed. Figure 7 This demonstrates the relationship between engine speed and vehicle speed during continuous engine rotation. Using the direct-drive entry speed and the minimum engine speed for direct drive as boundaries, it shows the engine speed variation with vehicle speed in series mode and the engine speed variation with vehicle speed in direct-drive mode (parallel mode). By implementing the gear ratio control for the first target gear, at each gear ratio, regardless of whether the hybrid system is in direct-drive (parallel) mode with direct mechanical connection between the engine and wheels, or in series mode with decoupled engine and wheels, the engine speed and vehicle speed exhibit a linear relationship. Furthermore, there is no gear or mode switching within a certain time period, avoiding speed changes and noise fluctuations caused by gear shifting and mode switching, effectively improving ride smoothness.

[0087] In the technical solution provided in step S208, when the target driving preference type is the second type, it is necessary to select the second target gear and control the second gear ratio. First, the second target gear is determined based on the actual vehicle speed and the preset shift map. The preset shift map is constructed in the following way: determining multiple simulated gears of the target vehicle; determining multiple upshift lines and multiple downshift lines corresponding to the multiple simulated gears, wherein any two consecutive simulated gears between the multiple simulated gears correspond to one upshift line and one downshift line among the multiple upshift lines; and constructing the preset shift map based on the multiple upshift lines and multiple downshift lines.

[0088] The meaning of "any two consecutive simulated gears corresponding to one upshift line and one downshift line among multiple upshift lines" is as follows: Among multiple simulated gears, any two consecutive adjacent simulated gears correspond to a unique upshift line and a unique downshift line. The upshift line is the only one among multiple upshift lines used to indicate the trigger condition (upshift speed and accelerator pedal opening) for shifting from the lower gear to the higher gear between the two consecutive simulated gears. Similarly, the downshift line is the only one among multiple downshift lines used to indicate the trigger condition (downshift speed and accelerator pedal opening) for shifting from the higher gear to the lower gear between the two consecutive simulated gears.

[0089] Determining multiple simulated gears for the target vehicle includes: obtaining a first gear ratio for a first gear and a second gear ratio for a second gear, and determining the quotient of the first gear ratio and the second gear ratio as a first gear ratio order, wherein the first gear is the lowest gear among the multiple actual gears of the target vehicle, and the second gear is the highest gear among the multiple actual gears of the target vehicle; obtaining a preset minimum gear ratio order and a preset maximum gear ratio order; determining a target gear ratio order between the preset minimum gear ratio order and the preset maximum gear ratio order, wherein the quotient of the first gear ratio order and the target gear ratio order is N, where N is an integer; determining multiple simulated gear ratios based on the first gear ratio, the second gear ratio, and the target gear ratio order, wherein the total number of multiple simulated gear ratios is equal to the preset number of simulated gears; assigning a simulated gear to each of the multiple simulated gear ratios to obtain multiple simulated gears, wherein the gear level of the multiple simulated gears is inversely proportional to the size of the corresponding simulated gear ratio.

[0090] Specifically, the gear ratio order of the lowest gear (first gear) and the highest gear (second gear) of the multi-gear hybrid system is first calculated:

[0091]

[0092] in, The actual lowest and highest gear ratio (first gear ratio). This is the gear ratio of the lowest gear (the first gear ratio of the first gear). This is the gear ratio of the highest gear (the second gear ratio of the second gear).

[0093] From the preset minimum ideal speed ratio (preset minimum speed ratio) Compared with the maximum ideal speed ratio (preset maximum speed ratio). Between these, select the speed ratio order (first speed ratio order) that is consistent with the actual speed ratio order. Target speed ratio order in multiples of an integer The following constraints must be met:

[0094] < <

[0095] ÷ =N (N is an integer).

[0096] The process of determining multiple simulated gear ratios based on the first gear ratio, the second gear ratio, and the target gear ratio order, wherein the total number of the multiple simulated gear ratios is equal to the preset number of simulated gears (e.g., 8), is as follows:

[0097] With the actual lowest gear ratio The highest gear ratio Based on;

[0098] N-1 speed ratios are set between the two references, and the calculation formula for each simulated gear speed ratio is as follows: Start dividing by gradually increasing : , ... Until .

[0099] When the simulated gear ratio determined by the above method is less than the preset number of simulated gears, the simulated gear ratios are continued to be supplemented in the following way until the total number of simulated gear ratios generated equals the preset number of simulated gears, at which point the generation of new simulated gear ratios stops.

[0100] Determine the gear ratio compared to the lowest gear. For larger gear ratios, the calculation formula for the gear ratios of each simulated gear is from... Starting with incremental multiplication : , ...

[0101] Determine the gear ratio of the highest gear. Smaller gear ratios; the formula for calculating the gear ratio of each simulated gear is from the highest gear ratio. Start dividing by gradually increasing : , ...

[0102] The simulated gear ratios are sorted from largest to smallest as shown in Table 1 below:

[0103] Table 1:

[0104]

[0105] When the simulated gear ratios are less than the preset number of simulated gears, the actual lowest and highest gear ratios are used as a benchmark. The number of gear ratios higher than the actual lowest gear ratio is increased by 1-2 gears compared to the number of gear ratios lower than the actual highest gear ratio, until the preset number of simulated gears is reached. Finally, the gear ratios of each simulated gear are determined from largest to smallest, resulting in multiple simulated gear ratios. A simulated gear is then assigned to each of these simulated gear ratios, resulting in multiple simulated gears. The gear position (1st gear being the lowest) of these simulated gears is inversely proportional to the magnitude of the corresponding simulated gear ratio.

[0106] Figure 8 This is a schematic diagram illustrating the relationship between simulated and actual gear positions in an embodiment of this application, showing the relationship between simulated and actual gear positions when a 2-speed hybrid system simulates an 8-speed system. The horizontal axis represents vehicle speed, and the vertical axis represents engine speed. The preset number of simulated gears is 8. Virtual gears 1 through 8 represent 8 simulated gears. Figure 8 The diagram shows how engine speed changes with vehicle speed under different simulated gears and the correspondence between simulated gears and actual gears. In the diagram, the virtual 4th gear corresponds to the real 1st gear (i.e., the actual 1st gear in the 2-speed hybrid system), and the virtual 6th gear corresponds to the real 2nd gear (the actual 2nd gear in the 2-speed hybrid system).

[0107] When constructing a preset shift pattern, multiple upshift lines and multiple downshift lines corresponding to multiple simulated gears are determined, including: obtaining the first simulated gear ratio of the first simulated gear and the second simulated gear ratio of the second simulated gear, wherein the first simulated gear and the second simulated gear are any two consecutive simulated gears from multiple simulated gears, the simulated gear ratio of the first simulated gear is greater than the simulated gear ratio of the second simulated gear, and the first simulated gear is a simulated gear one gear lower than the second simulated gear; obtaining multiple preset accelerator pedal openings contained in a preset accelerator pedal opening range; obtaining the engine direct drive minimum speed and the engine maximum speed, and determining the upshift engine speed and downshift engine speed corresponding to the multiple preset accelerator pedal openings based on the engine direct drive minimum speed and the engine maximum speed, wherein the minimum upshift engine speed is the product of the engine direct drive minimum speed and the target gear ratio order, and the maximum upshift engine speed is the product of the engine direct drive minimum speed and the target gear ratio order. High RPM; the minimum downshift engine RPM is the lowest direct-drive engine RPM, and the maximum downshift engine RPM is the quotient of the highest engine RPM and the target gear ratio; determine the upshift and downshift vehicle speeds corresponding to multiple preset accelerator pedal openings, wherein the upshift vehicle speed corresponding to the first preset accelerator pedal opening is determined based on the upshift engine RPM of the first preset accelerator pedal, the tire radius of the target vehicle, and the first simulated gear ratio, and the downshift vehicle speed corresponding to the first preset accelerator pedal opening is determined based on the downshift engine RPM of the first preset accelerator pedal, the tire radius of the vehicle, and the second simulated gear ratio; determine the upshift lines corresponding to the first and second simulated gears based on the upshift vehicle speeds corresponding to the multiple preset accelerator pedal openings and the multiple preset accelerator pedal openings; determine the downshift lines corresponding to the first and second simulated gears based on the downshift vehicle speeds corresponding to the multiple preset accelerator pedal openings and the multiple preset accelerator pedal openings.

[0108] Specifically, the method for determining the multiple upshift lines and multiple downshift lines corresponding to multiple simulated gears is the same. The following uses the first simulated gear and the second simulated gear as examples to illustrate the process of constructing upshift lines and downshift lines.

[0109] The preset accelerator pedal opening range is set to 10%-100%, with 10% corresponding to the minimum engine speed and 100% corresponding to the maximum engine speed. This preset accelerator pedal opening range is further divided into multiple preset accelerator pedal openings (for example, starting from an accelerator pedal opening of 10%, with a step size of 10%, a total of 10 ranges are divided from 10% to 100% (i.e., 10%, 20%, 30%, ..., 100%)).

[0110] Obtain the lowest direct drive speed of the engine Maximum engine speed.

[0111] Based on the engine's lowest direct-drive speed and highest engine speed, the engine speeds corresponding to upshifts and downshifts for multiple preset accelerator pedal openings are determined. The minimum upshift engine speed (corresponding to a preset accelerator pedal opening of 10%) is the product of the engine's lowest direct-drive speed and the target gear ratio. The maximum upshift engine speed (corresponding to a preset accelerator pedal opening of 100%) is the engine's highest speed. For downshifts, the minimum downshift engine speed is the engine's lowest direct-drive speed, and the maximum downshift engine speed is the quotient of the engine's highest speed and the target gear ratio.

[0112] For upshift engine speeds at other preset accelerator pedal openings between the lowest preset accelerator pedal opening (10%) and the highest preset accelerator pedal opening (100%), linear interpolation is performed between the minimum and maximum upshift engine speeds, in a manner that gradually increases the upshift engine speed, to obtain the upshift engine speeds at other preset accelerator pedal openings.

[0113] For downshift engine speeds at other preset accelerator pedal openings that fall between the lowest preset accelerator pedal opening (10%) and the highest preset accelerator pedal opening (100%), linear interpolation is performed between the minimum and maximum values ​​of the downshift engine speeds, in a manner that gradually increases the downshift engine speed, to obtain the downshift engine speeds at other preset accelerator pedal openings.

[0114] After determining the upshift and downshift engine speeds corresponding to multiple preset accelerator pedal openings using the above method, it is necessary to determine the upshift and downshift vehicle speeds corresponding to each preset accelerator pedal opening. The following uses the first preset accelerator pedal opening as an example to illustrate the process of determining the corresponding upshift and downshift vehicle speeds. Here, the first preset accelerator pedal opening is any one of the multiple preset accelerator pedal openings:

[0115] The upshift speed corresponding to the first preset accelerator pedal opening is determined based on the upshift engine speed at the first preset accelerator pedal opening, the tire radius of the target vehicle, and the first simulated gear ratio:

[0116] The upshift speed corresponding to the first preset accelerator pedal opening = upshift engine speed at the first preset accelerator pedal opening ÷ first simulated gear ratio × 2π × target vehicle tire radius.

[0117] The downshift speed corresponding to the first preset accelerator pedal opening is determined based on the downshift engine speed of the first preset accelerator pedal, the vehicle tire radius, and the second simulated gear ratio:

[0118] The downshift speed corresponding to the first preset accelerator pedal opening = downshift engine speed at the first preset accelerator pedal opening ÷ second simulated gear speed × 2π × target vehicle tire radius.

[0119] Taking the shift from 1st to 2nd gear as an example, the shift speed at the first preset accelerator pedal opening in the shift speed line is the shift engine speed at the first preset accelerator pedal opening ÷ the gear ratio of 1st gear (first simulated gear ratio) × 2π × tire radius.

[0120] The upshift and downshift speeds corresponding to multiple preset accelerator pedal openings are obtained through the above method. Based on the upshift speeds corresponding to the multiple preset accelerator pedal openings and the multiple preset accelerator pedal openings, a first upshift line (the upshift line used for upshifting between the first simulated gear and the second simulated gear, from the first simulated gear to the second simulated gear) is determined: the upshift line is located in a two-dimensional coordinate system with vehicle speed as the horizontal axis (X-axis) and accelerator pedal opening as the vertical axis (Y-axis), and each data point is (upshift speed, the preset accelerator pedal opening corresponding to this upshift speed); based on the downshift speeds corresponding to the multiple preset accelerator pedal openings and the multiple preset accelerator pedal openings, a first downshift line (the downshift line used for downshifting between the first simulated gear and the second simulated gear, from the second simulated gear to the first simulated gear) is determined: the upshift line is located in a two-dimensional coordinate system with vehicle speed as the horizontal axis (X-axis) and accelerator pedal opening as the vertical axis (Y-axis), and each data point is (downshift speed, the preset accelerator pedal opening corresponding to this downshift speed).

[0121] Figure 9 This is a schematic diagram of engine speed for upshifting and downshifting according to an embodiment of this application, showing the engine speed for upshifting and downshifting when the accelerator pedal opening is 10% to 100%. The highest value of the engine speed for upshifting is the highest engine speed, and the lowest value of the engine speed for downshifting is the lowest vehicle speed for direct engine drive.

[0122] A preset shift pattern is constructed based on multiple upshift lines and multiple downshift lines, including: on the horizontal axis of the preset shift pattern, the multiple upshift lines and multiple downshift lines are sorted in order from low to high simulated gears, with upshift lines first and downshift lines last, to obtain the preset shift pattern. The horizontal axis of the preset shift pattern is the vehicle speed, and the vertical axis is the accelerator pedal opening.

[0123] By using a preset shift map based on simulated gear ratio steps, engine speed boundaries, and accelerator pedal opening, the multi-speed hybrid system achieves refined responses to driving styles under limited hardware gear conditions. Through multi-level speed steps and hysteresis characteristics formed by upshift and downshift lines, the engine speed exhibits a stepped increase and stable decrease with accelerator pedal opening, simulating the acceleration layers and power feedback of a multi-speed vehicle. This significantly enhances driving engagement and caters to the driving preferences of suitable drivers. This map does not rely on increasing the number of hardware gears; it differentiates the driving experience solely through control strategies, effectively solving the technical problems of balancing smoothness and sportiness, and the lack of a single shift experience. This improves the overall driving quality of the vehicle under different driving preference scenarios.

[0124] Figure 10 This is a schematic diagram of a preset gear shifting pattern provided according to an embodiment of this application. The horizontal axis represents vehicle speed, and the vertical axis represents accelerator pedal opening. Taking 8 simulated gears as an example, the dashed lines in the diagram represent downshift lines, and the solid lines represent upshift lines. Different colors represent the upshift and downshift lines corresponding to any two consecutive simulated gears. In ascending order of gear, the red solid line represents the upshift line from 1st to 2nd gear, and the red dashed line represents the downshift line from 2nd to 1st gear; the blue solid line represents the upshift line from 2nd to 3rd gear, and the blue dashed line represents the downshift line from 3rd to 4th gear. The downshift line is for gear 2; the solid purple-red line is for upshifting from gear 3 to 4, and the dashed purple-red line is for downshifting from gear 4 to 3; the solid light green line is for upshifting from gear 4 to 5, and the dashed light green line is for downshifting from gear 5 to 4; the solid black line is for upshifting from gear 5 to 6, and the dashed black line is for downshifting from gear 6 to 5; the solid dark green line is for upshifting from gear 6 to 7, and the dashed dark green line is for downshifting from gear 7 to 6; the solid brown line is for upshifting from gear 7 to 8, and the dashed brown line is for downshifting from gear 8 to 7.

[0125] In the technical solution provided in step S208, determining the second target gear based on the actual vehicle speed and a preset shift map, and determining the second target engine speed based on the actual vehicle speed and the second target gear, includes: obtaining the target accelerator pedal opening at the actual vehicle speed; matching gears based on the actual vehicle speed and the target accelerator pedal opening in the preset shift map to obtain the second target gear; when the second target gear is either the first gear or the second gear, switching the hybrid system of the target vehicle to parallel mode, wherein the first gear is the lowest gear among the multiple actual gears of the target vehicle, and the second gear is the highest gear among the multiple actual gears of the target vehicle; in parallel mode, disengaging the clutch to make the actual engine speed reach the second engine target speed; when the second target gear is neither the first gear nor the second gear, switching the hybrid system of the target vehicle to series mode, wherein the first gear is the lowest gear among the multiple actual gears of the target vehicle, and the second gear is the highest gear among the multiple actual gears of the target vehicle; in series mode, adjusting the engine speed by scheduling the generator to make the actual engine speed reach the second engine target speed.

[0126] Specifically, in the preset shift map, the gear is matched according to the actual vehicle speed and the target accelerator pedal opening to obtain the second target gear. This includes: when the target vehicle is not equipped with a manual shift mechanism, the gear is matched according to the actual vehicle speed and the target accelerator pedal opening in the preset shift map to obtain the second target gear; when the target vehicle is equipped with a manual shift mechanism, the gear is matched according to the actual vehicle speed and the target accelerator pedal opening in the preset shift map by looking up the map to obtain the initial target gear; the driver's operation command for the manual shift mechanism is obtained, and the initial target gear is adjusted according to the operation command to obtain the second target gear, ensuring that it meets the driver's sporty driving needs.

[0127] When the second target gear is either the first or second gear, the hybrid system of the target vehicle is switched to parallel mode. In parallel mode, the engine speed is brought to the first target engine speed by disengaging the clutch: the vehicle control unit issues a command to close the disengaging clutch, mechanically connecting the engine output shaft and the drive shaft. Due to the rigid coupling between the engine and the wheels, its speed will naturally follow the physical relationship between vehicle speed and gear ratio, automatically adjusting to the first target engine speed.

[0128] When the second target gear is neither the first nor the second gear (neither the first nor the second gear), the hybrid system of the target vehicle is switched to series mode. In this mode, the disengagement clutch is disengaged, completely decoupling the engine from the wheels. The engine speed maintains the same gear ratio-vehicle speed correspondence as in direct drive mode. The engine speed is precisely controlled by adjusting the generator (e.g., by adjusting the generator's electromagnetic load (i.e., absorbing power) and using its reverse drag effect to control the engine speed), so that the actual engine speed reaches the second target engine speed. It is important to note that as the gear shifting process continues, to ensure power generation efficiency and engine operating stability, once the engine speed reaches the minimum idle power generation speed (the minimum speed at which the engine can maintain stable combustion, reliable power generation, and no stalling under no mechanical load (or only driving the generator)), it will no longer decrease and will maintain stable operation at this speed.

[0129] It should be noted that the method for determining the target engine speed of the second engine is similar to that of the first engine. It is the ideal engine speed in the second target gear, i.e., the second engine target speed. This calculation result represents the ideal engine speed that the system expects the engine to maintain at that vehicle speed and gear. For the second target gear, the target engine speed is determined based on the gear ratio corresponding to the second target gear, the vehicle tire radius, and the actual vehicle speed.

[0130] For example, the target speed of the second engine can be determined using the following formula:

[0131]

[0132] in, This refers to the actual vehicle speed; The target speed of the second engine (speed unit is r / s); The gear ratio for the second target gear; This is the radius of the vehicle's tires. At this point, only... An unknown quantity can be used to calculate the target speed of the second engine using this formula.

[0133] The set consisting of the second target gear and the second engine target speed is determined as the second shift information for shifting the second target gear at that vehicle speed.

[0134] In the technical solution provided in step S208, the speed ratio steps of each simulated gear remain consistent. Under the same accelerator pedal opening, the engine speed remains constant before and after upshifting, and the engine sound changes in a uniform manner, significantly enhancing the sense of acceleration layering. As the accelerator pedal opening increases, the engine speed increases synchronously, and the sound gradually intensifies, forming a distinct sense of acceleration power, consistent with the acceleration experience of traditional multi-gear vehicles. This effectively enhances the driver's sense of driving participation and meets the needs of sporty driving.

[0135] When the target driving preference type is type two, after determining the second shift information, if the target driving preference type is determined to be type two (sporty style), and if it is determined that a shift action needs to be performed (i.e., the current gear is inconsistent with the second target gear), then the shift process control stage is entered. The shift process control stage mainly simulates the power and speed changes during a real shift process through the coordinated control of the generator and the drive motor. The process is as follows:

[0136] The system acquires a preset engine speed variation curve and shift time. During the shifting process from the second target gear to other gears in the target vehicle, the engine speed is adjusted according to the preset engine speed variation curve and shift time, while the drive motor is simultaneously scheduled to perform torque disturbance. Through the linkage of these two mechanisms, the system simulates the hierarchical power changes during gear shifts. The specific control logic is as follows:

[0137] During gear shifting, the drive motor briefly reduces torque. The specific amplitude of the torque changes mentioned above was calibrated and obtained through real vehicle testing to ensure the realism and accuracy of the simulation. Specifically, when the drive motor is scheduled to perform torque disturbances, the drive torque control at each gear wheel end follows these rules: according to the gear ratios from largest to smallest, the drive motor torque determines the amplitude of the torque change by querying a pre-stored three-dimensional torque chart, achieving a torque-to-gear ratio correspondence from largest to smallest. This three-dimensional torque chart is constructed based on vehicle speed, gear position, and accelerator pedal opening, and its specific parameters are all obtained through real vehicle testing and calibration to ensure the accuracy and reliability of torque control, meeting the power requirements of sporty driving.

[0138] Figure 11 This is a schematic diagram of a gear shifting process control provided according to an embodiment of this application. It can be seen that as time progresses, the changes in engine speed, generator torque, and drive motor torque are always proportional during the continuous upshifting and downshifting process.

[0139] In step S208, the generator precisely regulates speed to simulate traditional speed changes, and combined with short-term torque disturbances in the drive motor, reproduces the transient power characteristics of traditional gear shifting. This not only achieves multi-gear perception under constant gear positions but also simulates a realistic gear shifting experience, significantly enhancing driving pleasure and immersion. By fully utilizing the two actual gear ratios of the engine's direct drive (the actual lowest gear ratio and the actual highest gear ratio), and leveraging the high energy transfer efficiency of direct drive mode, the overall vehicle economy in these two gears is effectively improved while maintaining a sense of acceleration hierarchy, balancing driving pleasure and energy-saving requirements. Furthermore, by synchronously changing the wheel-end drive torque with the simulated gear, a stepped adjustment of power is achieved, more closely resembling the power hierarchy of traditional multi-gear vehicles and meeting the demands of sporty driving.

[0140] By executing the methods shown in steps S202-S208, relying on existing multi-speed hybrid system hardware, and through control strategy optimization, it is possible to combine the smoothness of single-speed drive with the dynamic experience of multi-speed switching, effectively taking into account the driving preferences and usage scenarios of different users. It has significant technical advantages and practical value in improving the overall vehicle driving quality and driving pleasure.

[0141] In some embodiments of this application, the target vehicle for executing steps S202-S206 is a hybrid vehicle equipped with a multi-speed hybrid system. A multi-speed hybrid system refers to a system with at least two gears in the engine's direct drive configuration. For example, it is at least one of the following types of vehicles: hybrid vehicles equipped with a multi-speed hybrid system. The selection of the second target gear, the control of the second gear ratio (to determine the second engine target speed), and the shift process control of the multi-speed hybrid system are also applicable to vehicles equipped with a single-speed hybrid system and vehicles equipped with a range-extended hybrid system.

[0142] Figure 12 This is a schematic diagram of a first type of hybrid system provided according to an embodiment of this application, such as... Figure 12 As shown, a dual-motor, two-speed hybrid system is demonstrated. Figure 12 The meanings of the various numbers in the code are as follows: 1. Engine; 2. 1st gear transmission; 3. 2nd gear transmission; 4. Generator; 5. Electric motor; 6. Disengagement clutch.

[0143] Figure 13 This is a schematic diagram of a second type of hybrid system provided according to an embodiment of this application, such as... Figure 13 As shown, a hybrid vehicle with a dual-motor multi-single-speed hybrid system is illustrated. Figure 13 The meanings of the various numbers in the code are as follows: 1. Drive shaft; 2. Coupler; 3. Engine; 4. Generator; 5. Electric motor; 6. Power battery; 7. Differential; 8. Inverter; 9. Disengagement clutch.

[0144] Figure 14 This is a schematic diagram of a third type of hybrid system provided according to an embodiment of this application, such as... Figure 14 As shown, a hybrid vehicle with a range-extended configuration is illustrated. Figure 14 The meanings of the various numbers in the code are as follows: 1. Drive shaft; 2. Coupler; 3. Engine; 4. Generator; 5. Electric motor; 6. Power battery; 7. Differential; 8. Inverter.

[0145] Figure 15 This is a schematic diagram of a vehicle gear shifting control device according to an embodiment of this application, comprising:

[0146] The first acquisition module 1502 is used to acquire target state information, wherein the target state information is the target driving mode of the target vehicle or a driving activity index representing the driver's driving activity towards the target vehicle, wherein the driving activity index is used to quantitatively represent the driver's operating intensity and the vehicle's dynamic response state.

[0147] The first determining module 1504 is used to determine the target driving preference type of the target vehicle based on the target state information. The target driving preference type is used to indicate the driving type corresponding to the driving behavior of the target vehicle.

[0148] The second acquisition module 1506 is used to acquire the first charge of the target vehicle's power battery, the actual number of gears in the target vehicle, and the actual speed of the target vehicle.

[0149] The second determining module 1508 is used to determine the first target gear based on the first battery level and the actual number of gears when the target driving preference type is the first type, and to determine the first engine target speed based at least on the actual vehicle speed and the first target gear, and to determine the set consisting of the first target gear and the first engine target speed as the first shift information.

[0150] The third determining module 1510 is used to obtain a preset shift map when the target driving preference type is the second type, determine the second target gear based on the actual vehicle speed and the preset shift map, and determine the second engine target speed based at least on the actual vehicle speed and the second target gear; and determine the set consisting of the second target gear and the second engine target speed as the second shift information, wherein the preset shift map is a two-dimensional chart containing multiple upshift lines and multiple downshift lines.

[0151] It should be noted that, Figure 15 The vehicle shift control device shown is used to perform Figure 2 The vehicle shifting control method shown is therefore Figure 2 The explanations and descriptions in the vehicle shifting control method also apply to the vehicle shifting control device, and will not be repeated here.

[0152] It should be noted that the modules in the above-mentioned vehicle shift control device can be program modules (such as a set of program instructions to implement a certain function) or hardware modules. For the latter, they can be in the following forms, but are not limited to these: each of the above modules is in the form of a processor, or the functions of each of the above modules are implemented by a processor.

[0153] This application also provides a non-volatile storage medium, which includes a stored program, wherein the program controls the device where the non-volatile storage medium is located to execute the above-mentioned vehicle gear shifting control method during program execution.

[0154] This application also provides an electronic device, which includes a processor for running a program, wherein the above-described vehicle gear shifting control method is executed during program execution.

[0155] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the above-described vehicle gear shifting control method.

[0156] According to another aspect of the embodiments of this application, a vehicle is also provided, wherein the vehicle controller is used to execute the above-described vehicle gear shifting control method.

[0157] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0158] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0159] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0160] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0161] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to related technologies, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0162] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling vehicle gear shifting, characterized in that, include: Obtain target status information, wherein the target status information is the target driving mode of the target vehicle or the driver's driving activity index for the target vehicle, wherein the driving activity index is used to quantitatively represent the driver's operating intensity and the vehicle's dynamic response status. The target driving preference type of the target vehicle is determined based on the target state information. This target driving preference type is used to indicate the driving type corresponding to the driving behavior of the target vehicle. The first charge level of the target vehicle's power battery, the actual number of gears in the target vehicle, and the actual speed of the target vehicle are obtained. When the target driving preference type is the first type, the first target gear is determined based on the first battery level and the actual number of gears, and the first engine target speed is determined based at least on the actual vehicle speed and the first target gear. The set consisting of the first target gear and the first engine target speed is determined as the first shift information. When the target driving preference type is the second type, a preset shift map is obtained, and a second target gear is determined based on the actual vehicle speed and the preset shift map. At least the second target engine speed is determined based on the actual vehicle speed and the second target gear. The set consisting of the second target gear and the second target engine speed is determined as the second shift information. The preset shift map is a two-dimensional chart containing multiple upshift lines and multiple downshift lines. Determining the first target gear based on the first battery level and the actual number of gears includes: The range between zero battery charge and full battery charge of the power battery is defined as the target charge range; Multiple preset power thresholds are obtained, wherein the values ​​of the multiple preset power thresholds are different; The target power range is divided into multiple consecutive first power sub-ranges by the multiple preset power thresholds, wherein the number of the multiple first power sub-ranges is equal to the actual number of gears, and each first power sub-range corresponds to one gear. When the first target gear is determined for the first time, the gear corresponding to the first energy sub-range in which the first energy is located is determined as the first target gear among the plurality of first energy sub-ranges.

2. The method according to claim 1, characterized in that, The method further includes: After the first target gear is initially determined, the first target gear is updated at preset time intervals to obtain the updated first target gear: At each preset time interval, obtain the updated first battery level; When the updated first battery level is less than or equal to the first battery level, the gear corresponding to the first battery level sub-range in which the updated first battery level is located among the plurality of first battery level sub-ranges is determined as the updated first target gear. When the updated first power level is greater than the first power level, a preset hysteresis window value is obtained, and the endpoints of the multiple first power level sub-intervals are updated according to the preset hysteresis window value to obtain multiple second power level sub-intervals. The gear corresponding to the second power level sub-interval in which the updated first power level is located is determined as the updated first target gear. The preset hysteresis window value is a power level offset threshold set to avoid frequent gear switching due to small fluctuations in the power level of the power battery.

3. The method according to claim 1, characterized in that, Determining the first engine target speed based at least on the actual vehicle speed and the first target gear includes: Determine the first engine target speed corresponding to the first target gear, wherein the first engine target speed is determined based on the gear ratio corresponding to the first target gear, the vehicle tire radius, and the actual vehicle speed; Obtain the target engine direct drive entry speed corresponding to the first target gear, wherein the target engine direct drive entry speed is the lowest speed at which the hybrid system of the target vehicle is allowed to be switched to parallel mode under the first target gear; When the actual vehicle speed is greater than or equal to the target engine direct drive access speed, the hybrid system of the target vehicle is switched to the parallel mode; in the parallel mode, the actual engine speed is made to reach the first engine target speed by disengaging the clutch. When the actual vehicle speed is less than the target engine direct drive access speed, the hybrid system of the target vehicle is switched to series mode; in series mode, the engine speed is adjusted by scheduling the generator to make the actual engine speed reach the first engine target speed.

4. The method according to claim 1, characterized in that, The preset shift pattern is constructed in the following way: Determine multiple simulated gears of the target vehicle; Determine the multiple upshift lines and multiple downshift lines corresponding to the multiple simulated gears, wherein any two consecutive simulated gears between the multiple simulated gears correspond to one upshift line and one downshift line among the multiple upshift lines; The preset shift pattern is constructed based on the multiple upshift lines and the multiple downshift lines.

5. The method according to claim 4, characterized in that, Determining multiple simulated gears of the target vehicle, including: Obtain the first gear ratio of the first gear and the second gear ratio of the second gear, and determine the quotient of the first gear ratio and the second gear ratio as the first gear ratio order, wherein the first gear is the lowest gear among the multiple actual gears of the target vehicle, and the second gear is the highest gear among the multiple actual gears of the target vehicle; Obtain the preset minimum speed ratio order and the preset maximum speed ratio order; A target speed ratio is determined between the preset minimum speed ratio and the preset maximum speed ratio, wherein the quotient of the first speed ratio and the target speed ratio is N, where N is an integer. Multiple simulated gear ratios are determined based on the first gear ratio, the second gear ratio, and the target gear ratio order, wherein the total number of the multiple simulated gear ratios is equal to the preset number of simulated gears; A simulated gear is set for each of the plurality of simulated gear ratios to obtain the plurality of simulated gears, wherein the gear level of the plurality of simulated gears is inversely proportional to the magnitude of the corresponding simulated gear ratio.

6. The method according to claim 5, characterized in that, Determining the multiple upshift lines and multiple downshift lines corresponding to the multiple simulated gears includes: Obtain the first simulated gear ratio of the first simulated gear and the second simulated gear ratio of the second simulated gear, wherein the first simulated gear and the second simulated gear are any two consecutive simulated gears among the plurality of simulated gears, and the first simulated gear is a simulated gear one gear lower than the second simulated gear; Obtain multiple preset accelerator pedal openings within a preset accelerator pedal opening range; The minimum direct-drive engine speed and the maximum engine speed are obtained, and the upshift engine speed and downshift engine speed corresponding to the multiple preset accelerator pedal openings are determined based on the minimum direct-drive engine speed and the maximum engine speed. The minimum upshift engine speed is the product of the minimum direct-drive engine speed and the target gear ratio, and the maximum upshift engine speed is the maximum engine speed. The minimum downshift engine speed is the minimum direct-drive engine speed, and the maximum downshift engine speed is the quotient of the maximum engine speed and the target gear ratio. The upshift speed and downshift speed corresponding to the plurality of preset accelerator pedal openings are determined respectively. The upshift speed corresponding to the first preset accelerator pedal opening is determined based on the engine speed at which the first preset accelerator pedal opening is engaged, the tire radius of the target vehicle, and the first simulated gear ratio. The downshift speed corresponding to the first preset accelerator pedal opening is determined based on the engine speed at which the first preset accelerator pedal opening is engaged, the tire radius of the vehicle, and the second simulated gear ratio. The first preset accelerator pedal opening is any one of the plurality of preset accelerator pedal openings. The upshift lines corresponding to the first simulated gear and the second simulated gear are determined based on the upshift speeds corresponding to the multiple preset accelerator pedal openings and the multiple preset accelerator pedal openings. The downshift lines corresponding to the first simulated gear and the second simulated gear are determined based on the downshift speeds corresponding to the multiple preset accelerator pedal openings and the multiple preset accelerator pedal openings.

7. The method according to claim 1, characterized in that, Determining the second target gear based on the actual vehicle speed and the preset shift pattern, and at least determining the second engine target speed based on the actual vehicle speed and the second target gear, including: Obtain the target accelerator pedal opening at the actual vehicle speed; In the preset shift pattern, the gear is matched according to the actual vehicle speed and the target accelerator pedal opening to obtain the second target gear; When the second target gear is the first gear or the second gear, the hybrid system of the target vehicle is switched to parallel mode, wherein the first gear is the lowest gear among the multiple actual gears of the target vehicle, and the second gear is the highest gear among the multiple actual gears of the target vehicle; In the parallel mode, the actual engine speed is made to reach the second engine target speed by disengaging the clutch, wherein the second engine target speed is determined based on the gear ratio corresponding to the second target gear, the vehicle tire radius, and the actual vehicle speed; If the second target gear is not the first gear or the second gear, the hybrid system of the target vehicle is switched to series mode; In the series mode, the actual engine speed is adjusted to reach the target speed of the second engine by scheduling the generator to regulate the engine speed.

8. The method according to claim 1, characterized in that, The method further includes: When the target driving preference type is the second type, after determining the second shift information, the preset engine speed change curve and shift time are obtained; During the gear shifting process of the target vehicle from the second target gear to other gears, the engine is scheduled to adjust the engine speed of the target vehicle according to the preset engine speed change curve and the shifting time, while the drive motor is scheduled to perform torque disturbance.

9. A vehicle gear shifting control device, characterized in that, include: The first acquisition module is used to acquire target state information, wherein the target state information is the target driving mode of the target vehicle or a driving activity index representing the driver's driving activity towards the target vehicle, wherein the driving activity index is used to quantitatively represent the driver's operating intensity and the vehicle's dynamic response state. The first determining module is used to determine the target driving preference type of the target vehicle based on the target state information. The target driving preference type is used to indicate the driving type corresponding to the driving behavior of the target vehicle. The second acquisition module is used to acquire the first charge of the power battery of the target vehicle, the actual number of gears of the target vehicle, and the actual speed of the target vehicle; The second determining module is configured to, when the target driving preference type is a first type, determine a first target gear based on the first battery level and the actual number of gears, and at least determine a first engine target speed based on the actual vehicle speed and the first target gear, and determine the set consisting of the first target gear and the first engine target speed as first shift information; determining the first target gear based on the first battery level and the actual number of gears includes: determining the interval between zero battery level and full battery level of the power battery as a target battery level interval; acquiring multiple preset battery level thresholds, wherein the values ​​of the multiple preset battery level thresholds are different; dividing the target battery level interval into multiple consecutive first battery level sub-intervals through the multiple preset battery level thresholds, wherein the number of the multiple first battery level sub-intervals is equal to the actual number of gears, and each first battery level sub-interval corresponds to one gear; when determining the first target gear for the first time, determining the gear corresponding to the first battery level sub-interval in which the first battery level is located as the first target gear; The third determining module is used to obtain a preset shift map when the target driving preference type is the second type, determine the second target gear based on the actual vehicle speed and the preset shift map, and determine the second engine target speed based at least on the actual vehicle speed and the second target gear; and determine the set consisting of the second target gear and the second engine target speed as the second shift information, wherein the preset shift map is a two-dimensional chart containing multiple upshift lines and multiple downshift lines.

10. An electronic device, characterized in that, include: A memory and a processor, the processor being configured to run a program stored in the memory, wherein the program, when running, executes the vehicle gear shifting control method according to any one of claims 1 to 8.

11. A vehicle, characterized in that, The vehicle controller is used to execute the vehicle shifting control method according to any one of claims 1 to 8.

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