Shift strategy data determination method and device, vehicle, and storage medium

Abstract

The application relates to the field of vehicle control, in particular to a gear shifting strategy data determination method and device, a vehicle and a storage medium. The method comprises the following steps: in response to the fact that a vehicle is running in a fixed running area, acquiring running condition data of the vehicle; based on the running condition data, determining a plurality of condition data groups, and calculating a target gearbox required gear position corresponding to each condition data group to obtain a condition interval-target gear position mapping relationship; and fitting the mapping relationship to generate target gear shifting strategy data adapted to the fixed running area. Thus, by collecting actual running condition data of the vehicle in the fixed running area, calculating the target gear position corresponding to each condition data group and fitting the discrete mapping relationship, the problem that the gear shifting strategy of the vehicle cannot be optimized in terms of energy consumption for the actual fixed running route of the user in the related art is solved, the change from the general gear shifting strategy calibrated at the factory to the regionally customized gear shifting strategy is realized, and the fuel economy is effectively improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, apparatus, vehicle, and storage medium for determining shift strategy data. Background Technology

[0002] With the continuous development of the vehicle industry, users are increasingly demanding higher fuel economy from their vehicles. Reducing overall vehicle energy consumption can directly bring economic benefits to users. The shifting strategy of automatic transmissions directly affects the distribution of engine operating points, thus determining the fuel economy of the entire vehicle, and is an important research direction in the field of automatic transmission control technology.

[0003] In related technologies, there is an AMT (Automated Manual Transmission) shifting strategy optimization method. This method generates road spectrum data by collecting actual operating condition data, inputs the road spectrum data into a simulation model for simulation calculation to optimize the shifting strategy, and constructs a shifting strategy database based on the optimization results. During vehicle operation, operating condition feature values ​​are collected in real time and the corresponding optimal shifting strategy is called from the database.

[0004] However, the vehicle shifting strategy in this method is essentially an optimal strategy for general operating conditions and cannot optimize energy consumption for users' actual fixed driving routes, which urgently needs to be addressed. Summary of the Invention

[0005] This application provides a method, apparatus, vehicle, and storage medium for determining shift strategy data, in order to solve the problem in related technologies that vehicle shift strategies cannot optimize energy consumption for users' actual fixed driving routes, and realizes the transformation from factory-calibrated general shift strategies to region-specific customized shift strategies, effectively improving fuel economy.

[0006] To achieve the above objectives, the first aspect of this application proposes a method for determining shift strategy data, comprising the following steps: In response to the vehicle traveling in a fixed driving area, acquire the vehicle's driving condition data; Based on the driving condition data, multiple condition data groups are determined, and the target gearbox gear required for each condition data group is calculated to obtain the condition interval-target gear mapping relationship. The mapping relationship between the operating condition range and the target gear is fitted to generate target shifting strategy data that is adapted to the fixed driving area.

[0007] According to one embodiment of this application, the step of determining multiple driving condition data groups based on the driving condition data and calculating the target gearbox gear requirement corresponding to each driving condition data group to obtain the driving condition interval-target gear mapping relationship includes: Extract vehicle speed data and accelerator pedal opening data from the driving condition data; The vehicle speed data is divided into a first preset interval, and the accelerator pedal opening data is divided into a second preset interval to obtain multiple working condition data groups, wherein each working condition data group corresponds to a combination of a vehicle speed interval and an accelerator pedal opening interval. Determine at least one available forward gear in the transmission. For each of the operating condition data groups, calculate the engine fuel consumption rate of each available forward gear in the current operating condition data group. Select the available forward gear in the transmission corresponding to the lowest engine fuel consumption rate as the target transmission gear required for the current operating condition data group. Based on each of the operating condition data groups and the target gearbox gear requirement corresponding to each of the operating condition data groups, the mapping relationship between the operating condition interval and the target gear is obtained.

[0008] According to one embodiment of this application, the step of calculating the engine fuel consumption rate for each available forward gear of the transmission under the current operating condition data group includes: Based on the engine speed data and engine torque data in the driving condition data, determine the vehicle drive power requirement corresponding to the current driving condition data group; Obtain the gear ratio of each available forward gear of the transmission, and determine the engine speed range corresponding to each available forward gear of the transmission based on the vehicle speed range corresponding to the current operating condition data group and the gear ratio of each available forward gear of the transmission. Based on the vehicle drive power requirement corresponding to the current operating condition data group and the engine speed range corresponding to each available forward gear of the transmission, determine the engine torque range corresponding to each available forward gear of the transmission. Based on the engine speed range and the engine torque range, the engine universal characteristic curve is queried to obtain the engine fuel consumption rate of each available forward gear of the transmission under the current operating condition data group.

[0009] According to one embodiment of this application, fitting the working condition interval-target gear mapping relationship to generate target shifting strategy data adapted to the fixed driving area includes: Using vehicle speed as the horizontal axis and accelerator pedal opening as the vertical axis, curve fitting is performed on the mapping relationship between the operating condition range and the target gear to generate a continuous shift curve. The shift curve includes an upshift curve and a downshift curve, and there is a preset shift delay deviation between the upshift curve and the downshift curve. The target shift strategy data is obtained based on the shift curve and the downshift curve.

[0010] According to one embodiment of this application, after generating target shift strategy data adapted to the fixed driving area, the method further includes: Generate a shift strategy data update prompt message and send the shift strategy data update prompt message to a preset vehicle terminal; In response to a user-triggered confirmation update command, the current shift strategy data is replaced with the target shift strategy data.

[0011] According to the shift strategy data determination method proposed in this application, in response to the vehicle driving in a fixed driving area, the vehicle's driving condition data is acquired. Based on the driving condition data, multiple driving condition data groups are determined, and the target gearbox gear required for each driving condition data group is calculated to obtain the driving condition interval-target gear mapping relationship. Then, this mapping relationship is fitted to generate target shift strategy data adapted to the fixed driving area. Thus, by collecting the actual driving condition data of the vehicle in a fixed driving area, calculating the target gear corresponding to each driving condition data group, and fitting the discrete mapping relationship, the problem that the vehicle shift strategy cannot be optimized for energy consumption according to the user's actual fixed driving route in related technologies is solved. This realizes the transformation from a factory-calibrated general shift strategy to a region-specific customized shift strategy, effectively improving fuel economy.

[0012] To achieve the above objectives, a second aspect of this application provides a gear shift strategy data determination device, comprising: The acquisition module is used to acquire the vehicle's driving condition data in response to the vehicle traveling in a fixed driving area; The processing module is used to determine multiple working condition data groups based on the driving condition data, and calculate the target gearbox gear required for each working condition data group to obtain the working condition interval-target gear mapping relationship; The generation module is used to fit the working condition interval-target gear mapping relationship and generate target shifting strategy data adapted to the fixed driving area.

[0013] According to one embodiment of this application, the processing module includes: The extraction unit is used to extract vehicle speed data and accelerator pedal opening data from the driving condition data; The segmentation unit is used to divide the vehicle speed data according to a first preset interval and the accelerator pedal opening data according to a second preset interval to obtain multiple working condition data groups, wherein each working condition data group corresponds to a combination of a vehicle speed interval and an accelerator pedal opening interval. The processing unit is configured to determine at least one available forward gear in the transmission, calculate the engine fuel consumption rate of each available forward gear in the current operating condition data group for each of the operating condition data groups, and select the available forward gear in the transmission corresponding to the lowest engine fuel consumption rate as the target transmission required gear corresponding to the current operating condition data group. The obtaining unit is used to obtain the working condition interval-target gear mapping relationship based on each working condition data group and the target gearbox required gear corresponding to each working condition data group.

[0014] According to one embodiment of this application, the processing unit, which calculates the engine fuel consumption rate of each available forward gear in the transmission under the current operating condition data group, is specifically used for: Obtain the gear ratio of each available forward gear of the transmission, and determine the engine speed range corresponding to each available forward gear of the transmission based on the vehicle speed range corresponding to the current operating condition data group and the gear ratio of each available forward gear of the transmission. Based on the vehicle drive power requirement corresponding to the current operating condition data group and the engine speed range corresponding to each available forward gear of the transmission, determine the engine torque range corresponding to each available forward gear of the transmission. Based on the engine speed range and the engine torque range, the engine universal characteristic curve is queried to obtain the engine fuel consumption rate of each available forward gear of the transmission under the current operating condition data group.

[0015] According to one embodiment of this application, the generation module is specifically used for: Using vehicle speed as the horizontal axis and accelerator pedal opening as the vertical axis, curve fitting is performed on the mapping relationship between the operating condition range and the target gear to generate a continuous shift curve. The shift curve includes an upshift curve and a downshift curve, and there is a preset shift delay deviation between the upshift curve and the downshift curve. The target shift strategy data is obtained based on the shift curve and the downshift curve.

[0016] According to one embodiment of this application, after generating target shift strategy data adapted to the fixed driving area, the generation module is further configured to: Generate a shift strategy data update prompt message and send the shift strategy data update prompt message to a preset vehicle terminal; In response to a user-triggered confirmation update command, the current shift strategy data is replaced with the target shift strategy data.

[0017] The shift strategy data determination device proposed in this application acquires vehicle driving condition data in response to the vehicle traveling in a fixed driving area. Based on the driving condition data, it determines multiple driving condition data groups, calculates the target gearbox gear required for each driving condition data group, and obtains a mapping relationship between the driving condition range and the target gear. Then, it fits this mapping relationship to generate target shift strategy data adapted to the fixed driving area. Therefore, by collecting actual driving condition data of the vehicle within a fixed driving area, calculating the target gear corresponding to each driving condition data group, and fitting the discrete mapping relationship, it solves the problem in related technologies where vehicle shift strategies cannot optimize energy consumption for the user's actual fixed driving route. This realizes the transformation from a factory-calibrated universal shift strategy to a region-specific customized shift strategy, effectively improving fuel economy.

[0018] To achieve the above objectives, a third aspect of this application provides a vehicle comprising: a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the program to implement the shift strategy data determination method as described in the above embodiments.

[0019] To achieve the above objectives, a fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the shift strategy data determination method as described in the above embodiments.

[0020] To achieve the above objectives, a fifth aspect of this application provides a computer program product comprising a computer program that, when executed by a processor, is used to implement the shift strategy data determination method as described in the above embodiments.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a method for determining shift strategy data according to an embodiment of this application; Figure 2 This is a block diagram of a gear shift strategy data determination device according to an embodiment of this application; Figure 3 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0023] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0024] The following describes, with reference to the accompanying drawings, a method, apparatus, vehicle, and storage medium for determining shift strategy data according to embodiments of this application. First, the method for determining shift strategy data according to embodiments of this application will be described with reference to the accompanying drawings.

[0025] Figure 1 This is a flowchart of a method for determining shift strategy data according to an embodiment of this application.

[0026] like Figure 1 As shown, the method for determining the shift strategy data includes the following steps: In step S101, in response to the vehicle traveling in a fixed driving area, the vehicle's driving condition data is acquired.

[0027] It is understood that, in the embodiments of this application, a fixed driving area refers to a specific geographical area or set of specific routes where the driving routes are relatively concentrated and road conditions are repetitive during long-term use, such as commuter routes or fixed logistics routes. Driving condition data refers to parameter data that reflects the vehicle's operating status and the driver's operating intentions during driving, and may include at least vehicle speed, accelerator pedal opening, engine speed, engine torque, and the current gear of the transmission.

[0028] Specifically, in actual use, if a vehicle travels within the same fixed area for an extended period (such as a user's daily commute route or a fixed logistics transportation route), its operating conditions will exhibit obvious repetitive characteristics. These include stable speed distribution ranges, accelerator pedal opening habits, and road gradient changes. Under these conditions, data acquisition devices can collect real-time data on the vehicle's operating conditions within this fixed area, such as vehicle speed, accelerator pedal opening, engine speed, engine torque, and the current gear of the transmission. This collected data is stored in a memory, serving as the data foundation for subsequent customized calculations of shifting strategies for this fixed area.

[0029] It should be noted that the "responding to" in "responding to the vehicle driving in a fixed driving area" in this application does not refer to an instantaneous triggering response when the vehicle enters the fixed driving area, but rather to a continuous response during the continuous operation of the vehicle within the fixed driving area. In other words, the data collection process does not end with a single triggering at the moment the vehicle enters the area, but continues continuously as the vehicle repeatedly drives through the fixed area over a long period, thereby accumulating sufficient data to support subsequent statistical analysis.

[0030] In step S102, based on driving condition data, multiple condition data groups are determined, and the target gearbox gear required for each condition data group is calculated to obtain the condition interval-target gear mapping relationship.

[0031] It is understood that, in the embodiments of this application, the working condition range-target gear mapping relationship refers to the set of correspondences formed by the target gear requirements of the transmission corresponding to each of the grouped working condition data, which expresses the gear that should be selected to minimize fuel consumption under different combinations of vehicle speed range and throttle opening range.

[0032] Specifically, considering that the large amount of driving condition data collected consists of discrete data points, with different data points corresponding to different vehicle speeds and throttle openings, it is impossible to directly form a regular basis for gear selection. Therefore, it is necessary to classify and aggregate the data to obtain multiple driving condition data groups. Then, the optimal gear (i.e., the gear required by the target transmission) corresponding to each driving condition data group is determined one by one, thus obtaining the mapping relationship between driving condition intervals and target gears.

[0033] To facilitate understanding, the following details how to determine multiple working condition data groups and obtain the working condition interval-target gear mapping relationship.

[0034] As one possible implementation, in some embodiments, based on driving condition data, multiple driving condition data groups are determined, and the target gearbox gear requirement corresponding to each driving condition data group is calculated to obtain a driving condition interval-target gear mapping relationship. This includes: extracting vehicle speed data and accelerator pedal opening data from the driving condition data; dividing the vehicle speed data according to a first preset interval and dividing the accelerator pedal opening data according to a second preset interval to obtain multiple driving condition data groups, wherein each driving condition data group corresponds to a combination of a vehicle speed interval and an accelerator pedal opening interval; determining at least one available forward gearbox gear; for each driving condition data group, calculating the engine fuel consumption rate of each available forward gearbox gear under the current driving condition data group; selecting the available forward gearbox gear corresponding to the lowest engine fuel consumption rate as the target gearbox gear requirement corresponding to the current driving condition data group; and obtaining the driving condition interval-target gear mapping relationship based on each driving condition data group and the target gearbox gear requirement corresponding to each driving condition data group.

[0035] It is understood that, in this embodiment, the "operating condition data grouping" refers to the data set obtained by classifying and dividing the large amount of collected discrete driving condition data according to vehicle speed range and accelerator pedal opening range. Since the collected raw data is discrete and scattered, directly calculating the gear for each data point individually cannot form a regular shifting strategy. Therefore, it is necessary to aggregate the data by range, with each group representing a specific operating condition range. This includes information on vehicle speed range and accelerator pedal opening range. The available forward gears of the transmission refer to the set of forward gears that the transmission can currently use normally. This set can be determined by the Transmission Control Unit (TCU) based on the real-time status of each forward gear, excluding gears that are faulty, prohibited by the control system, or physically unavailable under the current operating conditions.

[0036] Specifically, the data processor first extracts vehicle speed and accelerator pedal opening data from the collected driving condition data. Then, it divides the vehicle speed data into several consecutive speed intervals according to a preset interval (i.e., the first preset interval), and simultaneously divides the accelerator pedal opening data into several consecutive accelerator pedal opening intervals according to a preset interval (i.e., the second preset interval). Combining these two sets yields multiple data groups, each representing a specific operating condition range. This interval division method aggregates the originally discrete and scattered raw data into several representative operating condition intervals, enabling subsequent calculations to perform statistical analysis based on a sufficient number of data samples within each interval, avoiding misjudgments caused by anomalies or noise in a single data point.

[0037] Based on this, the data processor needs to determine the currently usable forward gears of the transmission. Specifically, the TCU can monitor the status of the actuators (such as clutches, synchronizers, shift forks, etc.) corresponding to each forward gear in real time, as well as the signals from relevant sensors, and generate status flags for each forward gear based on the monitoring results. If the actuator of a certain gear malfunctions or the relevant signal is abnormal, causing the gear to be unable to be engaged or transmit power normally, the TCU marks that gear as unusable. At the same time, if engaging a gear at the current vehicle speed and throttle opening would cause the engine speed to exceed the allowable range (including exceeding the maximum allowable speed or falling below the minimum stable speed), then that gear is also not included in the usable range under the current operating conditions. By reading the gear status information provided by the TCU, the data processor can determine multiple usable forward gears at the current moment.

[0038] After determining the available forward gears in the transmission, for each operating condition data group, the data processor calculates the engine fuel consumption rate for each available forward gear within the corresponding vehicle speed and throttle opening range using the principle of minimum energy consumption. Then, the calculated fuel consumption rates for each gear are compared, and the gear with the lowest fuel consumption rate is selected as the target transmission gear for that operating condition data group. By traversing all operating condition data groups and repeating the above calculation process, a mapping relationship between operating condition ranges and target gears is finally obtained, consisting of all operating condition data groups and their corresponding target gears. This mapping relationship represents the optimal gear selection under different operating condition ranges in the form of several discrete data points.

[0039] Next, we will explain in detail how to calculate the engine fuel consumption rate.

[0040] Optionally, in some embodiments, the engine fuel consumption rate of each available forward gear in the current operating condition data group is calculated one by one, including: determining the vehicle drive power requirement corresponding to the current operating condition data group based on the engine speed data and engine torque data in the driving condition data; obtaining the gear ratio of each available forward gear in the transmission, and determining the engine speed range corresponding to each available forward gear in the transmission based on the vehicle speed range corresponding to the current operating condition data group and the gear ratio of each available forward gear in the transmission; determining the engine torque range corresponding to each available forward gear in the transmission based on the vehicle drive power requirement corresponding to the current operating condition data group and the engine speed range corresponding to each available forward gear in the transmission; and querying the engine universal characteristic curve based on the engine speed range and engine torque range to obtain the engine fuel consumption rate of each available forward gear in the current operating condition data group.

[0041] It is understood that, in the embodiments of this application, the vehicle drive power demand refers to the drive power required for the vehicle to maintain its current operating state under a certain operating condition data group. Its value is calculated from the engine speed and engine torque collected under that operating condition, reflecting the vehicle's power demand level at the current vehicle speed and throttle opening. It should be noted that the vehicle drive power demand varies for different operating condition data groups. When calculating the target gear corresponding to a certain group, the vehicle drive power demand of that group itself is used as the standard, and this power demand remains constant when calculating fuel consumption rate across all gears. The engine universal characteristic curve is a characteristic graph obtained through engine bench testing, used to characterize the distribution of fuel consumption rate under different combinations of engine speed and torque. With engine speed as the horizontal axis and engine torque as the vertical axis, the fuel consumption rate is distributed in the form of contour lines, serving as the basic basis for evaluating engine economy.

[0042] Specifically, the data processor first determines the vehicle drive power requirement corresponding to the current operating condition data group based on the engine speed data and engine torque data. This power requirement reflects the drive power level required for the vehicle to maintain operation in this operating condition range and remains constant during subsequent traversal of each gear. Then, the data processor obtains the gear ratio corresponding to each available forward gear (the gear ratio is an inherent design parameter of the transmission, pre-stored in the TCU, and the gear ratio values ​​of different forward gears are different), and calculates the engine speed range corresponding to each gear in the current speed range based on the vehicle speed range corresponding to the current group and the gear ratio of each gear using the kinematic relationship between vehicle speed and engine speed (as shown in Equation (1)). Subsequently, the data processor calculates the engine torque range corresponding to each gear based on the vehicle drive power requirement corresponding to the group and the engine speed range corresponding to each gear using the mechanical relationship between power and torque (as shown in Equation (2)). Finally, using the engine speed range and engine torque range corresponding to each gear as indexes, the engine universal characteristic curve is queried to obtain the fuel consumption rate corresponding to each gear. Through the above calculation process, a quantitative comparison of the fuel consumption rate of each available forward gear under each working condition data group was achieved.

[0043]

[0044] in, Engine speed, For vehicle speed, The gear ratios of the currently available forward gears in the transmission. The main reduction ratio (i.e., the ratio of the number of teeth on the driven gear to the number of teeth on the driving gear in the main reducer). For the tire radius, This refers to engine torque. This is for the vehicle's drive power requirements.

[0045] It should be noted that since the current operating condition data group corresponds to a vehicle speed range (rather than a single vehicle speed point), by substituting the lower and upper limits of the vehicle speed range into equation (1), the lower and upper limits of the engine speed corresponding to the available forward gear can be calculated, thus obtaining the engine speed range. Substituting the calculated engine speed range and the vehicle drive power requirement corresponding to the current operating condition data group into equation (2), the lower and upper limits of the engine torque corresponding to the gear can be calculated, thus obtaining the engine torque range.

[0046] Furthermore, the principle of minimum energy consumption refers to the fact that during the operation of the vehicle, when the vehicle speed and accelerator pedal opening are determined, the overall vehicle driving power demand is a fixed value (as shown in equation (4)). Under this premise, by selecting different gearbox gears, the engine speed will change accordingly (as shown in equation (3)), and the engine torque is determined by the ratio of the overall vehicle driving power demand to the engine speed. Different combinations of (speed, torque) correspond to different operating points on the universal characteristic curve of the engine, and each operating point has its own fuel consumption rate. The principle of minimum energy consumption is that by traversing all available gears, the gear that makes the fuel consumption rate corresponding to the engine operating point the lowest is found, at which point the overall vehicle energy consumption is the lowest.

[0047]

[0048] in, For vehicle speed, For the tire radius, Engine speed, The gear ratios of the currently available forward gears in the transmission. Main reduction ratio, This refers to the current power output of the engine (i.e., the driving power requirement of the entire vehicle). This refers to engine torque.

[0049] In step S103, the mapping relationship between the working condition range and the target gear is fitted to generate target shifting strategy data that is adapted to a fixed driving area.

[0050] It is understood that, in the embodiments of this application, the target shift strategy data refers to the final generated data set used for real-time shift decision of the TCU, which takes vehicle speed and accelerator pedal opening as input parameters and the target gear as the output result.

[0051] In other words, the working condition interval-target gear mapping relationship obtained in step S102 consists of several discrete data points. Each data point represents the target gearbox gear that minimizes engine fuel consumption under a combination of vehicle speed and throttle opening range. However, discrete data points cannot be directly used for real-time vehicle shift control. The TCU needs to make real-time decisions on the target gear based on continuously changing vehicle speed and throttle opening signals during vehicle operation. Therefore, it is necessary to transform the discrete mapping relationship into a continuous shift curve. This is achieved by using curve fitting methods (such as least squares method, spline interpolation method, etc.) to fit the working condition interval-target gear mapping relationship, thereby generating target shift strategy data adapted to a fixed driving area.

[0052] Compared to the general shift strategy data pre-calibrated when the vehicle leaves the factory, the target shift strategy data is recalculated and fitted based on the actual operating condition data collected by the vehicle in a fixed driving area. Therefore, it can better adapt to the road spectrum characteristics of the fixed area, so that the engine can work at the economic operating point with the lowest fuel consumption rate in the fixed area, thereby achieving the technical effect of reducing the energy consumption of the whole vehicle.

[0053] As one possible approach, in some embodiments, the mapping relationship between the operating range and the target gear is fitted to generate target shifting strategy data adapted to a fixed driving area. This includes: performing curve fitting on the mapping relationship between the operating range and the target gear with vehicle speed as the horizontal axis and accelerator pedal opening as the vertical axis to generate a continuous shifting curve. The shifting curve includes upshifting curves and downshifting curves, and there is a preset shifting delay deviation between the upshifting curves and downshifting curves; the target shifting strategy data is obtained based on the shifting curves and downshifting curves.

[0054] It is understood that, in this embodiment, the shift curve refers to a continuous curve used to divide the usage areas of adjacent gears in a two-dimensional coordinate system with vehicle speed as the horizontal axis and accelerator pedal opening as the vertical axis. When the actual operating state of the vehicle (i.e., vehicle speed and accelerator pedal opening) is on one side of a certain shift curve, the transmission should be in a certain gear; when crossing the curve, a shift is triggered. The upshift curve refers to the relationship between vehicle speed and accelerator pedal opening when the vehicle shifts from the current gear to an adjacent higher gear during acceleration. When the actual operating state of the vehicle reaches or exceeds the upshift curve, the TCU triggers an upshift operation. The downshift curve refers to the relationship between vehicle speed and accelerator pedal opening when the vehicle shifts from the current gear to an adjacent lower gear during deceleration or when greater power output is required. When the actual operating state of the vehicle reaches or falls below the downshift curve, the TCU triggers a downshift operation. The shift delay deviation refers to the interval between the upshift curve and the downshift curve at the same vehicle speed and accelerator pedal opening, used to avoid frequent alternation of upshifting and downshifting near the same operating condition. Specifically, the vehicle speed corresponding to a downshift curve at the same throttle opening is usually lower than the vehicle speed corresponding to an upshift curve. The difference in vehicle speed between the two is the shift delay deviation. The existence of this deviation can effectively prevent the transmission from repeatedly switching between adjacent gears, thereby ensuring driving smoothness and the service life of the transmission.

[0055] Specifically, in the process of fitting the mapping relationship between the operating condition interval and the target gear, the data processor can establish a coordinate system with vehicle speed as the horizontal axis and accelerator pedal opening as the vertical axis. All discrete operating condition intervals and target gear mapping relationships are placed in this coordinate system, and a continuous shift curve is generated using curve fitting. The shift curve can include upshift curves and downshift curves: the upshift curve defines the conditions for shifting from a lower gear to a higher gear, and the downshift curve defines the conditions for shifting from a higher gear to a lower gear. There is a preset shift delay deviation between the upshift and downshift curves; that is, the vehicle speed corresponding to the downshift curve at the same accelerator pedal opening is lower than the vehicle speed corresponding to the upshift curve, thus avoiding frequent shifts between adjacent gears that could affect driving smoothness. Finally, the data processor can generate complete target shift strategy data based on the fitted upshift and downshift curves. This data takes vehicle speed and accelerator pedal opening as input and the target gear as output, and can be directly used for real-time shift decisions by the TCU.

[0056] Furthermore, in some embodiments, after generating target shift strategy data adapted to a fixed driving area, the method further includes: generating shift strategy data update prompt information and sending the shift strategy data update prompt information to a preset vehicle terminal; in response to a user-triggered confirmation update command, replacing the current shift strategy data with the target shift strategy data.

[0057] It is understood that, in this embodiment, the shift strategy data update prompt message is a query message sent to the user after the shift strategy data calculation is completed. This message informs the user that the new shift strategy data has been calculated and asks the user whether they agree to update the currently used shift strategy data to the newly generated shift strategy data. Its content may include a prompt that the new shift strategy data is ready, and an option to ask whether the user agrees to the update. The preset vehicle terminal refers to a pre-set output device or interface on the vehicle capable of interacting with the user, specifically a human-machine interface such as the vehicle's instrument panel, central control display screen, or in-vehicle infotainment system screen, used to display prompt messages to the user and receive user operation commands. The update confirmation command is an operation command made by the user through the human-machine interface on the preset vehicle terminal (such as the instrument panel confirmation button, central control screen touch button, etc.) to agree to the update. This command indicates that the user actively confirms the replacement of the currently used shift strategy data with the newly generated target shift strategy data.

[0058] Specifically, after the data processor completes the fitting calculation of the shift strategy data and generates the target shift strategy data, it does not immediately write the new data to the TCU. Instead, it generates a shift strategy data update prompt message through the control actuator and sends this message to the vehicle's human-machine interface (such as the instrument panel or central control display) to inform the user that the new shift strategy data has been calculated and to ask if the user needs to update. After seeing this prompt on the vehicle's human-machine interface, the user can choose whether to agree to the update: if the user agrees, they trigger a confirmation update command by touching a button on the screen or pressing the confirmation button on the instrument panel; the control actuator responds to the confirmation update command and writes the newly generated target shift strategy data to the TCU to replace the currently used shift strategy data. If the user does not agree to the update or does not make a confirmation operation within a certain period of time, the TCU can continue to keep the current shift strategy data unchanged, and the vehicle will continue to drive normally according to the original strategy. Through the above user confirmation mechanism, the update of the shift strategy data is authorized by the user, rather than being automatically overwritten by the system, which respects the user's right to choose and avoids the uncertainty of the driving experience caused by strategy changes.

[0059] According to the shift strategy data determination method proposed in this application, in response to the vehicle driving in a fixed driving area, the vehicle's driving condition data is acquired. Based on the driving condition data, multiple driving condition data groups are determined, and the target gearbox gear required for each driving condition data group is calculated to obtain the driving condition interval-target gear mapping relationship. Then, this mapping relationship is fitted to generate target shift strategy data adapted to the fixed driving area. Thus, by collecting the actual driving condition data of the vehicle in a fixed driving area, calculating the target gear corresponding to each driving condition data group, and fitting the discrete mapping relationship, the problem that the vehicle shift strategy cannot be optimized for energy consumption according to the user's actual fixed driving route in related technologies is solved. This realizes the transformation from a factory-calibrated general shift strategy to a region-specific customized shift strategy, effectively improving fuel economy.

[0060] Next, the shift strategy data determination apparatus according to the embodiments of this application is described with reference to the accompanying drawings.

[0061] Figure 2 This is a block diagram of a shift strategy data determination device according to an embodiment of this application.

[0062] like Figure 2 As shown, the shift strategy data determination device 10 includes: an acquisition module 100, a processing module 200, and a generation module 300.

[0063] The acquisition module 100 is used to acquire the vehicle's driving condition data in response to the vehicle driving in a fixed driving area. The processing module 200 is used to determine multiple working condition data groups based on driving working condition data, and calculate the target gearbox required gear corresponding to each working condition data group to obtain the working condition interval-target gear mapping relationship; The generation module 300 is used to fit the mapping relationship between the working condition range and the target gear to generate target shifting strategy data that is adapted to a fixed driving area.

[0064] Optionally, in some embodiments, the processing module 200 includes: The extraction unit is used to extract vehicle speed data and accelerator pedal opening data from driving condition data; The segmentation unit is used to divide the vehicle speed data according to the first preset interval and the accelerator pedal opening data according to the second preset interval to obtain multiple working condition data groups, wherein each working condition data group corresponds to a combination of a vehicle speed interval and an accelerator pedal opening interval. The processing unit is used to determine at least one available forward gear of the transmission, calculate the engine fuel consumption rate of each available forward gear of the transmission under the current operating condition data group for each operating condition data group, and select the available forward gear of the transmission corresponding to the lowest engine fuel consumption rate as the target transmission required gear corresponding to the current operating condition data group. The acquisition unit is used to obtain the mapping relationship between the working condition interval and the target gearbox gear corresponding to each working condition data group.

[0065] Optionally, in some embodiments, the engine fuel consumption rate of each available forward gear in the transmission under the current operating condition data group is calculated one by one. The processing unit is specifically used for: Obtain the gear ratio of each available forward gear in the transmission, and determine the engine speed range corresponding to each available forward gear in the transmission based on the vehicle speed range grouped according to the current operating condition data and the gear ratio of each available forward gear in the transmission. Based on the current operating condition data grouping corresponding to the vehicle drive power demand and the engine speed range corresponding to each available forward gear of the transmission, determine the engine torque range corresponding to each available forward gear of the transmission. Based on the engine speed range and engine torque range, the engine universal characteristic curve is queried to obtain the engine fuel consumption rate of each available forward gear in the current operating condition data group.

[0066] Optionally, in some embodiments, the generation module 300 is specifically used for: Using vehicle speed as the horizontal axis and accelerator pedal opening as the vertical axis, curve fitting is performed on the mapping relationship between the working condition range and the target gear to generate a continuous shift curve. The shift curve includes upshift curves and downshift curves, and there is a preset shift delay deviation between the upshift curves and downshift curves. The target shift strategy data is obtained based on the shift curve and downshift curve.

[0067] Optionally, in some embodiments, after generating target shift strategy data adapted to a fixed driving area, the generation module 300 is further configured to: Generate a shift strategy data update notification message and send the shift strategy data update notification message to the preset vehicle terminal; In response to a user-triggered confirmation update command, the current shift strategy data is replaced with the target shift strategy data.

[0068] It should be noted that the foregoing explanation of the method for determining shift strategy data also applies to the device for determining shift strategy data in this embodiment, and will not be repeated here.

[0069] The shift strategy data determination device proposed in this application acquires vehicle driving condition data in response to the vehicle traveling in a fixed driving area. Based on the driving condition data, it determines multiple driving condition data groups, calculates the target gearbox gear required for each driving condition data group, and obtains a mapping relationship between the driving condition range and the target gear. Then, it fits this mapping relationship to generate target shift strategy data adapted to the fixed driving area. Therefore, by collecting actual driving condition data of the vehicle within a fixed driving area, calculating the target gear corresponding to each driving condition data group, and fitting the discrete mapping relationship, it solves the problem in related technologies where vehicle shift strategies cannot optimize energy consumption for the user's actual fixed driving route. This realizes the transformation from a factory-calibrated universal shift strategy to a region-specific customized shift strategy, effectively improving fuel economy.

[0070] Figure 3 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 301, the processor 302, and the computer program stored on the memory 301 and capable of running on the processor 302.

[0071] When processor 302 executes the program, it implements the shift strategy data determination method provided in the above embodiments.

[0072] Furthermore, the vehicle also includes: Communication interface 303 is used for communication between memory 301 and processor 302.

[0073] The memory 301 is used to store computer programs that can run on the processor 302.

[0074] The memory 301 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0075] If the memory 301, processor 302, and communication interface 303 are implemented independently, then the communication interface 303, memory 301, and processor 302 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 3 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0076] Optionally, in a specific implementation, if the memory 301, processor 302, and communication interface 303 are integrated on a single chip, then the memory 301, processor 302, and communication interface 303 can communicate with each other through an internal interface.

[0077] Processor 302 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0078] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the shift strategy data determination method described above.

[0079] This application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the shift strategy data determination method described above.

[0080] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0081] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0082] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for determining shift strategy data, characterized in that, Includes the following steps: In response to the vehicle traveling in a fixed driving area, acquire the vehicle's driving condition data; Based on the driving condition data, multiple condition data groups are determined, and the target gearbox gear required for each condition data group is calculated to obtain the condition interval-target gear mapping relationship. The mapping relationship between the operating condition range and the target gear is fitted to generate target shifting strategy data that is adapted to the fixed driving area.

2. The method according to claim 1, characterized in that, Based on the driving condition data, multiple driving condition data groups are determined, and the target gearbox gear requirement corresponding to each driving condition data group is calculated to obtain the driving condition interval-target gear mapping relationship, including: Extract vehicle speed data and accelerator pedal opening data from the driving condition data; The vehicle speed data is divided into a first preset interval, and the accelerator pedal opening data is divided into a second preset interval to obtain multiple working condition data groups, wherein each working condition data group corresponds to a combination of a vehicle speed interval and an accelerator pedal opening interval. Determine at least one available forward gear in the transmission. For each of the operating condition data groups, calculate the engine fuel consumption rate of each available forward gear in the current operating condition data group. Select the available forward gear in the transmission corresponding to the lowest engine fuel consumption rate as the target transmission gear required for the current operating condition data group. Based on each of the operating condition data groups and the target gearbox gear requirement corresponding to each of the operating condition data groups, the mapping relationship between the operating condition interval and the target gear is obtained.

3. The method according to claim 2, characterized in that, The step of calculating the engine fuel consumption rate for each available forward gear of the transmission under the current operating condition data group includes: Based on the engine speed data and engine torque data in the driving condition data, determine the vehicle drive power requirement corresponding to the current driving condition data group; Obtain the gear ratio of each available forward gear of the transmission, and determine the engine speed range corresponding to each available forward gear of the transmission based on the vehicle speed range corresponding to the current operating condition data group and the gear ratio of each available forward gear of the transmission. Based on the vehicle drive power requirement corresponding to the current operating condition data group and the engine speed range corresponding to each available forward gear of the transmission, determine the engine torque range corresponding to each available forward gear of the transmission. Based on the engine speed range and the engine torque range, the engine universal characteristic curve is queried to obtain the engine fuel consumption rate of each available forward gear of the transmission under the current operating condition data group.

4. The method according to claim 1, characterized in that, The process of fitting the mapping relationship between the operating condition range and the target gear to generate target shifting strategy data adapted to the fixed driving area includes: Using vehicle speed as the horizontal axis and accelerator pedal opening as the vertical axis, curve fitting is performed on the mapping relationship between the operating condition range and the target gear to generate a continuous shift curve. The shift curve includes an upshift curve and a downshift curve, and there is a preset shift delay deviation between the upshift curve and the downshift curve. The target shift strategy data is obtained based on the shift curve and the downshift curve.

5. The method according to claim 1, characterized in that, After generating the target shift strategy data adapted to the fixed driving area, the method further includes: Generate a shift strategy data update prompt message and send the shift strategy data update prompt message to a preset vehicle terminal; In response to a user-triggered confirmation update command, the current shift strategy data is replaced with the target shift strategy data.

6. A device for determining shift strategy data, characterized in that, include: The acquisition module is used to acquire the vehicle's driving condition data in response to the vehicle traveling in a fixed driving area; The processing module is used to determine multiple working condition data groups based on the driving condition data, and calculate the target gearbox gear required for each working condition data group to obtain the working condition interval-target gear mapping relationship; The generation module is used to fit the working condition interval-target gear mapping relationship and generate target shifting strategy data adapted to the fixed driving area.

7. The apparatus according to claim 6, characterized in that, The processing module includes: The extraction unit is used to extract vehicle speed data and accelerator pedal opening data from the driving condition data; The segmentation unit is used to divide the vehicle speed data according to a first preset interval and the accelerator pedal opening data according to a second preset interval to obtain multiple working condition data groups, wherein each working condition data group corresponds to a combination of a vehicle speed interval and an accelerator pedal opening interval. The processing unit is configured to determine at least one available forward gear in the transmission, calculate the engine fuel consumption rate of each available forward gear in the current operating condition data group for each of the operating condition data groups, and select the available forward gear in the transmission corresponding to the lowest engine fuel consumption rate as the target transmission required gear corresponding to the current operating condition data group. The obtaining unit is used to obtain the working condition interval-target gear mapping relationship based on each working condition data group and the target gearbox required gear corresponding to each working condition data group.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and capable of running on the processor, the processor executing the program to implement the shift strategy data determination method as described in any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the shift strategy data determination method as described in any one of claims 1-5.

10. A computer program product, characterized in that, The system includes a computer program, which, when executed by a processor, is used to implement the shift strategy data determination method according to any one of claims 1-5.

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